Burkhart Grob G103 Twin Astir accident near Driggs, Idaho, August 4, 2005
On August 4, 2005 at about 9:15 pm local time, a Burkhart Grob G103 Twin Astir (glider), registered N153SS, was substantially damaged in an accident near Driggs, Idaho (Reed Memorial airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control while maneuvering in the traffic pattern for landing. The pilot's failure to maintain a proper altitude was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 4, 2005 · about 9:15 pm local time
- Place
- Driggs, Idaho · Reed Memorial · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Burkhart Grob G103 Twin Astir · all G103 Twin Astirs on the register
- Registration
- N153SS · no longer on the register · serial 3094
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The glider's tow plane pilot reported that during the pre-tow briefing, the glider pilot stated that he wanted to do three pattern tows and one high tow. The pilot then pulled the glider around to position for the takeoff tow. The tow plane pilot stated that shortly after 1500, he started the takeoff without any problems. The pilot flew a circling turn to the right and went to mid-field and made another right turn crossing the runway, and climbing to 1,200 feet above ground level (agl) for the release. The tow pilot then circled to land on runway 21. The tow pilot stated that as he was taxiing back he noticed the glider, no higher than 75 feet agl, pitch nose down. The tow pilot stated that the glider was too low and just before it hit the ground, it looked like the nose was starting to come up. The glider collided with the ground short of runway 21 in about a 45 degree nose down attitude. Post accident inspection of the wreckage did not disclose evidence of a mechanical failure or malfunction.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: rotorcraft: glider
- Flight time: 144 hours in all; 23 in this make and model
- Last flight review: October 1, 2003
- Medical certificate: None
- Seat: frt
- Injury: fatal
The aircraft
- Airframe total time: 587 hours
- Last inspection: annual inspection, April 1, 2005; 16 hours since
- Maximum gross weight: 1,435 lb
- Seats: 2
- Landing gear: fixed
- Engine:; 0 hours total
The flight
- Departed from: Driggs ID at 9:00 pm
- Destination: U59
- Flight plan: none
- Runway 21, 7,300 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 4 knots
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 37°F (3°C)
- Altimeter: 30.37 inHg
- Observation at 9:15 pm from JAC, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N153SS the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.