Burkhart Grob G-103A and Piper PA-25-235 accident near North Plains, Oregon, August 19, 2006
On August 19, 2006 at about 8:40 pm local time, 2 aircraft, Burkhart Grob G-103A (N103MG) and Piper PA-25-235 (N75HM), were involved in the same accident near North Plains, Oregon (North Plains Gliderport airport). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The glider pilot's misjudgment of distance/speed during approach, which resulted in excessive speed at touchdown, and his failure to maintain directional control during the landing roll. A contributing factor was the glider pilot's lack of experience in the make and model of glider being flown.
The glider pilot's misjudgment of distance/speed during approach, which resulted in excessive speed at touchdown, and his failure to maintain directional control during the landing roll. A contributing factor was the glider pilot's lack of experience in the make and model of glider being flown.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 19, 2006 · about 8:40 pm local time
- Place
- North Plains, Oregon · North Plains Gliderport · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Burkhart Grob G-103A · all G-103As on the register
- Registration
- N103MG · registry record · serial 33983-K-216
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-25-235 · all PA-25-235s on the register
- Registration
- N75HM · no longer on the register · serial 257556182
- Damage
- Substantial damage
- Flight
- Glider-towing flight · general aviation rules (Part 91)
The NTSB's narrative for the Burkhart Grob G-103A final · quoted from the NTSB record
The glider was observed to be high and fast on its landing approach. After touchdown, the glider bounced and then continued down the runway at a higher than normal speed. As the glider approached and went past the stop line, it started to turn to the right. The glider pilot attempted to steer between a tow airplane that was stopped off the runway and the glider parked behind it, but was unable to maintain directional control. The glider continued to turn right and collided with the tow airplane. The glider pilot reported that he had 35.8 hours total time of which 31.6 hours were in gliders and 5.1 hours were in the make and model of glider being flown.
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 NTSB's narrative for the Piper PA-25-235 final · quoted from the NTSB record
The glider was observed to be high and fast on its landing approach. After touchdown, the glider bounced and then continued down the runway at a higher than normal speed. As the glider approached and went past the stop line, it started to turn to the right. The glider pilot attempted to steer between a tow airplane that was stopped off the runway and the glider parked behind it, but was unable to maintain directional control. The glider continued to turn right and collided with the tow airplane. The glider pilot reported that he had 35.8 hours total time of which 31.6 hours were in gliders and 5.1 hours were in the make and model of glider being flown.
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 for the Burkhart Grob G-103A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: rotorcraft: glider
- Flight time: 36 hours in all; 5 in this make and model; 7 in the last 90 days; 3 in the last 30 days; 13 as pilot in command
- Last flight review: August 1, 2005
- Medical certificate: None
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 10,345 hours
- Last inspection: annual inspection, August 1, 2005
- Maximum gross weight: 1,279 lb
- Seats: 2
- Landing gear: fixed
- Engine:; 0 hours total
The flight
- Departed from: 10R4 North Plains OR
- Destination: 10R4
- Flight plan: none
- Runway 26L, 2,000 ft by 200 ft
Weather at the time
- Light: daylight
- Wind: from 050° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 55°F (13°C)
- Altimeter: 29.93 inHg
- Observation at 8:53 pm from HIO, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Piper PA-25-235 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: gyroplane; instructor: instrument airplane; instrument: airplane; rotorcraft: balloon; rotorcraft: glider; rotorcraft: gyroplane
- Flight time: 10,000 hours in all; 200 in this make and model; 100 in the last 90 days; 33 in the last 30 days; 9,000 as pilot in command; 1,000 on instruments
- Last flight review: September 1, 2005
- Medical certificate: Class 2
- Seat: rear
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: 10R4 North Plains OR
- Destination: 10R4
- Flight plan: none
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.
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.