Blanik L-13 accident near Driggs, Idaho, June 18, 1982
On June 18, 1982 at about 10:30 pm local time, a Blanik L-13 (glider), registered N99954, was substantially damaged in an accident near Driggs, Idaho (Teton Peaks airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 18, 1982 · about 10:30 pm local time
- Place
- Driggs, Idaho · Teton Peaks · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Blanik L-13
- Registration
- N99954 · no longer on the register · serial 025905
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT HELD A COMMERCIAL, AIRLINE TRANSPORT CERTIFICATE, BUT HAD ONLY A STUDENT GLIDER CERTIFICATE. DURING A TOWED TAKEOFF, WITNESSES OBSERVED THE SPOILERS EXTEND AFTER ABOUT 200 FT OF GROUND ROLL. THE TOW PILOT GAVE AN ARM SIGNAL TO INDICATE A PROBLEM. HOWEVER, THE GLIDER PILOT REPORTED THAT HE MISINTERPRETED THE SIGNAL AND ELECTED TO MAKE AN OFF FIELD LANDING. HE WAS UNAWARE THAT THE SPOILERS WERE UNLATCHED. AFTER BEING RELEASED FROM THE TOW PLANE, THE GLIDER TOUCHED DOWN ABOUT 200 FT BEYOND THE RUNWAY, RIGHT WING LOW, AND WAS DAMAGED. THE RIGHT WING SPAR WAS BENT ABOUT 6 FT FROM THE TIP. REPORTEDLY, THE SPOILER HANDLE WAS NOT SECURED BEFORE TAKEOFF.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,260 hours in all; 3 in this make and model; 1 in the last 90 days; 1 in the last 30 days; 4,117 as pilot in command; 1,213 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,125 hours
- Last inspection: inspection type not recorded; 20 hours since
- Maximum gross weight: 1,100 lb
- Seats: 2
- Landing gear: retractable
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: U59 Driggs ID at 4:30 pm
- Destination: U59 Driggs ID
- Flight plan: none
- Runway 3, 5,200 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 30 statute miles
- Sky: not recorded; clear
- Temperature: 165°F (74°C), dew point 0°F (-18°C)
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 N99954 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.