Glaser-Dirks DG-400 accident near Weston, Oregon, June 14, 1997
On June 14, 1997 at about 10:20 pm local time, a Glaser-Dirks DG-400, registered N321V, was substantially damaged in an accident near Weston, Oregon. It was a personal 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).
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The NTSB's probable cause their words, unchanged
The pilot's failure to attain a proper descent rate during the forced landing. Factors include: the pilot's failure to use an 'engine start' checklist, failure to turn the ignition switch to the 'on' position, failure to use the landing checklist, failure to lower the wing flaps, and lack of experience in this make and model aircraft.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 1997 · about 10:20 pm local time
- Place
- Weston, Oregon · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Glaser-Dirks DG-400 · all DG-400s on the register
- Registration
- N321V · registry record · serial 4-149
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After using the engine to take off and fly to the area where he was going to soar, the pilot retracted the engine into the fuselage. When he was finished soaring, the pilot extended the engine and attempted to restart it. When he could not get it to restart after several attempts, the pilot elected to make a forced landing in an open field. Because the aircraft was low to the ground when the pilot gave up on his attempts to get the engine started, he did not have time to retract the engine, and he forgot to extend the wing flaps. Because the engine was extended and the flaps were in the up position, the aircraft touched down with an excessive rate of descent. The force of the impact caused both wings to flex downward and contact the terrain. One wing became stuck in the soft dirt, and as the aircraft was spun around, its structure received substantial damage. According to the pilot, the reason his engine would not start was because he had forgotten to move the ignition switch to the 'on' position prior to attempting the engine start. He also stated that he had recently purchased the aircraft, and that he did not use a checklist for the engine start, nor did he use a before landing checklist. He further stated that the gliders he was accustomed to flying did not have wing flaps.
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: single-engine land; rotorcraft: glider
- Flight time: 1,812 hours in all; 21 in this make and model; 24 in the last 90 days; 12 in the last 30 days; 1,734 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 75 hours
- Last inspection: annual inspection, April 4, 1997; 25 hours since
- Maximum gross weight: 1,150 lb
- Seats: 1
- Landing gear: fixed
- Engine: Rotax 505 (piston); 0 hours total
The flight
- Departed from: S98 Kennewick WA at 8:50 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 60 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number SEA97LA142.