Schleicher ASW-27 and Piper PA-25-235 mid-air collision near Middletown, California, November 28, 2009
On November 28, 2009 at about 7:01 pm local time, 2 aircraft, Schleicher ASW-27 (N127AL) and Piper PA-25-235 (N7023Z), were involved in a mid-air collision near Middletown, California (Crazy Creek Gliderport airport). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of both pilots to see and avoid the other airplane. Contributing to the accident was the pilot flying a non-standard approach to the private airstrip.
The failure of both pilots to see and avoid the other airplane. Contributing to the accident was the pilot's failure to yield right of way to the glider.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 28, 2009 · about 7:01 pm local time
- Place
- Middletown, California · Crazy Creek Gliderport · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Schleicher ASW-27 · all ASW-27s on the register
- Registration
- N127AL · no longer on the register · serial 27209
- 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
- N7023Z · no longer on the register · serial 25-2779
- Damage
- Substantial damage
- Flight
- Glider-towing flight · general aviation rules (Part 91)
The NTSB's narrative for the Schleicher ASW-27 final · quoted from the NTSB record
The airplane departed the airport with the glider in tow. Gusting crosswind conditions existed at the time of the takeoff and witnesses reported that the glider appeared to be encountering turbulence during the climb out. The glider released from the tow plane a short time later, maneuvered in the vicinity of the release, and then simultaneously returned to the airport at the same time as the airplane. Both aircraft entered downwind legs on each side of the same runway, with the glider on the right downwind and the airplane on the left downwind. They continued on downwind, and turned onto their respective base legs about the same time. As both aircraft turned onto final, they collided. Paint transfer marks, Global Positioning System (GPS) flight track data, and a photograph taken just after the collision indicated that the airplane's right wing and right main landing gear struck the empennage of the glider just aft of the cabin. The glider's flight track back to the airport, and the use of the right-hand traffic pattern likely indicated that the pilot encountered unfavorable weather conditions that necessitated use of the non-standard pattern. Additionally, GPS flight track data indicated that the glider overshot the runway centerline during the turn from base to final, indicative of him encountering a crosswind. The airplane was not equipped with a radio transceiver, and the left-hand traffic pattern was considered standard for the private airstrip. The seating positions of both pilots, and the relative distance between the aircraft would have given both pilots an unobstructed view of the opposing aircraft during the downwind and base legs of the arrival. 14 CFR 91.113(d)(2) and (3)(e) specifies general right of way rules and rules for traffic pattern operations. In part, a glider has the right-of-way over an airship, powered parachute, weight-shift-control aircraft, airplane, or rotorcraft. For traffic pattern operations when aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right.
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 airplane departed the airport with the glider in tow. Gusting crosswind conditions existed at the time of the takeoff and witnesses reported that the glider appeared to be encountering turbulence during the climb out. The glider released from the tow plane a short time later, maneuvered in the vicinity of the release, and then simultaneously returned to the airport at the same time as the airplane. Both aircraft entered downwind legs on each side of the same runway, with the glider on the right downwind and the airplane on the left downwind. They continued on downwind, and turned onto their respective base legs about the same time. As both aircraft turned onto final, they collided. Paint transfer marks, Global Positioning System (GPS) flight track data, and a photograph taken just after the collision indicated that the airplane's right wing and right main landing gear struck the empennage of the glider just aft of the cabin. The glider's flight track back to the airport, and the use of the right-hand traffic pattern likely indicated that the pilot encountered unfavorable weather conditions that necessitated use of the non-standard pattern. Additionally, GPS flight track data indicated that the glider overshot the runway centerline during the turn from base to final, indicative of him encountering a crosswind. The airplane was not equipped with a radio transceiver, and the left-hand traffic pattern was considered standard for the private airstrip. The seating positions of both pilots, and the relative distance between the aircraft would have given both pilots an unobstructed view of the opposing aircraft during the downwind and base legs of the arrival. 14 CFR 91.113(d)(2) and (3)(e) specifies general right of way rules and rules for traffic pattern operations. In part, a glider has the right-of-way over an airship, powered parachute, weight-shift-control aircraft, airplane, or rotorcraft. For traffic pattern operations when aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right.
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 Schleicher ASW-27 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during approach (VFR pattern final) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- factor Environmental issues › Operating environment › Air traffic/operating proc › Traffic pattern procedure › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 851 hours in all; 13 in the last 90 days; 7 in the last 30 days
- Last flight review: December 10, 2007
- Medical certificate: None
- Seat: sngl
- Injury: fatal
The aircraft
- Airframe total time: 463 hours
- Last inspection: annual inspection, October 15, 2009; 0 hours since
- Maximum gross weight: 1,100 lb
- Seats: 1
- Landing gear: retractable
The flight
- Departed from: PVT Middletown CA at 6:56 pm
- Destination: PVT Middletown CA
- Flight plan: none
- Runway 29, 2,000 ft by 30 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 13 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 28°F (-2°C)
- Altimeter: 30.01 inHg
- Observation at 6:53 pm from STS, 22 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Piper PA-25-235 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during approach (VFR pattern final) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- factor Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 1,600 hours in all
- Last flight review: July 26, 2009
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: sngl
- Injury: fatal
The aircraft
- Airframe total time: 10,370 hours
- Last inspection: 100-hour inspection, October 13, 2009; 14 hours since
- Maximum gross weight: 2,900 lb
- Seats: 1
- Landing gear: retractable
- Engine: Lycoming O-540 SERIES (piston); 0 hours total
- Operator: Calsoar INC.
The flight
- Departed from: PVT Middletown CA at 6:56 pm
- Destination: PVT Middletown CA
- Flight plan: none
- Runway 29, 2,000 ft by 30 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.