Schempp-Hirth STANDARD CIRRUS and Centrair C101A mid-air collision near Sparks, Nevada, June 7, 2012
On June 7, 2012 at about 9:46 pm local time, 2 aircraft, Schempp-Hirth STANDARD CIRRUS (N943SB) and Centrair C101A (N101LV), were involved in a mid-air collision near Sparks, Nevada. No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The failure of both pilots to see and avoid each other, which resulted in a midair collision.
The failure of both pilots to see and avoid each other, which resulted in a midair collision.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 2012 · about 9:46 pm local time
- Place
- Sparks, Nevada · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Schempp-Hirth STANDARD CIRRUS · all STANDARD CIRRUSs on the register
- Registration
- N943SB · registry record · serial 44
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Centrair C101A
- Registration
- N101LV · registry record · serial 101A0187
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Schempp-Hirth STANDARD CIRRUS final · quoted from the NTSB record
Both pilots reported that they were aware that other gliders were operating in the same area and that they were maneuvering over hilly terrain looking for convective lift when the collision occurred. The pilot of the Schempp-Hirth reported that he did not see the Centrair approaching head-on until it passed directly overhead. The pilot of the Centrair reported that he was in wings-level flight, descending through 7,000 feet above mean sea level, when he suddenly saw the Schempp-Hirth appear beneath the nose of his glider, slightly to his right, heading in the opposite direction. Neither pilot had time to react, and the left wingtip of the Schempp-Hirth collided with the right wingtip of the Centrair. Both pilots were able to return to the launch gliderport and land safely.
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 Centrair C101A final · quoted from the NTSB record
Both pilots reported that they were aware that other gliders were operating in the same area and that they were maneuvering over hilly terrain looking for convective lift when the collision occurred. The pilot of the Schempp-Hirth reported that he did not see the Centrair approaching head-on until it passed directly overhead. The pilot of the Centrair reported that he was in wings-level flight, descending through 7,000 feet above mean sea level, when he suddenly saw the Schempp-Hirth appear beneath the nose of his glider, slightly to his right, heading in the opposite direction. Neither pilot had time to react, and the left wingtip of the Schempp-Hirth collided with the right wingtip of the Centrair. Both pilots were able to return to the launch gliderport and land safely.
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 Schempp-Hirth STANDARD CIRRUS from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during maneuvering defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 178 hours in all; 3 in this make and model; 34 in the last 90 days; 8 in the last 30 days; 110 as pilot in command
- Last flight review: September 3, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 580 hours
- Last inspection: annual inspection, May 5, 2012
- Maximum gross weight: 860 lb
- Seats: 1
- Landing gear: retractable
The flight
- Departed from: NV23 Sparks NV at 8:54 pm
- Destination: NV23 Sparks NV
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 270° at 16 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 32°F (0°C)
- Altimeter: 29.95 inHg
- Observation at 9:55 pm from RNO, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
The factual record for the Centrair C101A from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during maneuvering defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 4,000 hours in all; 8 in the last 90 days; 7 in the last 30 days; 3,500 as pilot in command; 800 on instruments
- Last flight review: November 18, 2011
- Medical certificate: None
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 1,900 hours
- Last inspection: annual inspection, June 1, 2012
- Maximum gross weight: 816 lb
- Seats: 1
- Landing gear: retractable
- Operator: Bay Area Soaring Associates INC
The flight
- Departed from: NV23 Sparks NV at 9:22 pm
- Destination: NV23 Sparks NV
- Flight plan: none
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 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 WPR12LA250.