Pzl-Swidnik PW 5 accident near Enumclaw, Washington, May 31, 2014
On May 31, 2014 at about 1:00 am local time, a 1998 Pzl-Swidnik PW 5 (glider), registered N77FZ, was substantially damaged in an accident during landing (flare/touchdown) near Enumclaw, Washington (Bergseth Field). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control of the glider during the landing flare which resulted in a stall and hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 2014 · about 1:00 am local time
- Place
- Enumclaw, Washington · Bergseth Field · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Pzl-Swidnik PW 5 NO SERIES, built 1998 · all PW 5s on the register
- Registration
- N77FZ · no longer on the register · serial 1711002
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported while entering the airport traffic pattern, the glider encountered additional lift and he was too high for landing. The pilot attempted to descend by deploying the spoilers and performing a couple of 360 degree turns, however the glider did not lose altitude so he initiated a slip to lose the altitude. Just prior to touchdown, as he aligned the glider to runway heading, it stalled and landed hard. During the landing roll, the right wing struck the ground and the glider ground looped. The glider sustained substantial damage to the fuselage and the empennage. The pilot reported no mechanical malfunction or anomalies that would have precluded normal operation, prior to the accident.
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
What happened, in order
- Loss of control in flight during landing (flare/touchdown) defining event
- Hard landing during landing (flare/touchdown)
- Dragged wing/rotor/float/other during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
Pilot
- Certificate: private
- Ratings: rotorcraft: glider
- Flight time: 22 hours in all; 2 in the last 90 days; 2 in the last 30 days; 9 as pilot in command
- Last flight review: September 8, 2013
- Medical certificate: None
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 877 hours
- Last inspection: annual inspection, February 14, 2014
- Maximum gross weight: 660 lb
- Seats: 1
- Landing gear: fixed
The flight
- Departed from: WN76 Enumclaw WA
- Destination: WN76 Enumclaw WA
- Flight plan: none
- Runway 10, 2,100 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
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.