Dg Flugzeugbau GMBH DG 800B accident near Clements, California, April 25, 2016
On April 25, 2016, a 1998 Dg Flugzeugbau GMBH DG 800B (glider), registered N800YG, was substantially damaged in an accident during approach (VFR pattern downwind) near Clements, California. 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).
The NTSB's probable cause their words, unchanged
The motorglider pilot's decision to perform an in-flight engine start with insufficient altitude, which resulted in an off-airport landing and collision with trees after the engine did not start. Contributing to the accident was the pilot's distraction by the engine restart procedures during a critical portion of the landing approach.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 25, 2016
- Place
- Clements, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Dg Flugzeugbau GMBH DG 800B, built 1998 · all DG 800Bs on the register
- Registration
- N800YG · no longer on the register · serial 8-133B62
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After gliding for about 2 ½ hours cross-country, the motorglider began to encounter reduced lift conditions. The private pilot intended to start the engine so that he could return to the departure airport under powered flight but also identified a nearby field for landing in case the engine did not start. As the glider overflew the field, the pilot extended the propeller and attempted three times to start the engine; however, it did not start. With limited altitude, increased drag from the propeller and mast, and an unanticipated headwind, the glider was unable to reach the landing target and impacted trees, resulting in substantial damage. Postaccident examination did not reveal any anomalies with the airframe or engine that would have precluded normal operation, and the engine started on the third attempt. The pilot stated that he had used a tow plane for departure on the accident flight and that the engine had not been operated for about 5 months leading up to the accident. He further stated that, in his experience, motorgliders could be prone to engine starting difficulties, especially after a period of nonuse. The pilot attempted the engine start at an altitude below that recommended by the glider manufacturer, thereby reducing his margin for error when the engine did not start. He also reported that he spent too much time and attention on starting the engine and not enough on landing. Had the pilot initiated the engine start procedure at a higher altitude, he likely would have had sufficient time to complete the emergency starting and off-airport landing procedures, restow the propeller, and focus on the task of the off-airport landing.
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 lift during enroute (cruise)
- Off-field or emergency landing during enroute (cruise)
- Powerplant sys/comp malf/fail during approach (VFR pattern downwind) defining event
- Collision with terrain or object (not controlled flight into terrain) during approach (VFR pattern final)
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Related operating info
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Glide › Attain/maintain not possible
- factor Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 2,370 hours in all; 1,360 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 2,279 as pilot in command
- Last flight review: April 20, 2014
- Medical certificate: None
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 2,062.7 hours
- Last inspection: condition inspection, April 3, 2016; 3 hours since
- Maximum gross weight: 1,157 lb
- Seats: 1
- Landing gear: retractable
- Engine: Solo 2625-01 (piston); 98 hours total
The flight
- Departed from: C83 Byron CA at 9:17 pm
- Destination: C83 Byron CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 260° at 19 knots, gusting 29
- Visibility: 10 statute miles
- Sky: a few clouds at 6,000 ft
- Temperature: 68°F (20°C), dew point 46°F (8°C)
- Altimeter: 29.89 inHg
- Observation at 11:55 pm from KSCK, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on August 30, 2016. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Pilot Correspondence | PDF, 1 page | View Download |
| 3 | Engine Examination Report | PDF, 5 pages | View Download |
| 4 | Maintenance Logbook Excerpts | PDF, 5 pages | View Download |
| 5 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 6 | Accident Site Photos | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.