Ica Brasov IS-28B2 accident near Deer Park, Washington, August 13, 2022
On August 13, 2022 at about 7:30 pm local time, a 1978 Ica Brasov IS-28B2 (glider), registered N213SS, was substantially damaged in an accident during landing (flare/touchdown) near Deer Park, Washington (Deer Park Airport). 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 pilot’s improper landing flare which resulted in a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 13, 2022 · about 7:30 pm local time
- Place
- Deer Park, Washington · Deer Park Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ica Brasov IS-28B2, built 1978
- Registration
- N213SS · no longer on the register · serial 110
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the glider reported that, on a visual approach and landing he flared the nose too high. The tailwheel touched down first and the nose impacted hard, resulting in several firm oscillations. The glider sustained substantial damage to the wings and fuselage. The pilot reported that there were no preaccident mechanical failures or malfunctions with the glider that would have precluded normal operation.
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
- Hard landing during landing (flare/touchdown) defining event
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: glider; instrument: airplane; rotorcraft: glider
- Flight time: 12,865 hours in all; 6 in this make and model; 7 in the last 90 days; 2 in the last 30 days; 2,831 as pilot in command; 1,138 on instruments
- Last flight review: August 22, 2021
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 1,704 hours
- Last inspection: annual inspection, June 1, 2022
- Maximum gross weight: 1,301 lb
- Seats: 2
- Landing gear: retractable
The flight
- Flight plan: none
- Runway 23, 3,200 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 48°F (9°C)
- Altimeter: 30.11 inHg
- Observation at 11:53 am from KDEW
Weather report (METAR): METAR KDEW 131653Z AUTO 17009KT 10SM CLR 22/09 A3011 RMK AO2 SLP184 T02170094=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
1 document, released by the NTSB on August 17, 2023. 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 |
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.