# NTSB NYC96LA104: Schweizer SGS-2-33A, N17957, Readington, NJ, May 11, 1996 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: May 11, 1996, 16:45 local (20:45 UTC) - Place: Readington, NJ - Location: 40.5687° N, 74.7377° W: Placed by OpenAirDocs: center of Readington, NJ, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=40.5687&lon=-74.7377&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report November 25, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 39180 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC96LA104 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/39180/pdf - Page: https://openairdocs.org/ntsb/NYC96LA104 ## Probable cause the pilot's inadequate evaluation of the weather, and his misjudgment of altitude and distance from the runway. Contributing factors were the pilot's lack of recent experience and the weather. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Undershoot, approach - vfr pattern - final approach - weather condition - high wind (contributing factor) - weather condition - crosswind (contributing factor) - weather evaluation - inadequate, pilot in command (cause) - distance/altitude - misjudged, pilot in command (cause) - lack of recent experience, pilot in command (contributing factor) - In flight collision with terrain/water, maneuvering - terrain condition - grass ## Analysis The pilot obtained a prerecorded weather briefing about 0930 that stated VFR flight was not recommended due to an expected frontal passage that afternoon. The pilot was flown in a tow plane to retrieve a Club glider at another airport. The glider was preflighted, and the tow plane departed about 1625 with the glider in tow. Upon arrival at their destination airport, the glider pilot released from the tow plane and entered the downwind for runway 22. The pilot stated that after he established the glider on a right base for runway 22, he encountered a down draft and determined that he would not make runway 22. The pilot then made a steep right turn and attempted to land on runway 31. He was not able to level the wings with full left aileron and the right wing struck the ground. A witness stated that the glider flew the base leg on the far side of runway 31, and when it turned final it developed a sink rate. The pilot estimated the winds were from 230 degrees at 15 knots, gusting to 20. During the previous 5-1/2 months, the pilot had logged 2 landings and a total of 1 hour and 27 minutes in gliders. ## Factual narrative On May 11, 1996, at 1645 eastern daylight time, a Schweizer SGS-2-33A, a glider, N17957, operated by the Central Jersey Soaring Club, was substantially damaged while landing at the Solberg-Hunterdon Airport (N51), Readington, New Jersey. The commercial pilot received serious injuries. Visual meteorological conditions prevailed for the positioning flight that departed the Vansant Airport (9N1), Erwinna, Pennsylvania, about 1625. No flight plan had been filed for the flight conducted under 14 CFR Part 91. According to the pilot's written statement, he listened to a prerecorded weather briefing at 0930, which indicated, "...VFR flight was not recommended because of expected frontal passage through the area in the afternoon hours." He also stated that one of the club's gliders had been tied down at 9N1 for several weeks, and it was decided to tow the glider back to N51. The pilot was flown to 9N1 inside of the tow plane, and after the glider was preflighted, the tow plane departed 9N1 and towed the glider towards Readington. When the glider arrived over N51, the pilot released from the tow plane, and entered a downwind for runway 22. When he established the glider on a right base for runway 22, he encountered a down draft and determined that he would not make the selected runway. The pilot further stated: "...I decided to take immediate action by turning to the right in a steeply banked turn with 65 mph airspeed maintained, so that I could convert the approach into a landing on runway 31...When the right turn was well established, there was a sudden and marked increase in the glider's rate of sink. The trees of the wooded area were now to my immediate left...It is my opinion that there was a 'curl over' effect of strong wind crossing the tree tops...I used left aileron and rudder to level the wings and finish the turn to land...the glider's overbanking tendency became so marked that I was unable to lift the right wing tip at all, even with full aileron deflection. The right wing tip struck the ground..." A witness stated: "...[The] pattern looked normal enough when he started his downwind leg. The base leg was flown on the far side of runway 31. When [the pilot] turned onto final, I thought he looked high enough, but I saw his spoilers close almost as soon as he rolled out of the turn. Very quickly I realized that his sink rate was high, and he was not making good progress over the ground. I would estimate that he flew for 10 to 12 seconds on final, during which time it became obvious that he was not going to clear the trees on the approach to the runway. I watched as he began a well banked right hand turn for runway 31 just above tree level..." Another witness stated, "...He appeared low due to headwinds and could not clear the trees on the approach end of 22. He made a low turn on the cross runway 31, and appeared to catch a wing tip in the grass." According to the Federal Aviation Administration Inspector's report, "There were no indications of a malfunction of the aircraft." The glider pilot estimated the winds were from 230 degrees at 15 knots, gusting to 20. A review of the pilot's log book revealed that he had logged 2 flights between November 20, 1995, and the accident flight. The 2 flights resulted in 1 landing each, and a total of 1 hour and 27 minutes of gliding. ## Aircraft - Registration: [N17957](https://openairdocs.org/deregistered/N17957-2013-01-31), registration cancelled 2013-01-31, S/N 287, built 1973 (OpenAirDocs) - Reported make and model: Schweizer SGS-2-33A - Registry model: [Schweizer SGS 2-33A](https://openairdocs.org/model/schweizer-sgs-2-33a) (registry code 8051606) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Glider - Serial number: 287 - Airframe hours: 2600 - Engines: unknown - Damage: Substantial damage - Flight: Positioning, Part 91 - Registered owner: Central Jersey Soaring Club - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 8, 1996, 5 hours before - Departed: 2NO, VAN SANT, PA - Destination: SBJ - Airport: SBJ, Solberg-Hunterdon, runway 31, 3,060 × 200 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 56; flight instructor, commercial, private; airplane ratings: single-engine land, single-engine sea; seat: front; flight hours: 631 total, 268 in this make and model, 595 as pilot in command, 2 in the last 90 days, 2 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 9 knots - Visibility: 4 statute miles - Lowest ceiling: 3,100 ft overcast - Temperature: 61 °F, dew point 57 °F - Altimeter: 29.00 inHg - Observed at: ABE, 33 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19960511010189A](https://openairdocs.org/incident/19960511010189A), May 11, 1996: Scwzer SGS233A, Readington, NJ, Substantial damage. High sink and steep turn to make alternate runway. Overbanked. Unable recover from accelerated stall. Wing impacted From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.