Schweizer SC2-33A accident near North Adams, Massachusetts, April 15, 1995
On April 15, 1995 at about 5:00 pm local time, a Schweizer SC2-33A (glider), registered N5725S, was substantially damaged in an accident near North Adams, Massachusetts (Harriman-And-West airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the tow rope during the initial climb. Related factors are the gusty wind conditions, the low altitude at which the failure occurred, the tailwind during the emergency landing roll, and the CFI's intentional ground loop due to the obstacle (fence) in the glider's path.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 15, 1995 · about 5:00 pm local time
- Place
- North Adams, Massachusetts · Harriman-And-West
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer SC2-33A
- Registration
- N5725S · no longer on the register · serial 69
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE CFI REPORTED THAT THE GLIDER ENCOUNTERED A WIND GUST WHILE UNDER TOW SHORTLY AFTER TAKEOFF, AND THE TOW ROPE SEPARATED. THE CFI REPORTED THAT HE TURNED THE GLIDER AROUND TO LAND ON THE GRASS ADJACENT TO THE RUNWAY. DURING THE FORCED LANDING THE CFI INTENTIONALLY GROUND LOOPED THE AIRPLANE TO AVOID HITTING THE BLAST FENCE AT THE END OF THE RUNWAY. POSTACCIDENT EXAMINATION OF THE TOW ROPE REVEALED THAT THE 220 FOOT LONG, 5/16TH INCH, YEAR OLD, YELLOW PROPYLENE ROPE BROKE ABOUT 37 FEET FROM THE TOW AIRPLANE. THE CFI STATED THAT THE ACCIDENT COULD HAVE BEEN PREVENTED IF HE HAD USED A DIFFERENT TOW ROPE SYSTEM AND THAT THERE WAS NO INSPECTION PROGRAM FOR TOW ROPES.
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
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: glider; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 1,533 hours in all; 28 in this make and model; 6 in the last 90 days; 4 in the last 30 days; 1,160 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 2,131 hours
- Last inspection: annual inspection, May 21, 1994; 81 hours since
- Maximum gross weight: 1,040 lb
- Seats: 2
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: 2B6 MA at 7:00 pm
- Flight plan: none
- Runway 11, 4,300 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 20 knots, gusting 29
- Visibility: 40 statute miles
- Sky: scat at 5,500 ft
- Temperature: 45°F (7°C), dew point 19°F (-7°C)
- Altimeter: 29.00 inHg
- Observation at 5:50 pm from ALB, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.