Waco Classic Aircraft CORP 2T-1A-2 accident near Coldwater, Michigan, September 2, 2022
On September 2, 2022 at about 6:50 pm local time, a 2013 Waco Classic Aircraft CORP 2T-1A-2, registered N21GL, was substantially damaged in an accident during landing near Coldwater, Michigan (Branch County Meml airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot receiving instruction’s improper flare during landing and the flight instructor’s inadequate remedial action, which resulted in the airplane exceeding its critical angle-of-attach and experiencing an aerodynamic stall.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 2022 · about 6:50 pm local time
- Place
- Coldwater, Michigan · Branch County Meml · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Waco Classic Aircraft CORP 2T-1A-2, built 2013 · all 2T-1A-2s on the register
- Registration
- N21GL · registry record · serial 1200
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor, who was seated in the front seat, and pilot receiving instruction practiced three landings on the hard surface runway in the tailwheel-equipped airplane. The flight instructor reported that he then asked the pilot to conduct a 3-point landing on the grass adjacent to the runway. The instructor reported that the pilot got high and slow on short final and that he told the pilot to lower the nose and add power. He stated, “[pilot] was slow to respond [and] pulled the nose up (stick fully aft) for the landing.” The instructor stated he was too late to add power, and the airplane stalled about 5 to 8 ft above the grass. The main landing gear collapsed, and the airplane nosed over. The instructor reported that there were no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. The pilot receiving instruction reported that while over the grass parallel to the runway threshold, he began to flare the airplane. The instructor stated the flare was initiated too high but to continue the landing. The airplane leveled out, and the instructor stated to “keep pulling.” The pilot reported the instructor began to manipulate the controls with the pilot, and the instructor pulled back on the control stick. The airplane entered an extreme nose-high attitude, stalled, and impacted the terrain. The pilot reported that there were no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. The airplane sustained substantial damage to the vertical stabilizer and rudder.
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 on ground during landing defining event
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
- Personnel issues › Action/decision › Action › Lack of action › Instructor/check pilot
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 20,474 hours in all; 190 in this make and model; 48 in the last 90 days; 10 in the last 30 days; 14,151 as pilot in command; 6,493 on instruments
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Last inspection: inspection type not recorded
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-360-B1G6 (piston); 0 hours total
The flight
- Departed from: BTL Battle Creek MI at 5:30 pm
- Flight plan: none
- Runway 07, 4,000 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 8,000 ft
- Temperature: 81°F (27°C), dew point 66°F (19°C)
- Altimeter: 30.11 inHg
- Observation at 2:55 pm from KOEB
Weather report (METAR): KOEB 021855Z AUTO 17006KT 10SM SCT080 27/19 A3011 RMK AO2 T02720189
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on October 13, 2022. 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 Flight Instructor | PDF, 10 pages | View Download |
| 2 | Flight Instructor Additional Statement | PDF, 1 page | View Download |
| 3 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 Pilot Receiving Instruction | PDF, 9 pages | View Download |
| 4 | Accident Photograph | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN22LA410.