Schweizer SGS 2-33A accident near Wurstboro, New York, June 1, 2011
On June 1, 2011 at about 7:44 pm local time, a Schweizer SGS 2-33A (glider), registered N2656H, was substantially damaged in an accident during approach (VFR pattern final) near Wurstboro, New York (Wurtsboro - Sullivan County 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 flying pilot's failure to maintain aircraft control and the flight instructor's inadequate supervision while landing with a gusting wind. Contributing to the accident was the lack of communication between the flight instructor and pilot under evaluation regarding who was manipulating the controls.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 2011 · about 7:44 pm local time
- Place
- Wurstboro, New York · Wurtsboro - Sullivan County · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer SGS 2-33A · all SGS 2-33As on the register
- Registration
- N2656H · registry record · serial 436
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the glider was receiving a biennial flight review from a flight instructor. They completed two uneventful flights prior to the accident flight. According the flight instructor, during the third flight, with the pilot under evaluation at the controls, the glider was approximately 500 feet above the ground, 2,000 feet from the end of the turf runway, and slightly slow in the flight instructor's judgment. To correct for the airspeed deficiency, the flight instructor manipulated the flight controls forward and told the pilot to increase the airspeed due to the strong headwind. According to the pilot, the airspeed varied 15 mph during the approach and the glider was descending fast, when he relinquished control of the glider to the flight instructor. The flight instructor stated that he did not assume control of glider, which was abnormally low but still within a good safety margin to land, in his judgment. About 200 feet above ground level, the glider encountered a downdraft for approximately four seconds. Then, when the glider was 75 feet above ground level, it banked violently to the right. The glider impacted trees, a berm, and a guard rail resulting in substantial damage to the fuselage and empennage. The flight instructor further stated that he never had any doubt that the pilot was in control of the glider, while the pilot under evaluation asserted the instructor stated he had control after the plane began a rapid descent on final approach. Both pilots reported there were no preexisting mechanical anomalies with the glider. The wind reported at an airport 10 miles to the southeast of the accident location was from 220 degrees 14 knots gusting to 21 knots.
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 in flight during approach (VFR pattern final) defining event
- Collision during takeoff/land during landing
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other person › Instructor/check pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Not specified
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Lateral/bank control › Not attained/maintained
- factor Personnel issues › Task performance › Communication (personnel) › Lack of communication › Pilot
- factor Personnel issues › Task performance › Communication (personnel) › Lack of communication › Instructor/check pilot
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: glider; rotorcraft: glider
- Flight time: 980 hours in all; 470 in this make and model; 49 in the last 90 days; 23 in the last 30 days; 861 as pilot in command; 451 on instruments
- Last flight review: December 16, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rear
- Injury: no injuries
Dual student
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 4,000 hours in all; 500 in this make and model; 3 in the last 90 days; 1 in the last 30 days; 3,000 as pilot in command; 2,000 on instruments
- Last flight review: July 3, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 5,259 hours
- Last inspection: annual inspection, August 17, 2010
- Maximum gross weight: 1,040 lb
- Seats: 2
- Landing gear: fixed
The flight
- Departed from: N82 Wurstboro NY at 6:00 pm
- Destination: N82 Wurstboro NY
- Flight plan: none
- Runway 23, 3,592 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 14 knots, gusting 21
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 73°F (23°C)
- Altimeter: 29.86 inHg
- Observation at 7:54 pm from MGJ, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.