Piper PA-25-235 and Schleicher ASW-27 accident near Saratoga Springs, New York, May 26, 2026
On May 26, 2026 at about 5:47 pm local time, 2 aircraft, Piper PA-25-235 (N8656L) and Schleicher ASW-27 (N321ER), were involved in the same accident near Saratoga Springs, New York (Saratoga County airport). 1 person was killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 26, 2026 · about 5:47 pm local time
- Place
- Saratoga Springs, New York · Saratoga County · map
- Type
- Accident
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-25-235, built 1969 · all PA-25-235s on the register
- Registration
- N8656L · registry record · serial 25-5101
- Damage
- Substantial damage
- Flight
- Glider-towing flight · general aviation rules (Part 91)
- Aircraft 2
- Schleicher ASW-27, built 1998 · all ASW-27s on the register
- Registration
- N321ER · registry record · serial 27091
- Damage
- Not recorded
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-25-235 preliminary · quoted from the NTSB record
On May 26, 2026, about 1347 eastern daylight time, a Piper PA-25-235 airplane, N8656L, was substantially damaged when it was involved in an accident near Saratoga Springs, New York. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 glider aerotow flight. The airplane was conducting an aerotow of a Schleicher ASW27 glider, N321ER via the glider’s center of gravity tow hook at Saratoga County Airport (5B2), Saratoga Springs, NY. Surveillance video showed that shortly after liftoff, at an altitude of about 200 ft, the glider pitched up and climbed above the towplane, pulling the tail of the towplane up and pitching its nose down. The glider pilot reported that he made several attempts to release before successfully separating from the towplane. The towplane did not recover from the upset, and subsequently impacted the runway, and a postcrash fire ensued. The glider returned to the airport and landed uneventfully. The towplane impacted about 50 ft right of the runway centerline in a nose down attitude and came to rest about 1,000 ft from the departure end of the runway. The debris path was oriented on a 330° magnetic heading and was about 100 ft in length from the initial impact point to the main accident site. At the initial impact point, two gouges about 1/2- to 3/4-inch-deep were observed in the asphalt, consistent with a propeller strike. Adjacent to the propeller strikes marks were rows of paint transfer consistent with wing contact. Thermal damage to the asphalt extended from the initial impact point to the main wreckage, and about 1 acre of grass adjacent to the runway was burned. The majority of the airplane was consumed by postcrash fire. The main landing gear was impact separated from the fuselage and located along the wreckage path. All the flight control surfaces remained attached to their respective attach points. The flap control lever was positioned to the flaps retracted position. The left aileron drive cable was separated about 11-inches from the wing root, the cable ends exhibited a splayed, broomstrawed appearance, consistent with a tension overload separation. Flight control continuity was established from the cockpit to all the flight controls except where separations were noted consistent with tension overload. The tow rope release latch and associated cable were continuous from the cockpit to the tail mounted latch mechanism. The engine was partially separated from the airframe and exhibited impact and thermal damage. Engine control continuity was established from the cockpit to the engine. The carburetor and oil sump were partially consumed by fire. Thermal damage precluded field tests of the magnetos. Crankshaft and valvetrain continuity was established during hand rotation of the crankshaft, with compression and suction observed on all six-cylinders. A borescope examination revealed no anomalies within the cylinders. The two-bladed, aluminum, fixed-pitch propeller was impact separated from the engine. One blade exhibited longitudinal twisting, leading-edge gouges, and chordwise abrasion at its outboard area. The other blade was bent aft about 20° midspan. The spinner was crushed aft and exhibited torsional deformation. The tow rope was located about 25 ft before the initial impact point. It measured about 195 ft in length and was constructed of twisted polypropylene. The weak link and metal rings remained intact and thermal damage was noted at both ends of the rope. Functional testing in the field confirmed that the tow rope latch mechanisms on both the glider and towplane were operational. Both aircraft were retained for further examination.
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 NTSB's narrative for the Schleicher ASW-27 preliminary · quoted from the NTSB record
On May 26, 2026, about 1347 eastern daylight time, a Piper PA-25-235 airplane, N8656L, was substantially damaged when it was involved in an accident near Saratoga Springs, New York. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 glider aerotow flight. The airplane was conducting an aerotow of a Schleicher ASW27 glider, N321ER via the glider’s center of gravity tow hook at Saratoga County Airport (5B2), Saratoga Springs, NY. Surveillance video showed that shortly after liftoff, at an altitude of about 200 ft, the glider pitched up and climbed above the towplane, pulling the tail of the towplane up and pitching its nose down. The glider pilot reported that he made several attempts to release before successfully separating from the towplane. The towplane did not recover from the upset, and subsequently impacted the runway, and a postcrash fire ensued. The glider returned to the airport and landed uneventfully. The towplane impacted about 50 ft right of the runway centerline in a nose down attitude and came to rest about 1,000 ft from the departure end of the runway. The debris path was oriented on a 330° magnetic heading and was about 100 ft in length from the initial impact point to the main accident site. At the initial impact point, two gouges about 1/2- to 3/4-inch-deep were observed in the asphalt, consistent with a propeller strike. Adjacent to the propeller strikes marks were rows of paint transfer consistent with wing contact. Thermal damage to the asphalt extended from the initial impact point to the main wreckage, and about 1 acre of grass adjacent to the runway was burned. The majority of the airplane was consumed by postcrash fire. The main landing gear was impact separated from the fuselage and located along the wreckage path. All the flight control surfaces remained attached to their respective attach points. The flap control lever was positioned to the flaps retracted position. The left aileron drive cable was separated about 11-inches from the wing root, the cable ends exhibited a splayed, broomstrawed appearance, consistent with a tension overload separation. Flight control continuity was established from the cockpit to all the flight controls except where separations were noted consistent with tension overload. The tow rope release latch and associated cable were continuous from the cockpit to the tail mounted latch mechanism. The engine was partially separated from the airframe and exhibited impact and thermal damage. Engine control continuity was established from the cockpit to the engine. The carburetor and oil sump were partially consumed by fire. Thermal damage precluded field tests of the magnetos. Crankshaft and valvetrain continuity was established during hand rotation of the crankshaft, with compression and suction observed on all six-cylinders. A borescope examination revealed no anomalies within the cylinders. The two-bladed, aluminum, fixed-pitch propeller was impact separated from the engine. One blade exhibited longitudinal twisting, leading-edge gouges, and chordwise abrasion at its outboard area. The other blade was bent aft about 20° midspan. The spinner was crushed aft and exhibited torsional deformation. The tow rope was located about 25 ft before the initial impact point. It measured about 195 ft in length and was constructed of twisted polypropylene. The weak link and metal rings remained intact and thermal damage was noted at both ends of the rope. Functional testing in the field confirmed that the tow rope latch mechanisms on both the glider and towplane were operational. Both aircraft were retained for further examination.
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 for the Piper PA-25-235 from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of control in flight during initial climb defining event
- Glider tow event during initial climb
The aircraft
- Airframe total time: 4,084.1 hours
- Last inspection: annual inspection, March 21, 2026
- Seats: 1
- Landing gear: fixed
- Fire on the ground
- Operator: Adirondack Soaring Association INC
The flight
- Flight plan: none
- Runway 32, 4,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 54°F (12°C)
- Altimeter: 30.04 inHg
- Observation at 2:00 pm from SCH, 13 miles away
Weather report (METAR): METAR KSCH 261746Z 26005KT 10SM CLR 29/12 A3004
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Schleicher ASW-27 from the NTSB's investigation tables, in plain English
What happened, in order
- Glider tow event during initial climb defining event
- Glider tow event during takeoff
- Altitude deviation during initial climb
The aircraft
- Airframe total time: 642 hours
- Last inspection: annual inspection, January 6, 2026
- Maximum gross weight: 1,102 lb
- Seats: 1
- Landing gear: retractable
The flight
- Flight plan: none
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.