Schweizer SGS-1-26E accident near Elmira, New York, September 1, 1996
On September 1, 1996 at about 2:00 pm local time, a Schweizer SGS-1-26E (glider), registered N1142S, was substantially damaged in an accident near Elmira, New York (Harris Hill airport). It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
the pilot's failure to maintain adequate altitude and airspeed during the landing approach, resulting in a stall/spin and subsequent encounter with an embankment.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 1, 1996 · about 2:00 pm local time
- Place
- Elmira, New York · Harris Hill
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer SGS-1-26E · all SGS-1-26Es on the register
- Registration
- N1142S · registry record · serial 522
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that she had made two successful landings in the glider, and was on the third solo flight. According to the pilot, she was planning to land on runway 16, but decided at the last minute to change runways. She stated that the altitude and airspeed was inadequate to complete the landing on the new runway. She reported that she skidded the glider with the rudder to avoid banking too steeply and the combination initiated a stall and spin to the left. According to an FAA inspector, this was the pilot's third flight in this glider. The pilot reported that there was no mechanical malfunction, and the accident could have been prevented if she maintained a proper pattern airspeed, not change runways at the last minute, and not use a forward slip too low on final approach with the spoilers closed.
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: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 137 hours in all; 2 in this make and model; 20 in the last 90 days; 16 in the last 30 days; 6 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 351 hours
- Last inspection: annual inspection, November 17, 1995; 38 hours since
- Maximum gross weight: 700 lb
- Seats: 1
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
- Operator: Harris Hill Soaring CORP.,
The flight
- Departed from: 4NY8 NY at 5:20 pm
- Flight plan: none
- Runway 16, 1,700 ft by 200 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 5 knots
- Visibility: 6 statute miles
- Sky: scat at 4,300 ft
- Temperature: 81°F (27°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.
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 IAD96LA142.