Let BLANIK L-13 accident near Wurtsboro, New York, September 4, 2000
On September 4, 2000 at about 4:25 pm local time, a Let BLANIK L-13 (glider), registered N48037, was substantially damaged in an accident near Wurtsboro, New York (Wurtsboro-Sullivan County airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper weather evaluation and decision to initiate a flight with an approaching rain shower. A factor in this accident was heavy rain, which reduced visibility.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 4, 2000 · about 4:25 pm local time
- Place
- Wurtsboro, New York · Wurtsboro-Sullivan County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Let BLANIK L-13 BLANIK L-1 · all BLANIK L-13s on the register
- Registration
- N48037 · no longer on the register · serial 026022
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to takeoff the glider pilot observed 'dark clouds' to the west of the airport. Additionally, the tow plane pilot pointed to the clouds prior to takeoff. The glider pilot 'did not feel that the clouds were moving all that fast,' and elected to depart. The glider was towed to an altitude of 2,500 feet and released. About 1 minute later, the glider pilot noticed that it was 'suddenly much darker, and the clouds had quickly moved over the airport west to east.' He also began to experience some light rain, and intended to return to the airport for landing. The pilot stated that while entering the traffic pattern for landing, 'the rain got so heavy that I had no visibility forward.' While on final approach for landing, the glider began to impact trees. The glider veered to the left and pitched down towards the ground. The glider came to rest in the trees, about 300 feet from the runway threshold. The pilot did not report any mechanical problems with the glider. The pilot reported 34 hours of total flight experience, all in gliders.
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: rotorcraft: glider
- Flight time: 34 hours in all; 1 in this make and model; 1 in the last 90 days; 1 in the last 30 days; 7 as pilot in command
- Medical certificate: None
- Seat: frt
The aircraft
- Airframe total time: 1,310 hours
- Last inspection: annual inspection, November 27, 1999; 20 hours since
- Maximum gross weight: 1,102 lb
- Seats: 2
- Landing gear: retractable
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: N82 at 4:15 pm
- Flight plan: none
- Runway 23, 3,593 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 020° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 2,100 ft
- Temperature: 79°F (26°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 4:19 pm from MGJ, 12 miles away
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.
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.