I.C.A. Brasov IS-28B2 accident near Warren, Vermont, June 20, 1982
On June 20, 1982 at about 2:30 pm local time, a I.C.A. Brasov IS-28B2 (glider), registered N97VY, was substantially damaged in an accident near Warren, Vermont (Warren-Sugarbush airport). It was a personal 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 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
- June 20, 1982 · about 2:30 pm local time
- Place
- Warren, Vermont · Warren-Sugarbush
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- I.C.A. Brasov IS-28B2 IS28B2
- Registration
- N97VY · no longer on the register · serial 104
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT HAD LITTLE OR NO PREVIOUS FLIGHT TIME IN THIS ROMANIAN BUILT GLIDER. HE REPORTED DEPARTING FROM AN AIRPORT LOCATED ON THE LEE SIDE OF THE SUGARBUSH MOUNTAINS. HE STATED THAT A STRONG WEST WIND PRODUCED A TURBULENT ROTOR NEAR THE AIRPORT AND THE SURFACE WINDS WERE FROM THE SOUTHWEST AT 10 GUSTING 20 KTS. ABOUT 1.5 HRS AFTER TAKEOFF, HE ENCOUNTER SIGNIFICANT LIFT AND THEN A TURBULENT DESCENT AS HE WAS MANEUVERING TO LAND. WHILE TURNING FINAL, THE LIFT INCREASED AND HE USED WHAT HE THOUGHT WAS THE DIVE BRAKES. HE ALSO SLIPPED THE GLIDER, BUT WAS STILL 200 FT TOO HIGH AT THE THRESHOLD, SO HE MADE A 360 DEGREE TURN. AFTER THE TURN, THE ALTITUDE WAS STILL HIGH, SO HE SLIPPED TO THE LEFT AND RIGHT. THE GLIDER TOUCHED DOWN FAST NEAR THE DEPARTURE END OF THE RUNWAY, THEN OVERRAN AND HIT BUSHES. THE PILOT STATED THAT THE FLAP HANDLE WAS LOCATED WHERE THE DIVE BRAKE HANDLE WAS LOCATED, IN OTHER GLIDERS HE HAD FLOWN. HE BELIEVED HE FAILED TO ACTIVATE THE DIVE BRAKES ON FINAL.
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: multi-engine land; single-engine land; rotorcraft: glider
- Flight time: 2,182 hours in all; 2 in this make and model; 1,950 as pilot in command
- Medical certificate: Unknown
- Seat: unk
The aircraft
- Airframe total time: 23 hours
- Last inspection: inspection type not recorded; 23 hours since
- Maximum gross weight: 727 lb
- Seats: 2
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
- Operator: Sugarbush Soaring, INC.
The flight
- Departed from: Warren VT at 10:45 am
- Destination: Warren VT
- Flight plan: not recorded
- Runway 4, 2,650 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 10 knots
- Visibility: 20 statute miles
- Sky: not recorded; scat at 3,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.