Globe SWIFT GC-1B accident near Elmira, New York, October 10, 1982
On October 10, 1982 at about 2:00 pm local time, a Globe SWIFT GC-1B, registered N50BS, was substantially damaged in an accident near Elmira, New York (Chemung CO. 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
- October 10, 1982 · about 2:00 pm local time
- Place
- Elmira, New York · Chemung CO.
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Globe SWIFT GC-1B SWIFT GC-1
- Registration
- N50BS · registry record · serial 1118
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING TAKEOFF, THE RIGHT SIDE OF THE CANOPY SEPARATED FROM THE AIRCRAFT AS IT WAS CLIMBING THROUGH ABOUT 150 TO 200 FT AGL. THE PILOT NOTIFIED THE TOWER OF THE SITUATION AND CLEARANCE WAS OBTAINED TO LAND ON ANY RUNWAY. ACCORDING TO THE PILOT, HE TURNED CROSSWIND TOO SOON AND BEGAN A DOWNWIND TOO CLOSE-IN WHILE AVOIDING GLIDER OPERATIONS. SUBSEQUENTLY, HE BEGAN A TIGHT 180 DEGREE TURN FROM A LOW DOWNWIND TO FINAL APPROACH. THE PILOT REPORTED THAT DURING THE TURN, THE AIRCRAFT "BEGAN TO FALL OUT OF THE SKY." HE ADDED FULL POWER AND STATED THAT PARTIAL CONTROL WAS ACHIEVED OVER A TAXIWAY. HE ELECTED TO CHOP THE POWER AND LAND. THE AIRCRAFT LANDED HARD IN A 3 POINT ATTITUDE AND WAS DAMAGED. THE PILOT BELIEVED THAT THE FRONT CANOPY PIN WAS ENGAGED BEFORE TAKE- OFF (IT WAS VISUALLY CHECKED). HOWEVER, HE NOTED THAT THE REAR PIN WAS LOCATED OUTSIDE. HE RECOMMENDED A MORE PRUDENT CHECK OF THE CANOPY ATTACHMENT (FRONT AND REAR PINS). HE HAD INSTALLED A NEW WEATHER SEAL AT THE REAR HATCH.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 2,028 hours in all; 245 in this make and model; 77 in the last 90 days; 2,239 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,280 hours
- Last inspection: inspection type not recorded; 1 hours since
- Maximum gross weight: 1,710 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental O-300-D (piston); 0 hours total
The flight
- Departed from: ELM Elmira NY at 10:00 am
- Destination: 6G3 Palmyra NY
- Flight plan: none
- Runway 24, 7,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 8 knots
- Visibility: 12 statute miles
- Sky: not recorded; scat at 1,100 ft
- Temperature: 140°F (60°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.