Schweizer SGS-2-33A accident near Readington, New Jersey, May 11, 1996
On May 11, 1996 at about 8:45 pm local time, a Schweizer SGS-2-33A (glider), registered N17957, was substantially damaged in an accident near Readington, New Jersey (Solberg-Hunterdon airport). It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate evaluation of the weather, and his misjudgment of altitude and distance from the runway. Contributing factors were the pilot's lack of recent experience and the weather.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 11, 1996 · about 8:45 pm local time
- Place
- Readington, New Jersey · Solberg-Hunterdon
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer SGS-2-33A · all SGS-2-33As on the register
- Registration
- N17957 · no longer on the register · serial 287
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot obtained a prerecorded weather briefing about 0930 that stated VFR flight was not recommended due to an expected frontal passage that afternoon. The pilot was flown in a tow plane to retrieve a Club glider at another airport. The glider was preflighted, and the tow plane departed about 1625 with the glider in tow. Upon arrival at their destination airport, the glider pilot released from the tow plane and entered the downwind for runway 22. The pilot stated that after he established the glider on a right base for runway 22, he encountered a down draft and determined that he would not make runway 22. The pilot then made a steep right turn and attempted to land on runway 31. He was not able to level the wings with full left aileron and the right wing struck the ground. A witness stated that the glider flew the base leg on the far side of runway 31, and when it turned final it developed a sink rate. The pilot estimated the winds were from 230 degrees at 15 knots, gusting to 20. During the previous 5-1/2 months, the pilot had logged 2 landings and a total of 1 hour and 27 minutes 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: flight instructor, commercial pilot, private
- Ratings: single-engine land; single-engine sea; instructor: glider; rotorcraft: glider
- Flight time: 631 hours in all; 268 in this make and model; 2 in the last 90 days; 2 in the last 30 days; 595 as pilot in command; 251 on instruments
- Medical certificate: None
- Seat: frt
The aircraft
- Airframe total time: 2,600 hours
- Last inspection: annual inspection, April 8, 1996; 5 hours since
- Maximum gross weight: 1,040 lb
- Seats: 2
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: 2NO Van Sant PA at 8:25 pm
- Destination: SBJ
- Flight plan: none
- Runway 31, 3,060 ft by 200 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 9 knots
- Visibility: 4 statute miles
- Sky: overcast at 3,100 ft; not recorded
- Temperature: 61°F (16°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 8:51 pm from ABE, 33 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.