Pzl-Swidnik PW-5 accident near Soap Lake, Washington, May 23, 2026
On May 23, 2026 at about 9:25 pm local time, a 1998 Pzl-Swidnik PW-5 (glider), registered N157AJ, was substantially damaged in an accident during enroute near Soap Lake, Washington (In Flight About 5.5 Mile North 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 failure to ensure the proper preflight assembly of the glider's wing attachment system, which resulted in substantial damage to the wing structure during flight.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 23, 2026 · about 9:25 pm local time · cases in 2026
- Place
- Soap Lake, Washington · In Flight About 5.5 Mile North · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Pzl-Swidnik PW-5, built 1998 · all PW-5s on the register
- Registration
- N157AJ · registry record · serial 17.10.018
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he and three club members assembled the glider before the accidewnt flight, following the manufacturer's assembly procedures. After a preflight inspection and positive control check, the glider was towed and released. Approximately 10 minutes later, the pilot heard a sharp cracking sound and elected to return to the airport and land. A postflight examination revealed substantial damage to the wing spar root, wing, and fuselage. During disassembly of the glider following the accident, the assembly crew noted that the right main wing pin was in its halfway position and had not been secured. The left main wing pin was fully inserted and secured. They noted that the in-flight structural damage was likely due to the right main wing pin not being fully seated and secured during assembly.
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
What happened, in order
- Sys/Comp malf/fail (non-power) during enroute defining event
- Aircraft structural failure during enroute
The NTSB's findings
- Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- Personnel issues › Task performance › Inspection › Preflight inspection › Ground crew
- Aircraft › Aircraft structures › Wing structure › Attach fittings (on wing) › Incorrect use/operation other cases naming the airframe structure
- Aircraft › Aircraft structures › Wing structure › Fus (attach fitting on wing) › Not inspected other cases naming the airframe structure
Pilot
- Certificate: private
- Ratings: rotorcraft: glider
- Flight time: 48 hours in all; 18 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 24 as pilot in command
- Last flight review: May 12, 2026
- Medical certificate: None
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 951.2 hours
- Last inspection: annual inspection, February 7, 2026
- Maximum gross weight: 661 lb
- Seats: 1
- Landing gear: fixed
- Operator: Puget Sound Soaring Association
The flight
- Departed from: KEPH Ephrata WA at 9:10 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 10 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 37°F (3°C)
- Altimeter: 29.77 inHg
- Observation at 1:53 pm from EPH, 5 miles away
Weather report (METAR): METAR KEPH 232053Z AUTO 22010G19KT 10SM CLR 28/03 A2977 RMK AO2 SLP075 T02830033 58006=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 3 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – View of top left wing broken tape.
Photograph 2 – View of spar root box crack.
Photograph 3 – View of puncture under right wing.The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on August 27, 2026. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Photos | PDF, 4 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N157AJ on the register today · the tail number may have moved to another aircraft since
- Pzl-Swidnik PW-5 53 registered today · the model family and its accident history
- Pzl-Swidnik 58 aircraft on the register
- Ephrata Municipal · departed from
- Accidents and incidents in Washington 2,713 since 1982 · 362 in the last ten years
- Washington 10,644 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR26LA203.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.