Amateur-built Glasair RG accident near Lee'S Summit, Missouri, May 18, 2010
On May 18, 2010 at about 5:00 pm local time, a amateur-built Glasair RG, registered N236CC, was substantially damaged in an accident during landing near Lee'S Summit, Missouri (Lee'S Summit Municipal 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 failure of the landing gear to fully extend and lock in the down position for unknown reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 18, 2010 · about 5:00 pm local time
- Place
- Lee'S Summit, Missouri · Lee'S Summit Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Glasair RG
- Registration
- N236CC · registry record · serial 295
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was returning for landing at the non-towered airport after a local flight. The pilot said he had an electrical problem during the arrival and the landing gear failed to extend. The pilot then used the "override valve" to attempt to manually extend the gear. On touchdown the landing gear was not extended and the wings contacted the concrete pavement. There was substantial damage to both wings, one wingtip, and the airplane's engine mounts. The fuel tanks ruptured and there was a significant fuel spill but no post-impact fire. The solo pilot was not injured. The FAA inspector that responded to the scene observed the recovery of the airplane. With the airplane suspended on a hoist, the landing gear extended and retracted normally using airplane's battery power; and extended normally and locked into place using only the landing gear bypass valve.
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
- Landing gear not configured during landing defining event
- Abnormal runway contact during landing (flare/touchdown)
- Landing gear collapse during landing (landing roll)
- Runway excursion during landing (landing roll)
- Cabin safety event during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Malfunction
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,193 hours in all; 283 in this make and model; 4 in the last 90 days; 2 in the last 30 days; 1,133 as pilot in command
- Last flight review: March 2, 2009
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 955 hours
- Last inspection: condition inspection, January 18, 2010; 3 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: retractable
- Engine: Penn-Yan XE320 (piston); 0 hours total
The flight
- Departed from: LXT Lee'S Summit MO at 4:05 pm
- Destination: LXT Lee'S Summit MO
- Flight plan: none
- Runway 36
Weather at the time
- Light: daylight
- Wind: from 300° at 8 knots
- Visibility: 10 statute miles
- Sky: not recorded; scat at 3,500 ft
- Temperature: 162°F (72°C), dew point 0°F (-18°C)
- Observation at 4:15 pm from LXT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.