Amateur-built GLASTAR SPORTSMAN 2+ accident near Kimberling, Missouri, March 13, 2012
On March 13, 2012 at about 7:26 pm local time, a amateur-built GLASTAR SPORTSMAN 2+, registered N627RM, was substantially damaged in an accident during landing (flare/touchdown) near Kimberling, Missouri (None airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s inadequate flare, which resulted in the airplane impacting into the water.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 13, 2012 · about 7:26 pm local time
- Place
- Kimberling, Missouri · None · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built GLASTAR SPORTSMAN 2+
- Registration
- N627RM · no longer on the register · serial 7150
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The float-equipped airplane was observed flying low over the lake before it made an attempt to land on the water. Witnesses said the engine was operating normally but that the airplane never leveled off before it touched down. The airplane impacted the water, cart-wheeled, and came to rest inverted. Examination of the airplane revealed that the landing gear was in the fully retracted position, consistent with a water landing configuration. Examination of the airplane revealed there were no mechanical deficiencies that would have precluded normal operation of the airplane.
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
- Hard landing during landing (flare/touchdown) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Incorrect use/operation
Pilot
- Certificate: airline transport pilot, flight instructor, flight engineer
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 25,757 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 133 hours
- Last inspection: condition inspection, June 30, 2011
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-X (piston); 0 hours total
The flight
- Departed from: MO64 Kimberling MO at 7:15 pm
- Destination: MO64 Kimberling MO
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Wind: from 180° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 41°F (5°C)
- Altimeter: 30.04 inHg
- Observation at 7:45 pm from BBG, 13 miles away
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.
Other NTSB records under N627RM the same tail number, which may have belonged to a different aircraft at the time
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.