Amateur-built GLASTAR accident near Lee'S Summit, Missouri, December 31, 2016
On December 31, 2016 at about 1:40 pm local time, a 2008 amateur-built GLASTAR, registered N120CG, was substantially damaged in an accident during enroute (climb to cruise) near Lee'S Summit, Missouri. It was a personal 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
Partial failure of the electric system due to a battery short, which resulted in a total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 31, 2016 · about 1:40 pm local time
- Place
- Lee'S Summit, Missouri · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built GLASTAR, built 2008
- Registration
- N120CG · no longer on the register · serial 5681
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot reported that, shortly after takeoff in the experimental amateur-built airplane, the engine experienced a total loss of power. He was unable to restore power, and the airplane was substantially damaged during the subsequent forced landing. An examination of the engine and related systems revealed that one of two batteries required for operation of the electronic ignition system had a short and would not take a charge. When this battery was replaced with a known serviceable battery, the engine and systems functioned as designed. An examination of the remaining systems revealed no other anomalies.
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
- Electrical system malf/failure during enroute (climb to cruise) defining event
- Loss of engine power (total) during enroute (climb to cruise)
- Hard landing during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft systems › Electrical power system › Battery/charger › Failure
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,400 hours in all; 280 in this make and model; 5 in the last 90 days; 3 in the last 30 days; 1,310 as pilot in command
- Last flight review: August 15, 2016
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 289 hours
- Last inspection: condition inspection, August 1, 2016
- Maximum gross weight: 1,960 lb
- Seats: 2
- Landing gear: fixed
- Engine: Subaru EJ-22 (piston); 289 hours total
The flight
- Departed from: KLXT Lee'S Summit MO at 1:30 pm
- Destination: K81 Paola KS
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 36°F (2°C), dew point 21°F (-6°C)
- Altimeter: 29.78 inHg
- Observation at 1:53 pm from KLXT, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on May 11, 2017. 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, 11 pages | View Download |
| 2 | Examination Statement - Mechanic | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.