Amateur-built Glastar GS-1 accident near South St Paul, Minnesota, June 29, 2002
On June 29, 2002 at about 7:53 pm local time, a amateur-built Glastar GS-1, registered N699S, was substantially damaged in an accident near South St Paul, Minnesota. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to utilize carburetor heat. Factors included ambient conditions for the formation of carburetor ice, and the unsuitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 29, 2002 · about 7:53 pm local time
- Place
- South St Paul, Minnesota · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Glastar GS-1
- Registration
- N699S · registry record · serial 5446
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After takeoff, the airplane experienced a gradual loss of engine power and was substantially damaged during the resulting forced landing. The climb rate decayed until the pilot was unable to maintain a positive rate of climb. The airplane impacted a roof top antenna and landed in a residential area approximately one mile south of the airport. Temperature and dew point at the departure airport were reported as 32 degrees Celsius and 19 degrees Celsius, respectively. The post-accident engine examination revealed black, sooty deposits on all spark plugs and a black, sooty residue in the exhaust system. No other anomolies were noted. The pilot reported checking carburetor heat on run-up, however he did not apply carburetor heat prior to takeoff. In addition, the pilot reported that carburetor heat was not applied in response to the engine power loss. Based on statements from the pilot, two to four minutes elapsed between the time the run-up was completed and the takeoff was initiated. Other pilots operating on the day of the accident reported experiencing problems with carburetor ice. These pilots noted that carburetor heat was necessary during takeoff and climb. Data published by Transport Canada indicated a probability of light carburetor icing in these conditions.
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: private
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 2,600 hours in all; 100 in the last 90 days; 30 in the last 30 days; 2,490 as pilot in command
- Last flight review: March 16, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 130 hours
- Last inspection: condition inspection, March 1, 2002; 9 hours since
- Maximum gross weight: 2,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: SGS South St. Paul MN at 7:50 pm
- Destination: FBL Faribault MN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 10 knots, gusting 17
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 66°F (19°C)
- Altimeter: 29.87 inHg
- Observation at 7:58 pm from SGS, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.