Amateur-built Glasair II accident near Columbia, Illinois, September 6, 2003
On September 6, 2003 at about 8:00 pm local time, a amateur-built Glasair II, registered N817CD, was substantially damaged in an accident near Columbia, Illinois (Columbia airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain directional control during an aborted takeoff. Contributing factors were the open cabin door, the grass runway and the soft terrain adjacent to the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 6, 2003 · about 8:00 pm local time
- Place
- Columbia, Illinois · Columbia · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Glasair II
- Registration
- N817CD · no longer on the register · serial 230
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The amateur-built airplane was substantially damaged during an aborted takeoff when, under maximum braking, it veered off the runway, encountered soft terrain, and flipped over. The pilot reported that during the takeoff roll the pilot side cabin door inadvertently opened. His attempt to secure the door was not successful and he initiated an aborted takeoff. According to the pilot's statement, the aircraft touched down in a "fast taxi roll" with very little runway remaining. He noted that when he applied maximum braking effort, the aircraft "veered off [the] runway" and encountered soft terrain. The nose gear and left main landing gear collapsed and the aircraft subsequently flipped over. The pilot stated that he verified the door was closed and latched as part of the before takeoff checklist procedure. Although the cabin door was damaged during the accident, the pilot reported there were no anomalies with the door latching mechanism consistent with a pre-impact failure.
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: single-engine land
- Flight time: 503 hours in all; 33 in this make and model; 55 in the last 90 days; 22 in the last 30 days; 427 as pilot in command
- Last flight review: August 19, 2003
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 691 hours
- Last inspection: condition inspection, January 1, 2003; 51 hours since
- Maximum gross weight: 1,712 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: H49 Columbia IL at 8:00 pm
- Flight plan: none
- Runway 3, 2,450 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 55°F (13°C)
- Altimeter: 30.11 inHg
- Observation at 7:53 pm from CPS, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.