Amateur-built Glasair JM-1 accident near Hollister, California, June 27, 2003
On June 27, 2003 at about 2:24 am local time, a amateur-built Glasair JM-1, registered N104JM, was substantially damaged in an accident near Hollister, California. 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 follow the checklist and apply the electric fuel pump prior to takeoff, which resulted in vapor lock.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 27, 2003 · about 2:24 am local time
- Place
- Hollister, California · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Glasair JM-1
- Registration
- N104JM · no longer on the register · serial 001SH778
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had just departed the airport when the engine started to surge. Upon reducing power and leaning the mixture, the engine smoothed out and the pilot was able to turn the airplane back towards the airport. At 800 feet and parallel to runway 31, the engine quit. During the descent, the airplane clipped a tree and struck a piece of concrete before coming to rest inverted in a field. The pilot stated that the electric fuel boost pump, which was required for flight, was not turned on. A post accident inspection failed to reveal any discrepancies with the engine or the aircraft's fuel system. The pilot did not report any mechanical malfunction with the airplane. To prevent similar accident in the future, he recommended turning the electric fuel pump to the "ON" position, prior to departure. The pilot reported the ambient temperature to be 38 degrees Celsius. Item number 5 on the pretakeoff portion of the checklist notes to turn on the electric boost pump.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 4,651 hours in all; 5 in this make and model; 3 in the last 90 days; 4,651 as pilot in command
- Last flight review: June 23, 1997
- Medical certificate: Class 3 (expired)
- Seat: left
- Injury: serious injuries
Co-pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,060 hours in all; 1 in this make and model; 5 in the last 90 days; 2 in the last 30 days; 1,060 as pilot in command
- Last flight review: September 28, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 285 hours
- Last inspection: annual inspection, April 16, 2003; 8.5 hours since
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: K307 Hollister CA at 2:20 am
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 320° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 52°F (11°C)
- Altimeter: 29.89 inHg
- Observation at 1:53 am from KSNS, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.