Amateur-built GLASSAIR III accident near Casa Grande, Arizona, May 10, 1992
On May 10, 1992 at about 2:30 pm local time, a amateur-built GLASSAIR III, registered N115DM, was substantially damaged in an accident near Casa Grande, Arizona. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FUEL STARVATION DUE TO THE PILOT'S MISREADING OF A NEWLY INSTALLED FUEL SELECTOR PANEL WITH PLACARDS AND A POSITION POINTER WHICH WERE CONFUSING. FACTORS IN THE ACCIDENT WERE THE CONFUSING NATURE OF THE FUEL PANEL AND PLACARD DESIGN AND THE SCHOOL BUS WHICH SUDDENLY TURNED IN FRONT OF THE LANDING AIRCRAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 10, 1992 · about 2:30 pm local time
- Place
- Casa Grande, Arizona
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built GLASSAIR III GLASSAIR I
- Registration
- N115DM · registry record · serial 3029
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ACCORDING TO THE PILOT, THE AIRCRAFT HAD JUST COME OUT OF A MAINTENANCE PERIOD WHERE PLACARDS WERE INSTALLED ON THE FUEL SELECTOR PANEL. THE FUEL SELECTOR HAS A HANDLE AND A POINTER, WHICH, ACCORDING TO THE PILOT, ARE SIMILAR IN SHAPE AND SIZE. THE PILOT SAID THAT HE HAD NEVER MOVED THE FUEL SELECTOR VALVE FROM THE MAIN TANK POSITION SINCE HE PURCHASED THE AIRCRAFT. THE VALVE WAS APPARENTLY FOUND IN THE 'HEADER TANK' POSITION AFTER THE ACCIDENT. THE HEADER TANK ONLY HOLDS 4 GALLONS OF FUEL AND IS FOR EMERGENCY USE ONLY. THE PILOT THOUGHT THE FUEL SELECTOR WAS POSITIONED TO THE MAIN TANK. THE AIRCRAFT HAD BEEN AIRBORNE FOR 15 MINUTES WHEN THE ENGINE SUDDENLY QUIT. THE PILOT LINED UP FOR A LANDING ON A ROAD, HOWEVER, WHEN THE AIRCRAFT WAS ON SHORT FINAL A SCHOOL BUS TURNED ONTO THE ROAD DIRECTLY IN FRONT OF THE AIRCRAFT. THE PILOT TURNED LEFT TO AVOID COLLIDING WITH THE BUS AND HIT A LARGE TREE.
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: 1,250 hours in all; 12 in this make and model; 52 in the last 90 days; 32 in the last 30 days; 1,250 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 122 hours
- Last inspection: annual inspection, April 1, 1992; 6 hours since
- Maximum gross weight: 1,700 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming IO-540-R (piston); 0 hours total
The flight
- Departed from: CHD Chandler AZ at 2:15 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 50°F (10°C)
- Altimeter: 29.00 inHg
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.
Other NTSB records under N115DM 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.