Amateur-built Glasair III accident near Daytona Beach, Florida, May 4, 2006
On May 4, 2006 at about 9:28 pm local time, a amateur-built Glasair III, registered N317PS, was substantially damaged in an accident near Daytona Beach, Florida (Spruce Creek 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 failure of the pilot to maintain airspeed while turning towards the runway after experiencing a partial loss of engine power, resulting in an uncontrolled descent, and in-flight collision with the runway. A factor in the accident was the failure of maintenance personnel to properly secure the throttle control lever at the servo fuel injector following maintenance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 2006 · about 9:28 pm local time
- Place
- Daytona Beach, Florida · Spruce Creek Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Glasair III
- Registration
- N317PS · registry record · serial 3007
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in the traffic pattern between the downwind and base legs, the engine quit. The pilot turned towards the runway, and while turning to line up onto final approach, the airplane experienced an accelerated stall. The pilot recovered to a wings level attitude but the airplane impacted the runway in a nose-low attitude. Examination of the engine revealed the throttle control arm at the servo fuel injector (fuel servo) was not secured to the throttle shaft, which prevented movement of the throttle shaft with movement of the throttle control. A cotter pin was not installed to secure the castellated nut which secures the throttle arm to the throttle shaft. The mechanic who recently installed the fuel servo failed to install the cotter pin. An additional discrepancy noted was that the left magneto was inoperative.
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, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,500 hours in all; 150 in this make and model; 3 in the last 90 days
- Last flight review: June 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 150 hours
- Last inspection: condition inspection
- Maximum gross weight: 1,760 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Departed from: KDAB Daytona Beach FL at 9:12 pm
- Destination: 7FL6 Port Orange FL
- Flight plan: none
- Runway 5, 4,000 ft by 176 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 8 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 6,500 ft
- Temperature: 84°F (29°C), dew point 59°F (15°C)
- Altimeter: 29.95 inHg
- Observation at 9:53 pm from KDAB
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.