Amateur-built Glasair III accident near Captiva, Florida, August 11, 2007
On August 11, 2007 at about 6:30 pm local time, a amateur-built Glasair III, registered N340, was substantially damaged in an accident near Captiva, Florida (None airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 11, 2007 · about 6:30 pm local time
- Place
- Captiva, Florida · None · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Glasair III
- Registration
- N340 · no longer on the register · serial 3008
- 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, while he was in cruise at an altitude of approximately 2,000 feet mean sea level, he intentionally pitched the airplane into a nose-high attitude of approximately 60 to 70 degrees. The airplane climbed and slowed, and then the pilot conducted a "pushover." The airplane and occupants experienced "zero-G for about a minute," and the engine stopped developing power. Attempts to restart the fuel-injected engine were unsuccessful. The airplane touched down on a beach, the pilot applied heavy braking, and the airplane nosed over inverted near the end of the rollout. Pilot-provided information indicated that the accident airplane fuel system configuration differed from the kit manufacturer's standard configuration. The Safety Board was unable to determine the exact configuration and functionality of the accident airplane fuel system. The pilot, who was not the builder of the airplane, reported 15 hours of flight experience in the accident airplane make and model.
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
- Flight time: 2,725 hours in all; 15 in this make and model; 19 in the last 90 days; 8 in the last 30 days; 2,725 as pilot in command
- Last flight review: March 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 430.7 hours
- Last inspection: annual inspection, December 7, 2006
- Maximum gross weight: 2,500 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5 (piston); 0 hours total
The flight
- Departed from: VNC Venice FL at 6:00 pm
- Destination: FL59 Fort Myers FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 9 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 4,500 ft
- Temperature: 95°F (35°C), dew point 73°F (23°C)
- Altimeter: 29.94 inHg
- Observation at 5:53 pm from RSW, 20 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.
Other NTSB records under N340 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.