Amateur-built GLASTAR accident near Wilsonville, Oregon, February 9, 2011
On February 9, 2011 at about 8:55 pm local time, a amateur-built GLASTAR, registered N238MA, was substantially damaged in an accident during landing near Wilsonville, Oregon (Willamette River 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 raise the landing gear wheels prior to landing in water, resulting in a nose over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 9, 2011 · about 8:55 pm local time
- Place
- Wilsonville, Oregon · Willamette River · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built GLASTAR
- Registration
- N238MA · registry record · serial 5238
- 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, he took off from the airport in his amphibious experimental airplane with the intention of flying a closed traffic pattern. Because he planned to land back on the runway, he left the landing gear in the extended position. During departure, he overflew a river, located about 3 miles north of the airport, and observed that the water was calm. The pilot stated that he made a spur of the moment decision to land in the river, and he forgot that the wheels were extended. The airplane was not equipped with an aural gear warning horn or gear position lights; however, it was equipped with mirrors on each wing in which he could have visually determined the position of the gear. The pilot stated that he did not check the position of the gear with the mirrors. He indicated that he forgot to raise the gear prior to landing in the water. Consequently, the airplane nosed over as it decelerated. During this event, a portion of the lower engine cowl broke, and most of the front windscreen separated from the cockpit. The pilot reported that he did not experience any malfunction with the airplane.
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
What happened, in order
- Landing gear not configured during landing defining event
- Nose over/nose down during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Forgotten action/omission › Pilot
- cause Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Not used/operated
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 13,300 hours in all; 8 in this make and model; 33 in the last 90 days; 13 in the last 30 days; 12,175 as pilot in command
- Last flight review: May 13, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 795 hours
- Last inspection: condition inspection, February 5, 2011; 10 hours since
- Maximum gross weight: 2,100 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 E2A (piston); 0 hours total
The flight
- Departed from: UAO Aurora OR at 8:55 pm
- Destination: UAO Aurora OR
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: a few clouds at 700 ft
- Temperature: 39°F (4°C), dew point 36°F (2°C)
- Altimeter: 30.52 inHg
- Observation at 9:53 pm from PDX, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.