Stoddard-Hamilton Glasair I-RG, N141CG, accident occurred on July 9, 2026, near Utica, Minnesota

• Location: Utica, MN 
• Accident Number: CEN26LA250 
• Date & Time: July 9, 2026, 18:05 Local 
• Registration: N141CG 
• Aircraft: Glasair I RG 
• Injuries: 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203383/pdf

http://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N141CG

On July 9, 2026, about 1805 central daylight time, a Glasair 1RG airplane, N141CG, sustained substantial damage when it was involved in an accident near Utica, Minnesota. The pilot received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The pilot reported that the flight was for the purpose of checking the electric pitch trim system of the airplane. While testing the system in flight, at altitudes between 2,000 and 3,000 ft msl, the engine lost power. At this time the pilot had the electronic flight information (EFIS) screen of his avionics suite displaying mostly flight information. When the engine lost power, the pilot switched the EFIS to the engine management page and it showed that the airplane’s header tank was empty.

The pilot attempted to restore engine power but was unsuccessful. He executed a forced landing to a road. During the landing, while attempting to avoid obstacles along the roadway. The airplane went off the road and struck a culvert before coming to rest. During the forced landing the airplane sustained substantial damage to the forward fuselage.

Discussion regarding the airplane’s fuel system with the pilot and with the original builder of the airplane revealed that the airplane had a single main wing tank, and a fuselage mounted header tank. Each tank was connected to a selector valve which determined which tank the engine would draw fuel from. In addition, there was a transfer pump installed that allowed pumping fuel from the wing tank to the header tank. Any overflow of fuel from the header tank would return to the wing tank. The original builder stated that it was possible to leave the transfer pump on at all times with the selector valve set to the header tank.

The pilot stated that during the accident flight the transfer pump switch was in the “on” position and he verified this when the engine lost power. Once the engine lost power the pilot switched the fuel selector to the main wing tank and attempted to restart the engine without success. Further testing of the transfer pump is planned.