# NTSB ERA16LA274: Alisport Silent 2 Targa, N602SL, London, KY, July 24, 2016 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: July 24, 2016, 10:37 local (14:37 UTC) - Place: London, KY - Coordinates: 37.093055, -84.067497 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.0931&lon=-84.0675&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern downwind: Miscellaneous/other](https://openairdocs.org/ntsb-events/900) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report March 18, 2019 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 93694 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA16LA274 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/93694/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=93694 - Page: https://openairdocs.org/ntsb/ERA16LA274 ## Probable cause The pilot's failure to properly secure the right side of the canopy before takeoff, and an in-flight collision with trees while maneuvering with an open canopy. Contributing to the pilot's failure to properly secure the canopy was the lack of a visual indication that each side of the canopy was properly secured. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Windows-windshield system: flight compartment windows](https://openairdocs.org/ntsb-findings/01035610): Aircraft › Aircraft structures · Incorrect use/operation (probable cause); cases with it: [Alisport SILENT 2 TARGA, 1 case](https://openairdocs.org/ntsb-findings/01035610/cases.md?model=05622Q1), [All aircraft, 42 cases](https://openairdocs.org/ntsb-findings/01035610/cases.md) - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Alisport SILENT 2 TARGA, 1 case](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=05622Q1), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Action: incomplete action](https://openairdocs.org/ntsb-findings/02041040): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Alisport SILENT 2 TARGA, 1 case](https://openairdocs.org/ntsb-findings/02041040/cases.md?model=05622Q1), [All aircraft, 105 cases](https://openairdocs.org/ntsb-findings/02041040/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Alisport SILENT 2 TARGA, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=05622Q1), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Design: equipment design](https://openairdocs.org/ntsb-findings/04011010): Organizational issues › Development · Manufacturer (probable cause); cases with it: [Alisport SILENT 2 TARGA, 1 case](https://openairdocs.org/ntsb-findings/04011010/cases.md?model=05622Q1), [All aircraft, 35 cases](https://openairdocs.org/ntsb-findings/04011010/cases.md) - [Doors: passenger/crew doors](https://openairdocs.org/ntsb-findings/01035210): Aircraft › Aircraft structures · Not specified (probable cause); cases with it: [Alisport SILENT 2 TARGA, 1 case](https://openairdocs.org/ntsb-findings/01035210/cases.md?model=05622Q1), [All aircraft, 86 cases](https://openairdocs.org/ntsb-findings/01035210/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern downwind: Miscellaneous/other](https://openairdocs.org/ntsb-events/900) (defining event); cases with it: [Alisport SILENT 2 TARGA, 1 case](https://openairdocs.org/ntsb-events/900/sequence.md?model=05622Q1), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Alisport SILENT 2 TARGA, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=05622Q1), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Alisport SILENT 2 TARGA, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=05622Q1), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis Earlier on the day of the accident, the private pilot flew the motor glider in the airport traffic pattern and, after an uneventful landing, secured the glider. The pilot did not report any discrepancies with the canopy during that flight. Before starting another flight later the same day, the pilot noted that the right side of the canopy did not latch properly, which he corrected. The pilot reported that, while on the downwind leg of the traffic pattern, the right side of the canopy raised, followed by the left side and nose. He continued flying the glider and secured the engine, but did not retract the engine. After turning from the base to final leg of the traffic pattern, he realized that the glider was too far from the runway. The glider subsequently impacted trees short of the runway then impacted the ground. Postaccident examination of the canopy and canopy latch system revealed no evidence of preimpact failure or malfunction. Examination also revealed that the canopy could be offset from its normal position during the closing process and that the respective latch rod in that situation would be outside the airframe receiver hole, not allowing the canopy to secure properly. Additionally, there was no visual indication to indicate that the canopy was properly secured. It is likely that the pilot did not engage the latch rod into the airframe receiver hole when he closed the right side canopy latch before departure, which resulted in the in-flight canopy opening. ## Factual narrative On July 24, 2016, about 1037 eastern daylight time, a privately owned and operated AliSport SRL Silent 2 Targa motor-glider, N602SL, collided with terrain during an attempted landing at London-Corbin Airport-Magee Field (LOZ), London, Kentucky. The private pilot sustained minor injuries and the motor-glider was substantially damaged. The flight was operating under the provisions of 14 Code of Federal Regulations Part 91, as a local, personal flight. Visual meteorological conditions prevailed and no flight plan was filed, for the flight that originated about 7 minutes earlier from LOZ.The pilot stated that earlier that day, he flew the motor-glider around the traffic pattern at LOZ, and landed uneventfully then secured the motor-glider. There were no discrepancies associated with the canopy during the first flight. When attempting to close the canopy in advance of the accident flight, he noted the right latch did not seat properly. He cycled the right canopy latch and noted it was then seated OK, and then started the engine. He taxied onto runway 24, and initiated takeoff. After becoming airborne he turned crosswind and then onto downwind leg where while flying at 700 feet above ground level (agl) and 50 mph, he heard a thump on his right knee. He reported the right canopy latch released allowing the right side of the canopy to raise about 1 inch along its full length, though the right canopy lever was full forward at the time (latched). He thought he could close the canopy, but the left side then released. While holding the rear of the canopy down with both hands as best he could, the canopy twisted which released the front latch. He thought about jettisoning the canopy but elected not to, making the decision to attempt to save the canopy. He secured the engine but he did not center the propeller nor retract the engine. He wrestled to keep the canopy closed and when he slowed the glider, the nose of the canopy came up. While wrestling to hold the canopy closed he turned base to final but realized he had drifted too far from the runway. While descending at 50 mph, he was forced to fly the glider into trees short of the runway. The left wing impacted a tree about 15 feet agl, then the motor-glider impacted the ground. He exited the motor-glider, walked to the airport, and was taken to a local hospital for treatment of his injury. He further indicated that at no point either in-flight or after coming to rest did he jettison the canopy. A Federal Aviation Administration (FAA) inspector examined the motor-glider at the accident site, and found the canopy in close proximity to the main wreckage. Some of the canopy acrylic material was missing but the canopy frame was intact. Further examination of the canopy revealed the left and right latch handles and rods, and also each rod receiver hole in the airframe were intact with no damage noted. Operational testing of the left and right canopy latches and the canopy emergency jettison system revealed nodiscrepancies. It was noted by the FAA inspector that the canopy could be offset from its normal position during the closing process and that the respective latch rod in that situation would be outside the airframe receiver hole not allowing the canopy to secure properly. It was also noted that there was no visual indication to indicate that the canopy was closed properly, and in the event that the canopy would raise in-flight due to being improperly secured, it would likely lift from the rear initially, but once the air pressure equalized with a forward airspeed, the canopy would stabilize in forward flight. The accident pilot purchased the motor-glider in June 2014, and since owning it he accrued 2.5 hours. During those flights excluding the accident flight, there were no reported problems with the canopy latch mechanism. A review of the maintenance records revealed the airplane's last condition inspection occurred on April 20, 2016. The entry associated with the inspection indicated the canopy eject system was functionally checked. The motor-glider had accrued about 2 hours since the inspection was performed. ## Aircraft - Registration: [N602SL](https://openairdocs.org/aircraft/N602SL), registered now, S/N 2024, built 2006 (OpenAirDocs) - Reported make and model: ALISPORT SRL SILENT 2 TARGA - Registry model: [Alisport SILENT 2 TARGA](https://openairdocs.org/model/alisport-silent-2-targa) (registry code 05622Q1) (OpenAirDocs) - Registry engine: [Alisport A302EFI](https://openairdocs.org/engine/alisport-a302efi) (registry code 01651, reciprocating) (OpenAirDocs) - Category: Glider - Serial number: 2024 - Year built: 2006 - Airframe hours: 480.4 - Engines: Alisport Srl. A302efi 28 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, April 20, 2016, 2 hours before - Departed: LOZ, London, KY - Destination: LOZ, London, KY - Airport: LOZ, London-Corbin, runway 24, 5,751 × 150 ft, asphalt - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 71; injuries: minor; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review May 7, 2015; seat: single; restraint: 3-point; flight hours: 438 total, 5.3 in this make and model, 329 as pilot in command, 5 in the last 90 days, 1.5 in the last 30 days, 0.2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 84 °F, dew point 70 °F - Altimeter: 30.06 inHg - Observed at: LOZ, 1 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20160724008989A](https://openairdocs.org/incident/20160724008989A), Jul 24, 2016: Alisport Srl SILENT 2 TARGA, London, KY, Substantial damage. Pilot was on the second of 2 local test flights after the aircraft had been down for maintenance for the previous 12 months. The pilot had to relatch the right… ## Docket (5 files) The files NTSB released with the investigation on April 24, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=93694. 4.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 404 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462407&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - FAA Inspector Statement (item 2, .PDF, 282 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462408&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - Weather Reports and Records (item 3, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462409&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Record of NTSB Conversation (item 4, .PDF, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462410&FileExtension=.PDF&FileName=Record%20of%20NTSB%20Conversation-Master.PDF - Investigative Photographs (item 5, .PDF, 11 photos, 3.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462411&FileExtension=.PDF&FileName=Investigative%20Photographs-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.