# NTSB GAA17CA465: Czech Aircraft Works Spol Sro Sportcruiser, N777NG, Salisbury, NC, August 4, 2017 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: August 4, 2017, 08:00 local (12:00 UTC) - Place: Salisbury, NC - Coordinates: 35.645832, -80.520278 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.6458&lon=-80.5203&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report February 21, 2018 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA - NTSB case key (mKey): 95741 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA17CA465 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/95741/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=95741 - Page: https://openairdocs.org/ntsb/GAA17CA465 ## Probable cause The physical interference of the student pilot’s headset control unit with the canopy, which prevented the canopy latches from seating properly and resulted in the canopy opening in flight and the subsequent hard landing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Physical workspace: access to equipment/controls](https://openairdocs.org/ntsb-findings/03041015): Environmental issues › Task environment · Effect on operation (probable cause); cases with it: [Czech Aircraft Works Spol Sro SPORTCRUISER, 1 case](https://openairdocs.org/ntsb-findings/03041015/cases.md?model=060002O), [All aircraft, 10 cases](https://openairdocs.org/ntsb-findings/03041015/cases.md) - [Communications system: interphone](https://openairdocs.org/ntsb-findings/01022340): Aircraft › Aircraft systems · Unintentional use/operation (probable cause); cases with it: [Czech Aircraft Works Spol Sro SPORTCRUISER, 1 case](https://openairdocs.org/ntsb-findings/01022340/cases.md?model=060002O), [All aircraft, 4 cases](https://openairdocs.org/ntsb-findings/01022340/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Student/instructed pilot (probable cause); cases with it: [Czech Aircraft Works Spol Sro SPORTCRUISER, 8 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=060002O), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) (defining event); cases with it: [Czech Aircraft Works Spol Sro SPORTCRUISER, 2 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=060002O), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) - [Takeoff: Loss of control in flight](https://openairdocs.org/ntsb-events/240); cases with it: [Czech Aircraft Works Spol Sro SPORTCRUISER, 7 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=060002O), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) ## Analysis The student pilot reported that he had departed with the intent to perform touch-and-go takeoffs and landings. After takeoff, he realized that the canopy was not latched. He struggled to maintain airplane control in the pattern, but he was able to land normally. The student pilot then checked the latch handle, and he believed that he had secured the canopy correctly. He took off and flew one pattern but just before landing, the canopy opened and obstructed the pilot's view of the runway. The airplane landed hard and bounced, and the pilot aborted the landing. The student pilot flew a third pattern and made an approach over the runway centerline, "slightly above stall airspeed." The airplane landed hard on the runway, and the right main landing gear (MLG) and the nose landing gear separated from the airplane. The airplane skidded to a stop on the runway. The airplane sustained substantial damage to the right MLG attachment points and the right-wing spar. The student pilot asserted that the canopy latch was down during the takeoffs but was not seated correctly. For the latch to seat correctly, "the canopy itself needed to be pushed up so that gravity seated the canopy." The airplane was equipped with a full-width clear canopy, hinged in the front and tipped forward for entry to the cockpit. The manually operated canopy was supposed to be closed by the pilot by reaching above their head and grabbing the handle identified by the manufacturer's illustrated parts catalogue as SF0730N. Per the photographs provided by Federal Aviation Administration (FAA) aviation safety inspectors, the handle was not installed on the canopy. The canopy security latches consisted of two metal claw-type latches that were mechanically moved forward to secure the canopy to the fuselage. The canopy latches were moved forward to the secure position when the pilot lowered the canopy "T" handle. The "T" handle was affixed to the baggage compartment front wall in the cockpit between the left and right seats just above the arm rest and just below the pilot headset audio input jacks. The student pilot's head set control unit was about 4 inches long by 1 inch in diameter. Photographs taken shortly after the accident and provided by FAA inspectors revealed that the control unit was lodged underneath the "T" handle. The student pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. ## Factual narrative The student pilot reported that he had departed with the intent to perform touch-and-go takeoffs and landings. After takeoff, he realized that the canopy was not latched. He struggled to maintain airplane control in the pattern, but he was able to land normally. The student pilot then checked the latch handle and he believed that he had secured the canopy correctly. He took off and flew one pattern but just prior to landing, the canopy opened and obstructed the pilot's view of the runway. The airplane landed hard and bounced, and the pilot aborted the landing. The student pilot flew a third pattern and made an approach over the runway centerline, "slightly above stall airspeed." The airplane landed hard on the runway and the right main landing gear and the nose landing gear separated from the airplane. The airplane skidded to a stop on the runway. The airplane sustained substantial damage to the right main landing gear attachment points and the right-wing spar. The student pilot asserted that the canopy latch was down during the takeoffs, but was not seated correctly. For the latch to seat correctly, "the canopy itself needed to be pushed up so that gravity seated the canopy." The airplane was equipped with a full-width clear canopy, hinged in the front, and tipped forward for entry to the cockpit. The manually operated canopy was closed by the pilot reaching above their head and grabbing the handle identified by the manufacturer's illustrated parts catalogue as SF0730N. Per the photographs provided by Federal Aviation Administration (FAA)Aviation Safety Inspectors, the handle was not installed on the canopy. The canopy security latches consisted of two metal, claw-type, latches that were mechanically moved forward to secure the canopy to the fuselage. The canopy latches are moved forward to the secure position when the pilot lowers the canopy "T" handle. The "T" handle is affixed to the baggage compartment front wall in the cockpit, between the left and right seats just above the arm rest and just below the pilot headset audio input jacks. The student pilot's head set control unit was about 4 inches long by 1 inch in diameter. Photographs taken shortly after the accident and provided by FAA Inspectors revealed that control unit was lodged underneath the "T" handle. The student pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. ## Aircraft - Registration: [N777NG](https://openairdocs.org/aircraft/N777NG), registered now, S/N 07SC059, built 2007 (OpenAirDocs) - Reported make and model: CZECH AIRCRAFT WORKS SPOL SRO SPORTCRUISER (A) - Registry model: [Czech Aircraft Works Spol Sro SPORTCRUISER](https://openairdocs.org/model/czech-aircraft-works-spol-sro-sportcruiser) (registry code 060002O) (OpenAirDocs) - Registry engine: [Rotax 912S series](https://openairdocs.org/engine/rotax-912s-series) (registry code 55570, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 07SC059 - Year built: 2007 - Airframe hours: 2593 - Engines: ROTAX ROTAX 912S (4 100 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Nmg Aviation LLC - Registered owner: Nmg Aviation LLC - Airworthiness certificate: Special, Special light-sport (Special) - Last inspection: Annual, June 1, 2017 - Departed: KRUQ, Salisbury, NC - Destination: KRUQ, Salisbury, NC - Airport: KRUQ, Rowan County, runway 20, 5,500 × 100 ft - Equipment: Heads up display, Auto-pilot, Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Student pilot; age 68; injuries: none; student; airplane ratings: single-engine land; medical: sport pilot, without waivers/limitations; seat: left; restraint: 3-point; flight hours: 46 total, 46 in this make and model, 7 as pilot in command, 11 in the last 90 days, 4 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 7 statute miles - Lowest ceiling: none - Temperature: 66 °F, dew point 66 °F - Altimeter: 30.13 inHg - Observed at: RUQ ## Docket (3 files) The files NTSB released with the investigation on January 26, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=95741. 5.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 3.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459572&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Canopy Pull Down Handle_Item 18 (item 2, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459573&FileExtension=.PDF&FileName=Canopy%20Pull%20Down%20Handle_Item%2018-Master.PDF - Photos (item 3, .PDF, 342 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459574&FileExtension=.PDF&FileName=Photos-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.