# NTSB SEA08LA101: Jihlavan KP 5 ASA, N31KP, Marana, AZ, March 31, 2008 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: March 31, 2008, 11:00 local (18:00 UTC) - Place: Marana, AZ - Coordinates: 32.409442, -111.21833 - Nearby events: https://openairdocs.org/map.md?lat=32.4094&lon=-111.2183&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report August 28, 2008 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 67746 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA08LA101 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/67746/pdf - Page: https://openairdocs.org/ntsb/SEA08LA101 ## Probable cause The pilot's failure to maintain an airspeed above stalling speed (Vs) during an emergency landing after takeoff. Contributing to the accident was an inadequate preflight inspection, and the airplane's canopy coming partially open shortly after takeoff. ## 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 · Not specified (probable cause); cases with it: [Jihlavan Airplanes Sro KP 5 ASA, 1 case](https://openairdocs.org/ntsb-findings/01035610/cases.md?model=0600014), [All aircraft, 42 cases](https://openairdocs.org/ntsb-findings/01035610/cases.md) - [Inspection: preflight inspection](https://openairdocs.org/ntsb-findings/02061510): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Jihlavan Airplanes Sro KP 5 ASA, 1 case](https://openairdocs.org/ntsb-findings/02061510/cases.md?model=0600014), [All aircraft, 551 cases](https://openairdocs.org/ntsb-findings/02061510/cases.md) - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Jihlavan Airplanes Sro KP 5 ASA, 2 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=0600014), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Attention/monitoring: attention](https://openairdocs.org/ntsb-findings/02021510): Personnel issues › Psychological · Pilot; cases with it: [Jihlavan Airplanes Sro KP 5 ASA, 1 case](https://openairdocs.org/ntsb-findings/02021510/cases.md?model=0600014), [All aircraft, 226 cases](https://openairdocs.org/ntsb-findings/02021510/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Jihlavan Airplanes Sro KP 5 ASA, 2 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=0600014), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Jihlavan Airplanes Sro KP 5 ASA, 2 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=0600014), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The airplane's canopy partially opened shortly after takeoff, and the pilot elected to return to the airport for landing. When he was about one-half mile from the airport, he inadvertently allowed the airspeed to drop below stall speed (Vs), and the airplane stalled and mushed into the terrain. A postaccident inspection of the latch found it to be fully functional, with no evidence that it would not latch the canopy if the canopy was firmly closed. The latching mechanism is of a spring-loaded self-activating design that automatically slides over the top of a tang attached to the canopy when the canopy is firmly closed by the pilot. The mechanism then remains in the latched position until the pilot moves the release ring into a position that causes the latch to release. The latching mechanism is located about a foot above, and six inches behind, the right shoulder of a pilot sitting in the left seat. In this position the latch is not easily checked visually, thus dictating that the pilot close the canopy firmly, and then push up on the canopy firmly in order to ensure that the latching mechanism has become fully engaged. Discussions with the manufacturer disclosed that since the time that this airplane was manufactured, but prior to this accident, the manufacturer redesigned the airplane canopy latching system. The new design incorporates two latching mechanisms that are located just forward of the pilot on the left and right side fuselage surfaces upon which the canopy rests when closed. The mechanisms are not self-locking, and are instead positive-action latches that must be engaged by the pilot. ## Factual narrative On March 31, 2008, about 1100 mountain standard time, a Jihlavan KP 5 ASA Light Sport Aircraft (LSA), N31KP, impacted the terrain during an attempted emergency landing near Marana Regional Airport, Marana, Arizona. The private pilot, who was the sole occupant received minor injuries, and the airplane, which is owned and operated by the pilot, sustained substantial damage. The 14 CFR Part 91 local personal pleasure flight, which departed Marana Regional Airport about two minutes prior to the accident, was being operated in visual meteorological conditions. No flight plan had been filed. According to the pilot, just after takeoff as the airplane reached an altitude of about 70 feet above the runway, the airplane's canopy became unlatched and partially opened. After the canopy came open, the pilot turned back toward the airport, but because of the difficulty he experienced controlling the airplane with the canopy partially open, he elected to attempt a landing in a nearby open field. According to the pilot, during the final portion of the approach to the open field, the airplane's airspeed became too slow, and it therefore stalled and mushed into the terrain. An inspection of the canopy latching mechanism by a Federal Aviation Inspector from the Scottsdale Flight Standards District Office determined that the mechanism was fully functional and capable of holding the canopy in the closed position when it was firmly closed. It was further determined that the mechanism was of a spring-loaded self-activating design that automatically slides over the top of a tang attached to the canopy when the canopy is firmly closed by the pilot. The mechanism then remains in the latched position until the pilot moves the release ring into a position that causes the latch to release. Further investigation by the NTSB Investigator-In-Charge (IIC) determined that the latching mechanism is located about a foot above and six inches behind the right shoulder of a pilot sitting in the left seat of the airplane. In this position the latch is not easily checked visually, thus dictating that the pilot close the canopy firmly, and then push up on the canopy firmly in order to ensure that the latching mechanism has become fully engaged. According to the importer of this model airplane, in addition to checking the security of the canopy by pushing up on it, the pilot normally can hear the latch mechanism click into place when the canopy is closed prior to starting the engine. But, prior to this specific flight, the pilot already had the engine running when he closed the canopy and pushed up on it. The IIC further determined that since the time that this airplane was manufactured, but prior to this accident, the manufacturer redesigned the airplane canopy latching system. The new design incorporates two latching mechanisms, one each of which is placed just forward of the pilot on the left and right side fuselage surfaces upon which the canopy rests when closed. The mechanisms are not self-locking, and are instead positive-action latches that must be engaged by the pilot. ## Aircraft - Registration: [N31KP](https://openairdocs.org/deregistered/N31KP-2014-09-16), registration cancelled 2014-09-16, S/N 5126143 L, built 2006 (OpenAirDocs) - Reported make and model: Jihlavan KP 5 ASA - Registry model: [Jihlavan Airplanes Sro KP 5 ASA](https://openairdocs.org/model/jihlavan-airplanes-sro-kp-5-asa) (registry code 0600014) (OpenAirDocs) - Registry engine: [Bombardier ROTAX (ALL)](https://openairdocs.org/engine/bombardier-rotax-all) (registry code 09050, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 5126143L - Airframe hours: 290 - Engines: Rotax 912 80 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Harold J. Anderson - Airworthiness certificate: Special, Special light-sport (Special) - Last inspection: Annual, August 1, 2007 - Departed: KAVQ, Marana, AZ - Destination: KAVQ - Airport: KAVQ, Marana Regional Airport, runway 30, 6,849 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 82; injuries: minor; private; airplane ratings: single-engine land, multi-engine land; last flight review May 1, 2007; seat: left; flight hours: 4,243 total, 49 in this make and model, 4,173 as pilot in command, 10 in the last 90 days, 4 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F - Altimeter: 30.06 inHg ## 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 20080331835949A](https://openairdocs.org/incident/20080331835949A), Mar 31, 2008: Jihlav KP5, Marana, AZ, Substantial damage. (-23) On March 31, 2008, around 1100 MST, N31KP, jihlavan airplane KP-5, the pilot landed in the desert after departing runway 30, Marana airport, Arizona. The… 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.