WPR22LA137

The pilot was performing a power-off stall at about 6,500 ft mean sea level during a personal flight. He stated that, as the nose of the airplane dropped, the left canopy latch “let loose.” About 4 to 5 seconds later, the right canopy latch “let go,” and the entire windscreen “popped up like a speed brake.” The airplane’s pitch remained nose down, and the airplane impacted terrain, substantially damaging the left wing and fuselage. Postaccident examination of the wreckage found no preimpact anomalies with the canopy or canopy operating system. Although the pilot reported that the left-side latch came loose before the right-side latch, the examination found that the locking mechanisms engaged and disengaged from both sides of the canopy at the same time when the canopy locking handle was lowered and raised. Examination of the canopy locking system showed that the canopy locking handle required about 1/4 inch of upward movement from the locked and stowed position for the locking mechanisms to reach an over-center position that effectively unlocked the canopy. The accident circumstances were consistent with the pilot’s loss of control of the airplane during flight after the inadvertent unlocking and opening of the canopy. The reason that the canopy locking handle became unstowed during the accident flight could not be determined based on the available evidence from the investigation.

On March 24, 2022, about 1845 mountain daylight time, a Czech Sport Aircraft Sportcruiser airplane, N823MM, was substantially damaged when it was involved in an accident near Lanark, New Mexico. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated the purpose of the flight was to calibrate a new angle-of-attack gauge that had been recently installed in the airplane. He climbed the airplane to an altitude of about 6,500 ft mean sea level and performed a power-off stall. As the nose of the airplane dropped, the left canopy latch “broke loose.” About 4 to 5 seconds later, the right canopy latch “blew open,” and the entire windscreen “popped up like a speed brake.” The airplane’s pitch remained nose down and the airplane impacted terrain, substantially damaging the left wing and fuselage. GPS data from a recovered device were consistent with the pilot’s statement. Postaccident examination of the wreckage revealed no preimpact anomalies with the canopy or canopy operating system. The canopy locking handle was located on the back console panel between the two cockpit seats and was attached to a connecting rod equipped with identical locking hook mechanisms on each side of the fuselage/canopy opening. The canopy locking mechanisms disengaged and engaged simultaneously when the handle was manipulated. The locking mechanisms disengaged when the locking handle was pulled up and engaged fully (locked) when it was pushed fully down into a stowed position. The locking mechanisms consisted of a welded tab on the connecting rod joined to a pushrod that was attached to the canopy latch. When the canopy locking handle was lifted, an over-center position was reached after about 1/4 inch of upward movement of the locking handle. The locking handle traveled about 3 additional inches before the locking mechanisms reached the fully disengaged position.