# NTSB WPR22LA137: Czech Sport Aircraft A S Sportcruiser, N823MM, Lanark, NM, March 25, 2022

- Type: NTSB accident investigation
- Classification: Accident · Minor injuries · Class 3 · Limited · Final report
- Date: March 24, 2022, 18:45 local (Mar 25, 2022, 00:45 UTC)
- Place: Lanark, NM
- Coordinates: 31.984112, -106.80973 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=31.9841&lon=-106.8097&mi=10
- Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping)
- Defining event: [Maneuvering: Loss of control in flight](https://openairdocs.org/ntsb-events/240)
- Highest injury: Minor injuries
- Injuries: 1 minor
- Status: Completed
- Report: Approved by Office Director
- Investigation class: Class 3
- NTSB office: Western Pacific Region
- Parties: FAA
- NTSB case key (mKey): 104854
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR22LA137
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/104854/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=104854
- Page: https://openairdocs.org/ntsb/WPR22LA137

## Probable cause

The pilot’s loss of control of the airplane after the inadvertent unlocking and opening of the canopy for reasons that could not be determined based on available evidence.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Aircraft](https://openairdocs.org/ntsb-findings/01020000): Aircraft › Aircraft systems · Unknown/Not determined (probable cause); cases with it: [Czech Sport Aircraft A S SPORTCRUISER, 2 cases](https://openairdocs.org/ntsb-findings/01020000/cases.md?model=0600066), [All aircraft, 63 cases](https://openairdocs.org/ntsb-findings/01020000/cases.md)
- [Performance/control parameters: altitude](https://openairdocs.org/ntsb-findings/01062012): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible; cases with it: [Czech Sport Aircraft A S SPORTCRUISER, 2 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md?model=0600066), [All aircraft, 1,310 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Maneuvering: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330); cases with it: [Czech Sport Aircraft A S SPORTCRUISER, 2 cases](https://openairdocs.org/ntsb-events/330/sequence.md?model=0600066), [All aircraft, 994 cases](https://openairdocs.org/ntsb-events/330/sequence.md)
- [Maneuvering: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Czech Sport Aircraft A S SPORTCRUISER, 4 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=0600066), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md)

## Analysis

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.

## Factual narrative

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.

## Aircraft

- Registration: [N823MM](https://openairdocs.org/aircraft/N823MM), registered now, S/N C0526, built 2015 (OpenAirDocs)
- Reported make and model: CZECH SPORT AIRCRAFT A S SPORTCRUISER
- Registry model: [Czech Sport Aircraft A S SPORTCRUISER](https://openairdocs.org/model/czech-sport-aircraft-a-s-sportcruiser) (registry code 0600066) (OpenAirDocs)
- Registry engine: [Rotax 912ULS series](https://openairdocs.org/engine/rotax-912uls-series) (registry code 55572, 4 cycle) (OpenAirDocs)
- Category: Airplane
- Serial number: C0526
- Year built: 2015
- Engines: Rotax 912ULS 100 hp reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Special, Experimental light sport (Special)
- Departed: DNA, Santa Teresa, NM
- Destination: DNA, Santa Teresa, NM

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 70; injuries: minor; student, sport pilot; airplane ratings: single-engine land; medical: sport pilot, without waivers/limitations; last flight review November 7, 2021; seat: left; restraint: 3-point; flight hours: 2,160 total, 1,103 in this make and model, 2,160 as pilot in command, 26 in the last 90 days, 5 in the last 30 days, 1 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: calm
- Visibility: 10 statute miles
- Temperature: 70 °F
- Altimeter: 30.08 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 20220324004189A](https://openairdocs.org/incident/20220324004189A), Mar 24, 2022: Czech Sport Aircraft A S SPORTCRUISER, Santa Teresa, NM, Substantial damage. On March 24, 2022, at 1845 mountain daylight time, N823MM-A Czech sport aircraft a Sportcruiser on a VFR flight plan, [privacy data omitted], controlled flight…

## Docket (7 files)

The files NTSB released with the investigation on November 8, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=104854. 10.0 MB in all.

- Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 2.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14618012&FileExtension=pdf&FileName=6120.1_Redacted-Rel.pdf
- Wreckage examination (item 2, PDF, 4 pages, 6 photos, 716 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16240592&FileExtension=pdf&FileName=Memorandum%20of%20Record%20-%20Wreckage%20Examination-Rel.pdf
- GPS - specialista��s factual report (item 3, PDF, 12 pages, 8 photos, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14203581&FileExtension=pdf&FileName=Global%20Positioning%20System%20Device%20Specialist%20Report-Rel.pdf
- GPS specialist's factual report attachment 1 - tabular data (item 4, CSV, 4 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14203855&FileExtension=csv&FileName=attachment1-Rel.csv
- FAA record of conversation pilot (item 5, PDF, 3 pages, 277 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13585450&FileExtension=pdf&FileName=Telephone%20interview%20Carpenter%20and%20NTSB1_Redacted-Rel.pdf
- Photos (item 6, PDF, 8 pages, 8 photos, 2.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14618619&FileExtension=pdf&FileName=WPR22LA137%20Photos-Rel.pdf
- Wreckage examination notes (item 7, PDF, 4 pages, 5 photos, 561 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14617902&FileExtension=pdf&FileName=Memorandum%20of%20Record%20-%20Wreckage%20Examination-Rel.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.

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