According to the pilot in the experimental, amateur-built airplane, during takeoff climb about 200′ above ground level (agl), the Long EZ’s canopy fully opened.
He immediately turned downwind and eventually turned final for the runway at the airport in Wakefield, Virginia.
He reported his vision was impaired by the wind and that he misjudged the airplane’s position to the runway. The airplane hit a 10′ fence that was about 70′ from the approach end of the runway.
He was able to land on the runway, and the airplane skidded to a stop.
The airplane sustained substantial damage to the fuselage and the right wing.
The first item in the Before Takeoff checklist stated: Emergency Canopy access door — closed/locked. The last item in the Before Takeoff checklist stated: Canopy — Locked — visually confirm proper latch and safety engagement.
According to the In-flight Canopy Opening checklist emergency procedure, “should the canopy come fully open 90° in flight, immediately grab the canopy/rail handle and pull the canopy down. Be sure to maintain aircraft control. The aircraft is controllable and can be landed safely with the canopy being held down against the fingers. Remember to maintain aircraft control. Do not be so concerned with closing the canopy that you allow the aircraft to fly unnecessarily into the ground.”
The pilot noted that the accident could have been prevented by not deviating from the Before Takeoff checklist.
Probable cause: The pilot’s failure to secure the canopy before flight, which resulted in the airplane hitting a fence during the approach. Contributing to the accident was the pilot’s failure to follow the Before Takeoff checklist and In-flight Canopy Opening checklist emergency procedure.
NTSB Identification: GAA18CA215
This April 2018 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Last Year I was testing a 503 engine after rebuilding the AC Kolb Twin star. finally the engine wasset properly . So went on downwind and on Base leg reduced power, AND suddently had a sever bang and cabin went up then down!thought I lost a part of proprller. So pulled power to idle and went straight down thinking , the prop would tear off the engine!!! but going straight doen from 500 ft. It seemed smooth. Thought it had to be elevator flutter, but stopped going down as fast as Icould. but at 20ft apx. I started to flare. All went to pieces ..NO control,Hit somewhat flat, Tore off the gear wheels then bent the gear tubes, went in and started to crush cabin. But did walk away,sore back. Airport mgr heard me , thought I just had to shut down engine again.But saw I ws coming down at a steep angle. Though somethong was wrong. He pulled his phone and video taped the last few monennts . I said engine ran good but some how got tail flutter . He said NO I had the full tail assembly,going up and down when I went to flare, WE inspected the tail boom section mounted to the rear for the fuselage, and found only on bolt holding. the rest of the Alum, tube was broke off.. Inside the brace in the tubing was rusted and failed. LETTING THE BOOM TUBE FAIL. Nat trans, said I staled and did not recover. at apro 70+. They said when coming don at high speed the air was only going under the wing, So I could not recover.AS 1 inch rear CG. But would not even take off if I HAD WAY REAR AFT STICK for t.O, But it flew great while testing engine, I knew I had to add more weight to the tail,But it was not a factor .. I have 9300.0 hrs . and that was not a wind sheer , The tail boom tube attached to the fuselage failed But I save it from totally leaving the air frame by going straight down , at once no hasation which if I had waited the tail would have separated fully frm the fuselage. I think it should be a mandatory . inspection, as I am A & P. and i know what happened. not stall recovery error. I can send a pic of the crash.
It’s nice to see a pilot take responsibility…. instead of blaming it on a strange wind gust that came from nowhere
A spring loaded Stainless Steel safety catch has been in the plans since the early 80s and I believe there was a “mandatory ground” released by the Rutan Aircraft Factory if your AC didn’t have the safety catch.