To help answer questions, I received this from the accident pilot.
Sorry I have not talked to you sooner as I do feel the need to get out this information and have been dealing with the legal’s of this whole situation. I am clipping the narrative that I sent to the FAA… You can forward to LOBO is you wish. I think the guy that was killed at Sun and Fun, with the canopy issues, may have had the same control problem. I had my hands full to get this thing close to the ground in a flying mode. Bill’s suggestion for a big red light for the canopy latch would go a long way toward preventing this.
I believe that when the canopy was suck up far enough that it blanketed the tail causing the aircraft to pitch nose down, causing the closing of the canopy there in turn causing the elevator to become effective again which then allowed me to regain control and level again, which caused the canopy again to open, etc., etc.
Accident Narrative:
After refueling at the Self Service fuel pump at Longmont Airport (KLMO) at around 5:30 pm, I taxied out the to run-up area for Runway 29 and did the run-up and take off check on N939CB a Lancair Legacy (LEG2). The take off proceeded normally until the point of rotation at which time the canopy popped open slightly. As the runway is short (4800’) and I was full of fuel, I continued with the take off as I felt that try to abort was more dangerous than just going around and landing again. Without event, I climbed to pattern altitude, 1000 agl, and reduced power to prepare for landing. At that time, the canopy assumed a much more open position and started to oscillate up and down (6” to 12” motion) also causing the aircraft to be very difficult control in pitch (at least 6” stick movements where normal is 1” to 2”). I tried
to resume the full power climb attitude again as I thought the change of attitude may have cause this, but this only exaggerated the situation. My concerns were the large oscillations of the canopy, my restricted forward visibility, and the violent pitch changes. I continued with the approach and tried to look out the side opening of the canopy to get my self in a position to land on Runway 29 and avoid any other property damage. I kept the airspeed at around 110 knots with significant power to maintain a much control as possible over the oscillations, but only remember trying to minimize them on final when I impacted the ground.
Fahren Corporation
david@fahrencorp.com
+1 303 324 3333
From: Art Jensen [mailto:flycassutts@yahoo.com]
Sent: Friday, February 06, 2009 6:49 PM
To: David Williams
Subject: Accident
I am so sorry to hear the sad news of your accident, but I am also happy to hear that you received no injuries. I had hopes that we would get to do some flying together.
I know it may be hard, but would you mind sharing what happend. I am hopeful that I can learn from your misfortune, and I can prevent the same from happening to me.
Again, good to hear you were not injured.
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