Not to undermine or negate the great posts about recommended aircraft improvements I would also make the following comments.
Addressing the pilot situation only:
As a long time CFI and former long time FAA designated pilot examiner my observations from flying with hundreds of different pilots is as follows:
The overall GA pilot population does not routinely use checklists. Rather, they get in the aircraft and start up and go. Items get missed all of the time. Some are critical like doors and canopies some are not critical. There is a standard out there for using checklists. it is contained in many documents. One could not pass an FAA check ride without using the checklists yet it is routine in my industry to observe pilots not utilize them at all.
Why do pilots not use checklists? here are a few thoughts or excuses.
1. It takes time and energy.
2. They have done it many times before.
3. What could go wrong?
4. My flight instructor never taught me...
5. The other pilots do it this way.
The question from a piloting perspective is...."how do you regard checklists?"
If you do not use good habits like many pro crews have been trained to and use, then you are at a higher risk like the Legacys mentioned here.
Even if there was a solution to put in an additional latch or safeguard would you install it? Would you use it? Would you add the additional step to a checklist you may not use now?
There is no perfect solution here. I support adding a safeguard, but prior research on these safety hardware issues shows it will not be implemented by more than about 10% of the population.
Aviation safety has always been a belt and suspenders approach. Reexamine your habits, make the necessary changes, and install important safety improvements.
Jeff
LOBO
Sent from my iPad
I beg to differ about the door issue on the ES. I got to look over an ES that returned after the door opened in flight. 60% of the R/H H stab was missing the leading edge. The empennage was cracked 2/3 around the tail and the roof of the cabin was badly damaged.
Cargo doors on the 4p and ES's have had their day too..
Mike Larkin
Sent from my iPhone
I've read lots of comments on this, but most seem to be like putting one's head in the sand. If something is likely to kill, something should be done. At least three fatalities is far, far too many to write off as just a few pilots who couldn't handle a "tricky" situation. And to think that there must be some sort of build defficiency doesn't make sense either - the important features of the aircraft are almost identical - pin locations and canopy shapes. And this is not the way to find out that you "just weren't meant to be a pilot." And to say, "just remember to latch it" just doesn't cut it. A secondary latch copied from millions of car's hood latches should do the job. As for "so easy it's not worth discussing" I've yet to read hundreds of
comments from those that have had it happen. Hoping that Darwin's theory has already weeded out the "bad" pilots is just plain unrealistic. I know, believing that you are better than those others has a degree of satisfaction associated with it, but does it make sense? Something needs to be done - I'm really surprised the NTSB hasn't gotten into the act. Sooner or later they will, unless the owners do something first. No, I'm not directly affected, as I drive an ES - which, by the way, has it's own door-opening issues, but not proven to be in the same realm.
Gary Casey
From: Mark Sletten <mwsletten@gmail.com>I strongly suspect the reason we don't hear about incidents where an opencanopy didn't interfere with controllability is because it's not really anevent worth discussing, plus there's an element of embarrassment."Hey guys, I forgot to close my canopy before take-off and had to come backto land before I could finish my trip."Don't really hear too many stories about people forgetting to turn on thetransponder either."Hey guys, I forgot turn on the transponder before takeoff. ATC remindedme, so I turned it on."--Mark