Alisport SRL SILENT 2 TARGA accident near London, Kentucky, July 24, 2016
On July 24, 2016 at about 2:37 pm local time, a 2006 Alisport SRL SILENT 2 TARGA (glider), registered N602SL, was substantially damaged in an accident during approach (VFR pattern downwind) near London, Kentucky (London-Corbin airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to properly secure the right side of the canopy before takeoff, and an in-flight collision with trees while maneuvering with an open canopy. Contributing to the pilot's failure to properly secure the canopy was the lack of a visual indication that each side of the canopy was properly secured.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 24, 2016 · about 2:37 pm local time
- Place
- London, Kentucky · London-Corbin · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Alisport SRL SILENT 2 TARGA, built 2006
- Registration
- N602SL · registry record · serial 2024
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Earlier on the day of the accident, the private pilot flew the motor glider in the airport traffic pattern and, after an uneventful landing, secured the glider. The pilot did not report any discrepancies with the canopy during that flight. Before starting another flight later the same day, the pilot noted that the right side of the canopy did not latch properly, which he corrected. The pilot reported that, while on the downwind leg of the traffic pattern, the right side of the canopy raised, followed by the left side and nose. He continued flying the glider and secured the engine, but did not retract the engine. After turning from the base to final leg of the traffic pattern, he realized that the glider was too far from the runway. The glider subsequently impacted trees short of the runway then impacted the ground. Postaccident examination of the canopy and canopy latch system revealed no evidence of preimpact failure or malfunction. Examination also revealed that the canopy could be offset from its normal position during the closing process and that the respective latch rod in that situation would be outside the airframe receiver hole, not allowing the canopy to secure properly. Additionally, there was no visual indication to indicate that the canopy was properly secured. It is likely that the pilot did not engage the latch rod into the airframe receiver hole when he closed the right side canopy latch before departure, which resulted in the in-flight canopy opening.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Miscellaneous/other during approach (VFR pattern downwind) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft structures › Windows › windshield system › Flight compartment windows › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Personnel issues › Action/decision › Action › Incomplete action › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- factor Organizational issues › Development › Design › Equipment design › Manufacturer
- factor Aircraft › Aircraft structures › Doors › Passenger/crew doors › Not specified
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 438 hours in all; 5.3 in this make and model; 5 in the last 90 days; 1.5 in the last 30 days; 329 as pilot in command; 0 on instruments
- Last flight review: May 7, 2015
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 480.4 hours
- Last inspection: condition inspection, April 20, 2016; 2 hours since
- Maximum gross weight: 660 lb
- Seats: 1
- Landing gear: retractable
- Engine: Alisport Srl. A302efi (piston); 55 hours total
The flight
- Departed from: LOZ London KY at 2:30 pm
- Destination: LOZ London KY
- Flight plan: none
- Runway 24, 5,751 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 70°F (21°C)
- Altimeter: 30.06 inHg
- Observation at 2:53 pm from LOZ, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on April 24, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | FAA Inspector Statement | PDF, 3 pages | View Download |
| 3 | Weather Reports and Records | PDF, 1 page | View Download |
| 4 | Record of NTSB Conversation | PDF, 4 pages | View Download |
| 5 | Investigative Photographs | PDF, 11 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.