Amateur-built EYAS accident near Santa Rosa, California, June 30, 1996
On June 30, 1996 at about 6:00 pm local time, a amateur-built EYAS, registered N8012U, was substantially damaged in an accident near Santa Rosa, California (Sonoma County airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
an inadequate design change by the pilot/builder of the airplane's canopy; a malfunction of the canopy, which resulted in its separation; and failure of the pilot to flare the airplane during an emergency landing after takeoff, due to the wind blast that impaired his vision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 30, 1996 · about 6:00 pm local time
- Place
- Santa Rosa, California · Sonoma County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built EYAS
- Registration
- N8012U · no longer on the register
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff, the airplane's canopy came open about 20 feet above the ground and separated. The pilot's vision was impaired by air blasting in his face. He then 'closed' the throttle, and the airplane descended to a hard landing on the runway and was damaged. Investigation revealed that FAA personnel inspected the airplane before the accident in conjunction with an application for an experimental airworthiness certificate; the pilot/builder was denied an airworthiness certificate. After addressing some of the discrepancies and making some changes, the pilot/builder submitted an application for an experimental airworthiness certificate to an FAA designated airworthiness representative (DAR). The FAA DAR issued the certificate. After the accident, FAA airworthiness inspectors, who were familiar with the airplane, examined it. They noted the airplane had been modified in a manner defined as major changes in design. One of the modifications concerned the airplane's canopy. After the postaccident examination, the FAA determined 'the aircraft was not in a safe condition for operation at the time of the accident.'
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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 171 hours in all; 7 in this make and model; 4 in the last 90 days; 1 in the last 30 days; 93 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 7 hours
- Last inspection: annual inspection, June 24, 1996; 7 hours since
- Maximum gross weight: 750 lb
- Seats: 1
- Landing gear: fixed
- Engine: Volkswagen 2.6L (piston); 0 hours total
The flight
- Departed from: STS at 6:00 pm
- Flight plan: none
- Runway 19, 5,002 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 59°F (15°C)
- Altimeter: 29.00 inHg
- Observation at 6:00 pm from STS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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.