Diamond Aircraft Industries KATANA DA 20-A1 accident near San Carlos, California, August 18, 1999
On August 18, 1999 at about 9:20 pm local time, a Diamond Aircraft Industries KATANA DA 20-A1, registered N854DF, was substantially damaged in an accident near San Carlos, California (San Carlos 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 release of the aircraft's left canopy latch following takeoff resulting in the subsequent opening of the canopy in flight. The opened canopy resulted in a degradation of aircraft control and the subsequent hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 18, 1999 · about 9:20 pm local time
- Place
- San Carlos, California · San Carlos · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Diamond Aircraft Industries KATANA DA 20-A1 KATANA DA
- Registration
- N854DF · no longer on the register · serial 10181
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
On takeoff the pilot reported that the left canopy latch popped open. He verified that the right canopy latch was secure and radioed that he was returning to land. After turning an early crosswind and leveling his wings, the canopy came open in flight. The pilot made a mayday call, held the control stick full forward, and made a landing on a dirt road off the departure end of the runway. According to the aircraft manufacturer, if the aft hinged canopy opens in flight, a significant increase in drag occurs and controllability becomes marginal. An FAA inspector examined the aircraft's canopy after the accident. He could not identify any malfunctions with either of the canopy latches. He then functionally checked both of the corresponding latch closed micro switches and the enunciator light circuits, and found that they were working properly.
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; instrument: airplane
- Flight time: 1,772 hours in all; 20 in this make and model; 60 in the last 90 days; 32 in the last 30 days; 1,681 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,119 hours
- Last inspection: 100-hour inspection, July 12, 1999; 17 hours since
- Maximum gross weight: 1,609 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912-F3 (piston); 0 hours total
The flight
- Departed from: SQL at 9:19 pm
- Flight plan: none
- Runway 30, 2,600 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 10 knots
- Visibility: 20 statute miles
- Sky: overcast at 2,100 ft; not recorded
- Temperature: 70°F (21°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 9:20 pm from SQL
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.