Avions Mudry Et Cie CAP 231 accident near Ephrata, Washington, May 20, 2000
On May 20, 2000 at about 9:15 pm local time, a Avions Mudry Et Cie CAP 231, registered N231X, was substantially damaged in an accident near Ephrata, Washington (Ephrata Municipal 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 maintain aircraft control subsequent to the aircraft's canopy opening in flight. Factors include the pilot's failure confirm that the aircraft's canopy was secured prior to takeoff and impaired vision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 20, 2000 · about 9:15 pm local time
- Place
- Ephrata, Washington · Ephrata Municipal · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Avions Mudry Et Cie CAP 231
- Registration
- N231X · no longer on the register · serial 12
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that shortly after becoming airborne (30-40 feet above ground level [AGL]), the aircraft's canopy blew opened. He reported that when the canopy opened, a blast of air blew off his left contact lens obscuring his vision and depth perception. After unsuccessful attempts to latch the canopy, the pilot closed the throttle and aborted the takeoff. When the airplane touched down, on the runway, it bounced back into the air. The pilot applied full power and initiated a go-around. He reported that after initiating the go-around, he turned the airplane to the south in an attempt to land on runway 11. However, the pilot was unable to maintain altitude, as a result of damage sustained to the propeller during the bounced landing, and the airplane subsequently collided with terrain. Post-accident inspection of the airplane by an FAA inspector from the Spokane, Washington, Flight Standards District Office, and the airplane owner, revealed that the canopy latch functioned properly. The pilot later stated that he could not confirm that the canopy was latched properly prior to the accident flight.
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: multi-engine land; single-engine land; single-engine sea
- Flight time: 1,859 hours in all; 27 in the last 90 days; 14 in the last 30 days; 1,701 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 843 hours
- Last inspection: annual inspection, November 14, 1999; 43 hours since
- Maximum gross weight: 1,609 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming AEIO-540-L185 (piston); 0 hours total
The flight
- Departed from: EPH at 9:15 pm
- Flight plan: none
- Runway 11, 3,843 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 11 knots
- Visibility: 20 statute miles
- Sky: broken clouds at 18,000 ft; not recorded
- Temperature: 79°F (26°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 9:51 pm from EPH, 1 miles away
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.
Other NTSB records under N231X the same tail number, which may have belonged to a different aircraft at the time
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.