Czech Aircraft Works Sportcruiser accident near San Diego, California, June 2, 2010
On June 2, 2010 at about 5:35 pm local time, a Czech Aircraft Works Sportcruiser, registered N334BB, was substantially damaged in an accident during approach (VFR pattern final) near San Diego, California (Gillespie airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadvertent opening of the aircraft canopy during the takeoff climb, which distracted the pilot and resulted in his failure to maintain aircraft control. Contributing to the accident was a lack of guidance in the manufacturer's pilot operating handbook addressing an open canopy during flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 2, 2010 · about 5:35 pm local time
- Place
- San Diego, California · Gillespie · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Czech Aircraft Works Sportcruiser
- Registration
- N334BB · no longer on the register · serial 08SC218
- 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 the airplane was about 50 feet above ground level during the takeoff climb when the right side of the canopy opened about 4 to 6 inches. As he reached to lower it, the left side of the canopy opened. The canopy was moving up and down erratically as the pilot attempted to stabilize it, and the airplane began pitch oscillations. The pilot notified the air traffic control tower controller that the canopy was open and that he needed to return for landing immediately. As the pilot turned onto the downwind leg of the traffic pattern, the pitch oscillations became increasingly erratic. The airplane lost altitude and subsequently collided with power lines, which pitched the airplane upside down into the street below. Postaccident examination of the canopy noted that it was hinged in front of the cockpit and rotated forward when open. Examination of the latch mechanism revealed no mechanical anomalies. The pilot reported that he followed the takeoff checklist and ensured that the canopy was closed and locked by pushing up on it, although this instruction was not in the pilot operating handbook (POH). Further examination of the POH noted a lack of guidance for verifying that the canopy was locked or for operating the airplane when the canopy inadvertently opened. It is likely that during the preflight, the canopy latches could have been partially engaged such that the pilot felt enough resistance to believe that the canopy was locked. The vibration encountered during the takeoff roll and the aerodynamic flow over the canopy at liftoff may have caused the canopy to become loose and open. After the accident, the manufacturer issued guidance indicating that if the canopy opened in flight, it would raise about 2 to 3.2 inches, but the airplane should remain fully controllable.
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
- Sys/Comp malf/fail (non-power) during enroute (climb to cruise)
- Collision with terrain or object (not controlled flight into terrain) during approach (VFR pattern final) defining event
The NTSB's findings
- cause Aircraft › Aircraft structures › Doors › Passenger/crew doors › Unintentional use/operation
- factor Organizational issues › Development › Manufacture/production › Document/info production › Manufacturer
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Physical environment › Object/animal/substance › Wire › Contributed to outcome
Pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,566 hours in all; 10 in this make and model; 1 in the last 90 days; 1 in the last 30 days; 1,566 as pilot in command
- Last flight review: August 12, 2009
- Medical certificate: Class 3
- Seat: left
- Injury: serious injuries
The aircraft
- Maximum gross weight: 1,320 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912ULS (piston); 0 hours total
The flight
- Departed from: SEE San Diego CA at 5:30 pm
- Destination: RNM Ramona CA
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 8 statute miles
- Sky: scat at 2,500 ft
- Temperature: 72°F (22°C), dew point 52°F (11°C)
- Altimeter: 29.96 inHg
- Observation at 5:40 pm from KSEE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.