On April 26, 2009, about 1300 Pacific daylight time, an experimental Weinberg RV-6, N690V, was attempting a precautionary landing due to an unlatched canopy when it landed hard on runway 03 at the Air Sailing Gliderport (NV23), Sparks, Nevada. The pilot/owner operated the airplane under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. The pilot, the sole occupant, was not injured; the airplane sustained substantial damage to its wings. The flight had departed Cameron Airpark (O61), Cameron Park, California, about 1000, and was returning there when the accident happened. Visual meteorological conditions prevailed for the cross-country flight, and no flight plan had been filed.

In the pilot's written statement, he reported that just after liftoff, the canopy opened. The remaining runway was too short to abort, so he continued the climb to 1,000 feet and attempted to close the canopy. The pilot stated that he was able to partially lock the canopy and was going to make a precautionary landing and close the canopy. As the airplane was in the landing flare for runway 3, the canopy opened again. This time it obscured the pilot's forward view. The pilot indicated that a 15-knot, 30-degree crosswind existed, and upon touchdown the crosswind caused the airplane to drift to the left into a sagebrush where the airplane went up on its nose.

In the RECOMMENATION (How could this accident/incident have been prevented) section of the Pilot/Operator's Report (NTSB Form 6120.1), the pilot stated that the accident could have been prevented if he had used the pre-takeoff checklist. The canopy was not completely closed prior to takeoff. The pilot further reported that there were no mechanical anomalies with the accident airplane prior to the accident, other than the open canopy.

A witness to the accident reported that he observed the accident airplane in a normal left pattern approach for runway 3L at NV23. He reported the following weather conditions: clear skies below 10,000 feet; turbulent wind from 050 to 060 degrees at 12 knots gusting to about 15 to 18 knots. The witness stated that as the accident airplane touched down it bounced slightly, as evidenced by a small cloud of dust, followed by a small increase in altitude. The airplane touched down again on all three landing gear; the right wing dropped and the airplane veered to the right. The witness reported that the airplane then made a rapid 90-degree left turn and tipped up onto its nose.