Controlled flight into terr/obj (CFIT): Cessna 182T Skylane, N434CP, fatal accident occurred on November 23, 2024, near Drake, Colorado

• Location: Drake, Colorado
• Accident Number: CEN25FA047 
• Date & Time: November 23, 2024, 11:15 Local 
• Registration: N434CP 
• Aircraft: Cessna 182T 
• Aircraft Damage: Destroyed 
• Defining Event: Controlled flight into terr/obj (CFIT) 
• Injuries: 2 Fatal, 1 Serious 
• Flight Conducted Under: Public aircraft

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195539/pdf

https://data.ntsb.gov/Docket?ProjectID=195539

On November 23, 2024, about 1115 mountain daylight time, a Cessna 182T airplane, N434CP, was destroyed when it was involved in an accident near Drake, Colorado. The flight crew consisted of the pilot, a mission observer, and a photographer. The pilot and photographer sustained fatal injuries, and the mission observer sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 federal public use training flight. 

The purpose of the Civil Air Patrol (CAP) flight was to conduct training and aerial photography for emergency response planning. According to ADS-B data for the flight, the airplane departed and flew to the area to be photographed. The airplane then made several north-to-south and east-to-west orbits over the area before turning east toward the departure airport. The airplane then turned to the north, made a left turn to the south followed almost immediately by a right turn to the northwest. The airplane’s flight track ended shortly after.

The mission observer on board the airplane reported that, after the photography mission was completed, the pilot maneuvered the airplane over trees about 1,500 above ground level (agl) and heading toward higher terrain. The observer then heard the pilot say, “Oh [expletive].” The pilot lowered the airplane’s nose and started to turn the airplane. The observer stated that the airplane seemed to drop and that it probably encountered a downdraft. He heard the airplane hitting trees, and the next thing that he remembered was being on the ground.

A CAP flight that landed after the accident airplane had taken off reported having experienced mountain wave turbulence in the same area that the accident airplane had been operating. The flight did not communicate this to the accident flight, and the CAP had not relayed this information to the accident airplane’s pilot.

- Probable Cause: The pilot’s failure to maintain airplane control while maneuvering in mountainous terrain. Contributing was mountain wave turbulence in the area.

Medical event: Cessna 310R, N252DL, fatal accident occurred on January 14, 2026, near Poolville, Texas

• Location: Poolville, Texas 
• Accident Number: CEN24FA089 
• Date & Time: January 14, 2024, 12:15 Local 
• Registration: N252DL 
• Aircraft: Cessna 310R 
• Aircraft Damage: Destroyed 
• Defining Event: Medical event 
• Injuries: 3 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193646/pdf

https://data.ntsb.gov/Docket?ProjectID=193646

On January 14, 2024, about 1215 central standard time, a Cessna 310R airplane, N252DL, was destroyed when it was involved in an accident near Poolville, Texas. The pilot and the two passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Before departing on an instrument-flight-rules (IFR) cross-country flight, the pilot obtained a standard weather briefing of the forecast and observed weather conditions along the flight route, which included AIRMETs for moderate icing between the departure and destination airports during the time of the filed IFR flight plan.

The airplane was likely in instrument meteorological conditions during the descent between 6,000 ft and 3,000 ft msl in moderate or greater icing with supercooled large droplets. Below 3,000 ft, the accident flight was likely in visual meteorological conditions and below freezing temperatures.

During the descent, ATC attempted to communicate with the pilot for about 7 minutes with no response from the pilot. The descent profile was controlled on a relatively straight heading and the witness marks on the ground, damage to the airplane, and distribution of the wreckage were consistent with controlled flight into terrain.

The airplane impacted a field in a relatively level attitude. The airplane may have accumulated some ice while descending through the cloud layer. However, the ½ mile long wreckage path from initial impact with the ground to where the main wreckage came to rest is not consistent with loss of control due to ice accumulation. The witness seeing the airplane flying parallel to the ground in a wings level attitude also suggests that the airplane did not depart controlled flight.

Due to the fragmentation and thermal damage to the airplane, functional tests of the system were not possible; however, there was no evidence to suggest a preimpact anomaly with the flight controls or engines which would have precluded normal operations.

The pilot’s moderate coronary artery disease conveyed some increased risk of a sudden impairing or incapacitating cardiovascular event, such as chest pain, arrhythmia, or heart attack. The autopsy did not provide specific evidence that such an event occurred; however, such an event does not leave reliable autopsy evidence if the event occurs shortly before death.

Ethanol levels measured by two laboratories were elevated to a relatively similar degree in vitreous fluid and urine, indicating a possibility that the pilot may have consumed alcohol and may have been impaired by ethanol effects at the time of the accident or while engaged in earlier activities related to the safety of flight. However, cautious interpretation of the alcohol results is prudent, given the extent of the pilot’s injuries, the fact that only two specimen types were tested for ethanol, and the detection of other volatiles in both of those specimen types. It is possible that some or all of the detected ethanol may have been from postmortem sources rather than alcohol consumption.

Although toxicological results also indicated that the pilot had used the medication cetirizine, no determination could be made from the medical evidence indicating whether the pilot might have been experiencing some associated sedation at the time of the accident.

Based on the available evidence, it is possible that the pilot became incapacitated during the descent. The reason for the incapacitation could not be determined.

- Probable Cause: Pilot incapacitation for undetermined reasons which resulted into controlled descent into terrain.

Unknown or undetermined: Cozy MK IV, N656TE, fatal accident occurred on January 14, 2024, near Half Moon Bay, California

• Location: Half Moon Bay, California
• Accident Number: WPR24FA073
• Date & Time: January 14, 2024, 19:05 Local 
• Registration: N656TE 
• Aircraft: OSTROTH THANE L COZY MK IV 
• Aircraft Damage: Destroyed 
• Defining Event: Unknown or undetermined 
• Injuries: 4 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193662/pdf

https://data.ntsb.gov/Docket?ProjectID=193662

On January 14, 2024, about 1905 Pacific standard time, an experimental amateur-built Cozy MK IV airplane, N656TE, was destroyed when it was involved in an accident near Half Moon Bay, California. The pilot and two passengers were fatally injured and one passenger is presumed to be fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot departed under visual flight rules while instrument meteorological conditions were reported at the airport, with a broken cloud layer at 300 ft above ground level (agl). A witness who was dining outside north of the departure airport initially heard the airplane and saw it shortly after. The witness said that the sound of the engine was similar to the sound of coughing and that the airplane appeared to increase in speed while it dipped and turned. The sound of the engine then “cut out,” and the airplane appeared to have banked toward the shoreline. Shortly thereafter the witness lost sight of the airplane’s lights.

Flight track data showed that the airplane departed to the north and entered a left turn just beyond the departure end of the runway. The data showed that the airplane had ascended to a maximum altitude of 250 ft mean sea level (msl), with groundspeed fluctuating between 87 and 91 knots. The last data point was recorded about 4,900 ft north of where wreckage was observed floating in the Pacific Ocean.

Postaccident examination of the airplane revealed that the fuel lines attached to the fuel flow divider remained attached but were loose when moved with a wrench. No evidence of fuel staining or leaks was observed. Postaccident examination of the airplane revealed no other evidence of a potential mechanical malfunction that would have precluded normal operation.

- Probable Cause: The airplane’s impact with the ocean for undetermined reasons after departing into night, instrument meteorological conditions.

Glasair GlaStar, N789BM, accident occurred on February 6, 2026, at Jack Brooks Regional Airport (BPT/KBPT), Beaumont, Texas

• Location: Beaumont, TX 
• Accident Number: CEN26LA110 
• Date & Time: February 6, 2026, 18:10 Local 
• Registration: N789BM 
• Aircraft: Glasair GlaStar 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202406/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N789BM

On February 6, 2026, about 1810 central standard time, an experimental Glasair GlaStar airplane, N789BM, was substantially damaged when it was involved in an accident near Beaumont, Texas. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported a loss of engine oil pressure about six miles from the intended destination airport. The engine started running rough and losing power. He executed a landing to a taxiway at the destination airport. However, the airplane began to porpoise on landing. It subsequently overran the taxiway and impacted a fence. The airframe sustained substantial damage to both wings and the empennage.

The airplane was recovered to a secure hangar at the airport. A postaccident engine examination is planned.

Honda HA-420 HondaJet, N949LL, accident occurred on January 16, 2026, at Rick Husband Amarillo International Airport (AMA/KAMA), Amarillo, Texas

• Location: Amarillo, TX 
• Accident Number: CEN26LA096 
• Date & Time: January 16, 2026, 11:54 Local 
• Registration: N949LL 
• Aircraft: Honda HA-420 
• Injuries: 5 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202326/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N949LL

On January 16, 2026, at 1154 central standard time, a Honda HA-420 airplane, N949LL, was substantially damaged when it was involved in an accident near Amarillo, Texas. The airline transport pilot and four passengers were uninjured. The airplane was operated under Title 14 Code of Federal Regulations as a Part 91 personal flight.

The pilot stated that about 1.5 hours after departure and while in cruise flight, a yellow crew alerting system (CAS) message for an air data computer appeared. About 15 minutes later, a yellow CAS message for a low hydraulic system appeared. The pilot then diverted the flight to land at Rick Husband Amarillo International Airport, Amarillo, Texas. After landing, the airplane lost brake pressure during taxi. The pilot attempted to use the parking brake, but the brakes locked up. When he released the parking brake, the airplane lost all steering and braking capability. The pilot stated that he lost all control, the airplane’s left wing struck a parked deice truck, and the airplane came to a stop. The pilot said he powered down the airplane, and the passengers exited the airplane. The airplane sustained substantial damage to the left wing.

The airplane was retained for further investigation.

Cessna 150M, N66383, incident occurred on February 9, 2026, near Lakeville, Michigan

 This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N66383

- History of Flight:
On February 9, 2026, at about 1348 local time, a Cessna 150M, N66383, registered to the Tuskegee Airmen National Historical Museum, sustained unknown damage in a forced landing near Lakeville, Michigan. The flight instructor and student pilot were not injured. The training flight originated from the Detroit-Coleman A. Young International Airport (DET/KDET), Detroit, Michigan, at 1246 LT.

The FAA reported: "Aircraft made an emergency landing on a road due to engine issues."

Cessna 320C Skyknight, N3034T, accident occurred on February 9, 2026, at Bartow Executive Airport (BOW/KBOW), Bartow, Florida

 This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N3034T

- History of Flight:
On February 9, 2026, at about 1617 local time, a Cessna 320C Skyknight, N3034T, registered to Velez Investments LLC out of Orlando, FL, sustained substantial damage when it was involved in an accident on runway 27R at Bartow Executive Airport (BOW/KBOW), Bartow, Florida. The sole pilot onboard was not injured. The local flight originated from KBOW at 1553 LT.

The FAA reported: "Aircraft landed and right gear collapsed incurring a prop strike."

- Weather:

METAR KBOW 102040Z AUTO 21006G16KT 10SM CLR 26/07 A3021 RMK AO2 PWINO

METAR KBOW 102100Z AUTO 19010KT 10SM CLR 26/07 A3020 RMK AO2 PWINO

METAR KBOW 102120Z AUTO 00000G12KT 10SM CLR 26/06 A3020 RMK AO2 PWINO

METAR KBOW 102140Z AUTO 23005G12KT 10SM CLR 26/06 A3020 RMK AO2 PWINO