Loss of control in flight: Cessna 172H Skyhawk, N2632L, accident occurred on May 25, 2026, at Trigger Gap Airport (17A), Berryville, Arkansas

• Location: Berryville, Arkansas 
• Accident Number: CEN26LA201 
• Date & Time: May 25, 2026, 18:15 Local 
• Registration: N2632L 
• Aircraft: Cessna 172H 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 1 Serious, 1 Minor, 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203073/pdf

https://data.ntsb.gov/Docket?ProjectID=203073

The pilot-in-command was in the right front seat. She held a commercial pilot certificate and a current flight review endorsement. The passenger was in the left front seat. He held a student pilot certificate with a current 90-day solo endorsement and was flying the airplane during the accident takeoff. 

The airplane departed from a 3,000-foot-long grass airstrip with trees and powerlines off the departure end. The before takeoff checklist and engine run-up were completed without issue. The airplane used about 75% of the runway to become airborne. At that point, the student pilot (flying pilot) realized that the airplane was not going to clear the powerlines and trees. He turned the airplane to the left and “pulled back” on the flight control yoke. The airplane subsequently lost energy and impacted the ground near the departure end of the runway. 

Both pilots stated that there were no mechanical malfunctions or failures associated with the airplane before the accident. They noted that aborting the takeoff, once the airplane was not airborne at the halfway point down the runway, might have prevented the accident.

According to the Airplane Owner's Manual, the estimated distance required to clear a 50-foot obstacle on a turf runway, under the accident conditions, was about 1,028 ft.  The pilot's decision to continue the takeoff when the airplane was not airborne near midfield was the beginning of the accident sequence. In the absence of any airplane anomalies, it is likely that the flying pilot's handling technique resulted in the lack of sufficient climb performance, loss of control, and the impact with terrain.

- Probable Cause: The pilot in command's decision to continue the takeoff when the airplane was not airborne at midfield, and the student pilot's likely improper technique that resulted in a lack of sufficient climb performance and subsequent loss of control.

Aerodynamic stall/spin: Murphy SR2500 Super Rebel, N135DS, accident occurred on May 27, 2026, at Sonoma Valley Airport (0Q3), Schellville, California

• Location: Sonoma, California 
• Accident Number: WPR26LA213 
• Date & Time: May 27, 2026, 16:19 Local 
• Registration: N135DS 
• Aircraft: Moose SR 2500 
• Aircraft Damage: Substantial 
• Defining Event: Aerodynamic stall/spin 
• Injuries: 1 Serious, 1 Minor, 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203154/pdf

https://data.ntsb.gov/Docket?ProjectID=203154

The pilot reported that he experienced a bounced landing and initiated a go-around. He noted that the go-around was conducted in conditions that reduced the airplane's performance margin as he was operating at a low altitude, low airspeed, and a high gross weight.

During the go-around, the airplane encountered shifting wind conditions and drifted left of the runway centerline. As the pilot attempted to correct the drift while establishing a climb, he exceeded the airplane's critical angle of attack and entered an aerodynamic stall. The airplane subsequently impacted the ground, which resulted in substantial damage to the fuselage, wings, and empennage.

The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

- Probable Cause: The pilot's failure to maintain airspeed during a go-around in shifting wind conditions, which resulted in an exceedance of the airplane's critical angle of attack and an aerodynamic stall.

Robinson R66 Turbine, N5488H, accident occurred on May 27, 2026, near Bell Training Facility Heliport (3XS7), Fort Worth, Texas

• Location: Fort Worth, Texas
• Accident Number: CEN26LA203
• Date & Time: May 27, 2026, 08:48 Local
• Registration: N5488H
• Aircraft: ROBINSON HELICOPTER CO R66
• Aircraft Damage: Substantial
• Defining Event: Dynamic rollover
• Injuries: 1 Serious, 1 Minor
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203076/pdf

https://data.ntsb.gov/Docket?ProjectID=203076

The flight instructor stated that his student was practicing hovering in the helicopter. While hovering, the helicopter began to “slide down and to the left”. As the flight instructor gave verbal instructions to the student, the helicopter yawed to the right as the collective was pulled and moved to the left toward the ground. He said he remembered the left skid contacted the ground as he attempted to recover. The flight instructor believed that the skid caught on a crack in the pavement which resulted in the helicopter rolling to its left side.

The student pilot reported that while hovering the helicopter started to “veer to the right” and the instructor said, “my controls”. Just at that moment the helicopter rolled onto its side.

The operatorreported that there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation.  

In response to the accident, the operator instituted an internal review of hovering instruction methodologies, instructor intervention strategies, and low-hover risk mitigation procedures associated with primary and transition helicopter training. The organization implemented enhanced standardization measures focused on instructor recognition of early rollover precursors, intervention timing, verbal cuing techniques, and defined control transfer protocols during hover operations. Additional emphasis on dynamic rollover awareness, critical rollover angle recognition, and instructor decision-making during low altitude training events were also implemented.

- Probable Cause: The flight instructor's delayed remedial action and the student pilot's failure to maintain helicopter control during hover.

Loss of control on ground: Revolution Aircraft Revolt, N672BB, accident occurred on June 30, 2026, at Meadow Lake Airport (FLY/KFLY), Colorado Springs, Colorado

• Location: Peyton, Colorado 
• Accident Number: CEN26LA243
• Date & Time: June 30, 2026, 06:20 Local 
• Registration: N672BB 
• Aircraft: EVOLUTION AIRCRAFT INC REVOLT
• Aircraft Damage: Substantial 
• Defining Event: Loss of control on ground 
• Injuries: 1 Serious, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203312/pdf

https://data.ntsb.gov/Docket?ProjectID=203312

According to the flight instructor, the student pilot aligned the weight-shift control trike with the runway centerline and began the takeoff roll. As the speed increased, the student pilot began moving the control bar forward to the liftoff position. It was then that something did not seem right. The flight instructor directed the student pilot to reduce engine power and reject the takeoff. It was then that the aircraft made a “snap” turn to the right and rolled onto its left side damaging the left wing.

The flight instructor stated there were no mechanical failures or malfunctions with respect to the aircraft before the accident. He noted that the student pilot may have inadvertently had pressure against the left pedal which caused the snap turn to the right when he reduced throttle, which was on the left. The flight instructor stated further that if the student pilot had been instructed to reduce engine power slowly while maintaining the runway centerline, the accident might have been prevented.

The aircraft flight manual noted that, with respect to ground handling, left pedal pressure corresponded to right taxi steering. Similarly, right pedal pressure corresponded to left taxi steering.

- Probable Cause: The flight instructor's inadequate supervision of the student pilot, which resulted in the loss of control during a rejected takeoff.

Piper PA-18-150 Super Cub, N927JS, fatal accident occurred on October 10, 2026, near Wauconda, Washington

• Location: Wauconda, WA 
• Accident Number: WPR27FA014 
• Date & Time: October 10, 2026, 20:14 Local 
• Registration: N927JS 
• Aircraft: Piper PA-18-150 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203978/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?NNumberTxt=N927JS

On October 10, 2026, about 2014 Pacific daylight time, a Piper PA-18-150, N927JS, was substantially damaged when it was involved in an accident near Wauconda, Washington. The flight instructor and student pilot were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilots' family members, the student pilot had recently purchased the airplane, and had planned to fly the airplane from Willow Airport (PAUO) Willow, Alaska, to Kamiah Municipal Airport (S73), Kamiah, Idaho. According to an itinerary the student pilot had sent to family members, he anticipated it would take 3-4 days to fly from PAUO to S73.

Both pilots booked commercial airline flights to Anchorage, Alaska, before departing PAUO on the morning of October 7, 2026. Between October 7 and October 9, the pilots performed several intermediate stops until they reached Prince George Airport (CYXS), Prince George, British Columbia, Canada, on the evening of October 9.

At 0739 on the morning of the accident, the student pilot texted a family member, stating they were waiting for fog to lift before they departed. At 0808, he texted again, stating they were departing soon, but would have to divert around localized areas of fog. At 0914, he texted that they were departing CYXS.

At about 1944, the student pilot sent a text indicating that they had landed at Dorothy Scott International Airport (0S7), Oroville, Washington, and were about to depart for the last leg of the flight to Kamiah Municipal Airport (S73), Kamiah, Idaho.

According to preliminary air traffic control data provided by the FAA, one of the pilots of the accident airplane contacted Seattle Air Route Traffic Control Center (ZSE) to report they were about 10 miles south of 0S7 and were requesting flight following. The controller at ZSE provided the pilots with a transponder squawk code and asked about the flight's destination. The pilots replied they were flying to Idaho County Airport (GIC), Grangeville, Idaho.

About three minutes later, ZSE reported they had radar contact with N927JS about 20 miles southeast of 0S7 and asked for the airplane's altitude. The pilots responded they were at 8,000 ft. About one minute later, ZSE attempted to reach the pilots because they had lost radar contact. The pilots did not respond, and no further radio transmissions were received from the airplane.

When ZSE was unable to reestablish radar or radio contact with the airplane, the FAA issued an ALNOT. According to the Okanogan County Sheriff's Office, the airplane was located the following evening on the west face of Mount Annie, about 21 miles northeast of Omak, Washington.

The main wreckage came to rest on forested, upsloping terrain at an altitude of about 5,069 ft above mean sea level. Examination of the accident site revealed a wreckage path that was about 225 ft long and generally oriented on a magnetic heading of 089°. The first identified points of contact (FIPC) were the tops of two tall fir trees which had been severed. About 120 feet east of the FIPC, sections of both wings were found about 40 feet above the ground, wrapped around the trunks of two fir trees. Both main landing gear, the inboard ends of both wings, freshly broken branches, and fragments of clear plastic were distributed along the ground near the end of the wreckage path.

The main wreckage, which included the cabin, wing struts, engine, propeller, and empennage, came to rest nose down with the engine buried in the soil and the empennage folded down and to the right. The throttle levers were found positioned fully forward, the mixture knob was found in the full rich position, the primer pump was in and secure, the fuel selector was positioned to the right fuel tank, and the carburetor heat knob was set to off.

An engine data monitor was removed from the airplane and retained for readout of any stored data.

Further examination of the wreckage is pending following recovery.

Maule M-7-260 Super Rocket, N3217V, accident occurred on October 17, 2026, at The Sea Ranch Airport (CA51), The Sea Ranch, California

• Location: Sea Ranch, CA 
• Accident Number: WPR27LA020 
• Date & Time: October 17, 2026, 10:30 Local 
• Registration: N3217V 
• Aircraft: Maule M-7-260 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/204030/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N3217V

On October 17, 2026, about 1030 Pacific daylight time, a Maule M-7-260, N3217V, was substantially damaged during a runway excursion while landing at The Sea Ranch Airport (CA51), Sea Ranch, California. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot had recently retrieved the airplane from a maintenance facility following an annual inspection and associated maintenance. During the initial engine run-up, the right wheel brake remained engaged after he released the parking brake. He re-engaged the parking brake and released it again, after which both brakes released normally. He then taxied the airplane and completed the flight to CA51 without further reported brake anomalies.

According to the pilot, after touchdown, the airplane pulled strongly to the right. The pilot applied the left brake in an attempt to counter the turn, but was unable to maintain directional control. The airplane departed the right side of the runway, traveled through a drainage swale, and struck an embankment.

The airplane sustained substantial damage to both wings and the right-wing struts. The pilot reported that he believed the right parking brake may have re-engaged after he checked the brake pedals before landing.

The airplane was retained for further examination.

Piper PA-28-160 Cherokee, N5393W, accident occurred on October 22, 2026, near Claremore Regional Airport (GCM/KGCM), Claremore, Oklahoma

• Location: Claremore, OK 
• Accident Number: CEN27LA029 
• Date & Time: October 22, 2026, 15:10 Local 
• Registration: N5393W 
• Aircraft: Piper PA-28
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Instructional 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/204059/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N5393W

On October 22, 2026, about 1510 central daylight time, a Piper PA-28-160 airplane, N5393W, was substantially damaged when it was involved in an accident near Claremore, Oklahoma. The flight instructor and student pilot were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

ADS-B data indicated that the flight departed from runway 18 at the Claremore Regional Airport (GCM) about 1431. The flight proceeded about 21 miles northeast of the airport at altitudes of up to about 3,500 feet mean sea level (msl). About 1455, the airplane reversed course and began to return to the airport. The final ADS-B data point was recorded at 1509:41 and was located about 2.08 miles east-southeast of GCM. 

The flight instructor reported that the student pilot leveled out at 2,500 feet to clear a tower about 5 miles east of the airport. After passing the tower, the student pilot continued the descent toward the airport traffic pattern. Shortly after reporting their position and intentions on the common traffic advisory frequency (CTAF), the engine lost power, although the propeller continued to windmill. Movement of the throttle control had no effect, and the flight instructor's efforts to restore engine power were unsuccessful. 

At that point, the flight instructor set up for and executed a forced landing to a field about 2 miles east-southeast of the airport. Upon touching down on the field, he attempted to keep the nose wheel off the ground as long as possible. However, once the nose wheel touched down, it dug into the soft ground and collapsed.

The airplane came to rest upright with damage to the fuselage, left wing, and nose landing gear.  Airframe and engine examinations are planned once the airplane is recovered from the accident site.