Wednesday, February 25, 2026

Beechcraft A36TC Bonanza, N1807F, accident occurred on February 21, 2026, at Manassas Regional Airport/Harry P. Davis Field (HEF/KHEF), Manassas, Virginia

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=N1807F

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202494/pdf

- History of Flight:
On February 21, 2026, at about 1716 local time, a Beechcraft A36TC Bonanza, N1807F, registered to Turboflyers Inc, sustained substantial damage when it was involved in an accident at Manassas Regional Airport/Harry P. Davis Field (HEF/KHEF), Manassas, Virginia. The sole pilot onboard was not injured. The flight originated from Waynesboro-Eagle's Nest Airport (W13), 
Waynesboro, Virginia, at 1646 LT.

The FAA reported: "Aircraft nose gear collapsed on landing." But listed the wrong N number as N180F. The NTSB is investigating.

Wrong surface or wrong airport: Embraer 170-100 LR, N772MR, incident occurred on September 25, 2024, at O'Hare International Airport (ORD/KORD), Chicago, Illinois

  • Location: Chicago, Illinois 
  • Incident Number: DCA24LA318 
  • Date & Time: September 25, 2024, 15:26 Local 
  • Registration: N772MR 
  • Aircraft: Embraer ERJ 170-100 LR 
  • Aircraft Damage: None 
  • Defining Event: Wrong surface or wrong airport 
  • Injuries: 68 None 
  • Flight Conducted Under: Part 121: Air carrier - Scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195210/pdf

https://data.ntsb.gov/Docket?ProjectID=195210

On September 25, 2024, about 1526 central daylight time (CDT), Envoy Airlines flight 3936 (ENY3936), an Embraer 170-100 LR, N772MR, was cleared for the instrument landing system (ILS) approach to land on runway 10C at Chicago O’Hare International Airport (ORD), Chicago, Illinois, but the flight crew landed on runway 10L instead. None of the 68 occupants aboard the airplane were injured, and the airplane was not damaged. The regularly scheduled passenger flight was operating under the provisions of Title 14 Code of Federal Regulation Part 121 from Norfolk International Airport (ORF), Norfolk, Virginia, to ORD.

This incident occurred when the flight crew of Envoy Airlines flight 3936 (ENY3936), an Embraer 170-100 LR, was cleared for a visual approach to land on runway 10C at Chicago O’Hare International Airport (ORD), Chicago, Illinois, however, the flight crew inadvertently landed on runway 10L.

While on descent and upon initial check-in with the ORD approach controller, the flight crew was instructed to expect runway 10C. They were subsequently cleared for the instrument landing system (ILS) to runway 10C. The flight crew acknowledged and correctly read back the approach clearance.

The flight crew stated that the captain, who was the pilot monitoring, briefed the approach, programmed the flight management computer (FMC) with the ILS approach to runway 10C to back up the planned visual approach. However, they were not receiving the ILS identifier. The captain attempted to troubleshoot why the localizer frequency would not autotune by reloading the approach in the FMC and manually tuning the frequency. Unable to resolve the issue they elected to proceed visually.

The captain contacted the air traffic control tower (ATCT) controller stating they were on the visual approach to runway 10C, and the airplane was cleared to land on runway 10C. However, the airplane was aligned with and landed on runway 10L. The flight crew’s decision to continue the approach without the correct ILS frequency was likely affected by their task saturation and planned continuation bias, and their inability to perceive and efficiently integrate available information.

Planned continuation bias is an unconscious cognitive phenomenon to continue with the original plan in spite of changing conditions. Once a plan is made and committed to, it becomes increasingly difficult for stimuli or changing conditions to be recognized as necessitating a change to the plan. In addition, as workload increases conditions that may appear obvious to individuals external to the situation are difficult for people caught up in the plan to recognize.

Recorded data from the flight data recorder revealed that while flying a heading to intercept the ILS 10C, the localizer frequency in the Nav 1 radio was correctly tuned to 108.95 MHz, the frequency for the ILS 10C localizer, for four seconds. Subsequently, the Nav 1 radio was changed to 108.4 MHz and Nav 2 radio was changed to 113.0 MHz for the remainder of the flight. Although the correct ILS frequency (108.95 MHz) was briefly tuned in the Nav 1 radio, it was subsequently changed to an incorrect frequency (108.4 MHz), and Nav 2 was tuned to a non-ILS frequency (113.0 MHz), preventing the crew from confirming alignment with runway 10C.

The FAA mandatory occurrence report (MOR) revealed that the ATCT controller noticed the runway alignment error and coordinated with the runway 10L controller to allow ENY3936 to land on the incorrect runway as no traffic conflicts were noted. The air traffic control (ATC) services provided by the controller were deficient and contrary to FAA directives. Specifically, the controller failed to notify ENY3936 of their alignment error and did not issue control instructions to prevent the wrong surface landing. Had the controller notified the flight crew of the alignment error or provided control instructions it is likely that the wrong surface landing would have been prevented.

- Probable Cause: The flight crew’s misidentification of the intended landing runway, which resulted in an approach to and landing on the wrong runway due to their planned continuation bias. Contributing to the incident was the flight crew’s decision to continue the approach without the correct ILS frequency in the FMS. Also contributing was air traffic control’s failure to notify the flight crew that the were lined up with the incorrect runway contrary to FAA directives.

Airbus A330-343 (P2F), N5827K, accident occurred on January 28, 2026, at Cincinnati/Northern Kentucky Airport (CVG/KCVG), Hebron, Kentucky

  • Location: Hebron, KY 
  • Accident Number: DCA26LA106 
  • Date & Time: January 28, 2026, 15:05 Local 
  • Registration: N5827K 
  • Aircraft: Airbus A330-343 
  • Injuries: 2 None 
  • Flight Conducted Under: Part 121: Air carrier - Non-scheduled 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202360/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N5827K

On January 28, 2026, at 1505 eastern standard time, Alaska Airlines flight 2616, an Airbus 330- 343, N5827K, powered by two Rolls Royce RB211 engines, struck birds during initial climb after takeoff from Cincinnati/Northern Kentucky International Airport (CVG), Hebron, Kentucky. There were no injuries to the 2 crew on board. Alaska Airlines operated the airplane as a Title 14 Code of Federal Regulations Part 121 domestic cargo flight for Amazon.com Services LLC and was destined for George Bush Intercontinental Airport (IAH), Houston, Texas.

According to the flight crew, after takeoff from runway 27, while climbing through 900-1,000 ft, the captain observed a flock of geese flying from right to left. The captain, who was the pilot monitoring, called out “birds” and then the flight crew felt multiple birds impact the left and right side of the airplane. At that time, the flight crew observed the electronic centralized aircraft monitor (ECAM) warning and a master caution indication. The flight crew observed the ENG 1 FAULT indication on the ECAM, immediately followed by ENG 1 FAIL. The flight crew initiated the ECAM procedures for the No. 1 (left) engine failure. The captain alerted air traffic control (ATC) of the birdstrike, declared an emergency, and requested a return to CVG.

ATC provided vectors for landing on runway 36R. During the air return, the flight crew observed smoke entering the cockpit and subsequently a MD (main deck) SMOKE ECAM message. The flight crew donned their oxygen masks and began to run the quick reference handbook (QRH) procedure for the MD SMOKE indication. After configuring the airplane for landing, the flight crew determined the smoke had dissipated and removed their oxygen masks for the remainder of the approach and landing.

After landing, the first officer, who was the pilot flying, stopped the airplane on the runway and airport rescue and firefighting (ARFF) personnel inspected the airplane. The flight crew completed the left engine failure ECAM procedures and discharged fire extinguishing agent. After determining that there was no fire on the airplane, ground personnel  owed the airplane to the ramp. Airport operations personnel stated that they recovered the remains of eight Canada geese after the event.

A postaccident examination of the airplane revealed bird remnants on the left main landing gear door and strut, the left-wing inboard flap, the No. 2 (right) engine pylon, the right-wing leading-edge slat and slat track. Additionally, both engines exhibited evidence of bird ingestion. Damage and bird remnants were observed on the left engine nacelle (inside and outside of the inlet) and fan blades. The left engine fan had restricted rotation and was visibly misaligned. The right engine had damage to the inlet cowl acoustic liner and bird remnants were found on the spinner and the exhaust nozzle. The right engine fan rotated freely.

As part of the investigation process, the NTSB invited qualified parties to participate in the investigation, including the Federal Aviation Administration (FAA) and Alaska Airlines. In accordance with the provisions of Annex 13 to the Convention on International Civil Aviation, Accredited Representatives from the Bureau of Enquiry and Analysis for Civil Aviation Safety (BEA) of France, the State of Manufacture for the airplane, the Air Accidents Investigation Branch (AAIB) of the United Kingdom, the State of Manufacture for the engines, and the German Federal Bureau of Aircraft Accident Investigation (BFU), the State of Design for the engines, were appointed to support the investigation, with Airbus , Rolls Royce, , and European Union Aviation Safety Agency (EASA) as technical advisors. The following NTSB specialists were assigned to investigate the accident: Airports, Powerplants, and Flight Data Recorder (FDR).

The investigation is ongoing.

Tuesday, February 24, 2026

Piper PA-30-160 Twin Comanche B, N811LE, incident occurred on February 23, 2026, at Big Bear Airport (L35), Big Bear City, California

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=N811LE

- History of Flight:
On February 23, 2026, at about 1800 local time, a privately-registered Piper PA-30-160 Twin Comanche B, N811LE, sustained unknown damage when it was involved in an incident at Big Bear Airport (L35), Big Bear City, California. The pilot and passenger were not injured. The personal flight originated from San Diego-Montgomery-Gibbs Executive Airport (MYF/KMYF), 
San Diego, California, at 1720 LT.

The FAA reported: "Aircraft gear collapsed on landing." ADS-B data show that the airplane was landing on runway 8.

- Weather:

METAR KL35 240135Z AUTO 26004KT 10SM CLR 08/M03 A3032 RMK AO2

METAR KL35 240155Z AUTO 00000KT 10SM CLR 06/M03 A3033 RMK AO2

METAR KL35 240215Z AUTO 00000KT 10SM CLR 03/M03 A3033 RMK AO2

Piper PA-28RT-201 Arrow IV, N279SR, incident occurred on February 23, 2026, at Glencoe Municipal Airport (GYL/KGYL), Glencoe, Minnesota

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=N279SR

- History of Flight:
On February 23, 2026, at about 1723 local time, a Piper PA-28RT-201 Arrow IV, N279SR, registered to Metro Aircraft CO, landed gearup on an unknown runway at Glencoe Municipal Airport (GYL/KGYL), Glencoe, Minnesota. The two occupants onboard were not injured. The flight originated from Minneapolis-Flying Cloud Airport (FCM/KFCM), 
Minneapolis, Minnesota, at 1609 LT

- Weather:

METAR KGYL 232315Z AUTO 11004KT 10SM CLR M07/M13 A3029 RMK AO2 T10751130

METAR KGYL 232335Z AUTO 10007KT 10SM CLR M08/M13 A3028 RMK AO2 T10811133

Grumman American AA-5A Cheetah, N9939U, incident occurred on February 23, 2026, near Harveyville, Kansas

 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=N9939U

- History of Flight:
On February 23, 2026, at about 0952 local time, a privately-registered Grumman American AA-5A Cheetah, N9939U, sustained unknown damage in a forced landing near Harveyville, Kansas. The pilot and passenger were not injured. The cross-country personal flight originated from Charles B. Wheeler Downtown Airport (KMKC), Kansas City, Missouri, at 0911 LT.

The FAA reported: "Aircraft experienced engine issues and crashed in a field." ADS-B data shows that the airplane entered a descent from its cruise altitude of 2,500 ft at around 0944 LT. The airplane entered a series of maneuvers before it landed in a cornfield in the vicinity of Converse Farm Landing Strip (SN47), Harveyville, Kansas.

- Weather:

METAR KFOE 231453Z 03005KT 10SM CLR M09/M14 A3065 RMK AO2 SLP396 T10941144 51003

METAR KFOE 231553Z 03006KT 10SM CLR M07/M14 A3064 RMK AO2 SLP393 T10721144

METAR KFOE 231653Z 05006KT 10SM CLR M06/M14 A3063 RMK AO2 SLP387 T10611144

Piper PA-28-140 Cherokee, N55428, incident occurred on February 21, 2026, in Heath, Ohio

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=N55428

Photo: Christopher Calhoun on FB

- History of Flight:
On February 21, 2026, at about 1342 local time, a Piper PA-28-140 Cherokee, N55428, registered to Flight Gear Aviation LLC, was not damaged in a forced landing in Heath, Ohio. The flight instructor and student pilot were not injured. The local training flight originated from Licking County Regional Airport (VTA/KVTA), Heath, Ohio, at 1310 LT.

The FAA reported: "Aircraft lost engine power on takeoff and made an emergency landing in a field." While ADS-B did not capture the "takeoff", it appears the incident occurred during an attempted go-around from runway 27. The airplane was last seen on final approach to the same runway, and was presumably landed in an open field ~1 mile west of the airport.