Pipistrel Sinus 912, N1277P, fatal accident occurred on May 31, 2026, near Columbus, Mississippi

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=N1277P

- History of Flight:
On May 31, 2026, at about 1240 local time, a privately-registered Pipistrel Sinus 912, N1277P, was destroyed when it was involved in an accident near Columbus, Mississippi. The private pilot sustained fatal injuries. The personal flight originated from the Lowndes County Airport (UBS/KUBS), Columbus, Mississippi, at 1207.

According to automatic dependent surveillance-broadcast (ADS-B) data, the airplane departed KUBS and proceeded northeast to an altitude of 7,500 ft. About 11 minutes after takeoff, at 1217, the groundspeed drops from 90 knots to ~70 knots, roughly 3 minutes later, the airplane entered a left hand 180 turn back towards KUBS. The airplane continued to descend while the groundspeed values were fluctuating between 60 and 70 knots. At 1236:58, the airplane was last seen at 1,900 ft, 59 knots GS, and -300 feet per minute (fpm) rate.

Figure 1: Overview of Flightaware track ran through Google Earth

Figure 2: View of 180 turn and path

Figure 3: Final wreckage location (left) and Google Earth view (right)

- Pilot Information:
The pilot, aged 65, held a private pilot certificate (last issued/updated 12/16/2025) with a rating for airplane single engine land, instrument airplane, and glider rating. There was no FAA medical information available.

According to the FAA, certificated glider pilots are not required to hold an airman medical certificate to operate a glider. However, they must not have any medical deficiencies. (FAA-H-8083-13A)

- Aircraft Information:
The accident aircraft, serial number 1277 SFNM 912 LSA, was manufactured in 2025. It was a two-seat, single-engine ultralight motor glider powered by a ROTAX 912UL engine. The aircraft was listed under the glider category in the FAA registry.

- Wreckage and Impact Information:
The airplane impacted powerlines and terrain and came to rest inverted. The main wreckage consisted of the entire airplane, both wings and tail remained attached to the fuselage. The entire main wreckage was consumed by fire. The wreckage was located 2 miles from the last recorded ADS-B data point.

Based on the wreckage orientation, the airplane most likely struck the powerlines coming in from the west, tumbled over, and came to rest inverted facing east before the fire ensued.

There was a huge open farm field located next to the main wreckage. The dirt road the airplane crashed into was narrow and surrounded by trees and powerlines.

Figure 4: Possible Airplane Path

Figure 5: Last ADS-B data point and wreckage location

- Weather:
The 1256 observation at KGTR included the following: Winds 300 at 5 knots, 10 miles visibility, a scattered ceiling at 3,800 ft AGL and 5,000 ft AGL, temperature 32 °C, dewpoint 23 °C, and an altimeter setting of 29.97 inches of mercury. The calculated density altitude was ~2300 ft.

(1) METARs:

METAR KGTR 311656Z 30005KT 10SM FEW055 31/23 A2998 RMK AO2 SLP152 T03110233 $

METAR KGTR 311756Z 30005KT 10SM SCT038 SCT050 32/23 A2997 RMK AO2 SLP147 T03170233 10328 20228 58002 $

METAR KCBM 311704Z AUTO 33003KT 10SM SCT028 BKN220 31/24 A2993 RMK AO2 SLP135 $

METAR KCBM 311716Z AUTO 00000KT 10SM FEW031 BKN038 BKN220 31/23 A2993 RMK AO2 LTG DSNT SE SLP135 $

METAR KCBM 311723Z VRB03KT 10SM SCT036 BKN220 31/23 A2993 RMK SLP135 $

METAR KCBM 311826Z 00000KT 10SM SCT033 BKN042 BKN160 BKN190 32/24 A2990 RMK AO2A SLP125 $

(2) Area Forecast Discussion:

Area Forecast Discussion...UPDATED
National Weather Service Jackson MS
624 AM CDT Sun May 31 2026

...New AVIATION...

.KEY MESSAGES...

- Heat index readings in the 100F-105F range will result in
  increasing heat stress today and Monday.

- A few rounds of thunderstorms are possible today through
  Tuesday. There is a marginal risk for these storms being severe
  with damaging wind gusts and hail up to quarter size Monday,
  mainly during the afternoon and evening.

&&

.DISCUSSION...
Issued at 310 AM CDT Sun May 31 2026

Through Tuesday: We`re off to a mostly quiet start this morning,
with patchy fog in a few areas. Later today, with a rather moist
airmass lingering over the area and ample heating anticipated,
scattered diurnal convection is expected to develop again this
afternoon. Some guidance has consistently hinted at greater
coverage today than the past couple of days. The Euro has also
indicated the potential for an upstream line of storms to work its
way toward the area as early as this afternoon, with a few HREF
members hinting at the same. Speaking of which, as we head through
tonight, upper flow over the region will become northwesterly.
Within this perturbed regime, there will be potential for
multiple convective complexes to develop and move southeast/
southward across our area through at least Monday night. SPC
continues to highlight a marginal severe risk over northeastern
portions of the CWA for Monday, but an expansion of this risk in
either area or time is possible as CAM guidance begins to better
resolve these individual systems. By Tuesday, an approaching cold
front will begin to limit upstream development, but we could see
storms develop over our area ahead of the front. Throughout this
time frame, a severe storm or localized flooding threat cannot be
ruled out, depending on how these individual systems evolve.

Outside of the busier convective threats, temps will soar into
the 90s across most of the area today and tomorrow. With humidity
still remaining high, this will yield heat index readings in the
100F-105F range in many areas. We continue to advertise a limited
heat stress threat. Higher heat stress could also carry over into
Tuesday over the southern half of the area ahead of the
aforementioned front.

Tuesday night through Saturday: It is becoming more certain that
a backdoor front will bring a few days of relief across most of
our area from the increasing heat stress, with dewpoints dipping
into the 50s and 60s and low temps deep into the 60s over most of
the area Wednesday and Thursday. This will also curtail rain
chances each day. Low level moisture will steadily begin to
recover from west to east Friday into Saturday with a resurgence
of 70s dewpoints and mainly diurnal convection by next weekend.
/DL/

&&

.AVIATION...
(12Z TAFS)
Issued at 624 AM CDT Sun May 31 2026

Patchy fog is ongoing at a few area terminals this morning,
mainly in east MS. This fog should diminish by shortly after
sunrise, with VFR conditions prevailing across the area. Isolated
to scattered TSRA will develop later this afternoon into early
this evening, which may result in brief visibility reductions at
any impacted sites. Patchy fog will be possible again late tonight
into early Monday morning, which may result in categorical
reductions at some sites, mainly in south and east MS. /DL/

Robinson R66 Turbine, N4488H, fatal accident occurred on May 29, 2026, near Dawsonville, Georgia

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=N4488H

- History of Flight:
On May 29, 2026, at about 2149 local time, a Robinson R66 Turbine, N4488H, registered to Pine Tours LLC, was destroyed when it was involved in an accident near Dawsonville, Georgia. The pilot and one pilot-rated passenger sustained fatal injuries, and one passenger sustained serious injuries.

The purpose of the flight was to fly the pilot-rated passenger and his wife from a celebration place (The Revere Wedding & Events Venue) in Dawsonville back to DeKalb-Peachtree Airport (PDK/KPDK), Atlanta, Georgia. The pilot-rated passenger was concerned about the accident flight and reportedly told the accident pilot "There is zero visibility and when there is zero visibility like this, we never fly." The accident pilot replied: "We will just fly at a higher altitude." (based on an interview with the passenger's father)

According to automatic dependent surveillance-broadcast (ADS-B) data, the helicopter departed PDK at 2100 and proceeded north towards Dawsonville, Georgia. The helicopter was flying at relatively low altitudes ranging from 1,400 ft to 1,900 ft. The helicopter reached the venue at about 2128. 

At 2145, the helicopter departed the venue and proceeded south to an altitude of 2,100 ft (terrain elevation at venue was 1,600 ft). At 2148, the helicopter continued south and had descended to 1,700 ft. At 2149:47, the helicopter was last seen at 1,700 ft, 109 knots groundspeed, and 770 feet per minute (fpm) descent over a large wooded area (see figures).

Figure 1: ADS-B exchange data

Figure 2: ADS-B exchange data ran through Google Earth, note earlier flight from PDK

Figure 3: End of track

- Pilot Information:
(1) Accident pilot:

Unknown.

(2) Pilot-rated passenger:

The passenger held an airline transport pilot certificate (last updated 6/16/2025) with a rating for airplane multiengine land and commercial privileges in airplane single engine land aircraft. The pilot held a type rating in the Canadair CL-65 (CRJ) jet. His first class FAA medical was issued on November 2025.

He was restricted to the following limitations:

• English Proficient.
• Restricted In Accordance With 14 CFR 61.167.
• Holder Does Not Meet The Pilot-in-command Aeronautical Experience Requirements of ICAO.
• ATP Circ. Apch. - Vmc Only.
• Cl-65 Circ. Apch. - Vmc Only.
• The Cl-65 Is Subject To Pilot-in-command Limitation(S).

- Aircraft Information:
The accident aircraft, serial number 0139, was manufactured in 2012. It was a five-seat helicopter powered by a Rolls-Royce 250-C300 engine.

According to an old sale listing, the helicopter was equipped with the following avionics: 

"9-hole Panel (suitable for IFR training) Artificial Horizon w/Slip-Skid Directional Gyro Heading Indicator Turn Coordinator Garmin 430W Comm #2/VOR-ILS/GPS-WAAS w/Glideslope & Course Deviation Indicator King KY-196A Comm #1 Garmin 328 Mode S Transponder NAT AA12 Audio Control Panel & Intercom Digital Davtron Clock Vertical Card Compass"

According to the Pilot Operating Handbook (POH): "KINDS OF OPERATION LIMITATIONS"

VFR day and night operations are approved. VFR operation at night is permitted only when landing, navigation, instrument, and anti-collision lights are operational. Orientation during night flight must be maintained by visual reference to ground objects illuminated solely by lights on the ground or adequate celestial illumination.

- Wreckage and Impact Information:
The helicopter crashed in a heavily wooded rugged area. It took 6 hours to locate the survivor. Nothing else is known.

- Weather:
The reported weather conditions at KCNI at 2155 (about 6 minutes after the accident) included: Winds 210 at 3 knots, 2 miles visibility (visibility is between 1.5 and 3.5), rain and mist, a scattered cloud layer at 7,500ft AGL, an overcast ceiling at 10,000 ft AGL, temperature 21 °C, dewpoint 21 °C, and an altimeter setting of 30.02 inches of mercury. There was also distant lightning from the northeast.

The reported weather conditions at KGVL at 2153 (about 4 minutes after the accident) included: Variable winds at 5 knots, 2 miles visibility, thunderstorms, rain and mist, few clouds at 5,000 ft AGL, a broken cloudlayer at 9,000 ft AGL, an overcast ceiling at 11,000 ft AGL, temperature 21 °C, dewpoint 20 °C, and an altimeter setting of 30.02 inches of mercury.

(1) METARs:

METAR KCNI 300255Z AUTO 15003KT 2SM BR OVC005 21/ A3002 RMK AO2 VIS 1 1/4V3 1/2 LTG DSNT S

METAR KCNI 300235Z AUTO 17004KT 4SM -RA BR SCT014 SCT055 BKN110 21/21 A3002 RMK AO2 LTG DSNT N

METAR KCNI 300215Z AUTO 19004KT 3SM -RA BR SCT055 SCT065 OVC100 21/21 A3002 RMK AO2 LTG DSNT N AND S

METAR KCNI 300155Z AUTO 21003KT 2SM RA BR SCT075 OVC100 21/21 A3002 RMK AO2 VIS 1 1/2V3 1/2 LTG DSNT NE

METAR KCNI 300135Z AUTO 21005KT 5SM RA BR SCT007 SCT018 OVC110 21/21 A3002 RMK AO2

METAR KCNI 300115Z AUTO 22006KT 4SM TSRA BR BKN005 BKN009 OVC036 22/22 A3002 RMK AO2 LTG DSNT SE AND S

SPECI KGVL 300235Z AUTO 15005KT 3SM -RA BR BKN003 BKN055 OVC110 21/20 A3003 RMK AO2 LTG DSNT N AND NW

SPECI KGVL 300217Z AUTO 15004KT 2 1/2SM -RA BR BKN003 BKN050 OVC100 21/21 A3003 RMK AO2 LTG DSNT N

SPECI KGVL 300207Z AUTO VRB03KT 3SM -RA BR FEW005 BKN090 OVC110 21/20 A3003 RMK AO2 LTG DSNT NW

SPECI KGVL 300201Z AUTO 16005KT 2 1/2SM VCTS -RA BR FEW005 BKN095 OVC110 21/20 A3002 RMK AO2 LTG DSNT NW

METAR KGVL 300153Z AUTO VRB05KT 2SM VCTS RA BR FEW050 BKN090 OVC110 21/20 A3002 RMK AO2

SPECI KGVL 300145Z AUTO VRB04KT 2 1/2SM VCTS RA BR FEW009 BKN095 OVC110 21/20 A3002 RMK AO2

SPECI KGVL 300137Z AUTO VRB05KT 2 1/2SM VCTS RA BR FEW011 BKN075 OVC090 21/20 A3002 RMK AO2

SPECI KGVL 300129Z AUTO 16004KT 2 1/2SM RA BR FEW007 BKN025 OVC080 21/21 A3002 RMK AO2

(2) Area Forecast Discussion:

Area Forecast Discussion
National Weather Service Peachtree City GA
805 PM EDT Fri May 29 2026



...New 00Z Aviation Discussion...

.KEY MESSAGES...

  - Scattered to numerous showers and thunderstorms can be
    expected across the area through the beginning of next week.

  - Locally heavy rainfall will remain the primary concern in any
    thunderstorms given the continued moist environment in place.

  - Dry conditions expected by the middle of next week.


&&

.SHORT TERM...
(This afternoon through Saturday)
Issued at 206 PM EDT Fri May 29 2026

Isolated to scattered showers and thunderstorms have begun to
develop across a line generally stretching from NW GA down through
east-central GA. This follows stationary front which has settled
across the area. So far today, convection coverage has under-
performed relative to previous model runs, allowing for greater
daytime heating and increased destabilization. Therefore expect a
slightly greater ratio thunderstorms to showers through the
afternoon.

Increased shower and thunderstorm activity will continue through the
evening as cyclogenesis develops the surface low to the southwest.
Increasing southwest flow will begin to push the front northward and
drive moisture across the area. Showers and thunderstorms will
continue through much of the overnight timeframe, though these may
come in waves, with intermittent off/on patterns. Precip chances
taper through the early morning before reinvigorating Saturday mid
day. Coverage during this time is highly uncertain, and will be
dependent on how far north the front pushes as well as the resultant
strength of the surface low. With forcing likely on the low side
tomorrow (low CAPE from cloud coverage and unimpressive synoptic
uplift), showers may be light and patchy tomorrow afternoon. Precip
likely tapers through Saturday evening/night (at least for north
Georgia). Sunday PoPs increase once again as sfc flow turns out of
the east, developing a wedge like pattern.

Total precipitation through the period will be a generally 0.5" to
1.5" across the area through Monday morning. Isolated higher amounts
are likely depending on where the strongest thunderstorms
(relatively) set up and if any training occurs along the stalled
front. Would not be surprised if some isolated areas received as
much as 2.5 to 3 inches (90th-95th percentile) through Monday
morning, though this will be the exception not the rule.

High temperatures will be in the low 80s through Saturday, though
greater cloud coverage may result in undershooting this. Sunday will
likely be cooler as the wedge develops and with increased cloud
coverage. Some areas may only reach the mid to low 70s on Sunday
(though central GA will be closer to 80).

&&

.LONG TERM...
(Sunday morning through next Thursday)
Issued at 206 PM EDT Fri May 29 2026

Diurnally driven showers and thunderstorms expected to continue into
the beginning of the extended periods. By Sunday the over all South
to Southwesterly flow that has been over the area for the last week
or so will have turned more West to Northwesterly. This turn in the
overall flow doesn`t change much for the actual forecast as waves
begin moving across the region from the central plains versus the
Gulf. Showers and thunderstorms can be expected over a large
percentage of the CWA Sun and Mon with PoPs each afternoon in the
40% to 80% range. With this trend continuing, it will take less rain
to cause flash flooding concerns. Training thunderstorms during the
afternoon will continue to pose the biggest threat with rain rates
in the 2" to 3" per hour range. The models keep us in a very Wet
pattern through Mon night, but then things may dry out a bit.

There is a bit of good news possibly as both the GFE and ECMWF are
showing a high pressure ridge building south out of the Great Lake
states Tue bringing in a much drier airmass across the state for
Wed/Thu. This ridge does not push all the moisture out of the region
with some residual moisture still hovering across central and south
GA. The models have been showing this pattern for a few days now so
beginning to have more confidence in this actually occurring.
Keeping PoPs in the 20% to 30% range for Tues...with 15% or less for
Wed and Thu.

Temps stay fairly steady with highs in the upper 70s to middle 80s
and lows in the 60s to lower 70s.

&&

.AVIATION...
(00Z TAFS)
Issued at 757 PM EDT Fri May 29 2026

Widespread SHRA is ongoing across the majority of north/central
GA, including all TAF sites except CSG. Scattered TSRA has
warranted a TEMPO at ATL through 01Z. Storms should diminish with
the loss of instability, though SHRA will linger through 05-06Z.
MVFR ceilings are forecast to develop by 06Z, with intermittent
IFR which is expected to become prevailing at 10Z. Ceilings will
be slow to improve through the morning, rising back to MVFR
around 15-16Z. After lesser rain chances during the morning,
scattered to numerous SHRA/TSRA will return by the afternoon. TSRA
will be most likely after 19Z on Saturday. SE winds of 5 kts or
less will become light and variable by 01-02Z and through much of
the overnight hours, becoming W/SW at 3-6 kts by 10-12Z.

//ATL Confidence...00Z Update...
Medium confidence on all elements.

King

&&

.PRELIMINARY POINT TEMPS/POPS...
Athens          66  82  61  73 /  80  70  40  40
Atlanta         67  82  65  75 /  70  70  40  40
Blairsville     62  78  57  71 /  80  70  20  20
Cartersville    66  83  64  77 /  70  70  20  40
Columbus        68  85  67  82 /  70  70  40  70
Gainesville     66  81  62  71 /  80  70  40  30
Macon           66  84  65  78 /  70  60  60  60
Rome            66  83  64  77 /  80  70  20  40
Peachtree City  66  83  64  76 /  70  70  40  50
Vidalia         68  86  67  80 /  60  60  70  70

&&

.FFC WATCHES/WARNINGS/ADVISORIES...
None.
&&

$$

SHORT TERM...SM
LONG TERM....01
AVIATION...King

- Additional Information:
According to the Robinson Safety Notice SN-26:

NIGHT FLIGHT PLUS BAD WEATHER CAN BE DEADLY 

Many fatal accidents have occurred at night when the pilot attempted to fly in marginal weather after dark. The fatal accident rate during night flight is many times higher than during daylight hours. 

When it is dark, the pilot cannot see wires or the bottom of clouds, nor low hanging scud or fog. Even when he does see it, he is unable to judge its altitude because there is no horizon for reference. He doesn't realize it is there until he has actually flown into it and suddenly loses his outside visual references and his ability to control the attitude of the helicopter. As helicopters are not inherently stable and have very high roll rates, the aircraft will quickly go out of control, resulting in a high velocity crash which is usually fatal. 

Be sure you NEVER fly at night unless you have clear weather with unlimited or very high ceilings and plenty of celestial or ground lights for reference.

According to the Robison Safety Notice SN-18 Issued:

LOSS OF VISIBILITY CAN BE FATAL

Flying a helicopter in obscured visibility due to fog, snow, low ceiling, or even a dark night can be fatal. Helicopters have less inherent stability and much faster roll and pitch rates than airplanes. Loss of the pilot's outside visual references, even for a moment, can result in disorientation, wrong control inputs, and an uncontrolled crash. This type of situation is likely to occur when a pilot attempts to fly through a partially obscured area and realizes too late that he is losing visibility. He loses control of the helicopter when he attempts a turn to regain visibility but is unable to complete the turn without visual references. 

You must take corrective action ~ visibility is lost! Remember, unlike the airplane, the unique capability of the helicopter allows you to land and use alternate transportation during bad weather, provided you have the good judgement and necessary willpower to make the correct decision.

Unknown or undetermined: Robinson R44 Raven II, N323TT, fatal accident occurred on June 19, 2024, near near Bluestem, Washington

• Location: Bluestem, Washington 
• Accident Number: WPR24FA200 
• Date & Time: June 19, 2024, 16:20 Local 
• Registration: N323TT 
• Aircraft: ROBINSON HELICOPTER COMPANY R44 II 
• Aircraft Damage: Destroyed 
• Defining Event: Unknown or undetermined 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194501/pdf

https://data.ntsb.gov/Docket?ProjectID=194501

On June 19, 2024, about 1620 Pacific daylight time, a Robinson Helicopters R-44 II, N323TT, was destroyed when it was involved in an accident near Bluestem, Washington. The pilot and pilot-rated passenger were fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot and pilot-rated passenger were returning the helicopter to its home airport after it had undergone routine maintenance, which included the installation of a fuel flow transducer. While in day visual meteorological conditions (VMC), in cruise flight, and about 745 ft above ground level (agl), the helicopter entered a descent. During the descent, the main rotor blades impacted the tailcone, severing the empennage, while about the same time the main rotor’s pitch horns and control rod ends fractured and separated. The lack of tail rotor and main rotor components resulted in a total loss of helicopter control. The helicopter impacted terrain at a high descent rate in a nose-high attitude as evidenced by the flattening and upward bending of the tailcone and the fracturing of the engine case. A postaccident fire destroyed most of the wreckage. 

Examination of the wreckage revealed evidence of a total loss of engine power as indicated by the lack of rotational scoring on the upper sheave and the undamaged section of the engine cooling fan. Main rotor blade impact with the tailcone and damage to the main rotor system were indicative of main rotor blade blow back and stall due to low rotor rpm. Examination of the freewheeling unit (sprag clutch) revealed normal operation. Multiple B-nuts on the fuel lines associated with the transducer and fuel servo were found loose; however, due to the thermal exposure, it could not be determined if the loss of torque to the B-nuts was due to heat damage or other factors.

The pilot was a highly experienced airplane pilot but had only accumulated about 350 hours of flight experience in helicopters. Based on the helicopter’s altitude and the wreckage signatures, after the loss of total power the pilot likely did not reflexively and simultaneously lower the collective, apply aft cyclic, and trim the helicopter to enter an autorotation while in cruise flight, and/or improperly managed the rotor rpm during the remainder of the autorotation. The lack of timely action allowed the main rotor rpm to reduce to an unrecoverable speed and likely resulted in the main rotor blades stalling, as detailed in the manufacturer’s Safety Notices and FAA guidance documents. The reason for the pilot’s failure to manage rotor rpm during an autorotation could not be determined. According to a Safety Notice published by the manufacturer, pilots with many hours of flight experience in airplanes and fewer hours experience in helicopters may instinctively make flight control inputs that are inappropriate for helicopters, which can result in catastrophic consequences.

- Probable Cause: The pilot’s failure to manage main rotor rpm during an autorotation, which resulted in a loss of helicopter control. Contributing to the accident was a loss of power for reasons that could not be determined.

Fuel exhaustion: Ayres S-2R-G10 Turbo Thrush, N40261, fatal accident occurred on April 9, 2024, near Derner, California

• Location: Derner, California 
• Accident Number: WPR24FA123 
• Date & Time: April 9, 2024, 14:44 Local 
• Registration: N40261 
• Aircraft: AYRES CORPORATION S2R-G10 
• Aircraft Damage: Substantial 
• Defining Event: Fuel exhaustion 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 137: Agricultural 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194065/pdf

https://data.ntsb.gov/Docket?ProjectID=194065

On April 9, 2024, at 1444 Pacific daylight time, an Ayres Corporation S2R-G10 airplane, N40261, was substantially damaged when it was involved in an accident near Derner, California. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

On the morning of the accident, the pilot departed from the operator’s base and flew the airplane about 174 miles northeast, to an airstrip near a rice farm. About 1230, after performing multiple flights to drop wild rice in the paddies near the airstrip, the pilot asked the fuel truck operators to fuel the airplane until the tanks were 3/4 full and subsequently departed the airstrip to continue spreading rice. When the pilot returned to the airstrip about 1400, he said he was not feeling well and was going to apply one last load of rice before leaving work. The pilot declined to have more fuel added to the fuel tanks. The pilot was seen with his safety harnesses fastened when he last departed.

About 1444, witnesses near the rice farm heard the airplane crash and saw it inverted and partially submerged in the rice paddy. When they opened the airplane’s canopy, they found the pilot unbuckled from the safety harness, unresponsive. 

Examination of the airplane revealed an unusable amount of fuel (less than 2 gallons) in the fuel system, and no fuel sheen was observed in the water. No preaccident mechanical failures or malfunctions that would have precluded normal operation were found. The propeller blade damage signatures at the accident site were consistent with low rotational energy at impact. 

The airplane’s fuel system was intact, and there was no evidence of fuel leakage. After the pilot departed the operator’s facility, he had texted the mechanic stating the airplane’s fuel gauge was inoperative and that the airplane’s fuel gauge was slower to respond to fuel quantity changes than other airplanes. The mechanic explained that the gauge did not read fuel quantities greater than 82 gallons per tank; additionally, the cockpit fuel gauge noted that fuel quantities above 82 gallons were “ungageable.” Postaccident testing of the airplane’s fuel gauge and level senders indicated that they were operating to the manufacturer’s specifications. Fuel consumption calculations indicate that, with the reported fuel load, the airplane would have had an endurance of 2.1 to 2.9 hours. 

Although the airplane sustained substantial damage, the accident appeared to be survivable.  

The pilot’s autopsy identified no obvious fatal traumatic injuries, and the cause of death was determined to be hypertensive and atherosclerotic cardiovascular disease. However, the accident circumstances provide no clear evidence of in-flight pilot incapacitation, and it is unlikely that the pilot’s cardiovascular disease contributed to the accident. Additionally, severe acute mental or physical stress may be a trigger for cardiac events in individuals with underlying heart disease. It is possible that the airplane’s impact with the water of the rice paddy, followed by it becoming partially submerged and inverted, could have resulted in such a cardiac event in the setting of the pilot’s preexisting heart disease.

The lack of fuel at the accident site and onboard the airplane during postaccident examination is consistent with fuel exhaustion, which resulted in the airplane’s impact with terrain. Though the pilot reported he was feeling unwell in the hours before the accident, available evidence is insufficient to determine what specific symptoms he was experiencing, or whether his symptoms contributed to the accident.

- Probable Cause: The pilot’s failure to adequately monitor his fuel supply, resulting in fuel exhaustion, a total loss of engine power, and the airplane’s impact with terrain.

Loss of control in flight: Champion 7GCBC Citabria, N3464D, fatal accident occurred on July 6, 2024, near Swanson Airport (2W3), Eatonville, Washington

• Location: Eatonville, Washington 
• Accident Number: WPR24FA226 
• Date & Time: July 6, 2024, 21:22 Local 
• Registration: N3464D 
• Aircraft: Champion 7GCBC 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194619/pdf

https://data.ntsb.gov/Docket?ProjectID=194619

On July 6, 2024, at about 2122 Pacific daylight time, a Champion 7GCBC airplane, N3464D, was substantially damaged when it was involved in an accident near Swanson Airport (2W3), Eatonville, Washington. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot planned to depart on his fourth flight of the day. Witnesses reported that the engine run-up, departure, and climbout were normal. When the airplane reached about 500 ft above ground level and was about 0.5 nautical miles (nm) south of the runway, the airplane entered an abrupt left bank, which was immediately followed by a spin before it impacted the ground in a nose-low attitude.

Postaccident examination of the engine and flight controls did not reveal any preimpact mechanical anomalies. Witness reports indicated that the engine power was smooth and continuous and then ceased just before the airplane impacted trees. As the propeller damage signatures showed limited to no rotation at the time of impact, the pilot likely reduced the throttle during the descent. In addition, the gascolator sump valve was found in the open position. However, a witness did not observe any fuel leaking from the airplane during taxi or takeoff; thus, the sump valve position was likely a result of the impact.

An examination of the engine controls revealed that the mixture control cable had separated at the carburetor. A metallurgical examination did not yield sufficient evidence, on its own, to determine whether the separation occurred prior to the accident. While there was evidence that the mixture cable attachment was worn and may have been slipping before the accident flight, the fracture surfaces showed overstress fracture features that could have occurred during the accident. If the fracture had occurred before the accident, it likely would have required at least one instance of aggressive use of the controls to cause the initial buckling of the control cable. However, evidence showed the pilot was able to adjust engine power during the descent, which suggests the cable failure likely occurred during the impact, and not before.

The airplane’s precise fuel quantity at the time of the accident could not be determined, as the pilot also used a personal fuel trailer that did not contain any fuel records. Fuel receipts indicated that the pilot had most recently refueled the airplane at a nearby airport three months prior to the accident. Fuel performance computations showed that he likely filled the tanks to their total capacity during his last refueling, which would have left him with about 18 gallons of fuel on the day of the accident. This was sufficient to complete the estimated 30-minute scenic flight but would have placed the airplane about 40 lbs over its gross weight.

The airplane was in a nose-high attitude about 10 ft above trees and approaching rising terrain when it stalled. The airplane impacted the ground after the pilot attempted to avoid the trees by entering a rapid left bank and a pitch attitude that exceeded the airplane’s critical angle of attack, which resulted in an aerodynamic stall and a loss of control.  

- Probable Cause: The pilot’s exceedance of the airplane’s critical angle of attack while maneuvering to avoid trees, which resulted in an aerodynamic stall.

Loss of control in flight: Lancair Super ES, N18BG, fatal accident occurred on July 22, 2024, near Oshkosh Regional Airport (OSH/KOSH), Oshkosh, Wisconsin

• Location: Oshkosh, Wisconsin 
• Accident Number: CEN24FA277 
• Date & Time: July 22, 2024, 12:13 Local 
• Registration: N18BG Aircraft: Lancair ES 
• Aircraft Damage: Destroyed 
• Defining Event: Loss of control in flight 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194740/pdf

https://data.ntsb.gov/Docket?ProjectID=194740 

On July 22, 2024, about 1213 central daylight time a Lancair ES, N18BG, was destroyed when it was involved in an accident near Oshkosh, Wisconsin. The pilot and pilot-rated passenger were fatally injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight.

The pilot was flying the airplane on an arrival route when the air traffic controller instructed the pilot to widen the turn to allow for two warbird airplanes to land in front of him. The pilot acknowledged the transmission and stated that he had the two airplanes in sight. Wind was recorded as variable at 4 kts. According to ADS-B data, the airplane turned south, consistent with a modified downwind, then back to the east, and then toward the north, consistent with a base-to-final turn. The airplane was about 975 ft mean sea level (msl) and 84 kts ground speed when it started a turn to the north toward the airport. The last data point recorded from the airplane was about 975 ft msl and 70 kts ground speed, 1.5 miles from the approach end of the runway. According to the airframe pilot operating handbook, the stall speed varies from 59 to 74 kts indicated airspeed at zero degrees of bank. 

The airplane impacted a soybean field upright and was destroyed by a postimpact fire. An examination of the airplane, engine, and flight control system revealed no mechanical anomalies or failures that would have precluded normal operations. 

Further review of the ADS-B data from the warbird flight showed that the landing Aero L-39 airplane passed well to the east and above the flight path of the accident airplane. A review of the wake vortices generated by the L-39 revealed that the accident airplane would not have encountered the wake of the L-39 before impact. 

It is most likely that the pilot did not maintain adequate airspeed while maneuvering to ensure spacing from the L-39 that landed ahead while completing his turn toward final. This resulted in an inadvertent stall and subsequent impact with terrain.

- Probable Cause: The pilot’s failure to maintain adequate airspeed which resulted in an exceedance of the airplane’s critical angle of attack and an aerodynamic stall while maneuvering for traffic spacing.