Cessna 172S Skyhawk SP, N294PL, accident occurred on May 22, 2026, near Tailwinds Airport (FD15), Jupiter, Florida

• Location: Jupiter Farms, FL 
• Accident Number: ERA26LA215 
• Date & Time: May 22, 2026, 15:18 Local 
• Registration: N294PL 
• Aircraft: TEXTRON AVIATION INC 172S 
• Injuries: 1 Minor, 1 None
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203056/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N294PL

On May 22, 2026, about 1518 eastern daylight time, a Textron Aviation 172S, N294PL, was substantially damaged when it was involved in an accident near Jupiter Farms, Florida. 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.

The flight instructor reported that the airplane departed the North Palm Beach County General Aviation Airport (F45), West Palm Beach, Florida, with a total of 56 gallons of fuel onboard. About 40 minutes into the flight, while at an altitude of about 1,800 ft mean sea level (msl), during a practice climb, the flight instructor observed a decrease in engine rpm from 2,400 to 2,200. The flight instructor assumed control of the airplane; however, the engine rpm continued to decrease followed by a total loss of engine power. Unable to restart the engine, the flight instructor conducted an emergency landing in a plowed field, which resulted in substantial damage to the right wing.

The airplane was recovered and retained for further examination.

NTSB Preliminary: Fokker DR.I replica, N54517, fatal accident occurred on May 26, 2026, at Aero Estates Airpark (T25), Frankston, Texas

• Location: Frankston, TX 
• Accident Number: CEN26FA197 
• Date & Time: May 26, 2026, 08:10 Local 
• Registration: N54517 
• Aircraft: Fokker DR1 Replica 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203050/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N54517

On May 26, 2026, about 0810 central daylight time, an experimental Fokker DR1 airplane, N54517, was destroyed when it was involved in an accident near Frankston, Texas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

A witness and friend of the pilot, who observed the entire accident flight, was standing near the middle of the runway as the pilot taxied to the west end of the runway to begin the takeoff roll. He stated that this was the pilot’s first flight in the airplane. The takeoff was normal, but the airplane did not appear to climb well, and the pilot made an early right turn toward south and entered the traffic pattern. The airplane continued on the downwind leg at a low altitude, about 400 ft agl or less. The airplane then made a low west to east pass over the runway, which was recorded on video by another witness. The airplane then slowly climbed out and made another low and slow turn toward the south. The airplane remained low enough that his view was obstructed by trees on the south side of the runway. The airplane reappeared very low over the trees headed west-northwest, pitched up slightly, stalled, and made about one and a half rotations before it impacted the runway and exploded. 

A nearby doorbell camera, about 350 ft south of the accident site, recorded the sound of the engine during the accident flight. During the first lap in the pattern, the engine was operating and there were no audible anomalies noted. A few seconds before the accident occurred, the engine was operating and there were no audible anomalies noted; however, immediately before the sound of the impact, the engine sound decreased significantly. 

Postaccident examination revealed that the airplane came to rest upright facing east and a postimpact fire consumed a majority of the fuselage and cockpit. The wings remained relatively intact with thermal and impact damage. The wing bracing wires remained intact with the hardware installed. The empennage remained intact and was distorted to the right. The aileron control cables remained attached to the aileron surfaces and were continuous to the control stick attachment hardware. The elevator control cables remained attached to the elevator surfaces on the tail and were continuous to the control stick attachment hardware. The rudder cables remained attached to the rudder surface and tailwheel and were continuous to the rudder pedals. 

The throttle and mixture levers were found full forward on the power quadrant. The mixture cable and attachment hardware remained attached to the lever. The mixture cable was continuous through the firewall and up to the throttle body where it was found separated. The throttle cable threaded rod end, which connected to the throttle lever clevis, was fractured. The throttle cable was continuous from the threaded rod, through the firewall, and remained attached to the throttle body. The throttle Bowden cable consisted of a twisted/stranded inner wire, and a spiral wrapped outer sheath and metal jackets. The throttle body injector (TBI) was separated from the engine and the throttle mount plate was separated and not located. However, there were remnants of melted aluminum under the plate’s attachment screws. The throttle slide was found in a fully closed position; the slide was difficult to move due to damage to the TBI case. The spray bar remained installed and was positioned such that the holes were pointing 90° from the air inlet. The external fuel regulator sustained thermal damage. 

The engine was separated from the engine mounts and was resting near the front of the airplane. The engine remained intact with thermal and impact damage. The cylinders were intact with no signs of cracking or other catastrophic damage. The propeller was pulled through multiple times with no signs of engine binding. Seven of the nine cylinders produced suction and compression during the engine rotation. The two remaining cylinders had open valves due to push rod damage. The accessories on the rear of the engine sustained thermal damage. One of the wooden propeller blades sustained impact damage and was shattered. The other blade remained attached to the propeller hub with minimal damage and significant thermal damage on the blade face.

Air Tractor AT-602, N5111A, accident occurred on May 30, 2026, near Robbins, California

• Location: Robbins, CA 
• Accident Number: WPR26LA204 
• Date & Time: May 30, 2026, 09:00 Local 
• Registration: N5111A 
• Aircraft: AIR TRACTOR INC AT-602 
• Injuries: 1 Minor
• Flight Conducted Under: Part 137: Agricultural

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203102/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N5111A

On May 30, 2026, about 0900 Pacific daylight time, an Air Tractor AT-602, N5111A, was substantially damaged when it was involved in an accident near Robbins, California. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 Agricultural Aircraft Operations.

The pilot reported that he was on an aerial seeding flight and that about 45 minutes after refueling he maneuvered toward a private airstrip to replenish his load. He added that the engine lost all power during a brief climb prior to landing at the airstrip when he was about 300 feet above ground level. After the pilot heard the engine spool down, the airplane started to sink. Subsequently, the pilot configured the airplane for best glide and executed a forced landing in a paddy field. The airplane nosed over shortly after touchdown and came to rest inverted, which resulted in substantial damage to the empennage.

The airplane and engine were recovered to a secure facility for further examination.

Unknown or undetermined: Vertical Hummingbird 260L, N829SH, fatal accident occurred on April 29, 2024, in Spring Branch, Texas

• Location: Spring Branch, Texas 
• Accident Number: CEN24FA167 
• Date & Time: April 29, 2024, 15:12 Local 
• Registration: N829SH 
• Aircraft: Vertical Aviation Technologies Hummingbird 
• Aircraft Damage: Destroyed 
• Defining Event: Unknown or undetermined 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Air drop

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194169/pdf

https://data.ntsb.gov/Docket?ProjectID=194169

On April 29, 2024, about 1512 central daylight time, a Vertical Aviation Technologies Hummingbird 260L helicopter, N829SH, was destroyed when it was involved in an accident near Spring Branch, Texas. The airline transport pilot and the pilot-rated passenger sustained fatal injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 air drop flight.

The pilot departed in the experimental helicopter with a pilot-rated passenger to perform a golf ball drop for a charity event. Flight track data showed that the beginning of the flight was not captured, as the first data point indicated the helicopter was in flight and was approximately 4.3 miles to the northeast of the departure airport and about 1.8 miles to the northwest of the planned golf ball drop location. The data showed the helicopter flying to the southwest of the first data point. The helicopter continued to travel to the southwest, and it then turned to the southeast where the data terminated shortly thereafter at the accident site, which was located about 1.4 miles to the northwest of the departure airport.

Multiple witnesses near the accident site heard the engine produce sputtering and coughing noises just prior to impact. Security camera footage showed the helicopter impact a grass field in a residential area, in front of a house. A postimpact explosion and fire occurred, which consumed the wreckage.

While no mechanical anomalies were found during the airframe and the engine examination, the examination was limited due to the extensive fire damage present. Multiple golf balls were found in the wreckage, which is indicative that the golf ball drop was not completed. The recovered flight track data showed that the helicopter was possibly flying back to the departure airport; however, the intended flight path was not established.

The pilot had previously contacted the helicopter kit manufacturer about ethanol in fuel “eating up” the fuel bladder in the helicopter and causing the fuel lines to “clog.” The kit manufacturer offered to sell the pilot a new fuel bladder to install in the helicopter, but they never heard back from the pilot. According to the FAA, ethanol in automobile fuel is not compatible with the rubber seals and other materials used in aircraft, which could cause fuel system deterioration and malfunction. 

The current helicopter maintenance records were not available for review, and the investigation was unable to determine what maintenance had been performed on the airframe and the engine in the several years prior to the accident.

Based upon the statements of multiple witnesses, the engine likely sustained a total loss of engine power, which resulted in a forced landing and a subsequent impact with terrain. While it is possible that the cause of the loss of the engine power may have been due to the deterioration of the fuel system from the presence of ethanol in fuel, the extensive fire damage precluded examination.

Due to heart disease, the pilot was at increased risk of a sudden impairing or incapacitating cardiac event, including angina, arrhythmia, or heart attack. There is no autopsy evidence that such an event occurred. However, such an event does not leave reliable autopsy evidence if it occurs immediately before death.

The pilot’s toxicological results indicated use of gabapentin, which the FAA considers a “do not fly” medication. Based on the gabapentin levels measured in the pilot’s heart blood, he was possibly experiencing some effects from his use of the gabapentin; however, specific effects are uncertain and whether he may have been impaired could not be determined based on the level detected alone.

- Probable Cause: A total loss of engine power for undetermined reasons, which resulted in a forced landing and a subsequent impact with terrain. 

Piper PA-44-180T Turbo Seminole, N8390K, accident occurred on June 7, 2026, at St. George Regional Airport (SGU/KSGU), St. George, Utah

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=N8390K

- History of Flight:
On June 7, 2026, at 1008 local time, a Piper PA-44-180T Turbo Seminole, N8390K, registered to Wingsleasing LLC, and being operated by Glidepath Aviation, sustained substantial damage when it was involved in an accident at St. George Regional Airport (SGU/KSGU), St. George, Utah. The pilot and two passengers were not injured. The flight originated from the Bolinder Field Tooele Valley Airport (TVY/KTVY), Tooele, Utah, at 0821, and was destined to KSGU.

Preliminary ADS-B data shows that the was at 3,700 ft when it entered a left traffic pattern for runway 1. The airplane entered a tight left hand turn for runway 1, but the groundspeed increased from 94 knots to 106 knots, consistent with the pilot aborting the approach/landing. The airplane proceeded to fly over the airport at 3,400 ft, and towards the end of the track it entered a tight left hand turn for runway 19. The airplane decelerated to about 64 knots and came short of the runway threshold (next to the run-up area, see figures).

Figure 1: ADS-B exchange data

Figure 2: Data ran through Google Earth Pro

KSGU sits at an elevation of 2883.6 ft. The airport features a single asphalt grooved runway 1/19 which is 9300 x 150 ft.

At 0956, the winds were from 190 at 15 knots, gusting 23 knots, temperature 31°C, dewpoint -6°C, and an altimeter setting of 29.74 inches of mercury. The calculated density altitude was 5642 ft.

- Weather:

METAR KSGU 071556Z AUTO 19015G23KT 10SM CLR 31/M06 A2974 RMK AO2 WSHFT 1534 SLP028 T03061056

METAR KSGU 071656Z AUTO 30007KT 10SM CLR 31/M04 A2975 RMK AO2 SLP031 T03061044=

Cessna T182T Skylane TC, N384EA, incident occurred on June 7, 2026, near Diamond Lake, Oregon

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=N384EA

- History of Flight:
On June 7, 2026, at about 0818 local time, a privately-registered Cessna T182T Skylane TC, N384EA, sustained unknown damage following a forced landing on a highway due to a loss of oil pressure near Diamond Lake, Oregon. The pilot and passenger were not injured. The cross-country personal flight originated from Pearson Field (VUO/KVUO), Vancouver, Washington, at 0710.

Figure 1: ADS-B exchange data

Cessna 172N Skyhawk, N8089E, incident occurred on June 7, 2026, at Pensacola International Airport (PNS/KPNS), Pensacola, 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=N8089E

- History of Flight:
On June 6, 2026, at an unspecified time (FAA ASIAS site down), a Cessna 172N Skyhawk, N8089E, registered to Skywarrior Flight Training Inc, sustained unknown, but apparent no damage when it went into the grass while leaving the run-up area at Pensacola International Airport (PNS/KPNS), Pensacola, Florida. The pilot and passenger were not injured. The local training flight originated from PNS.