The Airplane Factory Sling LSA, N166TW, fatal accident occurred on April 9, 2026, in Avalon, California

• Location: Avalon, CA 
• Accident Number: ANC26FA024 
• Date & Time: April 9, 2026, 12:24 Local 
• Registration: N166TW 
• Aircraft: AIRPLANE FACTORY (PTY) LTD THE SLING 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202790/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N166TW

On April 09, 2026, about 1224 Pacific daylight time, an Airplane Factory (Pty) Ltd. Sling 2 airplane, N166TW, was substantially damaged when it was involved in an accident near Avalon, California. The pilot and pilot-rated passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

The pilot and pilot-rated passenger departed Zamperini Field Airport (TOA), Torrance, California, at 1153 on a personal flight to Santa Catalina Island, California. Preliminary Automatic Dependent Surveillance-Broadcast (ADS-B) data showed that the airplane departed TOA, crossed open water and arrived over Santa Catalina Island at Blue Cavern Point. The airplane then crossed a ridge and flew southbound through a canyon east of Little Harbor Road before crossing another ridgeline, intersecting the Trans Catalina Trail north of Shark Harbor. The airplane subsequently followed the southern coastline before the ADS-B signal was lost about a mile southwest of the accident site.

A witness, located on the ground hiking the Trans Catalina Trail, reported seeing a low flying airplane dip into Little Springs Canyon, cross over the ridgeline that the trail traversed, and continue a southwesterly heading. The witness noted that the airplane appeared to be less than 50 ft above the ridgeline and was never seen flying more than 100 ft above the ground. ADS-B data, cross-referenced with GPS unit data provided by the hiker, indicated that the airplane witnessed was likely N166TW. This encounter occurred about 11 minutes before the time of the accident, about 9 miles northwest of the accident site.

The airplane impacted terrain and came to rest on the down sloping side of a steep canyon, about 400 ft southwest of the intersection of Divide Road and Avalon Canyon Road. All four corners of the airplane were accounted for at the accident site. The wreckage was oriented with the nose low and empennage elevated at a high angle above the terrain. The tail section from the forward horizontal stabilizer sustained impact damage and remained attached to the aft fuselage only by the elevator push pull tube. The engine compartment and lower fuselage, to about mid-fuselage, were compressed upward and aft into the firewall and instrument panel. This impact damage, combined with the difficult terrain, prevented the confirmation of flight control continuity at the scene. The ignition switch was on, and the fuel selector was positioned to the left tank. The flap setting cockpit indications and the position of the flaps indicated that they were fully retracted at the time of impact. The ballistic parachute rocket, installed in the airplane, had not been deployed. 

Data cards and motherboards from avionics, along with other electronic devices aboard the accident airplane, were retained and sent to the NTSB Recorders Lab in Washington D.C. for flight data extraction. 

The wreckage has been recovered to a secure facility for further examination.

Piper J3C-65 Cub, N92480, accident occurred on April 10, 2026, near Crestview, Florida

• Location: Crestview, FL 
• Accident Number: ERA26LA168 
• Date & Time: April 10, 2026, 17:00 Local 
• Registration: N92480 
• Aircraft: Piper J3C-65 
• Injuries: 1 Serious, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202816/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N92480

On April 10, 2026, about 1700 eastern daylight time, a Piper J3C-65, N92480 was substantially damaged when it was involved in an accident near Baker, Florida. The pilot sustained minor injuries, and the passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot stated that before the first flight, he performed a preflight inspection and added .5 quart of oil to bring the quantity to about 3.5 quarts. He then taxied to the fuel pump and topped off the fuel with about 9 gallons of 100LL aviation fuel. According to the Piper J3C-65 owner’s manual, the fuel tank capacity is 12 US gallons.

The pilot departed Skypark Estates Owners Assoc Airport (18FD) in Baker, Florida, about 1600 and flew for about 35 minutes to perform local pattern work. He subsequently landed and parked the airplane, remaining on the ground for about 30 minutes, before performing a preflight inspection with no anomalies noted. About 1700 the pilot departed with a passenger seated in the front seat. After takeoff, the airplane climbed to about 1,500 ft above ground level (agl) and proceeded to Long Branch Farms Airport (2FA3) in Baker, Florida, a flight of about 10 minutes.

Upon arrival at 2FA3, the pilot descended to 1,000 ft agl with a slight reduction in power and crossed mid-field to enter the airport traffic pattern on a left downwind leg for runway 27. Carburetor heat was turned on, and engine power was reduced to about 1,500 rpm during the descent on the base and final legs of the pattern. On short final, carburetor heat was turned off, and the engine was advanced to cruise power as the airplane leveled off at about 50 ft agl to conduct a low approach to inspect runway conditions.

Following the low approach, the pilot applied full power for a normal climb at about 60 mph. About 200 ft agl the engine lost all power. The pilot confirmed the throttle lever was full forward, lowered the nose, and turned toward a field, attempting to fly through a small gap in the trees near its edge. The pilot observed power lines crossing the field and tightened the turn to avoid them. The right wing contacted a tree, which resulted in a significant yaw to the right and a decrease in airspeed. The airplane then yawed back to a forward direction and impacted the ground at a steep downward angle. The airplane sustained substantial damage to the fuselage and wings.

The wreckage was retained for further examination.

Beechcraft B90 King Air, N40BA, accident occurred on December 28, 2025, in Doraville, Georgia

• Location: Atlanta, GA 
• Accident Number: ERA26LA078 
• Date & Time: December 28, 2025, 09:35 Local 
• Registration: N40BA 
• Aircraft: Beech B90 
• Injuries: 1 Serious, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Positioning

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202217/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N40BA

 On December 28, 2025, about 0935 eastern standard time, a Beech B90 airplane, N40BA, was substantially damaged when it was involved in an accident near Atlanta, Georgia. The pilot received minor injuries, and the copilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight. 

The pilot reported that on the day before the accident flight, he instructed the fixed base operator (FBO) to fill the airplane’s fuel tanks. On the morning of the accident, FBO personnel informed the pilot that the airplane was fueled with 152 gallons of fuel. During the preflight inspection, the pilot observed the fuel quantity gauges indicated full. 

The airplane departed Miami Executive Airport (TMB), Miami, Florida, about 0628, under an instrument flight rules flight plan destined for Dekalb-Peachtree Airport (PDK), Atlanta, Georgia. The airplane climbed to about 11,000 ft mean sea level and cruised in clear en route weather conditions. Weather at the destination airport included low cloud ceilings, and nearby airports were identified as alternates. 

About 43 nautical miles from PDK, the pilot directed the copilot to calculate the remaining fuel, which was reported as about 112 gallons remaining. Approach control approved a request to divert to Dobbins ARB Airport (MGE), Marietta, Georgia; however, shortly thereafter, air traffic control reported improved weather conditions at PDK, and the flight crew requested vectors for an approach. 

The airplane was vectored for the instrument landing system (ILS) runway 21L approach at PDK. While configuring the airplane near the final approach fix, which included the extension of the landing gear and flaps, the pilot reported a total loss of engine power on both engines, accompanied by illumination of all cockpit warning lights. The pilot initiated a shallow right turn to avoid residential structures and performed a forced landing to a wooded area in a residential neighborhood. During the landing, the airplane impacted trees and terrain before coming to rest about 2.4 nautical miles northeast of the approach end of runway 21L. The airplane sustained substantial damage to its wings, empennage, and fuselage. 

The airplane was retained for further examination.

Cessna T-41B Mescalero (R172E), N39ND, accident occurred on April 7, 2026, at Sun Valley Airport (A20), Bullhead City, Arizona

• Location: Fort Mohave, AZ 
• Accident Number: WPR26LA149 
• Date & Time: April 7, 2026, 13:00 Local 
• Registration: N39ND Aircraft: Cessna T-41B 
• Injuries: 2 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202779/pdf

http://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N39ND

On April 7, 2026, about 1300 mountain standard time, a Cessna T-41B, N39ND, was substantially damaged when it was involved in an accident near Fort Mohave, Arizona. The pilot and passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot had returned from a local flight earlier that morning with no anomalies noted during the flight or landing. After shutting the engine down at his residence on the airpark, he later restarted the engine for a short local flight with his grandchild in the front seat.

The pilot reported that shortly after the start of the takeoff roll, the airplane began veering left and he was unable to maintain directional control. The airplane exited the runway, traveled through rough terrain between the runway and taxiway area, crossed a berm while bouncing, and impacted the wall of a nearby residence’s attached garage. The airplane sustained substantial damage to both wings and the forward fuselage during the accident sequence.

The pilot reported that the airplane never became airborne and that the estimated groundspeed was about 30 mph or less at the onset of the loss of directional control. He further stated that although he attempted to reduce power, the airplane was bouncing so much, that he could not grasp the throttle.

Piper PA-31T1 Cheyenne I, N96MA, accident occurred on April 1, 2026, at Ocean City Municipal Airport (26N), Ocean City, New Jersey

• Location: Ocean City, NJ 
• Accident Number: ERA26LA163 
• Date & Time: April 1, 2026, 16:35 Local 
• Registration: N96MA 
• Aircraft: Piper PA31T 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Positioning 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202770/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N96MA

On April 1, 2026, about 1635 eastern daylight time, a Piper PA-31T1, N96MA, was substantially damaged when it was involved in an accident near Ocean City, New Jersey. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight.

The pilot reported that the instrument flight rules (IFR) flight was uneventful from Gaithersburg, Maryland. The flight was cleared for a visual approach to runway 6 at Ocean City Municipal Airport (26N), Ocean City, New Jersey. The automated weather observation system (AWOS) reported the wind as calm and the pilot flew the GPS approach to runway 6, utilizing the lateral and vertical guidance. The airplane was configured for landing at the final approach fix, and the pilot flew a stable approach on the “blue” line (112 knots indicated airspeed, best one-engine inoperative climb speed), then slowed to final approach speed, once landing on the runway was assured.

About 300 ft above ground level, the pilot slowed the airplane further. The airplane landed on the appropriate touchdown point, and initial deceleration seemed normal. However, about 30 knots, the pilot was unable to slow the airplane further despite applying maximum brake pressure. The brakes appeared ineffective. He continued applying maximum pressure on the brake pedals. As the airplane departed the end of the 2,972-ft-long runway, both main landing gear tires “grabbed” and the airplane veered to the left. 

The right main landing gear contacted soft ground and collapsed. The airplane then spun 180° and came to rest upright about 30 ft beyond the end of the runway. After securing and exiting the airplane, the pilot noticed that the windsock was indicating a direct tailwind from 240° at 15 knots. The pilot added that the windsock was not visually discernible during the approach and he was relying on the AWOS report, which indicated calm wind. 

After the accident, the pilot captured a screenshot on his mobile device, showing the AWOS information indicating a calm wind. He also took a photograph of the windsock and supplied the two to the NTSB. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

The pilot of another airplane, N96GD, was on an IFR flight from Frederick, Maryland, and landed about 20 minutes before the accident airplane. He also reported that the AWOS was reporting calm wind but noted after touchdown on runway 6 that he had a direct tailwind in excess of 8 knots.

During a telephone conversation, the airport manager at 26N stated that the AWOS was an “AV” AWOS, indicating that the altimeter setting and visibility information were certified, but that the wind information was advisory only. He added that he had not received any other reports of a discrepancy between actual wind information and that which the AWOS was broadcasting. He further stated that a weather front passed through the area about the time of the accident. 

Atlantic City International Airport (ACY), Atlantic City, New Jersey, was located about 13 miles north of the accident site. The recorded wind at ACY, at 1554, was from 240° at 8 knots. The recorded wind at ACY, at 1654, was from 130° at 8 knots. 

Cape May County Airport (WWD), Wildwood, New Jersey, was located about 23 miles southwest of the accident site. The recorded wind at WWD, at 1556, was from 150° at 7 knots. The recorded wind at WWD, at 1656, was from 120° at 5 knots.  

Britten-Norman BN-2B-27 Islander, N865VL, accident occurred on February 22, 2026, at Benjamin Rivera Noriega Airport (CPX/TJCP), Isla de Culebra, Puerto Rico

• Location: Isla de Culebra, PR 
• Accident Number: ERA26LA137 
• Date & Time: February 22, 2026, 09:15 Local 
• Registration: N865VL 
• Aircraft: PILATUS BRITTEN-NORMAN LIMITED BN-2B-27 
• Injuries: 9 None 
• Flight Conducted Under: Part 135: Air taxi & commuter - Scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202605/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N865VL

On February 22, 2026, at 0915 Atlantic standard time, a Pilatus Brittan-Norman Limited, BN-2B27 Islander, N865VL, was substantially damaged when it was involved in an accident at Benjamin Rivera Noriega Airport (CPX), Isla de Culebra, Puerto Rico. The airline transport pilot and eight passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 air taxi flight.

According to the operator, the flight departed from Jose Aponte de la Torre Airport (RVR), Ceiba, Puerto Rico, and was destined for CPX. Following an uneventful landing at CPX, the airplane exited the runway and entered the taxiway. The pilot reported that he was taxiing toward the terminal and performed a second right turn when the airplane experienced a loss of right braking action. The airplane then veered to the left and departed the paved surface of the taxiway onto the adjacent grass area, where it traversed over a drain overflow. The pilot regained control of the airplane and continued to the terminal where the passengers deplaned. The pilot assessed that the airplane sustained minor damage and subsequently flew the airplane to the operator’s maintenance facility for further inspection. During a follow up inspection, maintenance personnel observed that the left wing in the main landing gear well was buckled. Additionally, the right brake caliper seal was leaking.

The airplane was retained for further examination. 

Maule M-7-235C Orion, N93ML, accident occurred on April 3, 2026, in Wasilla Airport (WWA/PAWS), Wasilla, Alaska

• Location: Wasilla, AK 
• Accident Number: ANC26LA029 
• Date & Time: April 3, 2026, 13:00 Local 
• Registration: N93ML 
• Aircraft: Maule M-7-235 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202873/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N93ML

On April 3, 2026, at 1300 Alaska daylight time, a Maule M-7-235 airplane, N93ML, was substantially damaged during an accident near Wasilla, Alaska. The pilot and one passenger were not injured. The airplane was operated as a personal flight under the provisions of Title 14 Code of Federal Regulations Part 91.

According to the pilot, he taxied to the runway, allowed the engine to warm up, completed a full run-up, and cycled the propeller at least five times. He reported that during the takeoff roll, engine power appeared normal. However, shortly after rotation, he experienced a perceived reduction in engine power and believed the engine was no longer producing sufficient power for continued climb performance.

The pilot stated that rejecting the takeoff was not an option. In an effort to clear obstacles, he selected one notch of flaps. The airplane subsequently impacted trees approximately 1,500 feet from the beginning of the takeoff roll.

The airplane sustained substantial damage to the wings and fuselage. The wreckage was recovered from the accident site, and a detailed post-accident examination of the airplane is pending.