Aerodynamic stall/spin: Socata TBM700N (TBM850), N228CH, accident occurred on April 24, 2024, at Raleigh-Durham International Airport (RDU/KRDU), Raleigh, North Carolina

• Location: Raleigh, North Carolina
• Accident Number: ERA24LA191
• Date & Time: April 24, 2024, 10:10 Local
• Registration: N228CH
• Aircraft: Socata TBM 850
• Aircraft Damage: Substantial
• Defining Event: Aerodynamic stall/spin
• Injuries: 1 Serious, 1 Minor
• Flight Conducted Under: Part 91: General aviation - Business

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194143/pdf

https://data.ntsb.gov/Docket?ProjectID=194143

On April 24, 2024, about 1010 eastern daylight time, a Socata TBM 850, N228CH, was substantially damaged when it was involved in an accident near Raleigh, North Carolina. The airline transport pilot was seriously injured, and the passenger received minor injuries. The airplane was operated by Medical Air, Inc. as a Title 14 Code of Federal Regulations Part 91 business flight.

The pilot executed an approach that, based on the passenger’s description, was not stabilized, and the airplane touched down twice during landing. The propeller blades made contact with the runway, and the pilot decided to abort the landing because he did not think he could stop the airplane on the runway. During the subsequent takeoff and initial climb, the pilot made a tight left turn about 100 ft above ground level to avoid traffic on an intersecting runway, and the airplane entered an aerodynamic stall and impacted the ground. Postaccident examination of the airplane revealed no preimpact malfunction or deficiency that would have precluded normal operation.

Although the right main landing gear was found in the stowed position and its wheel axle and gear door showed scraping marks, an airport surveillance video showed that all three landing gear appeared to be in the down position during the airplane’s takeoff after the aborted landing.

- Probable Cause: The pilot’s decision to continue an unstabilized approach, which resulted in a bounced landing, and his failure to maintain proper airspeed and climb attitude after aborting the landing, which led to the airplane exceeding its critical angle of attack and resulting in an aerodynamic stall.

Controlled flight into terr/obj (CFIT): Cessna 177B Cardinal, N34903, fatal accident occurred on June 12, 2024, near Elk River Airport (ID85), Elk River, Idaho

• Location: Elk River, Idaho
• Accident Number: WPR24FA190
• Date & Time: June 12, 2024, 10:06 Local
• Registration: N34903
• Aircraft: Cessna 177B
• Aircraft Damage: Destroyed
• Defining Event: Controlled flight into terr/obj (CFIT)
• Injuries: 1 Fatal, 2 Serious
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194454/pdf

https://data.ntsb.gov/Docket?ProjectID=194454

On June 12, 2024, about 1006 Pacific daylight time, a Cessna 177B airplane, N34903, was destroyed when it was involved in an accident near Elk River, Idaho. The pilot was fatally injured, and the two passengers (one pilot-rated) were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot, one pilot-rated passenger, and a second passenger were conducting a cross-country flight to an airport located in a valley surrounded by mountainous terrain. The pilot had previously flown to the destination airport in a different make and model airplane. The pilot-rated passenger stated that he and the pilot discussed a plan to descend into the valley near the destination airport, overfly the runway to inspect it for hazards, continue north in the valley to climb, then return to land.

The pilot-rated passenger reported that, after conducting the runway overflight about 700 ft above the ground, all engine controls were confirmed full forward. The airplane continued flying north in the valley toward rising terrain, and the passenger identified a location on the chart that he felt would be best for the pilot to turn toward. The pilot turned the airplane earlier than the passenger had instructed him to, and the passenger alerted the pilot to the error; however, the pilot was focused on the instruments and did not respond. The pilot and the pilotrated passenger recognized that the airplane was too low and checked to confirm that the airplane’s engine controls were full forward. The passenger encouraged the pilot to turn around and reported that the pilot slowed the airplane in an attempt to increase its rate of climb. He could not recall if the pilot attempted to turn the airplane. The airplane impacted trees and terrain about 5 nautical miles north of the airport, at an elevation of about 3,755 ft mean sea level (about 928 ft above airport elevation).

Examination of the wreckage revealed no evidence of preaccident mechanical malfunctions or failures that would have precluded normal operation; however, the extent of the engine exam was limited by postimpact fire damage. The wing flap jackscrew was found in a position consistent with the flaps being extended 30° at the time of the accident. If the flaps had been extended while the pilot attempted to climb the airplane out of the valley, the airplane’s climb performance would have been significantly reduced; however, it could not be determined when the flaps were extended relative to the impact with terrain.

The weather conditions at the time of the accident were conducive to serious carburetor icing at cruise and glide power settings at the altitudes the airplane was being operated. It is possible that carburetor icing had formed at some point during the flight, which would have degraded the airplane’s climb performance. The passenger did not report whether the pilot had applied carburetor heat, and the position of the carburetor heat control at the time of the accident could not be determined. Additionally, the calculated density altitude at the destination airport was about 3,300 ft and the density altitude at the accident site was about 4,400 ft; these conditions would also have had an adverse effect on the airplane’s climb performance.

The airplane was operated by a flying club whose policy required pilots to fly with an instructor if more than 120 days had passed since the pilot’s most recent flight. Club records indicated that the accident pilot’s most recent flight in a club airplane (the accident airplane) was 162 days before the accident. Other than the flights captured in flying club records, the pilot’s recency of experience, including his total experience in single-engine airplanes and his experience operating at mountain airports such as the accident airport, could not be determined, as his logbooks were not available for review.

- Probable Cause: The pilot’s failure to maintain clearance from terrain while climbing in mountainous terrain during moderately high density altitude conditions, and conditions conducive to severe carburetor icing. 

Marquart MA-5 Charger, N987JB, accident occurred on May 15, 2026, near Tucson International Airport (TUS/KTUS), Tucson, Arizona

• Location: Tucson, AZ 
• Accident Number: WPR26LA191 
• Date & Time: May 15, 2026, 15:00 Local 
• Registration: N987JB 
• Aircraft: BIGHAM JACK L MARQUART M 5 CHARGER 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203004/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N987JB

On May 15, 2026, about 1500 mountain standard time, an experimental amateur built Marquart M5 Charger was substantially damaged when it was involved in an accident near Tucson, Arizona. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal fight.

The pilot reported that prior to departing, he checked the fuel quantity indicator and observed about 14 gallons of fuel. He estimated that it would provide one hour of useable fuel. The pilot departed and noticed a “heavy smell of rubber” and no smoke. The rubber smell then went away. The pilot reported that while he was about 1,000 ft above ground level the engine lost all power. The propeller continued to spin and he switched the electric fuel pump on. The pilot elected to land on a road where he performed a wheel landing; however, a vehicle was in front of the airplane so the pilot elected to turn away from the road and the vehicle, which resulted in the airplane impacting a pole. The airplane sustained substantial damage to the wings. After exiting the airplane, the pilot reported that he saw a stream of fuel coming from behind the engine that lasted for about 15 seconds.

The airplane was recovered to the pilot’s private hangar for further examination. 

NTSB Preliminary: Piper PA-32-300 Cherokee Six, N8502N, fatal accident occurred on May 17, 2026, near Empire, Nevada

• Location: Empire, NV 
• Accident Number: WPR26FA189 
• Date & Time: May 17, 2026, 07:38 Local 
• Registration: N8502N 
• Aircraft: Piper PA-32-300 
• Injuries: 2 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203001/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N8502N

On May 17, 2026, about 0738 PDT, a Piper PA-32-300, N8502N, was substantially damaged when it was involved in an accident near Empire, Nevada. The pilot and passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

An airport surveillance camera at Reno Stead Airport (RTS), Reno, Nevada showed the airplane depart runway 32 at 0703. Preliminary ADS-B data provided by the FAA revealed that the airplane maneuvered to the northeast after takeoff and climbed to a cruise altitude of about 9,700 ft mean sea level (msl). About 18 minutes later, the airplane turned to the northwest and climbed to 11,600 ft msl. The airplane then turned north and continued its climb to a maximum altitude of 14,700 ft msl before it made a right turn towards the east and entered a right descending spiral. (See Figure 1). The last radar data hit showed that the airplane was located about 6 nm southwest of Empire, NV, at an altitude of 11,275 ft msl traveling at 167 knots ground speed.

Preliminary air traffic control (ATC) audio revealed that ATC cleared the pilot to maneuver back towards Reno after the pilot stated that he was in clouds and was going to turn around. An alert notice (ALNOT) was then initiated by Oakland ARTCC (ZOA) after they lost communication with the pilot and the airplane disappeared from their radar screen. 

According to the pilot’s route information in Foreflight, his destination was Sunrise Skypark Airport (ID40), Marsing, Idaho. 

Meteorological reports indicated that a cold front was advancing southward across Northern Nevada at the time of the accident. The freezing level was approximately 6,300 ft mean sea level (msl), with a cloud base near 8,000 ft msl and icing conditions extending up to 18,000 ft msl near the accident site. The cloud tops were estimated to be between 17,000 and 19,000 ft msl, respectively. 

The airplane was located by Washoe County Sheriff’s Office Search and Rescue 6.6 nm southwest of Empire, in an area of desert terrain at an elevation of about 4,003 ft msl. The debris path was 5,054 ft long by 2,555 ft wide and was oriented on a southern heading. (See Figure 2). All major components of the airplane were found within the debris path.

The main wreckage consisted of the fuselage, which exhibited downward crushing along its entire length. The left wing was partially attached to the fuselage with chordwise wrinkle and crush damage along the midspan of the wing, which extended from the leading edge to the trailing edge. 

The right wing was found within the debris field about 1,987 ft southeast of the main wreckage. Chordwise wrinkle and crush damage were observed along the midspan of the wing which extended from the leading edge to the trailing edge. The main wing spar fractured just outboard from the attachment bolts of the lower spar cap. The fractured end of the lower spar cap was curved and bent in a downward direction. 

The vertical stabilizer, rudder, and the right side of the stabilator were located about 2,045 ft southeast of the main wreckage. The vertical stabilizer exhibited crushing on its sides and a tear about mid-span along the leading edge. A small area of blue paint transfer was observed near the leading edge of the right stabilator. The rudder was separated from the vertical stabilizer and had fractured into two pieces. The lower portion of the rudder remained attached to the rudder horn and a portion of the aft tailcone bulkhead. The right side of the stabilator trim tab remained attached by its hinges and the right tip of the stabilator exhibited an area of blue paint transfer on the upper surface. Several fragments of the left side of the stabilator were found throughout the debris field.

The engine remained attached to the fuselage. All components and accessories remained secured to their respective mounting pads, with exception of the right magneto, which was found within the engine compartment. The two-blade, aluminum, constant speed propeller remained attached to the crankshaft propeller flange. One blade had been embedded in the terrain and exhibited an “S” shaped bend along its span. The other blade was unremarkable and did not appear to have contacted the ground. 

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

Mooney M20J 201, N4452H, fatal accident occurred on May 23, 2026, near Woodlake Airport (O42), Woodlake, California

• Location: Woodlake, CA 
• Accident Number: WPR26FA198 
• Date & Time: May 23, 2026, 10:34 Local 
• Registration: N4452H 
• Aircraft: Mooney M20J 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203043/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N4452H

On May 23, 2026, about 1034 Pacific daylight time, a Mooney M20J, N4452H, was destroyed when it was involved in an accident near Woodlake, California. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations part 91 personal flight. 

According to an acquaintance of the pilot who met him at the airport, the pilot and a friend flew into the airport in a different airplane. The pilot was there to ferry the airplane to his home airport after it had undergone maintenance. After refueling his airplane, the pilot departed and immediately returned and landed. The pilot reported to his acquaintance and his friend that one of the cylinders was running hotter than the other three by about 100°F. He also remarked to both parties that he had leaned the fuel during the first flight and would try running the engine at full rich during his next flight. The pilot started the engine and departed a second time and the pilot’s friend subsequently departed the airport. While about 1,000 ft above ground level, the friend observed the Mooney at a very low altitude. He then witnessed the Mooney bank sharply to the right, which was followed by an abrupt left turn and sparks before the airplane impacted the ground. 

A witness, who was leaving a self-storage facility, observed the airplane travelling west towards the airport. The witness stated that the airplane was at a low altitude, similar to a crop duster, when it turned right, climbed and then flipped over and went straight down. The witness drove to the accident site and saw a postaccident fire. 

The airplane came to rest upright in a ditch that was between an asphalt street and an orchard. The airplane was on a heading of about 212° magnetic at an elevation of about 531 ft mean sea level (msl). The first point of probable impact (FPPI) was about 40 ft from the main wreckage, in the middle of the street where the propeller spinner was located and flattened. A debris path with shards of acrylic and small bits of sheet metal extended from the FPPI to the main wreckage. A postaccident fire destroyed most of the fuselage and wings. The empennage was also thermally damaged.

The airplane was recovered to a secure facility for further examinations.

Rainbow Cheetah XLS, N146RC, accident occurred on May 27, 2026, near Knightdale, North Carolina

• Location: Knightdale, NC 
• Accident Number: ERA26LA219
• Date & Time: May 27, 2026, 14:20 Local
• Registration: N146RC
• Aircraft: RAINBOW AIRCRAFT (PTY) LTD CHEETAH XLS
• Injuries: 2 Serious
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203069/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N146RC

On May 27, 2026, about 1420 eastern daylight time, a special light sport Rainbow Cheetah XLS airplane, N146RC, was substantially damaged when it was involved in an accident near Knightdale, North Carolina. The flight instructor and student pilot were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. 

The flight instructor reported that he was the pilot in command of the accident flight. He was conducting an introductory flight for a prospective student pilot and planned to demonstrate several maneuvers. The flight departed Cox Airport (NC81), Apex, North Carolina, with 15 gallons of fuel, destined for Raleigh East Airport (W17), Knightdale, North Carolina, for a low approach followed by touch-and-go landings. 

Upon arrival at W17 the flight instructor entered the airport traffic pattern, turned from the base leg to final approach, and aligned with the runway. He flew the airplane about 3 ft above the runway’s surface and down its entire length before adding power to initiate a climb. As he added power, the engine began to “sputter”, so he reduced power and the engine stabilized and ran normal at a lower rpm setting. He added power again and the engine sputtered, so he reduced the power a second time. 

Realizing the airplane could not outclimb trees ahead, he turned right towards an open field. He attempted to add power several times; however, each time the engine would sputter. Unable to reach the field, he attempted to fly between a tree and a parked semi-trailer. The airplane struck the trailer and tree, fell about 30 ft and impacted the ground in a nose down attitude. The right wing separated from the fuselage, and the left wing’s leading edge was damaged. The engine was displaced upward due to impact with the ground. 

The wreckage was retained for further examination.

Vertical Hummingbird 300L, N284ST, accident occurred on May 16, 2026, at Lee's Summit Municipal Airport (LXT/KLXT), Lee's Summit, Missouri

• Location: Lee's Summit, MO
• Accident Number: CEN26LA191
• Date & Time: May 16, 2026, 09:50 Local
• Registration: N284ST
• Aircraft: Vertical Aviation Hummingbird
• Injuries: 1 Minor, 2 None
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203011/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N284ST

On May 16, 2026, about 0950 central daylight time, a Vertical Aviation Technologies 300L Hummingbird helicopter, N284ST, was substantially damaged when it was involved in an accident near Lee’s Summit, Missouri. One passenger sustained minor injuries. The pilot and second passenger were not injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that after completing his initial preflight actions, he departed from his home base in Milan, Missouri, for Trenton Municipal Airport (TRX) in Trenton, Missouri. After refueling at TRX, he then departed to Kansas City/Lee's Summit Regional Airport (LXT), Lee’s Summit, Missouri, to participate in an EAA Young Eagles flight.

According to the pilot, the passengers were given a safety briefing after they were loaded into the helicopter. After the engine was started, the engine oil temperature was observed to be within the required range to engage the rotor systems, and the pilot initiated a low hover. The pilot stated that after he turned about 90° to the right and flew south about 15 ft above ground level, the helicopter yawed to the left and fell to the ground. The helicopter impacted sloped terrain and came to rest on its right side, which resulted in substantial damage to its vertical and horizontal stabilizers.

Video footage of the accident depicted the helicopter entering translational flight and turning to the right. After about 5 seconds, the helicopter climbed about 15 ft above ground level (AGL). A sudden increase of engine RPM can be heard, followed immediately by a loss of control, during which the helicopter rotated counterclockwise and impacted the terrain.

The wreckage was retained for further investigation.