Midair collision: Cessna T206H Turbo Stationair HD, N844CP, and Globe GC-1B Swift, N78074, fatal accident occurred on September 16, 2024, near Minden-Tahoe Airport (KMEV), Minden, Nevada

• Location: Minden, Nevada 
• Accident Number: WPR24FA304 
• Date & Time: September 16, 2024, 09:46 Local 
• Registration: N78074 (A1); N844CP (A2) 
• Aircraft: Globe Swift GC-1B (A1); TEXTRON AVIATION Cessna T206H (A2) 
• Aircraft Damage: Substantial (A1); Substantial (A2) 
• Defining Event: Midair collision 
• Injuries: 1 Fatal (A1); 2 None (A2) 
• Flight Conducted Under: Part 91: General aviation - Personal (A1); Part 91: General aviation - Instructional (A2) 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195128/pdf

https://data.ntsb.gov/Docket?ProjectID=195128

On September 16, 2024, at 0946 Pacific daylight time, a Globe Swift GC-1B (Swift) airplane, N78074, and a Textron Aviation Cessna T206H Station Air (Cessna) airplane, N844CP, were substantially damaged when they were involved in an accident near the Minden-Tahoe Airport (MEV), Minden, Nevada. The Swift pilot was fatally injured, and the Cessna pilot and instructor pilot were not injured. The Swift was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The Cessna was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

A high-winged Cessna and low-winged Swift collided in midair while operating in the traffic pattern for the same destination runway. The Cessna had completed a touch-and-go landing and was climbing on the left crosswind leg toward the traffic pattern altitude. The Swift was approaching the airport from the northwest/west on a southeast-bound 45° intercept to the left downwind leg off the traffic pattern. About 17 seconds before the presumed collision time, the Swift pilot transmitted on the Common Traffic Advisory Frequency that he was entering the area on a 45° intercept to the downwind leg. The Cessna pilots subsequently began scanning for the Swift, and the right-seated pilot also checked the traffic display. The Swift was not equipped with ADS-B, no traffic target was displayed in the Cessna, and neither Cessna pilot visually acquired the Swift before impact. The Cessna pilots did not state their position after completing the touch-and-go until after the Swift pilot made a transmission of his position, which was just before impact. If the Cessna pilots had made an earlier position transmission it may have given the Swift pilot an opportunity to make visual contact while approaching the airport.

Recorded data from the Cessna, video evidence, and the physical contact signatures on both airplanes were consistent with the Cessna climbing into the Swift from below and aft. Video evidence showed the Swift slightly above the Cessna immediately before the collision. The Cessna’s forward engine and propeller area contacted the lower aft fuselage and tailwheel area of the Swift, resulting in separation of portions of the Swift’s tail section. The relative positions of the airplanes would have placed the Cessna in or near the Swift pilot’s aft blind area. Although the Swift would have been ahead of and slightly above the Cessna during the closing sequence, its limited relative motion against the background likely reduced its visibility to the Cessna pilots. The available evidence was consistent with the pilots of both airplanes not visually acquiring the other airplane in sufficient time to avoid the collision.

- Probable Cause: The failure of the pilots of both airplanes to see and avoid the other airplane while operating in the airport traffic pattern, which resulted in a midair collision.

Collision during takeoff/land: Cessna 182 Skylane, N6210A, fatal accident occurred on June 28, 2024, at Big Creek Airport (U60), Big Creek, Idaho

• Location: Big Creek, Idaho 
• Accident Number: WPR24FA215 
• Date & Time: June 28, 2024, 17:30 Local 
• Registration: N6210A 
• Aircraft: Cessna 182 
• Aircraft Damage: Substantial 
• Defining Event: Collision during takeoff/land 
• Injuries: 1 Fatal, 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194573/pdf

https://data.ntsb.gov/Docket?ProjectID=194573

On June 28, 2024, about 1730 mountain daylight time, a Cessna 182 airplane, N6210A, was substantially damaged when it was involved in an accident near Big Creek, Idaho. The pilot was fatally injured, and the pilot-rated passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

After reviewing a standard operating procedures (SOP) guide for the airport, which strongly recommended an airport checkout, the pilot and the pilot-rated passenger entered the traffic pattern to land at the back country turf landing strip in the slightly over-gross-weight airplane with a slight tailwind. While on the downwind leg, the pilot used a higher-than-recommended traffic pattern altitude and turned to the base leg earlier than published recommendations. The pilot then maneuvered to make the runway while the concerned pilot-rated passenger asked him if he was going to go around.

The pilot continued the approach and, after flying over most of the runway, initiated a go-around at an altitude below the recommended abort altitude specified in the SOP; at the lowest point of its approach, the airplane was about 10 to 30 ft above ground level (agl). According to the SOP, “Abort altitudes may vary for every type of aircraft and situation. 200-300 ft AFE [agl] is a good altitude for most aircraft.”

During the go-around, the pilot applied power and maneuvered to avoid obstacles; however, the airplane impacted trees and terrain about 1,500 ft southeast of the departure end of the runway. During the go-around, the pilot varied the flap position in a method not detailed in the owner’s manual; benefits of this technique could not be determined by the available data. Engine data monitor (EDM) data indicated that during the go-around, the engine’s speed did not increase to the maximum rpm, despite the maximum manifold pressure being used, which suggests the adjustable propeller may have remained set at a higher-than-desired pitch angle.

The impact with the trees substantially damaged the wings, empennage, and fuselage. Examination revealed no pre-accident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Postmortem toxicology testing of the pilot detected medications that can cause sedation and psychomotor impairment; however, whether the pilot was impaired at the time of the accident could not be determined from toxicological evidence alone. The pilot-rated passenger reported that the pilot’s skills and decision making seemed fully intact. 

- Probable Cause: The pilot’s delayed decision to go around after descending below the recommended abort altitude with a slight tailwind and an over-gross-weight airplane, which resulted in impact with trees and terrain. Contributing to the accident was the pilot’s failure to follow the published guidance for airport operations.

Loss of engine power (partial): Beechcraft A36 Bonanza, N1089W, fatal accident occurred on July 22, 2024, at Long Island MacArthur Airport (ISP/KISP), Ronkonkoma, New York

• Location: Ronkonkoma, New York 
• Accident Number: ERA24FA318 
• Date & Time: July 22, 2024, 18:12 Local 
• Registration: N1089W 
• Aircraft: Beech A36 
• Aircraft Damage: Substantial 
• Defining Event: Loss of engine power (partial) 
• Injuries: 2 Fatal
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194747/pdf

https://data.ntsb.gov/Docket?ProjectID=194747

On July 22, 2024, at 1812 eastern daylight time, a Beech A36 airplane, N1089W, was substantially damaged when it was involved in an accident near Ronkonkoma, New York. The private pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The commercial pilot and passenger were departing on a cross-country flight. For reasons unknown, the pilot asked for and received clearance for an intersection takeoff, which reduced the available runway from about 7,000 ft to about 4,000 ft. Security video showed the airplane during the takeoff roll, liftoff, and initial climb, which all appeared normal. The landing gear were retracted before the airplane disappeared out of the camera frame. The takeoff roll through liftoff was about 1,300 ft-long with a groundspeed that began decreasing during the initial climb. An eyewitness stated that the takeoff appeared normal, but that as the airplane was climbing, he heard “sputtering” then a “loud pop.” The airplane turned to the left before it descended and impacted terrain immediately off the paved runway threshold.

Postaccident examination of the airframe revealed signatures consistent with the airplane being in a left wing and nose low attitude at impact. During the examination of the airframe and engine, no evidence of any mechanical malfunctions or failures that would have precluded normal operation could be identified. Despite these findings, based on the witness descriptions of abnormal engine noise and the observed groundspeed decrease during the takeoff, it is likely that there was at least some partial loss of engine power of undetermined magnitude and origin during the initial climb. As a result, when the pilot detected the loss of engine power and performance, he should have immediately decreased the airplane’s pitch attitude in order to maintain airspeed and gain forward visibility. It could not be determined whether the left turn/wing drop observed by the witness and exhibited by the impact signatures observed on the wreckage was the initiation of a turn or the beginning of a loss of control. Regardless, the airplane’s contact with the ground in a left wing low attitude was not consistent with the airplane touching down in a controlled manner, which increased the severity of the accident. Additionally, the pilot’s decision to perform an intersection takeoff, rather that utilize the runway’s full length, reduced the usable runway with which to perform a forced landing in the event of any abnormal situation that would have necessitated rejecting the takeoff or performing a forced landing immediately after takeoff. 

Based on the results of postaccident toxicological testing, the pilot had used the antidepressant medication citalopram. He did not hold a current FAA medical certificate, and the FAA had no record of his citalopram use or underlying condition. Whether he was experiencing any impairing effects of an underlying condition such as depression, or any adverse side effects of citalopram use, could not be determined from the reviewed evidence.

- Probable Cause: A loss of engine power during initial climb for undetermined reasons. Contributing to the outcome was the pilot's failure to maintain control of the airplane following the loss of engine power and his decision to perform an intersection takeoff which, reduced the available landing distance following the loss of engine power.

Fuel starvation: Vans RV-6A, N715PA, fatal accident occurred on June 17, 2024, near Lawrence Municipal Airport (LWM/KLWM), Lawrence, Massachusetts

• Location: Methuen, Massachusetts 
• Accident Number: ERA24FA265 
• Date & Time: June 17, 2024, 14:15 Local 
• Registration: N715PA 
• Aircraft: Vans RV6 
• Aircraft Damage: Substantial 
• Defining Event: Fuel starvation 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194485/pdf

https://data.ntsb.gov/Docket?ProjectID=194485

On June 17, 2024, about 1415 eastern daylight time, an experimental amateur-built Vans RV-6A airplane, N715PA, was substantially damaged when it was involved in an accident near Methuen, Massachusetts. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Shortly after takeoff, the airplane’s engine lost power and the pilot made a forced landing to a river. The airplane came to rest inverted in about 3 ft of water and the pilot was fatally injured. Fuel and engine performance data downloaded from the airplane’s onboard engine monitor revealed that the loss of engine was immediately preceded by a loss of fuel pressure. The data also showed that when the pilot first started the engine prior to takeoff, the left fuel tank was nearly full, and the right fuel tank was empty. The fuel selector was positioned to the right tank at the accident site. Postaccident examination of the airplane revealed that neither wing fuel tank was breached, and no evidence of any preexisting fuel leaks were observed. The engine was test-run on the airframe using the airplane’s fuel system. The engine started and ran without interruption though its full power band with the fuel selectors on both the left and right tanks. The examination of the engine and fuel system revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.

An autopsy of the pilot’s remains, along with the results of postaccident toxicological testing, indicated that he had medical conditions (diabetes, high blood pressure, and atherosclerosis) that, in conjunction with his age (80 years), were associated with some increased risk of an impairing or incapacitating cardiovascular event. There was no autopsy evidence that such an event occurred, although such an event does not leave reliable autopsy evidence if it occurs just before death.

The pilot’s postmortem HbA1c indicated that he had diabetes, and that it was marginally controlled in the few months prior to the accident. Toxicology results indicated that he was using diabetes medications. He was at increased risk of both abnormally high blood glucose (from diabetes) and abnormally low blood glucose (from medication effects). The negative vitreous glucose result makes it unlikely that the pilot was experiencing severe high blood sugar with major metabolic disturbance at the time of the accident. The combination of the negative vitreous glucose result with the elevated urine glucose measurement does not exclude the possibility of low, somewhat high, or fluctuating blood sugar at the time of the accident; furthermore, some common diabetes symptoms, such as fatigue and blurry vision, do not directly correspond to blood sugar values in a simple way. The pilot received a thirdclass aviation medical certificate roughly 8 months before the accident, and the likelihood is low that any chronic diabetes-related retinopathy or neuropathy progressed rapidly since then; however, because diabetes was not reported to the FAA as of that date, no targeted FAA evaluation for chronic diabetes complications was performed. Overall, there is no specific evidence that the pilot was impaired by effects of his diabetes at the time of the accident, although the possibility of some impairing effects, such as fatigue, blurry vision, or diminished concentration, cannot be excluded.

- Probable Cause: The pilot’s failure to manage the available fuel supply, which resulted in a total loss of engine power due to fuel starvation.

Loss of control in flight: Magni M16 Tandem Trainer, N271BP, fatal accident occurred on December 9, 2024, at Foley Municipal Airport (5R4), Foley, Alabama

• Location: Foley, Alabama 
• Accident Number: ERA25FA071 
• Date & Time: December 9, 2024, 13:32 UTC 
• Registration: N271BP 
• Aircraft: MAGNI BUILDER LLC M-16 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/199400/pdf

https://data.ntsb.gov/Docket?ProjectID=199400

On December 9, 2024, at 1332 central standard time, an experimental amateur-built M-16 gyroplane, N271BP, was destroyed when it was involved in an accident in Foley, Alabama. The sport pilot was fatally injured. The gyroplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The sport pilot obtained his pilot certificate about 4 months prior to the accident and had accrued a total flight experience of 61 hours; of which, 55 hours were in the accident gyroplane. According to witnesses and airport video, during takeoff and initial climb, the engine was at full power throughout the accident flight, and the sound of the engine was smooth and continuous until ground contact. After rotation and liftoff, the gyroplane oscillated slightly but then the oscillations ceased. The nose of the gyroplane subsequently pitched up too far and full left rudder input was applied until the nose of the gyroplane was oriented 90° to the direction of flight. A right cyclic input followed, which unloaded the rotor system and induced a buntover event. The gyroplane turned and rolled right, through inverted, before it impacted the runway in a nose-low, upright position. Examination of the wreckage did not reveal evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.

- Probable Cause: The sport pilot’s failure to maintain control of the gyroplane during initial climb, which resulted in an uncontrolled descent and collision with terrain.