NTSB Preliminary: Piper PA-18 Replica, N43LK, fatal accident occurred on September 27, 2026, at Buffalo Municipal Airport (CFE/KCFE), Buffalo, Minnesota

• Location: Buffalo, MN 
• Accident Number: CEN26FA325 
• Date & Time: September 27, 2026, 16:08 Local 
• Registration: N43LK 
• Aircraft: EXP PA-18 Replica 
• Injuries: 1 Fatal, 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203880/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N43LK

On September 27, 2026, about 1608 central daylight time, an experimental PA-18 Replica airplane, N43LK, sustained substantial damage when it was involved in an accident near Buffalo, Minnesota.  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.

A witness reported that the airplane took off from runway 18 and appeared to be climbing at a steep angle. He described the engine sound as “loud.” Shortly afterward, the airplane rolled off and entered a steep descent before impacting the ground. 

Initial ground impressions were consistent with a nose-down impact at the north edge of taxiway A1. The airplane came to rest at the taxiway A1 hold short line which was about 27 ft southwest from the initial impact and oriented on a southeast heading. The wings were dislocated and resting in position relative to the fuselage.  Both wings exhibited leading edge crushing damage along the entire span. The engine was displaced upward relative to the fuselage, and the cockpit area was compromised. The aft fuselage was oriented upward with the empennage intact. 

The flight control surfaces remained attached to the airframe. The control cables were secured to the respective control surfaces. They were continuous to the wing roots, for the ailerons and flaps, and to the cockpit area for the elevators and rudder. Flight control cable separations were retained for further examination.

FAA records revealed that the airplane was issued an experimental special airworthiness certificate on June 25, 2026. The records listed no flight time (0.0 hours) for the airplane as a newly constructed aircraft when the certificate was issued. Current flight time for the airplane was not available at the time of accident.

FAA records also revealed that the pilot was issued a private pilot certificate on August 12, 2026. At that time, he had logged 75.8 hours total flight time with 17.2 hours of pilot-in-command and 5.2 hours of tailwheel airplane flight time. His logbook contained a tailwheel airplane endorsement. No flight time was logged subsequent to the issuance of his private pilot certificate.

Piper PA-24-250 Comanche, N6985P, accident occurred on August 10, 2026, near Union City, Ohio

• Location: Union City, OH 
• Accident Number: ERA26LA358 
• Date & Time: August 10, 2026, 18:00 Local 
• Registration: N6985P 
• Aircraft: Piper PA24 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203910/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N6985P

On August 10, 2026, about 1800eastern daylight time, a Piper PA-24-250, N6985P, was substantially damaged when it was involved in an accident near Union City, Ohio. The flight instructor and the private 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 he was giving a flight review to the airplane owner because the owner's flight review was expired. Prior to the initial departure, an engine run-up was performed and “everything was normal.” The flight departed from Portland Municipal Airport (PLD), Portland, Indiana with about 55 gallons of fuel on board (nearly full) and proceeded to Randolph County Airport (I22), Winchester, Indiana, where a full stop landing was performed. The engine was secured before being restarted a few minutes later for another flight. Another engine run-up was performed with no discrepancies reported.

The flight departed from I22 with the fuel selector position to the right fuel tank and the pilot climbed to 3,500 ft mean sea level where he performed air work for about 45 minutes. The flight instructor then asked the owner to come out of slow flight and go back to cruise flight. After leveling out of the turn the flight instructor reported that the engine “had a complete failure [but] the propeller was wind milling.” The flight instructor directed the owner to establish best glide airspeed, turn on the fuel auxiliary boost pump, and change the fuel selector to the left tank, which he did. While maneuvering for a nearby field the flight instructor “cycled the engine primer 4 times to get fuel to the engine…” but that did not restore engine power. At that time the airplane was at 200 ft above ground level and the owner lowered the landing gear. The airplane came to rest upright in the field with the nose and left main landing gear extended and the right wing resting on the ground.

While the airplane was being recovered from the accident site, the left and right fuel tanks were drained, and contained about 12 gallons and 5 gallons of fuel, respectively. The recovery of the airplane was delayed due to the wet condition of the field. The airplane was retained for further examination.

Boeing 747-409F (SCD), B-18725, incident occurred on August 15, 2026, near Ted Stevens Anchorage International Airport (ANC/PANC), Anchorage, Alaska

• Location: Anchorage, AK 
• Incident Number: ENG26FA034
• Date & Time: August 15, 2026, 02:29 UTC 
• Registration: B-18725 
• Aircraft: Boeing 747 
• Injuries: 4 None 
• Flight Conducted Under: Part 129: Foreign

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203586/pdf

On August 15, 2026, 1755 Alaska Daylight Time, a China Airlines Flight Number CI-5265, Boeing 747-400F, registration B-18725, powered by four GE Aerospace CF6-80C2B1F turbofan engines, experienced an inflight fire indication during the initial climb from Ted Stevens Anchorage International Airport (PANC). There were no injuries to the 4 crewmembers, and the airplane sustained minor damage. The flight was an international cargo flight from ANC to Taoyuan International Airport (RCTP), Taiwan.

According to the pilot, after takeoff at about 5,500ft above mean sea level (MSL), there was an audible fire warning and an "ENG FIRE 3" Engine-Indicating and Crew-Alerting System (EICAS) warning indication illuminated. The crew discharged one fire extinguishing bottle and shutdown the No. 3 engine. During the inflight shutdown procedure, electrical AC Bus Tie 3 tripped and electrical AC Bus 3 de-energized, which resulted in the left-hand autopilot disengaging and the loss of multiple instruments on the captain's side. The crew engaged the Center autopilot and declared Mayday with air traffic control (ATC). ATC vectored the airplane to a holding pattern to jettison fuel prior to landing, but the fuel jettison control system failed. With the No. 3 engine fire warning no longer illuminated following discharge of the fire extinguishing bottle, the airplane remained in a holding pattern to burn enough fuel to be under the overweight landing limits at PANC. The airplane landed uneventfully approximately two hours after takeoff.

A post incident examination of the airplane by maintenance personnel revealed fire damage to a lower section of the left-hand engine cowl and evidence of an undercowl fire on the left-hand side of the engine.

The NTSB traveled to the incident site. As part of the investigative process, the NTSB invited qualified parties to participate in the investigation. These included representatives from the Federal Aviation Administration (FAA), GE Aerospace, and Boeing. The Taiwan Transportation Safety Board (TTSB), representing the State of the Operator, assigned an Accredited Representative; the Civil Aviation Administration (CAA) of Taiwan and China Airlines were named as a technical advisor by the TTSB.  The investigation team traveled to ANC to examine the airplane. A pressurization check of the fuel manifolds with  nitrogen gas revealed a crack in the left-hand (inboard) fuel manifold tube, located adjacent to fuel nozzle number 24 at approximately the 9 o'clock position on the engine. The engine was later removed from the airplane and shipped to an engine repair and overhaul facility for further examination.

This investigation is ongoing. 

Eurocopter AS 350 B2 Ecureuil, N358TV, fatal accident occurred on September 15, 2026, in Chatsworth, California

• Location: Chatsworth, CA
• Accident Number: WPR26FA345
• Date & Time: September 15, 2026, 18:55 Local
• Registration: N358TV
• Aircraft: Eurocopter AS 350 B2
• Injuries: 3 Fatal, 1 Minor
• Flight Conducted Under: Part 91: General aviation - Aerial observation

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203829/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N358TV

On September 15, 2026, about 1855 Pacific daylight time, an Airbus Helicopters (formerly Eurocopter) AS-350 B2 helicopter, N358TV, was destroyed when it was involved in an accident near Chatsworth, California. The pilot, passenger and one person on the ground sustained fatal injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 electronic news gathering flight. 

According to the operator, the pilot and passenger/news reporter departed Whiteman Airport (WHP) Los Angeles, California, and flew to Chatsworth, California, to gather video footage of a recent fatal traffic accident. ADS-B data showed that the helicopter departed WHP about 1724, proceeded west about nine miles, at an average altitude of about 1,600 ft mean sea level (msl). The helicopter maneuvered in the vicinity of the traffic accident for about one hour and twentyfour minutes. During the last minute of the flight, the helicopter was about 1,700 ft msl or about 800 ft above ground level (agl) and decelerated to about 6 knots ground speed. 

A four-minute, twenty-one-second-long video recording of the traffic accident was taken by the onboard news reporter. The recording also captured ambient helicopter noise that included sounds from both the main rotor and engine. During most of the recording, the ambient helicopter noise remained consistent with normal operations. During the last twenty-nine seconds of the flight, the recording captured the helicopter noise as it changed frequency, along with intermittent and continuous horns, consistent with the helicopter’s main rotor high rpm, low rotor rpm and other aural advisories. 

About 1855, ADS-B data showed that the helicopter began a rapid descent while turning right. The last ADS-B data point captured the helicopter at a high rate of descent, about 38 knots groundspeed directly above the accident site. 

Multiple security video cameras from nearby buildings recorded the helicopter as it descended at a high rate and impacted a metal storage container. A postaccident fire quickly ensued.

Postaccident field examination revealed the helicopter came to rest partially on its right side abeam the metal container. A debris field extended about 30 ft around the main wreckage. All major components remained attached to the fuselage or remained within the small debris area. The fuselage, in its entirety, was mostly reduced to ash and thermally damaged metal. The tailboom separated but remained next to the fuselage. Both main and tail rotor assemblies remained attached at their respective mounting assemblies. 

The helicopter was relocated to a secure facility for further examination.  

NTSB Preliminary: Cessna 172B Skyhawk, N44P, fatal accident occurred on September 23, 2026, near B & G Farms Airport (4WA0), Royal City, Washington

• Location: Royal City, WA 
• Accident Number: WPR26FA354 
• Date & Time: September 23, 2026, 17:11 Local 
• Registration: N44P 
• Aircraft: Cessna 172B 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203863/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N44P

On September 23, 2026, about 1711 Pacific daylight time, a Cessna 172B, N44P, was substantially damaged when it was involved in an accident near Royal City, Washington. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilot's family, he departed from a private airstrip on his property at about 1630. Shortly thereafter, a worker at a farm located near B & G Farms Airport (4WA0), Royal City, Washington, saw the airplane land on runway 7. The worker periodically turned his attention to the airplane and saw it back-taxi to the approach end of runway 7 and stand with the engine running for about 20 minutes.

The witness saw the airplane taxi in one or two circles before it lined up with runway 7 and began its departure roll. The airplane's takeoff appeared normal until it rotated into a nose high pitch attitude as it passed a building located alongside the runway. The airplane began to climb steeply, yawed left, and overflew a road and residence. The airplane then rolled to the left, its nose dropped, and it subsequently impacted a farm field about 450 ft north of the runway. (See figure.) The witness stated he could hear the airplane's engine running during the entire flight without any irregularities or changes in tone.

The airplane came to rest inverted on an approximate magnetic heading of 070°. The first identified point of impact was a divot in soft mud that contained fragments of the landing and taxi light lens from the left wing. The left wing was crushed aft outboard of the lift strut, and mud had adhered to the leading edge. The right wing leading edge was crushed aft. Both flaps appeared to be in the retracted position. The engine, engine mount, and firewall were displaced aft.

The pilot's seat was separated from the seat rails and the seat pins were bent. The seat rails were partially separated from the floor, and one seat rail was bent around the seat base roller assembly.

The wreckage was retained for further examination.

NTSB Preliminary: Rockwell Commander 112, N1102J, fatal accident occurred on September 26, 2026, near Chatsworth, Georgia

• Location: Chatsworth, GA
• Accident Number: ERA26FA350 
• Date & Time: September 26, 2026, 11:20 Local 
• Registration: N1102J 
• Aircraft: Aero Commander 112 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203879/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N1102J

On September 26, 2026, about 1120 eastern daylight time, an Aero Commander 112, N1102J, was substantially damaged when it was involved in an accident near Chatsworth, Georgia. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilot's wife, the purpose of the flight was to reposition the airplane from Martin Campbell Field (1A3), Copperhill, Tennessee, to Dalton Municipal Airport (DNN), Dalton, Georgia. She stated that she dropped the pilot off at 1A3 on the morning of the accident about 0930 so that he could pick up the airplane from maintenance. She recalled that the pilot had taken the airplane for maintenance after the pilot heard an audible warning noise related to the left main landing gear after turning on the airplane electrical power. She stated that the mechanic believed it was a switch, so he sprayed the switch with a water displacing chemical and then cycled the landing gear several times. On the morning before the flight, the mechanic had planned to cycle the landing gear one last time before the pilot took the airplane to DNN.

According to ADS-B data provided by the FAA, the airplane departed from 1A3 at 1056 and flew toward the south. The airplane then turned toward the west at 1103 and continue toward DNN. The airplane's final ADS-B observed position was recorded at 1110, with the airplane at an altitude of 4,600 ft mean sea level (msl) and located about 11 miles east of DNN. The accident site was located in a small hay field about 1 mile southeast of DNN, and there were no known witnesses to the accident.

The wreckage was examined at the accident site. The right fuel tank was breached, and the fuel selector was observed in between the right fuel tank and off positions. Air was blown through the right fuel line at the wing root, through the fuel selector to the firewall with no blockages observed. Fuel was present at the firewall when air was applied to the right fuel system line. The fuel strainer was impact-separated from the airplane. Fuel was found within the fuel injector unit. The fuel manifold did not contain any debris and the fuel lines to the fuel injectors were secure. The fuel injectors were unobstructed.

The engine-driven fuel pump, oil filter, and fuel injector unit were impact-separated from the engine. The engine's crankshaft was rotated by hand when force was applied to the crankshaft flange. Thumb compression and suction were observed on all four cylinders, valve action movement was observed, and continuity of the crankshaft to the camshaft was observed throughout the engine. The engine cylinders were examined with a lighted borescope and no anomalies were observed. No evidence of any preimpact mechanical malfunctions or failures of the engine were observed.

The airplane was equipped with a two-blade, controllable-pitch propeller. One propeller blade remained straight and was undamaged. The second blade was bent aft about 8 inches from the tip.

Video footage obtained from first responders showed that fuel was visibly leaking steadily from the right fuel tank when they arrived at the accident site.

According to the mechanic who had performed the most recent maintenance of the airplane, the airplane had consistently had small problems since the pilot purchased it. Most recently, the pilot was having a problem starting the engine. The mechanic flow-tested the fuel injector nozzles and found that they were not flowing evenly, so he replaced them with new nozzles. During the fuel nozzle troubleshooting, the mechanic removed a piece of debris, similar to silicone, from the fuel injector line. The pilot also had a problem starting the engine on a recent flight that was attributed to the Bendix drive on the starter not engaging, so he replaced the starter. Most recently, and in the days prior to the accident flight, the pilot reported to him that when he turned on electrical power, he immediately saw and heard the left main landing gear unlocked indication and horn. The mechanic attributed it to a sticking switch, so he sprayed it with a water displacing spray and cycled the gear several times. He then left the airplane on jacks and cycled the gear one last time on morning of the accident flight. The mechanic added that during the engine runup, he radioed to the pilot that if he had a left gear unlocked indication during the flight, it was likely just that switch, and that he should not be concerned. The mechanic provided a fuel receipt that showed the pilot had obtained 35.6 gallons of 100LL the day prior to the flight.

Audio of the DNN common traffic advisory frequency was obtained from a security camera mounted in the lobby of the airport that also captured radio traffic. The audio included radio calls from the accident pilot, and no distress calls could be heard.

Flight logbooks for the pilot were reviewed, but no entries were made after June 21, 2026. The pilot's wife stated that the pilot flew several times after the last logbook entry date. At the time of the last logbook entry, the pilot recorded a total of 125.7 hours. He had accumulated a total of 14.9 hours in the accident airplane as of the last recorded logbook entry. The pilot received his complex airplane endorsement on July 15, 2025.

The wreckage was recovered and retained for further examination.

Cessna 414A Chancellor, N1245A, accident occurred on October 2, 2026, near Boerne Stage Field (5C1), Boerne, Texas

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N1245A

- History of Flight:
On October 2, 2026, at about 1351 local time, a Cessna 414A Chancellor, N1245A, registered to Aircraft Holding Solutions LLC Trustee out of Newark, Delaware, was destroyed when it was involved in an accident near Boerne Stage Field (5C1), Boerne, Texas. The pilot and passenger were not injured. The flight was originating at the time.

The FAA reported that the airplane was on take off from runway 17 when it descended and made contact with an electric pole due to left engine failure.

Video evidence shows that the airplane was in a slow descent when the outer right wing contacted a power pole which started a fire in the right wing. The airplane continued to descend and landed gearup on the grass before coming to rest upright. The right wing fire spread and consumed the airplane, but both occupants made out before the fire spread.

Flight-tracking history shows that the airplane arrived at Boerne on May 12, 2026, and was not seen until the accident flight.

The accident airplane, serial number 414A-1201, was manufactured in 1984 and was fitted with a RAM Series VII engine conversion to the Continental TSIO-520 engines.