Wrong fuel: Cessna 421C Golden Eagle II, N28RH, accident occurred on August 21, 2026, near Fulton Airport (1M7), Fulton, Kentucky

• Location: Fulton, Kentucky 
• Accident Number: ERA26LA314 
• Date & Time: August 21, 2026, 13:00 Local 
• Registration: N28RH 
• Aircraft: Cessna 421 
• Aircraft Damage: Substantial 
• Defining Event: Wrong fuel 
• Injuries: 2 Serious, 2 Minor 
• Flight Conducted Under: Part 91: General aviation - Business

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203660/pdf

https://data.ntsb.gov/Docket?ProjectID=203660

The pilot of the reciprocating, multi-engine airplane reported that, after takeoff while climbing to altitude, the #1 cylinder on the right engine was running hot. He leveled the airplane at 5,000 mean sea level (msl), but the cylinder continued to run hot, so he elected to feather the propeller and shut down the engine. As he attempted to navigate to an airport, he noticed that the other engine was beginning to deteriorate and he was no longer able to maintain altitude. He attempted to increase power on the remaining engine but about 2 miles from the airport he performed a forced landing to a cornfield. The airplane sustained substantial damage to the right engine mount, fuselage, and empennage as a result.

A first responder on scene sampled fuel from one of the airplane's fuel tanks with a paper towel and reported that the fuel did not have any color to it. She also reported that the fuel smelled like diesel fuel. A postaccident interview with the fueler at the departure airport confirmed that he had topped off the airplane with “pre-mixed Jet-A.” The airport manager at the departure airport confirmed that the fueler used Jet-A fuel when filling the airplane. A fuel receipt was provided by the airport manager, and was signed by the pilot, that showed the airplane had been fueled with 145 gallons of Jet-A.

In an interview with the pilot, he reported that he did not specifically tell the fueler that he wanted 100LL in the airplane. He also stated that he did read the fuel receipt after fueling and that they “wanted to get home” so they “got in the airplane and left.” The pilot did not inspect or sample fuel from the airplane's tanks after the fuel was added.

- Probable Cause: The misfuelling of the airplane by the refueler. Contributing to the accident was the pilot's failure to verify that the airplane had been properly fueled prior to departing on the accident flight.

Van’s RV-4, N469TW, fatal accident occurred on September 15, 2026, near Albertville, Alabama

• Location: Albertville, AL
• Accident Number: ERA26FA338 
• Date & Time: September 15, 2026, 06:20 Local 
• Registration: N469TW 
• Aircraft: REED JULIAN ESTILL RV-4 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203819/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N469TW

On September 15, 2026, about 0620 central daylight time, an experimental amateur-built RV-4, N469TW, was substantially damaged when it was involved in an accident near Albertville, Alabama. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

The airplane was based at the pilot’s residence on a private airport. A witness near the airport reported that they saw the airplane being taxied to the south end of the runway before it departed to the northeast at about sunrise. 

An additional witness near the accident site reported that the airplane overflew her residence in a steep left bank and its associated engine noise caused her windows to rattle. She stated that the airplane narrowly missed trees and utility lines along a roadway and that the airplane remained in the left bank as it descended and impacted the ground; a postimpact fire ensued. 

The accident site was located about 75 ft east of the private airport’s runway in a wooded area that bordered an open field area near the base of a water tower. The wreckage path was about 382 ft-long and oriented on a magnetic heading of 024° at an elevation of 1,150 ft. The first identified point of impact was a linear ground scar about 27 ft-long that contained the left wingtip navigation light lens and fragments of the left wingtip. A soil depression observed at the end of the ground scar contained the fragmented engine cowlings and sections of the engine’s exhaust system. 

The main wreckage came to rest in an upright position about 102 ft from the initial point of impact and was oriented on magnetic heading of 030°. The postimpact fire destroyed majority of the cockpit and fuel system. All the airplane’s primary components were located at the wreckage site. The left wing remained attached to the fuselage and exhibited thermal damage with upward deformation noted about mid-span. The right wing remained attached to the fuselage with impact damage noted to its leading edge skin. Both fuel tanks were breached from impact and thermal damage. Both ailerons were impact-separated and located near the main wreckage. The flaps were thermally damaged and partially separated from the wings. The rudder and vertical stabilizer remained intact with impact damage noted. The left horizontal stabilizer and elevator were displaced aft and partially separated from the fuselage. The right horizontal stabilizer and elevator remained attached to the fuselage with impact damage noted.

Rudder control continuity was established from the rudder pedals to the rudder control surface. Aileron and elevator control continuity was established from the cockpit controls through impact separations to the respective flight control surface.

The fuselage exhibited impact and thermal damage. The canopy was fragmented and separated from the fuselage. The instrument panel was fragmented. The seats and occupant restraint webbings were thermally destroyed. Two seatbelt receptacles were observed unlatched. The main landing gear was separated from the fuselage with aft deformation noted to the left gear.

The engine was separated from the fuselage, and the engine mount was fragmented. The oil sump and exhaust system was fragmented. Crankshaft continuity to the rear gears was established during hand rotation of the attached propeller. Valvetrain continuity was confirmed and compression and suction were attained from all four cylinders. The oil pump suction screen and pressure filter media were clear of debris. The sparkplugs electrodes were intact and exhibited normal wear and coloration when compared to the Champion Check-A-Plug chart. Both magnetos remained attached to the engine and produced spark from their ignition towers during hand rotation of their drive gears. The carburetor was separated from the engine, and its throttle plate was observed in the OPEN position. The ground adjustable, twoblade, composite propeller remained attached to the engine and both propeller blades were fragmented and separated from the hub. 

The wreckage was retained for further examination.

Cirrus SR20 G6, N189WM, accident occurred on September 19, 2026, near Arden, North Carolina

• Location: Asheville, NC 
• Accident Number: ERA26LA345 
• Date & Time: September 19, 2026, 10:45 Local 
• Registration: N189WM 
• Aircraft: CIRRUS DESIGN CORP SR20 
• Injuries: 2 Minor 
• Flight Conducted Under: Part 91: General aviation - Instructional 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203847/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N189WM

On September 19, 2026, at 1045 eastern daylight time, a Cirrus SR-20, N189WM, sustained substantial damage when it was involved in an accident near Ashville, North Carolina. The flight instructor and the student pilot received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. 

The flight instructor reported that, during the pre-takeoff run-up, while checking the magnetos, the engine rpm dropped by 100 on the right and 150 on the left. Unable to resolve the discrepancy, they taxied back and troubleshot the issue further with the chief flight instructor. The flight instructor was informed that the anomaly was discovered on previous flights and that the mixture needed to be precisely leaned for density altitude. They were departing from Asheville Regional Airport (AVL) Asheville, North Carolina, which had a field elevation of 2,163 ft. After receiving the information, the pilot leaned the fuel mixture, and the magneto check was within limits. No further anomalies were observed. 

After taxi out, while holding short of the takeoff runway, the instructor performed another engine run-up and checked the magnetos, which yielded normal results. During the takeoff roll, all gauges and indications were reading normal, and the engine was performing normally during the takeoff roll and climb out. During the later stages of the climb, the instructor noticed that the engine cylinder head temperatures (CHTs) were reading a little high, so he enriched the mixture to keep the CHT below 400°.

About 10 seconds after adding mixture, while at an altitude of about 3,000 ft, mean sea level the engine lost all power. The instructor took over the controls, turned back toward the airport, and declared an emergency. His attempts to restart the engine were unsuccessful and he pitched for best glide speed. During the descent, they were still over mountainous terrain at 2,000 ft above ground level and the flight instructor determined it was too risky to activate the Cirrus Airframe Parachute System (CAPS) so he aimed towards the first open field and intended to pull the CAPS as soon as they arrived over the field or at 800 ft agl, “whichever came first.” Once over the field, the instructor activated the CAPS; the parachute deployed and the airplane descended and settled onto the field. 

During the landing, the nose gear collapsed, and the engine compartment and airframe forward of the cockpit were substantially damaged. The wreckage was recovered and retained for further examination. 

Bell 206B-3 JetRanger III, N50141, accident occurred on September 18, 2026, near Plymouth, North Carolina

• Location: Creswell, NC 
• Accident Number: WPR26LA347 
• Date & Time: September 18, 2026, 10:18 Local 
• Registration: N50141 
• Aircraft: Bell 206B-III 
• Injuries: 1 None 
• Flight Conducted Under: Part 137: Agricultural

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203850/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N50141

On September 18, 2026, at 1018 eastern daylight time, a Bell 206B-III, N50141, was substantially damaged when it was involved in an accident near Creswell, North Carolina. The pilot was not injured. The helicopter was being operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

According to the pilot, the helicopter was 40-50 ft above the ground on approach to land when he heard a “whooshing” noise and noticed the engine lost partial power and main rotor RPM had begun to decay. Subsequently, the helicopter landed hard, which resulted in substantial damage to the tail boom. The engine continued to operate after landing until it was shut down normally by the pilot.

The helicopter was recovered to a secure location for further examination.

Van’s RV-7A, N425DG, fatal accident occurred on October 7, 2026, near Petaluma Municipal Airport (O69), Petaluma, California

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=N425DG

- History of Flight:
On October 7, 2026, at about 1038 local time, a privately-registered, experimentally built Van’s RV-7A, N425DG, was destroyed when it was involved in an accident near Petaluma Municipal Airport (O69), Petaluma, California. The pilot and passenger were fatally injured. The airplane was originating at the time.

Recent flight-tracking history shows that the airplane was flying several short local flights out of Gnoss Field (DVO), Novato, California. On October 3rd, the airplane flew to San Rafael Airport (CA35), San Rafael, California, and on October 7th, the airplane arrived at Petaluma at 0931 local time following a 9 minute flight from CA35.

According to Automatic dependent surveillance-broadcast (ADS-B) data, at 1033, the airplane was seen taxing from the ramp to runway 29. At 1037:32, the airplane was seen about ~1200 ft down the 3600 ft runway with a reported groundspeed of 49 knots. At 1037:37, the airplane departed the runway surface with a groundspeed of 74 knots. At 1037:50, the airplane reached a maximum altitude of 300 ft, 89 knots groundspeed, and a positive rate of 960 feet per minute (fpm). The next few data points showed that the airplane started a right hand turn as the groundspeed started to drop and the average rate went all the way down to -1000 feet per minute (fpm). At 1038:05, the airplane was still in the right turn with a reported groundspeed of 63 knots when the average rate went up to 500 fpm. The last ADS-B data point was recorded at 1038:10 in the immediate area of the accident site and at the conclusion of the right turn. The airplane was 0.26 mile from the departure end of runway 29 at 200 ft, 63 knots, and 512 fpm.

Figure 1: General view of the ADS-B data

Figure 2: Closer view of right turn after crest of climb

Figure 3: ADS-B data ran through Flysto

Figure 4: ADS-B data ran through Flysto

The airplane impacted an open field and a post crash fire ensued.

A witness at the nearby golf course stated that the airplane sounded different and was flying real low and banking sharply before impact. Another witness, who was pilot-rated, stated that the engine was sputtering and it looked like (the accident pilot) was trying to turn back the runway and turn really hard.

An airport surveillance video captured the accident departure and audio. The video was not made public, but was given to the NTSB.

- Pilot Information:
Unknown.

- Airplane Information:
The accident aircraft, serial number 71782, was manufactured in 2007. It was a low-wing, two-seat, tricycle gear (with a front nose-wheel) airplane powered by a reciprocating engine.

According to the Pilot Operating Handbook (POH) for an identical airplane:

The Stall Speed (CAS):

 Flaps Up, Power Off ………………………..…….54 knots

 Flaps Down, Power Off ……………………..……50 knots 

AIRSPEEDS FOR EMERGENCY OPERATIONS

Engine Failure After Takeoff:

Wing Flaps Up ……………… 78 knots

Wing Flaps Down ………….. 70 knots

Maneuvering Speed (Va) …………. 123 knots

Maximum Glide ………………… 78 knots 

ENGINE FAILURES

ENGINE FAILURE DURING TAKEOFF RUN

1. Throttle –IDLE

2. Brakes – APPLY

3. Wing Flaps – RETRACT

4. Mixture – IDLE CUT-OFF

5. Ignition Switch – OFF

6. Master Switch – OFF

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1. Airspeed – 70 knots

2. Mixture – IDLE CUT-OFF

3. Fuel Selector Valve – OFF

4. Ignition Switch – OFF

5. Wing Flaps – AS REQUIRED

6. Master Switch – OFF 

- Wreckage and Impact Information:
The airplane impacted an open field next to the airport and a post crash fire ensued. The main wreckage consisted of the entire airplane which came to rest upright. Both wings and tail remained attached to the airframe. The entire airplane was thermally damaged. There was a little debris field leading to the main wreckage, the first identified point of impact was impact impressions from the right wing at the start of the debris field, the right wing was bent aft and showed more impact damage than the left wing. The impact appears consistent with a low altitude aerodynamic stall-spin/accelerated stall. The airplane most likely impacted terrain in a right wing low, nose down altitude.

Figure 6: Airplane impact sequence (own work, subject to change)

- Airport Information:
O69 is a public airport located 1 mile northeast of Petaluma, California. The airport's field elevation was 90.2 ft. The airport features a single asphalt runway 11/29 that is 3600 x 75 ft.

The north/east side of the airport consists of a golf course and open farm fields. The south/west sides consists of a residential area.

- Weather:
(1) Brief:

At 1035, the airport was reporting winds 3 knots at 260, 10 miles visibility, no clouds, and an altimeter setting of 29.95 inches of mercury. The METAR did not list a temperature/dewpoint value.

The nearest airport, Gnoss Field, was reporting a 20°C temperature value at 1015. If we use this value, the calculated density altitude at O69 would have been 675 ft.

(2) METARs:

METAR KO69 071710Z AUTO VRB03KT 10SM CLR A2995 RMK A01

METAR KO69 071735Z AUTO 26003KT 10SM CLR A2995 RMK A01 <<<

METAR KO69 071750Z AUTO 00000KT 10SM CLR A2995 RMK A01

(3) Area Forecast Discussion:

Lancair IV-P, N5SV, fatal accident occurred on October 7, 2026, near Hicks Airfield (T67), Fort Worth, 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=N5SV

- History of Flight:
On October 7, 2026, at about 0952 local time, a Lancair IV-P, N5SV, registered to Plane Metrics LLC, was destroyed when it was involved in an accident near Hicks Airfield (T67), Fort Worth, Texas. The sole pilot onboard was fatally injured. The airplane was originating at the time.

Flight-tracking history shows that on September 23, 2026, the airplane arrived at T67 following a flight from Tulsa Riverside Airport (RVS/KRVS), Tulsa, Oklahoma.

According to Automatic dependent surveillance-broadcast (ADS-B) data, at 0943, the pilot taxied the airplane from the hangar towards runway 14. At 0951:38, the pilot started his takeoff roll from the runway. At 0952:09, the airplane departed the runway surface with a groundspeed of 89 knots. At 0952:20, the airplane reached 775 ft and 114 knots with a climb rate of 200 feet per minute (fpm). The next few data points show a sudden and high increase in climb rate, which reached +1800 fpm at 0952:26, at the same time, the airplane was at 950 ft and started a left hand turn with a groundspeed of 89 knots. The last ADS-B data point was recorded at 0952:40 in the vicinity of the the accident site, the airplane was at 800 ft, 81 knots, and -1856 feet per minute (fpm).

Figure: ADS-B exchange data

Figure 2: ADS-B data ran through Google Earth

The airplane impacted powerlines and a post crash fire ensued.

- Pilot Information:
Unknown.

- Airplane Information:
The accident aircraft, serial number LIV-375, was manufactured in 2000. It was a 4-seat, pressurized, low-wing airplane equipped with a retractable tricycle landing gear, electrically actuated wing flaps. The airframe was constructed of high temperature, epoxy prepreg, carbon fiber materials.

The airplane was equipped with a Continental TSIO 550E reciprocating engine, s/n: 803077, which drove a 4-bladed Hartzell #PHC H3YF-1RF # HR74A constant speed propeller.

According to an old sale listing, the airplane was equipped with the following: "• Garmin GNS 530 IFR GPS Nav/Com/G.S. • Garmin GNS 430 IFR GPS Nav/Com/G.S. • S-Tec H.S.I. Integrated to Garmin 530 • Garmin GTX 327 Transponder/Encoder • Quick Mount for Garmin 496 • Garmin Audio Panel with Intercom."

According to the Pilot's Operating Handbook (POH), the VS1 (stall speed. clean) was 88 KIAS. The Vso (stall. in landing configuration) was 64 KIAS.

On May 4, 2026, the airplane was involved in a takeoff incident at KVGT, at the time I wrote the following description:

"On May 4, 2026, at about 1728 local time, a Lancair IV-P, N5SV, registered to Plane Metrics LLC, sustained unknown damage when it was involved in an incident at the North Las Vegas Airport (VGT/KVGT), Las Vegas, Nevada. The pilot and passenger were not injured.

The FAA reported that: "Aircraft attempted to abort takeoff and drifted into the dirt clipping a runway light." ADS-B data shows that the airplane taxied from the ramp and began departing from the intersection of runway 12R and runway 7. The airplane used ~2200 ft of the 5000 ft runway before it commenced an aborted takeoff at 95 knots groundspeed. The airplane would travel an additional 2160 ft before it drifted to the left off the departure end and came to a stop. At 1653, the winds were from 180° at 16 knots, gusting 22 knots."

- Wreckage and Impact Information:
The airplane collided with a powerline and came to rest upright about 0.55 mile from the departure end of the runway. The airplane was consumed by a post crash fire. Both wings remained attached to the airframe, but sustained significant thermal damage. The engine remained attached to the airframe and sustained impact and thermal damage. The tail was impact damaged and separated from the airframe and was free of fire damage. It appears the tail was separated by the impact with the powerline.

Figure: Airplane as it came to rest, note tail in background

- Airport Information:
Hicks Airfield is a non-towered public airport located 14 miles northwest of Fort Worth, Texas. The airport field elevation was 855 ft. The airport features a single asphalt runway 14/32 which is 3740 x 60 ft

- Weather:

Weather conditions at the time included calm winds, 10 miles visibility, temperature 24 °C, dewpoint 14 °C, and an altimeter setting of 30.05 inches of mercury. The calculated density altitude was 1995 ft.

METAR KAFW 071353Z 00000KT 10SM CLR 20/14 A3003 RMK AO2 SLP158 T02000144 $

METAR KAFW 071453Z 00000KT 10SM CLR 24/14 A3005 RMK AO2 SLP163 T02390139 53017 $

METAR KAFW 071553Z VRB03KT 10SM FEW010 27/13 A3005 RMK AO2 SLP163 FU FEW010 T02720128 $

Cessna 525 Citation CJ1, N600AL, accident occurred on October 7, 2026, at Bedford County Airport (HMZ/KHMZ), Bedford, Pennsylvania

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=N600AL

- History of Flight:
On October 7, 2026, at about 1040 local time, a Cessna 525 Citation CJ1, N600AL, registered to Shobers Equipment LLC, was destroyed when it was involved in an accident at Bedford County Airport (HMZ/KHMZ), Bedford, Pennsylvania. The two pilots onboard suffered minor injuries. The flight was destined to Martin State Airport (MTN/KMTN), Baltimore, Maryland.

There is no ADS-B data for the accident flight. The airplane was reportedly departing runway 14 when the accident happened. The airplane went through the airport fence, crossed a road, and came to rest upright in an open field. A post crash fire ensued and consumed the jet.

- Airport Information:
KHMZ is a non-towered public airport located 4 miles north of Bedford, Pennsylvania. The airport field elevation was 1161.7 ft. The airport features a single asphalt runway 14/32 which is 5006 x 75 ft.

- Weather:

METAR KHMZ 071435Z AUTO 00000KT 10SM CLR 10/07 A3002 RMK AO2 T01010066

METAR KHMZ 071455Z AUTO 15003KT 10SM CLR 12/07 A3002 RMK AO2 T01230065