NTSB Prelimianry: de Havilland Canada DHC-3T Vazar Turbine Otter, N709KA, accident occurred on July 23, 2026, in Sucia Island, Washington

• Location: Eastsound, WA 
• Accident Number: WPR26LA274 
• Date & Time: July 23, 2026, 17:20 Local 
• Registration: N709KA 
• Aircraft: DEHAVILLAND DHC-3 
• Injuries: 2 Serious, 8 Minor 
• Flight Conducted Under: Part 135: Air taxi & commuter - Scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203453/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N709KA

On July 23, 2026, about 1720 Pacific daylight time, a De Havilland DHC-3 Otter airplane, N709KA, was substantially damaged when it was involved in an accident near Eastsound, Washington. The pilot and two passengers were seriously injured, and eight passengers sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 scheduled air taxi flight.

According to the operator, the flight originated from Kenmore Sea Base (W55), Seattle, Washington at 1630 with scheduled stops at Roche Harbor (WA03), Roche Harbor, Washington and Friday Harbor (W33), Friday Harbor, Washington. Preliminary ADS-B data showed that the airplane departed W55 about 1633 and maintained about 500 to 1,000 ft mean sea level (msl). The airplane remained over the water and generally travelled north over Rosario Strait. Once northwest of Lummi Island, the airplane turned west and passed north of Sucia Island.

The operator stated that the pilot radioed the company operations center and reported inclement weather, which precluded the flight from continuing to WA03. The pilot informed the operator that he would return to Sucia Island, land, and wait for the weather to improve. The operator reported that there were multiple bays around Sucia Island where the pilot was authorized to land. ADS-B data showed that about 1619, when the airplane was about 11 miles northeast of WA03, it turned right about 180° and flew about 5 miles towards Sucia Island. Video imagery, from a witness who was near Shallow Bay, Sucia Island, showed the airplane at a low altitude and a nose-high attitude descending towards the water. When the airplane was about 4 ft above the water, the left wing dropped and the left wingtip and left pontoon float impacted the water. The airplane then landed with both pontoon floats on the water and continued forward where it subsequently impacted rocks. A passenger on the airplane reported that multiple small boats immediately arrived to remove the passengers from the accident site. A postaccident fire destroyed the fuselage after all passengers and the pilot had exited.

The airplane was recovered to a secure hanger for further examination. 

NTSB Preliminary: Cirrus SR22T GTS G7 Platinum, N625LK, fatal "accident" occurred on August 4, 2026, near Bend, Oregon

• Location: Bend, OR 
• Accident Number: WPR26FA289 
• Date & Time: August 4, 2026, 18:45 Local 
• Registration: N625LK 
• Aircraft: CIRRUS DESIGN CORP SR22T 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203526/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N625LK

On August 4, 2026, at about 1845 Pacific daylight time, a Cirrus Design Corporation SR22T airplane, N625LK, was substantially damaged when it was involved in an accident near Bend, Oregon. The pilot was fatally injured. The airplane was operated as Title 14 Code of Federal Regulations Part 91 personal flight.

According to preliminary ADS-B data, the airplane departed from runway 35 at Bend Municipal Airport (BDN), Bend, Oregon, at about 1335. The airplane flew westbound, climbing to about 11,000 ft mean sea level (msl), before executing multiple turns above mountainous terrain about 33 miles west of BDN. Between about 1415 and 1610, the airplane maintained a looping, meandering flight path in the vicinity of BDN. At about 1610, the airplane began to fly in circles at about 5,000 ft msl 12 miles west of BDN.

The final ten seconds of data captured by the airplane’s recoverable data module (RDM) showed that the airplane’s left fuel tank sensor indicated 0 gallons of fuel remaining and the right fuel tank sensor indicated 1 gallon of fuel remaining. The RDM data also indicated that the airplane’s pitch moved from about 4° nose down to about 22° nose down and the throttle lever angle was at 92.3%. The RDM data terminated at 1845:50.

The airplane impacted terrain 12.5 miles west of BDN. The area was generally flat, with short scrub brush and standing dead trees. The first identified points of impact consisted of an area of fallen dead trees and a shallow impact crater. The wreckage path was about 175 ft long, oriented on a magnetic heading of 092°. The left wing, left aileron, right elevator, two propeller blades, left cabin door, fiberglass fragments, and fragments of the windscreen were distributed throughout the wreckage path. The main wreckage came to rest inverted on a magnetic heading of 333°. 

The airplane was recovered for further examination.

Velocity 173 Elite FG, N6954K, accident occurred on August 10, 2026, at Zelmer Memorial Airpark (5K1), Palmyra, Illinois

• Location: Palmyra, IL 
• Accident Number: CEN26LA283 
• Date & Time: August 10, 2026, 12:48 Local 
• Registration: N6954K 
• Aircraft: Velocity Aircraft Velocity 
• Injuries: 3 None 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203562/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N6954K

On August 10, 2026, about 1248 central daylight time, an experimental Velocity 173 FG Elite II airplane, N6954K, sustained substantial damage when it was involved in an accident near Palmyra, Illinois. The pilot and two passengers sustained no injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal cross-country flight. 

According to the pilot, 14 gallons of 100 low lead fuel was purchased prior to the flight at the St. Louis Regional Airport (ALN), East Alton, Illinois. The airplane departed from ALN about 1210, and the destination was the Whiteside County Airport (SQI), Rock Falls, Illinois, where the pilot based the airplane. The airplane climbed to about 7,500 ft msl and established a cruise flight configuration. About 15 minutes later, the engine sustained a total loss of power. The pilot declared an emergency with air traffic control. The pilot coordinated with the controller, and he decided to divert to the nearest airport, the Zelmer Memorial Airpark (5K1), Palmyra, Illinois. During the emergency descent, he attempted to restore the engine power. He noticed that partial engine power was restored by pulling the mixture control nearly to the idle cutoff position. He further noticed that further attempts at a richer setting caused a loss of engine power. 

The pilot maneuvered the airplane for a straight-in approach to runway 18 at 5K1. He noted that the approach was too high and too fast. During the landing, the airplane departed the runway to the left. The airplane came to rest upright in a flat soybean field.

The experimental canard airplane sustained substantial damage to the fuselage, the right wing, and the right canard. Postaccident examination found the fuel system to be intact, and the two wing fuel tanks were found to be more than half full. A fuel sample did not reveal any contamination. According to the pilot, there is no fuel selector valve assembly installed, only a fuel cutoff control. The two wing fuel tanks feed into a single header fuel tank. The airplane was recovered from the accident site, and it was transported to a secure location for future examination.

The composite airplane was built from a kit in 1998. A review of FAA records showed that the pilot purchased the airplane in May 2008. The airplane was equipped with a Lycoming Engines IO-360-C1D6 reciprocating engine and a MT-Propeller MTV-18-B/LD168-101 controllable pitch three blade wood-composite propeller.

A review of the airplane’s maintenance records showed that a condition inspection was performed by a mechanic on February 15, 2026, for the airframe, the engine, and the propeller. The airplane accumulated 23.7 hours since the condition inspection. 

Mooney M20E Chaparral, N9257V, accident occurred on August 9, 2026, near Conway-Horry County Airport (HYW/KHYW), Conway, South Carolina

• Location: Conway, SC 
• Accident Number: ERA26LA295 
• Date & Time: August 9, 2026, 08:02 Local 
• Registration: N9257V 
• Aircraft: Mooney M20E 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203555/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N9257V

On August 9, 2026 at 802 eastern daylight time, a Mooney M20E, N9257V, was substantially damaged when it was involved in an accident near Conway, South Carolina. The pilot was uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

The pilot reported he planned to conduct an instrument flight rules (IFR) cross-country flight from Conway-Horry County Airport (HYW), Conway, South Carolina, to Berkeley County Airport (MKS), Moncks Corner, South Carolina. The pilot stated that he performed an engine run-up, which included a check of the magnetos, propeller governor and auxiliary fuel pump. He then departed runway 22, announced his intention to depart the area on the common traffic advisory frequency and switched to the terminal radar approach control frequency to activate his IFR clearance. Shortly thereafter, he noticed “sluggish” performance and decided to switch fuel tanks, which did not resolve the condition. He soon felt a vibration and noticed the engine running rough, which he described as continuing to “pick up and then back off.” About 1,000 ft mean sea level, he turned back to HYW before the engine lost power completely. The pilot stated that he could not reach the airport and soon began striking trees. The airplane came to rest upright, in dense woods. 

Post accident examination of the airplane by an FAA inspector revealed substantial damage to the empennage, fuselage, and both wings. The fuselage was crumpled and torn in multiple locations, and both the wings and tail sustained significant leading-edge damage. The engine case was not breached, and the engine oil dipstick was removed and showed about 8 quarts of oil. 

The pilot stated that he refueled the airplane after his last flight in June 2026 to a total of 52 gallons. The most recent maintenance logbook entry noted the replacement of the engine starter in July 2026.

The wreckage was recovered and retained for further examination. 

Denney Kitfox 3, N573TB, accident occurred on July 26, 2026, near Ephraim, Wisconsin

• Location: Ephraim, WI 
• Accident Number: CEN26LA268 
• Date & Time: July 26, 2026, 19:41 Local 
• Registration: N573TB 
• Aircraft: Kitfox III 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203463/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N573TB

On July 26, 2026, at 1941 central daylight time, an experimental Kitfox III airplane, N573TB, sustained substantial damage when it was involved in an accident near Ephraim, Wisconsin. The private pilot and a passenger were uninjured. The airplane was operated under Title 14 Code of Federal Regulations as a Part 91 personal flight. 

The pilot stated that he had flown the airplane for about an hour and was returning to Ephriam Airport, Ephraim, Wisconsin. During approach for landing on runway 14, the airplane engine suddenly lost total power. The pilot then performed a forced landing to a field about 3 miles east/northeast of the airport. The airplane sustained substantial damage to both wings. 

The airplane was retained for further examination.

Cirrus SF50 Vision Jet G2+ Arrivée, N71KD, accident occurred on August 14, 2026, at Driggs-Reed Memorial Airport (DIJ/KDIJ), Driggs, Idaho

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=N71KD

- History of Flight:
On August 14, 2026, at about 0624 local time, a Cirrus SF50 Vision Jet G2+ Arrivée, N71KD, registered to Vision71 LLC out of Chevy Chase, Maryland, sustained substantial damage when it was involved in an accident at Driggs-Reed Memorial Airport (DIJ/KDIJ), Driggs, Idaho. The pilot was not injured, and one passenger suffered minor injuries. The flight was originating at the time with an intended destination of New Century AirCenter (IXD/KIXD), Olathe, Kansas.

According to preliminary ADS-B data, the airplane lined up about 2,400 ft down runway 4 and began its takeoff attempt. The airplane accelerated to about 67 knots groundspeed before it began an aborted takeoff. The airplane was last seen about 5,000 ft down the runway before coming to a complete stop.

The FAA reported that the jet attempted to depart from the part of the runway that was under construction when it hit gravel causing the gear to collapse.

Figure 1: ADS-B exchange data

Figure 2: ADS-B exchange data ran through Google Earth

DJI is an uncontrolled public airport and sits at an elevation of 6257 ft. Runway 4/22 is 7301 x 100 ft.

On August 5, 2026, an active Notice to Airmen (NOTAM) was issued for the airport, with a reported end date of September 5, 2026. The NOTAM states that the southwest segment of runway 4/22 spanning 3,451 ft was closed. As a result, the TORA/TODA/ASDA/LDA for runway 04 (Takeoff Run Available/Takeoff Distance Available/Accelerate-Stop Distance Available/Landing Distance Available) were 3,850 ft.

Figure 3: Estimated takeoff run distance

- NOTAM:

DIJ 08/003 DIJ RWY 04/22 SW 3451FT CLSD. DECLARED DIST: RWY 04 TORA 3850FT TODA 3850T ASDA 3850FT LDA 3850FT. RWY 22 TORA 3850FT TODA 3850FT ASDA 4018FT LDA 3850FT. 2608051401-2609051300

- Weather:

METAR KDIJ 141256Z AUTO 00000KT 10SM FEW029 OVC055 12/11 A3020 RMK AO2 SLP188 T01170111

METAR KDIJ 141156Z AUTO 17003KT 10SM FEW042 OVC060 11/11 A3018 RMK AO2 SLP185 60000 70021 T01110106 10122 20106 53004

Robinson R22 Beta, N8316N, accident occurred on August 15, 2026, near Miramar, Florida

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=N8316N

- History of Flight:
On August 15, 2026, at about 0827 local time, a Robinson R22 Beta, N8316N, registered to N8316N LLC, sustained substantial damage when it was involved in an accident near Miramar, Florida. The occupants onboard were not injured. The local flight originated from North Perry Airport (HWO/KHWO), Hollywood, Florida, at 0805.

The FAA reported that the helicopter was practicing off-field landings when it rolled for unknown reasons and impacted terrain. ADS-B data shows that the helicopter headed west towards an area in the everglades and was coming in for a landing when the accident happened.

- Weather:

METAR KHWO 151153Z 13006KT 10SM CLR 29/27 A3013 RMK AO2 SLP200 T02890267 $

METAR KHWO 151253Z 14008KT 10SM CLR 31/26 A3014 RMK AO2 SLP203 T03060261 $

METAR KOPF 151153Z 13008KT 10SM CLR 29/26 A3013 RMK AO2 SLP202 60000 T02940256 10300 20278 53004

METAR KOPF 151253Z 12009G16KT 10SM FEW025 31/25 A3014 RMK AO2 SLP205 T03060250