https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203944/pdf
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N162GL
On October 4, 2026, about 2130 mountain daylight time, a Diamond Aircraft DA-40 airplane, N162GL, was destroyed when it was involved in an accident near Eldorado Springs, Colorado. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
ADS-B data indicated that the flight departed from runway 29 at the Vance Brand Airport (LMO), Longmont, Colorado, about 1832. The pilot initially proceeded west and then south from LMO and maneuvered southwest of Boulder at altitudes up to 12,000 ft mean sea level (msl). He then flew about 68 miles to the northwest before reversing course, reaching altitudes of up to 15,000 ft msl during that portion of the flight. About 2036, the pilot returned to the vicinity of Boulder and maneuvered in that area between about 11,000 ft msl and 7,500 ft msl. The final ADS-B data point was recorded at 2129:39 and located about 1 mile north of Eldorado Springs. The altitude corresponding to that data point was about 7,375 ft msl.
The Search and Rescue Satellite-Aided Tracking (SARSAT) network detected the airplane's emergency locator transmitter (ELT) signal at 2131. Notification of that signal was received by the Air Force Rescue Coordination Center (AFRCC) at 2132. The Boulder County Sheriff's Office was notified of the active ELT signal at 2143, and a search subsequently located the accident site about 1016 the following morning.
The site was in mountainous terrain about 1 mile west of the final data point at an approximate elevation of 7,360 ft. The airplane impacted rising terrain about 300 ft below a ridgeline. The airframe was fragmented. Due to the difficulty of the terrain, and for safety reasons, the NTSB did not respond to the accident site. Airframe and engine examinations will be conducted after the wreckage is recovered to a secure location.
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203821/pdf
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N6071E
On September 12, 2026, about 2049 central daylight time, a Beech K35 airplane, N6071E, was substantially damaged when it was involved in an accident near Wausau, Wisconsin. The pilot and passenger suffered minor injuries. The flight was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot was conducting a cross-country flight from La Crosse Regional Airport (LSE), La Crosse, Wisconsin, to Wausau Downtown Airport (AUW), Wausau, Wisconsin. The flight departed LSE about 2015. The pilot reported that while flying in the airport traffic pattern for landing at AUW and shortly after he extended the landing gear abeam the runway threshold, he observed a higher-than-normal engine exhaust gas temperature (EGT). According to the pilot, the higher-than-normal engine EGT reminded him to switch fuel tanks. He selected the right fuel tank and advanced the mixture and throttle levers to the full forward position, but the engine did not respond. The pilot stated that he did not turn on the electric fuel boost pump while he attempted to restore engine power. The pilot maneuvered the airplane toward the runway and prepared for a water landing. The airplane impacted water resulting in substantial damage to the fuselage, left wing, left aileron, and engine mount. The pilot and passenger were able to egress from the airplane.
The airplane was recovered from the water and secured in a hanger. A postaccident examination revealed that all fuel tank caps were found secure. The right main tank and both auxiliary tanks were full of fuel. The left main tank contained no fuel. The cockpit throttle, mixture, and propeller controls were found in the nearly full forward position. The electric fuel boost pump switch was found turned off. The fuel selector valve was found positioned to the right main fuel tank. The airplane was not equipped with shoulder harnesses, nor was it required to be.
According to the pilot, earlier in the day he flew from Langlade County Airport (AIG), Antigo, Wisconsin, to LSE. The airplane departed AIG with full fuel (70 gallons), which was distributed 25 gallons in each main tank and 10 gallons in each auxiliary tank. The pilot did not refuel the airplane at LSE before the flight departed to AUW. The pilot stated that he had the left main fuel tank selected for both flight legs except for when he briefly selected the auxiliary tanks while in cruise flight before switching back to the left tank.
In a postaccident interview with a FAA inspector, the pilot's aviation mechanic stated that he and the pilot discussed the accident, during which the pilot said the loss of engine power was due to his delay in switching fuel tanks and not turning on the electric fuel boost pump.
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203907/pdf
http://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N292Y
On September 29, 2026, at about 1347 eastern daylight time, a Smith Pitts Special S-1, N292Y, was substantially damaged when it was involved in an accident near Madison, Georgia. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
According to the pilot, on the day of the accident, he planned to fly from Madison Municipal Airport (52A), Madison, Georgia, to Atlanta Regional Airport-Falcon Field (FFC), Atlanta, Georgia to retrieve an airplane part. The pilot indicated the flight from 52A to FFC was uneventful, and after obtaining the airplane part, he departed for the return flight to 52A.
Shortly after the pilot began his descent toward 52A, the airplane suddenly experienced a total loss of engine power. The pilot turned on the airplane's fuel boost pump, but when that failed to restore engine power, he began looking for a suitable area to perform a forced landing. As the pilot maneuvered the airplane toward a clearing, the engine briefly “revved up” two or three times before losing power again.
The pilot subsequently performed a forced landing in the front yard of a residence. During the landing roll, the airplane impacted a tree, resulting in substantial damage to the wings and empennage. The pilot stated that, after he extracted himself from the airplane, he saw fuel pouring out of the airplane's fuel tank.
The airplane was recovered to a secure storage facility for examination.
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203790/pdf
http://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N9517T
On September 10, 2026, about 1005 mountain daylight time, a Cessna 210, N9517T, was substantially damaged when it was involved in an accident near Polson Airport (8S1), Polson, Montana. The student pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight
The pilot reported that he was returning to 8S1 after a short flight. The flight was uneventful until the airplane was on final approach. According to the pilot, the airplane was high on the approach, and he initiated a forward slip to increase the descent rate. About 20 to 30 seconds after entering the slip, the engine lost all power. The propeller continued to windmill during the descent The pilot verified the mixture and fuel selector positions and manipulated the throttle; however, he was unsuccessful in his attempt to restore engine power.
The pilot discontinued the slip and established a glide toward the airport. The airplane crossed a road near the approach end of the runway and struck a fence before coming to rest on the airport grass. The lower fuselage and left wing were substantially damaged during the accident sequence. The pilot reported that each wing tank contained about 16 gallons of fuel before departure.
Fuel samples were obtained from the airplane, and the airplane was retained for further examination.
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203873/pdf
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N750WZ
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203846/pdf
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N238HA
On September 18, 2026, at 1604 eastern daylight time, an Aerospatiale SA315B helicopter, N238HA was substantially damaged when it was involved in an accident near Workmore, Georgia. The pilot was not injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.
According to the pilot, he arrived at a field to conduct an agricultural aerial application. He landed the helicopter on the tanker truck and the helicopter was refilled with 145 gallons of product. The pilot stated that at the time of takeoff, all engine temperatures were normal. The helicopter lifted off the truck and began to make a sound that he described as a piece of plastic or paper on a main rotor blade. The pilot attempted to reach an suitable area for landing but had only attained an altitude of about 40 feet above ground level and was losing lift. The pilot then “pulled the collective to correct lift loss” but the helicopter did not respond as expected. When he realized he was not going to make his landing area, he “pulled all of the cyclic” to slow the descent rate but the helicopter did not respond. The helicopter landed hard 300 feet from the tanker truck. The tail rotor impacted the ground and main rotor blades severed the tail rotor from the tail boom. A small postaccident fire ensued behind the helicopter around the tail boom area. The helicopter sustained substantial damage to the tail rotor, the tail boom, fuselage and the main rotor blades.
The helicopter was recovered and retained for further examination.