Fuel starvation: Cessna 414A Chancellor, N414BS, fatal accident occurred on June 27, 2024,near McKinney National Airport (TKI/KTKI), McKinney, TX

• Location: McKinney, Texas 
• Accident Number: CEN24FA240 
• Date & Time: June 27, 2024, 10:28 Local 
• Registration: N414BS
• Aircraft: Cessna 414A 
• Aircraft Damage: Destroyed
• Defining Event: Fuel starvation 
• Injuries: 2 Fatal, 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194560/pdf

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On June 27, 2024, at 1028 central daylight time, a Cessna 414A airplane, N414BS, was destroyed when it was involved in an accident near McKinney, Texas. The private pilot and a passenger were fatally injured, and a second passenger sustained serious injuries. The airplane was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight

The pilot was departing on a local flight to check newly installed avionics on the airplane. During takeoff, the airplane lifted off within the performance specifications cited in the airplane flight manual. Shortly after liftoff, the pilot reported to air traffic control (ATC) that he had lost left engine power. The pilot continued the takeoff with the landing gear still extended.

A witness stated that the airplane seemed to lose left engine power during the takeoff before reaching taxiway B4, and “yawed left quite a bit.” The remaining runway distance from the B4 taxiway to the departure end of the runway was about 2,600 to 2,700 ft. The witness stated that the airplane was not far past the departure end of runway when it began to turn left.

As the pilot continued the takeoff and attempted the climb out, ATC instructed the pilot to turn right. The pilot responded that he was going to turn left, which was a turn into the inoperative engine and in the improper direction due to the greater left rolling tendency and increased likelihood of a loss of control. As the flight progressed, the airplane ground speed slowed to the airplane's air minimum control speed (Vmc) when it rolled left and impacted terrain in an inverted attitude. The airplane was destroyed.

Postaccident examination of the airplane revealed no mechanical anomalies that would have precluded normal operation. The examination revealed the left engine fuel tank valve was in the Off position, which starved the left engine of fuel, creating a total loss of left engine power. The left engine propeller was not feathered, and the landing gear was extended.

Although the pilot completed ground and flight training and a proficiency check in the make and model airplane about 4 months before the accident, he failed to ensure proper fuel tank selection, with the fuel selector in the OFF position for the left engine and failed to land on the remaining runway after the loss of left engine power. Following the decision to continue the takeoff, the pilot also failed to follow engine inoperative emergency procedures that would have increased airspeed/climb rate to enable continued flight. The pilot's actions resulted in a loss of control that led to a Vmc roll and impact with terrain.

- Probable Cause: The pilot's improper decision to attempt continued flight after a loss of left engine power with usable runway remaining and his subsequent failure to follow the emergency procedures and maintain air minimum control speed, which resulted in a loss of control. Contributing to the accident was the pilot's improper fuel tank selection that resulted in a loss of left engine power due to fuel starvation.

Loss of control in flight: XAG P150 MAX, unregistered, accident occurred on July 2, 2026, near Wolcott, Indiana

• Location: Wolcott, Indiana 
• Accident Number: CEN26LA245 
• Date & Time: July 2, 2026, 08:12 Local 
• Registration: None 
• Aircraft: XAG P150 MAX
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 1 Serious 
• Flight Conducted Under: Part 137: Agricultural 

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https://data.ntsb.gov/Docket?ProjectID=203349

The pilot/operator commanded the takeoff sequence on the agricultural unmanned aircraft system (UAS) and the UAS climbed to about 15 ft above its launch rig. Hearing an abnormal “popping” noise coming from the UAS, the pilot initiated the automated landing sequence and the UAS descended to about 2 ft above the rig and about 4 to 5 ft from the operator's station. The pilot lost control of the UAS as it moved towards his position causing the pilot to duck behind the operator's barrier. When he ducked, the UAS's right-rear propeller struck his left hand resulting in a serious injury. The UAS descended and crashed into terrain resulting in substantial damage to the right-rear arm and propeller.

The operator sent the UAS on-board data to the manufacturer for decoding. The manufacturer's report found that about 1 second after the UAS started up, a joystick input was received which paused the UAS's takeoff. A couple seconds later, additional control inputs were recorded and the UAS responded accordingly. The data found no mechanical malfunction or failure with all engine parameters in the normal range.

- Probable Cause: The pilot's failure to maintain control of the UAS during takeoff.

Powerplant sys/comp malf/fail: Titan T-51 Mustang, N751TX, fatal accident occurred on July 21, 2024, near Germack Airport (7D9), Geneva, Ohio

• Location: Geneva, Ohio 
• Accident Number: ERA24FA310 
• Date & Time: July 21, 2024, 17:54 Local 
• Registration: N751TX 
• Aircraft: WILLIAMS JOHN TITAN T-51 MUSTANG 
• Aircraft Damage: Substantial 
• Defining Event: Powerplant sys/comp malf/fail 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194729/pdf

https://data.ntsb.gov/Docket?ProjectID=194729

On July 21, 2024, about 1754 eastern daylight time, an experimental, amateur-built Titan T-51 Mustang, N751TX, was substantially damaged when it was involved in an accident near the Germack Airport (7D9), Geneva, Ohio. The commercial pilot was fatally injured. The airplane was operated by the pilot as a personal flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The pilot, who was the builder of the experimental amateur-built airplane, was conducting a post-maintenance test flight. After performing several aerobatic maneuvers near the airport, the pilot began a high-speed low pass over the runway. Upon passing most of the runway, the airplane began a climb. A witness heard the engine go to a high rpm and then saw the entire propeller hub break apart. After the propeller hub fractured and separated, the airplane began a left turn toward a road. While maneuvering toward the road, the airplane's left wing impacted a tree and the airplane subsequently rolled over and impacted terrain.

Onboard recorded data revealed that, at the time the propeller separated, the engine was operating at 6,813 rpm, which equated to a propeller speed of 3,585 rpm. This speed was considerably in excess of the propeller blade blank manufacturer's limit of 2,100 rpm. This speed would have produced a centrifugal force that was more than 3 times the design limit of the propeller blade blanks. Further examination of the onboard data revealed that, around the time of the propeller overspeed, the airplane was traveling at an airspeed about 223 miles per hour (mph); the published never-exceed speed (Vne) for the airplane was 215 mph. The data also revealed a sudden decrease in the longitudinal load factor, consistent with a sudden deceleration of the airplane, followed shortly thereafter by the longitudinal load factor returning to normal. A possible reason for the deceleration was a sudden increase in drag from the propeller blades moving to low pitch. This was followed by a reduction in drag on the airplane, which was likely due to the propeller separating from the airplane.

Postaccident examination of the propeller governor, governor adapter, and the propeller gearbox revealed no evidence of any preacident mechanical failures or malfunctions that would have precluded normal operation. Ultimately, the reason for the propeller overspeed could not be determined based on available information.

- Probable Cause: A sudden propeller overspeed and subsequent separation of the propeller blades and hub, while maneuvering at high speed and at low altitude, which resulted in a collision with a tree during the subsequent forced landing attempt.

VFR encounter with IMC: Waco YKC, N14137, fatal accident occurred on June 30, 2024, near Selden, Kansas

• Location: Selden, Kansas 
• Accident Number: CEN24FA243 
• Date & Time: June 30, 2024, 17:52 Local 
• Registration: N14137 Aircraft: Waco YKC 
• Aircraft Damage: Substantial 
• Defining Event: VFR encounter with IMC 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194576/pdf

https://data.ntsb.gov/Docket?ProjectID=194576

On June 30, 2024, about 1752 central daylight time (CDT), a Waco YKC airplane, N14137, was destroyed when it was involved in an accident near Selden, Kansas. The pilot and pilot-rated passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot and passenger were on a multi-leg cross-country flight returning to their home airport in Colorado from Mount Vernon, Ohio. The airplane, which was not certified for instrument flight rules (IFR) flight, departed on the cross-country flight about 0640 eastern daylight time and made several planned stops enroute. While at one of the planned stops, the passenger made the first of several text messages to the Oberlin, Kansas, airport manager about 0840 central daylight time (CDT) stating that the airport was their planned destination for the day. Additional messages were sent throughout the day pushing back their arrival time, with one message sent about 1601 CDT stating that the weather was looking too low at the airport and they were landing in Phillipsburg, Kansas.

The airplane diverted to Phillipsburg and landed about 1615. While on the ground, the pilot made several telephone calls to both the airport manager in Oberlin, Kansas, and a family friend in Colby, Kansas, to inquire about the weather enroute and possible alternate destinations. The Oberlin airport manager informed the pilot that the weather included low ceilings and visibility, and he did not know when the weather would improve. The family friend in Colby reported that he assumed the pilot and passenger would overnight in Colby based on the telephone conversion he had with the pilot.

The airplane departed about 1710 for their diverted destination of Colby, Kansas. Six minutes after departure, the passenger sent a final text message to the Oberlin airport manager stating that they were “going to try and go south to get out of this stuff.”

Air traffic control (ATC) radar data beginning about 1746 showed the airplane made several climbing turns before the data ended about 1748, when the airplane started a right descending bank. The airplane subsequently impacted terrain in a 90° right bank and about a 40° nose-down attitude.

Distribution of the wreckage and damage signatures observed during the postaccident examination were indicative of loss of control due to inadvertent flight into instrument meteorological conditions. Postaccident examination revealed no evidence of mechanical malfunctions or failures with the airplane that would have precluded normal operation. The airplane was equipped with the required visual flight rules (VFR) flight instruments, as well as a turn indicator and a vertical speed indicator.

The closest weather station to the accident site was Oberlin, Kansas, which had an automatic weather observation system. Its precipitation discriminator was out of service, resulting in the system being unable to report precipitation type at the time of the accident. However, it did report low instrument flight rules (LIFR) conditions due to overcast clouds at 300 ft above ground level (agl). The temperature and dew point were both 17° C, indicating 100% relative humidity, suggesting that the visibility was likely also obscured due to fog at the time of the accident. Other surrounding stations reported marginal ceilings.  

None of the available weather forecasts and observation products on ForeFlight at the time of departure indicated IFR conditions enroute. Surface observations showed VFR to marginal VFR (MVFR) at the departure and destination airports, with MVFR ceilings forecast enroute by the National Weather Service (NWS) Graphic Forecast for Aviation (GFA) Aviation Cloud Forecast. The only weather product that depicted IFR to LIFR conditions was the GFA Cloud & Visibility, which was not available on ForeFlight. The  forecast for 1700 showed ceilings of 1,000 ft agl to less than 500 ft agl around the accident site. However, this would have been unknown to the pilot as it is not published on ForeFlight.

The NWS high resolution rapid refresh (HRRR) numerical model sounding over the accident site depicted MVFR clouds and a high probability of reduced visibility at the time of the accident. The sounding estimated the cloud tops for the low clouds observed by satellite as about 6,500 ft mean sea level (msl). Additionally, private weather stations recorded a drop in solar radiation along the route of flight that suggests an area of unexpected fog around the accident site. A drilling rig crew about half a mile from the accident site reported being unable to see the top of their derrick at the time of the accident.

Based on the evidence and the reported conservative nature of the pilot, he likely departed without knowledge of the weather conditions over the accident site. While enroute, the weather likely deteriorated suddenly as the airplane entered the unexpected area of dense fog. Radar data then shows the pilot attempted to climb and perform a 180° turn to exit the area of presumed dense fog. The highest altitude reached during the 180° turn according to radar data was 4,625 ft msl at 1748:25, with the estimated cloud tops at 6,500 ft msl, before the airplane entered a descending right spiral.

Loss of external visual references during VFR flight presents a high risk of spatial disorientation and loss of control. Several risk factors for spatial disorientation were or may have been present in this accident: the airplane, which was not equipped for IFR flight; the pilot's unknown IFR currency; and the weather conditions, which included dense fog. Based on these factors, as well as the orientation and fragmentation of the wreckage consistent with a high-energy impact, the pilot likely experienced spatial disorientation after entering instrument meteorological conditions and subsequently lost control of the airplane.

- Probable Cause: The pilot's inadvertent visual flight into instrument meteorological conditions, which had not been forecast at the time of departure, and which resulted in a loss of control due to spatial disorientation.