Piper PA-18-150 Super Cub, N927JS, fatal accident occurred on October 10, 2026, near Wauconda, Washington

• Location: Wauconda, WA 
• Accident Number: WPR27FA014 
• Date & Time: October 10, 2026, 20:14 Local 
• Registration: N927JS 
• Aircraft: Piper PA-18-150 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203978/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?NNumberTxt=N927JS

On October 10, 2026, about 2014 Pacific daylight time, a Piper PA-18-150, N927JS, was substantially damaged when it was involved in an accident near Wauconda, Washington. The flight instructor and student pilot were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilots' family members, the student pilot had recently purchased the airplane, and had planned to fly the airplane from Willow Airport (PAUO) Willow, Alaska, to Kamiah Municipal Airport (S73), Kamiah, Idaho. According to an itinerary the student pilot had sent to family members, he anticipated it would take 3-4 days to fly from PAUO to S73.

Both pilots booked commercial airline flights to Anchorage, Alaska, before departing PAUO on the morning of October 7, 2026. Between October 7 and October 9, the pilots performed several intermediate stops until they reached Prince George Airport (CYXS), Prince George, British Columbia, Canada, on the evening of October 9.

At 0739 on the morning of the accident, the student pilot texted a family member, stating they were waiting for fog to lift before they departed. At 0808, he texted again, stating they were departing soon, but would have to divert around localized areas of fog. At 0914, he texted that they were departing CYXS.

At about 1944, the student pilot sent a text indicating that they had landed at Dorothy Scott International Airport (0S7), Oroville, Washington, and were about to depart for the last leg of the flight to Kamiah Municipal Airport (S73), Kamiah, Idaho.

According to preliminary air traffic control data provided by the FAA, one of the pilots of the accident airplane contacted Seattle Air Route Traffic Control Center (ZSE) to report they were about 10 miles south of 0S7 and were requesting flight following. The controller at ZSE provided the pilots with a transponder squawk code and asked about the flight's destination. The pilots replied they were flying to Idaho County Airport (GIC), Grangeville, Idaho.

About three minutes later, ZSE reported they had radar contact with N927JS about 20 miles southeast of 0S7 and asked for the airplane's altitude. The pilots responded they were at 8,000 ft. About one minute later, ZSE attempted to reach the pilots because they had lost radar contact. The pilots did not respond, and no further radio transmissions were received from the airplane.

When ZSE was unable to reestablish radar or radio contact with the airplane, the FAA issued an ALNOT. According to the Okanogan County Sheriff's Office, the airplane was located the following evening on the west face of Mount Annie, about 21 miles northeast of Omak, Washington.

The main wreckage came to rest on forested, upsloping terrain at an altitude of about 5,069 ft above mean sea level. Examination of the accident site revealed a wreckage path that was about 225 ft long and generally oriented on a magnetic heading of 089°. The first identified points of contact (FIPC) were the tops of two tall fir trees which had been severed. About 120 feet east of the FIPC, sections of both wings were found about 40 feet above the ground, wrapped around the trunks of two fir trees. Both main landing gear, the inboard ends of both wings, freshly broken branches, and fragments of clear plastic were distributed along the ground near the end of the wreckage path.

The main wreckage, which included the cabin, wing struts, engine, propeller, and empennage, came to rest nose down with the engine buried in the soil and the empennage folded down and to the right. The throttle levers were found positioned fully forward, the mixture knob was found in the full rich position, the primer pump was in and secure, the fuel selector was positioned to the right fuel tank, and the carburetor heat knob was set to off.

An engine data monitor was removed from the airplane and retained for readout of any stored data.

Further examination of the wreckage is pending following recovery.

Maule M-7-260 Super Rocket, N3217V, accident occurred on October 17, 2026, at The Sea Ranch Airport (CA51), The Sea Ranch, California

• Location: Sea Ranch, CA 
• Accident Number: WPR27LA020 
• Date & Time: October 17, 2026, 10:30 Local 
• Registration: N3217V 
• Aircraft: Maule M-7-260 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/204030/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N3217V

On October 17, 2026, about 1030 Pacific daylight time, a Maule M-7-260, N3217V, was substantially damaged during a runway excursion while landing at The Sea Ranch Airport (CA51), Sea Ranch, California. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot had recently retrieved the airplane from a maintenance facility following an annual inspection and associated maintenance. During the initial engine run-up, the right wheel brake remained engaged after he released the parking brake. He re-engaged the parking brake and released it again, after which both brakes released normally. He then taxied the airplane and completed the flight to CA51 without further reported brake anomalies.

According to the pilot, after touchdown, the airplane pulled strongly to the right. The pilot applied the left brake in an attempt to counter the turn, but was unable to maintain directional control. The airplane departed the right side of the runway, traveled through a drainage swale, and struck an embankment.

The airplane sustained substantial damage to both wings and the right-wing struts. The pilot reported that he believed the right parking brake may have re-engaged after he checked the brake pedals before landing.

The airplane was retained for further examination.

Piper PA-28-160 Cherokee, N5393W, accident occurred on October 22, 2026, near Claremore Regional Airport (GCM/KGCM), Claremore, Oklahoma

• Location: Claremore, OK 
• Accident Number: CEN27LA029 
• Date & Time: October 22, 2026, 15:10 Local 
• Registration: N5393W 
• Aircraft: Piper PA-28
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Instructional 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/204059/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N5393W

On October 22, 2026, about 1510 central daylight time, a Piper PA-28-160 airplane, N5393W, was substantially damaged when it was involved in an accident near Claremore, Oklahoma. The flight instructor and student pilot were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

ADS-B data indicated that the flight departed from runway 18 at the Claremore Regional Airport (GCM) about 1431. The flight proceeded about 21 miles northeast of the airport at altitudes of up to about 3,500 feet mean sea level (msl). About 1455, the airplane reversed course and began to return to the airport. The final ADS-B data point was recorded at 1509:41 and was located about 2.08 miles east-southeast of GCM. 

The flight instructor reported that the student pilot leveled out at 2,500 feet to clear a tower about 5 miles east of the airport. After passing the tower, the student pilot continued the descent toward the airport traffic pattern. Shortly after reporting their position and intentions on the common traffic advisory frequency (CTAF), the engine lost power, although the propeller continued to windmill. Movement of the throttle control had no effect, and the flight instructor's efforts to restore engine power were unsuccessful. 

At that point, the flight instructor set up for and executed a forced landing to a field about 2 miles east-southeast of the airport. Upon touching down on the field, he attempted to keep the nose wheel off the ground as long as possible. However, once the nose wheel touched down, it dug into the soft ground and collapsed.

The airplane came to rest upright with damage to the fuselage, left wing, and nose landing gear.  Airframe and engine examinations are planned once the airplane is recovered from the accident site.

Cirrus SR20 G6 TRAC, N447AV, accident occurred on May 30, 2026, at Phoenix-Deer Valley Airport (DVT/KDVT), Phoenix, Arizona

• Location: Phoenix, AZ
• Accident Number: WPR26LA364 
• Date & Time: May 30, 2026, 18:32 Local 
• Registration: N447AV 
• Aircraft: CIRRUS DESIGN CORP SR20 
• Injuries: 3 None 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203971/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N447AV

On May 30, 2026, about 1832 mountain standard time, a Cirrus Design Corp SR20 airplane, N447AV, was substantially damaged when it was involved in an accident near Phoenix, Arizona. The flight instructor, student pilot, and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations instructional flight.

The flight instructor reported that the airplane departed Phoenix Goodyear Airport (GYR), Goodyear, Arizona, and flew to Phoenix Deer Valley Airport (DVT), Phoenix, Arizona, to accomplish pattern work. The student pilot performed a normal landing and during the landing roll, when the nosewheel made contact with the runway, the nose landing gear collapsed.

Postaccident examination revealed substantial damage to the airplane's firewall. Examination of the nose landing gear's oleo strut showed that an internal piston locking screw was missing. The strut had been replaced in February 2026, and the airplane had flown about 306 hours since replacement.

The strut was retained for further examination.

Hughes 269C, N9655F, accident occurred on October 15, 2026, at Gastonia Municipal Airport (AKH/KAKH), Gastonia, North Carolina

• Location: Gastonia, NC 
• Accident Number: ERA27LA013 
• Date & Time: October 15, 2026, 13:30 Local 
• Registration: N9655F 
• Aircraft: Hughes 269C 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Instructional 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/204033/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N9655F

On October 15, 2026 at 1330 eastern daylight time, a Hughes 269C, N9655F, sustained substantial damage when it was involved in an accident near Gastonia, North Carolina. The pilot was not injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The student pilot reported that he was practicing solo traffic pattern operations at Gastonia Municipal Airport (AKH), Gastonia, Georgia. Before touchdown on the fourth landing, less than 100 ft above ground level and less than 45 knots indicated airspeed, the pilot heard a loud bang. Immediately after, he heard the engine rpm increase and the rotor rpm decrease.

The pilot continued and landed the helicopter hard on the runway. He reported that the helicopter's tail struck the ground, but that the helicopter landed upright on its skids. After exiting the helicopter, he observed that the clutch linear actuator was broken.

A post-accident examination conducted by an FAA inspector revealed that the actuating shaft for the clutch linear actuator was fractured, and the cable that connected it to the helicopter's clutch assembly was no longer under tension. Substantial damage was observed to the helicopter's fuselage and tail rotor transmission.

The wreckage was recovered and retained for further examination.

Socata TB-9 Tampico GT, N167GT, accident occurred on October 3, 2026, at Northern Colorado Regional Airport (FNL/KFNL), Fort Collins/Loveland, Colorado

• Location: Loveland, CO 
• Accident Number: CEN27LA003 
• Date & Time: October 3, 2026, 14:12 Local 
• Registration: N167GT 
• Aircraft: Socata TB 9 Tampico 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203932/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N167GT

On October 13, 2026, at 1412 mountain daylight time, a Socata TB 9 Tampico, N167GT, sustained substantial damage when it was involved in an accident near Loveland, Colorado. The private pilot and a passenger were uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot obtained full fuel and loaded the airplane with a passenger and baggage prior to departure for the personal flight. Air traffic control (ATC) cleared the flight for takeoff on runway 15 (8,500 ft by 100 ft, dry asphalt), which had a useable length of 3,750 ft due to construction at Northern Colorado Regional Airport. ATC instructed the flight to fly straight out and about ¾ down the runway, the airplane began to descend onto the closed portion of the runway. The airplane then impacted terrain as it exited the runway and sustained substantial damage to the left wing.

The pilot stated that he was “pretty sure” there were no mechanical malfunctions or failures with the airplane that would have preclude normal operation.

Wind Speed/Gusts, Direction: 14 knots / 22 knots, 70

Loss of engine power (total): Mooney M20F Executive, N9245V, accident occurred on November 25, 2024, near Fullerton Municipal Airport (FUL/KFUL), Fullerton, California

• Location: Fullerton, California
• Accident Number: WPR25LA048
• Date & Time: November 25, 2024, 13:45 Local
• Registration: N9245V
• Aircraft: Mooney M20F
• Aircraft Damage: Substantial
• Defining Event: Loss of engine power (total)
• Injuries: 2 Serious
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195555/pdf

https://data.ntsb.gov/Docket?ProjectID=195555

On November 25, 2024, about 1345 Pacific standard time, a Mooney M20F airplane, N9245V, was substantially damaged when it was involved in an accident near Fullerton Municipal Airport (FUL), Fullerton, California. The pilot and pilot-rated passenger were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight

While conducting instrument approach training, the pilot flying and a safety pilot requested and received clearance for a VOR approach and landed. After landing, the pilot taxied back for departure.

The pilot reported that, before departing, he checked the fuel quantity indicators and observed about 20 gallons of fuel in the left tank and about 12 gallons in the right tank.

Following departure, the airplane climbed to about 2,000 ft mean sea level (msl) when the engine began to run rough, and the airplane started to descend. As the pilot initiated a left turn back toward the airport, the engine sustained a total loss of power. Realizing that he could not reach the runway, the pilot extended the landing gear and selected a nearby road for an emergency landing. During the landing roll, the airplane collided with a light pole, a fire hydrant, and a tree.

Postaccident examination of the airplane revealed no evidence of preaccident mechanical malfunctions or failures that would have precluded normal operation. The left fuel quantity indicator was found to be inoperative. The fuel selector was found to be positioned to the left tank, which had been breached during the accident sequence and contained no recoverable fuel. About 5 gallons of fuel were recovered from the right fuel tank.

A visual inspection of the fuel system was conducted and continuity was established from the main fuel tanks throughout the system; however, no fuel was observed. The total amount of fuel onboard the airplane and quantity per fuel tank before the flight could not be determined.

Based on the available evidence, it is possible the pilot exhausted the fuel supply in the selected tank and subsequently switched to the opposite tank, which contained insufficient usable fuel to sustain engine operation or allow a successful restart, however, it could not be determined. The available evidence was insufficient to determine whether the engine power loss resulted from fuel exhaustion or fuel starvation.

- Probable Cause: The loss of engine power during departure for reasons that could not be determined.