NTSB Preliminary: Beechcraft B200 King Air, N699BW, and Cessna 172S Skyhawk SP, N529ND, mid-air collision occurred on April 11, 2026, near Florida Keys Marathon International Airport (MTH/KMTH), Marathon, Florida

• Location: Marathon, FL 
• Accident Number: ERA26LA167 
• Date & Time: April 11, 2026, 13:30 Local 
• Registration: N529ND (A1); N699BW (A2) 
• Aircraft: Cessna 172S (A1); RAYTHEON AIRCRAFT COMPANY B200 (A2) 
• Injuries: 2 None (A1); 6 None (A2) 
• Flight Conducted Under: Part 91: General aviation - Instructional (A1); Part 91: General aviation - Business (A2)

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202815/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N529ND

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N699BW

On April 11, 2026, about 1330 eastern daylight time, a Cessna 172S airplane, N529ND sustained substantial damage and a Raytheon Aircraft Company B200 (King Air) airplane, N699BW sustained minor damage when they collided in flight near Marathon, Florida. The 2 pilots aboard the Cessna and the 2 pilots and 4 passengers aboard the King Air were not injured. The Cessna was being operated as a Title 14 Code of Federal Regulations (CFR) Part 91 instructional flight, and the King Air was being operated as Title 14 CFR Part 91 business flight. 

Preliminary air traffic control communications and ADS-B data provided by the FAA showed that the King Air departed Marsh Harbour (MHH), Bahamas to the southwest inbound to the Florida Keys Marathon International Airport (MTH), Marathon, Florida. About 20 nautical miles northeast of MTH, the pilot requested to cancel their instrument flight rules (IFR) flight plan to MTH. The IFR cancellation was received, and a frequency change was approved. Air traffic control informed the King Air pilots that there was traffic flying in the opposite direction at 15 miles and 5,500 ft “following the keychain.” The King Air pilots subsequently reset their transponder code from a discrete code to 1200 (the standard transponder code used by airplanes operating under visual flight rules [VFR]) as they were descending out of about 11,000 ft mean sea level (msl). 

The Cessna pilots reported that they were northeast bound at 5,500 ft msl, about 10 miles northwest of MTH, operating VFR with flight following. Air traffic control notified them of unknown traffic ahead at 12 o’clock and 1 mile descending out of 6,200 ft msl. Immediately after the traffic advisory, the Cessna pilot reported that “we had a midair collision,” declared an emergency, and returned to MTH for landing. The Cessna pilots stated that they had briefly observed the King Air immediately before the collision but were unable to take evasive action. The pilot advised the controller of left wing damage and control difficulties and requested emergency services upon landing. 

The pilot in command (PIC) of the King Air reported he was looking out the window, scanning for the traffic, when he observed the Cessna immediately before impact. He attempted evasive action; however, the left engine, wing and propeller impacted the left wing of the Cessna, which resulted in substantial damage to the Cessna’s wing and aileron. The outboard 36 inches of the Cessna’s left wing was sheared off and crumpled, with the aileron remaining partially attached, and bent aft. The King Air sustained minor damage to the left propeller, engine intake and the leading edge of the left wing. 

Both airplanes landed safely at MTH and were retained for further examination following the collision.

Piper PA-28-181 Pilot 100i, N494LA, accident occurred on April 1, 2026, near Philadelphia-Northeast Airport (PNE/KPNE), Philadelphia, Pennsylvania

• Location: Philadelphia, PA 
• Accident Number: ERA26LA156 
• Date & Time: April 1, 2026, 15:41 Local 
• Registration: N494LA 
• Aircraft: PIPER AIRCRAFT INC PA-28-181 
• Injuries: 1 Serious, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202742/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N494LA

On April 1, 2026, about 1541 eastern daylight time, a Piper PA-28-181, N494LA, was substantially damaged when it was involved in an accident near Philadelphia, Pennsylvania. The flight instructor received minor injuries, and the student pilot received serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. 

The flight instructor reported that the purpose of the flight was to prepare the student pilot for his upcoming check ride. After an uneventful flight, they returned to Northeast Philadelphia Airport (PNE), Philadelphia, Pennsylvania. While approaching the traffic pattern for runway 33, air traffic control (ATC) instructed them to remain at or above 1,800 ft mean sea level (msl) for traffic avoidance. Shortly thereafter, ATC cleared the airplane to descend, and the student pilot reduced engine power to begin the descent. 

At 1,400 ft msl, the student pilot attempted to increase engine power to maintain altitude; however, the engine did not respond. The flight instructor recalled that the student pilot stated that there was no power and observed the tachometer indicating 750 rpm. In an attempt to restore engine power, the flight instructor engaged the starter and began searching for a suitable landing location. The instructor then assumed control of the airplane and conducted an emergency landing in a park. During the landing roll, the airplane impacted a tree, which resulted in substantial damage to the fuselage, engine mount, and both wings. 

An on-scene examination of the airplane by an FAA inspector found that both wing fuel tanks contained about 20 gallons of 100LL aviation fuel. The inspector stated that the magnetos, master switch, and alternator were in the on position, the throttle and mixture levers were in the “full forward” position, and the fuel selector was on the left fuel tank. 

The airplane was equipped with an engine monitor with non-volatile memory. Review of the data contained on the engine monitor’s memory card revealed data from the accident flight, which showed that when the engine power was reduced to about 1,400 rpm, the fuel flow remained at 12.7 gallons per hour, followed by a subsequent loss of engine rpm. 

A postaccident examination of the airframe and engine was conducted. Manual rotation of the propeller resulted in 720° of engine rotation, with thumb compressions and suction observed on all cylinders. Continuity of the crankshaft to the camshaft was confirmed throughout the engine. Magneto timing was verified, and both magneto’s produced bright blue spark at all leads when actuated by hand. 

The oil filter was damaged by impact forces and could not be removed; however, an access hole was cut into the filter for examination of the filter element, which revealed no debris or contamination. The oil suction screen was unobstructed, and about 5 quarts of oil were indicated on the oil level gauge. 

The fuel manifold and fuel lines to the cylinder heads were secure. The fuel manifold was opened and found to be clean, with an undamaged diaphragm. The fuel injector nozzles were secure in their respective cylinder heads and free of obstructions. The fuel pump was secured to the accessory housing, and pressure was observed when the pump arm was manipulated. The fuel injector was undamaged and remained secured to the bottom of the engine. 

The throttle and mixture cable ends remained attached to the injector; however, the cable lines were cut by recover personnel after their positions were photographed. The fuel injector inlet screen was unobstructed, and the injector was retained for further examination. 

The airplane’s fuel tanks were not breached, and the fuel vents were unobstructed. The fuel selector was retained for further examination. The airframe auxiliary fuel pump operated when external power was applied. The fuel selector was sent to the airframe manufacturer for further testing and inspection in accordance with the PA-28-181 maintenance manual, during which external leakage was observed. 

The airplane was retained for further examination.

Beechcraft G58 Baron, N58GL, accident occurred on January 13, 2026, at Savannah/Hilton Head International Airport (SAV/KSAV), Savannah, Georgia

• Location: Savannah, GA 
• Accident Number: ERA26LA129 
• Date & Time: January 13, 2026, 11:00 Local 
• Registration: N58GL 
• Aircraft: RAYTHEON AIRCRAFT COMPANY G58
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Executive/Corporate

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202505/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N58GL

On January 13, 2026, about 1100 eastern standard time, a Raytheon Aircraft Company G58 airplane, N58GL sustained substantial damage when it was involved in an accident near Savannah, Georgia. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 corporate flight. 

The pilot reported that during approach to landing into Savannah/Hilton Head International Airport (SAV), Savannah, Georgia, he selected the landing gear handle to the down position; however, none of the three green landing gear down-and-locked indicator lights nor the red gear unsafe light illuminated. After cycling the landing gear handle with no change in indications, he executed a go-around. 

During the go around, the red gear unsafe light illuminated. The pilot retracted the landing gear per the normal go-around procedures and requested vectors to a local practice area to troubleshoot the problem. After the landing gear handle was cycled a third time, and the landing gear again failed to extend, the pilot consulted with maintenance and completed the manual landing gear extension checklist. Upon completion, the pilot observed three green landing gear down-and-locked lights illuminated. He subsequently performed a low approach over the airport, and the air traffic controller in the tower confirmed the landing gear in the extended (down) position. 

During the second approach, with full flaps selected and the three green landing gear downand-locked lights illuminated, the pilot conducted a soft field landing. The touchdown was “smooth”; however, after derotation, the pilot felt a thump and simultaneous observed the red gear unsafe light illuminate, accompanied by the warning horn as the green landing gear indication lights extinguished. The pilot held back on the control yoke, moved the mixture controls to idle cutoff, retarded the throttles and feathered the propellers, which stopped rotating before the nose settled onto the runway surface. The airplane skidded to a stop, which resulted in substantial damage to the fuselage. 

A postaccident examination by an FAA inspector revealed an inoperative landing gear motor. In addition, with the airplane on jacks and while conducting a manual gear extension procedure an anomaly with the landing gear switches was observed.

Icon A5, N558BA, accident occurred on April 15, 2026, near Levittown, Puerto Rico

• Location: Levittown, PR 
• Accident Number: ERA26LA176 
• Date & Time: April 15, 2026, 10:25 Local 
• Registration: 558BA 
• Aircraft: ICON A5 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202832/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N558BA

On April 15, 2026, about 1025 Atlantic standard time, an experimental Icon A5 amphibious airplane, N558BA, was substantially damaged when it was involved in an accident near Levittown, Puerto Rico. The student pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The student pilot, who was also the airplane owner reported that he was nearing the destination airport on a cross-country flight and intended to land on an asphalt runway at Fernando Luis Robas Diminicci Airport (TJIG), San Juan, Puerto Rico. About 5 miles from TJIG, at an altitude of 1,000 ft mean sea level, and while approaching the Levittown water tank visual reporting point, the “Engine” and “Land Airplane” annunciator lights illuminated in the cockpit. The pilot checked the digital engine display and an “Oil PSI: 1” warning was flashing. Additionally, the analog oil temperature gauge provided no indication.

The engine experienced a loss of oil pressure followed by a partial loss of power, which the pilot reported to the TJIG tower. The engine subsequently lost all power. Unable to glide the airplane to the airport, the pilot elected to conduct a forced landing to the bay. Due to the rough water conditions, the landing was hard, which resulted in substantial damage to the left wing and empennage. After egress, the pilot observed oil spray on the empennage.

A postaccident examination of the engine by the FAA revealed that the oil line between the oil pump housing to the oil cooler had separated from the oil cooler adapter at the barbed end of the B-nut assembly (see figure 1). 

The wreckage was retained for further examination.

Rockwell Commander 114, N4832W, accident occurred on March 10, 2026, near Whitmire, South Carolina

• Location: Whitmire, SC 
• Accident Number: ERA26LA145 
• Date & Time: March 10, 2026, 19:15 Local 
• Registration: N4832W 
• Aircraft: ROCKWELL INTERNATIONAL 114 
• Injuries: 1 Serious, 1 Minor, 1 None 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202634/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N4832W

On March 10, 2026, about 1915 eastern daylight time, a Rockwell International 114 airplane, N4832W, was substantially damaged when it was involved in an accident near Whitmire, South Carolina. The flight instructor received minor injuries. The pilot receiving instructions was seriously injured, and the passenger was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. 

The flight instructor reported that the purpose of the flight was to perform a local instructional flight combined with a break-in flight for the recently overhauled engine. The airplane departed with 38 gallons of fuel from Rock Hill (York County) Airport-Bryant Field (UZA), Rock Hill, South Carolina. About one hour after departure, at an altitude of about 2,700 ft mean sea level, the airplane experienced a total loss of engine power. Unable to restore engine power, the pilot receiving instruction performed a forced landing to a field. During the landing roll, the landing gear separated and the airplane came to rest in an upright position. The airplane sustained substantial damage to the fuselage and left wing. 

The airplane was retained for further examination. 

Sonex Aircraft Sonex, N106D, accident occurred on April 4, 2026, near Eastern West Virginia Regional Airport/Shepherd Field (MRB/KMRB), Martinsburg, West Virginia

• Location: Martinsburg, WV 
• Accident Number: ERA26LA162 
• Date & Time: April 4, 2026, 13:39 Local 
• Registration: N106D 
• Aircraft: GIRARDEAU SAMUEL G Sonex-A 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202766/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N106D

On April 4, 2026, about 1339 eastern daylight time, a Girardeau Samuel G Sonex-A airplane, N106D, was substantially damaged when it was involved in an accident near Martinsburg, WV. The pilot and passenger were not injured. The aircraft was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The pilot reported that 7 to 8 minutes after takeoff from Eastern WV Regional Airport (MRB), the engine exhaust gas temperatures (EGT) began to rise, while operating with a full rich mixture. When the EGTs continued to increase, he elected to return to the airport. Shortly thereafter, while returning to the airport, at about 2,500 ft altitude, the engine began to sputter and experienced a partial loss of power. The pilot declared an emergency with air traffic control. Unable to reach the airport, he conducted an emergency landing to an open field. After touchdown, he was unable to stop the airplane and subsequently impacted a fence and crossed a road before coming to rest against another fence. A metal fence post pierced the fuselage which resulted in substantial damage to the fuselage.

The wreckage was retained for further examination.

Piper PA-32-260 Cherokee Six, N5014S, incident occurred on April 27, 2026, at Abilene Regional Airport (ABI/KABI), Abilene, Texas

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N5014S

- History of Flight:
On April 27, 2026, at about 2152 local time, a privately-registered Piper PA-32-260 Cherokee Six, N5014S, sustained unknown, but apparent minor damage following an incident at Abilene Regional Airport (ABI/KABI), Abilene, Texas. The pilot was not injured. The cross-country flight originated from Double Eagle II Airport (AEG/KAEG), Albuquerque, New Mexico, at 1734.

The FAA reported: "Aircraft landed and veered off runway damaging the landing light." ADS-B data shows that the airplane was landing on runway 17R.

At the time of this writing, the airplane had already departed KABI (April 28, 1032 LT) and is flying towards Baytown Airport (HPY/KHPY), Baytown, Texas.

- Weather:

METAR KABI 280152Z VRB03KT 10SM CLR 26/12 A2981 RMK AO2 SLP069 T02560122 $

METAR KABI 280252Z 15008KT 10SM CLR 24/11 A2983 RMK AO2 SLP075 T02440111 53017 $

METAR KABI 280352Z 14008KT 10SM CLR 24/11 A2983 RMK AO2 SLP074 T02390106 $