Mooney M20E Super 21, N79338, fatal accident occurred on October 31, 2025, near Saratoga County Airport (5B2), Saratoga, New York

This is preliminary information, subject to change, and may contain errors. Any errors in this post will be corrected when the preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N79338

- History of Flight:
On October 31, 2025, at about 1024 local time, a Mooney M20E Super 21, N79338, registered to an individual out of Greenwich, NY, was substantially damaged when it impacted a tree and residential terrain shortly after takeoff from Saratoga County Airport (5B2), Saratoga, New York. One occupant sustained fatal injuries, and a second occupant sustained serious injuries.

According to preliminary flight tracking history, on October 21, the airplane departed the airport on a short 13-minute local flight. The flight was a series of low altitude circling loops over the airport.

According to preliminary Automatic Dependent Surveillance – Broadcast (ADS-B) data (figure 1), at 1023:55, the airplane was seen climbing out of and 300 feet to the left of runway 23. The airplane was at 1300 ft, 67 knots groundspeed, with a climb rate of ~750 feet per minute (fpm). The next 3 data returns showed that the airplane deaccelerated to about 55 knots while maintaining 1300 ft. The last ADS-B return was recorded at 1024:18, the airplane was at 1300 ft, 46 knots GS, and descending -200 feet per minute (fpm).

Figure 1: ADS-B Track (Google Earth)

- Pilot Information:
unknown

- Airplane Information:
The accident airplane, serial number 548, was manufactured in 1964. It was powered by a fuel injected 200 hp Lycoming IO-360-A1A engine.

- Wreckage and Impact Information:
The first identified point of impact was a tree located about 1000 ft from the runway 5 threshold. A portion of one of the wings was stuck in the tree. The airplane then impacted a driveway. It came to rest upright, both wings and tail remained attached to the airframe. The cockpit was consumed by a post crash fire. The accident sequence appears consistent with a low energy impact. All three propeller blades remained attached to the propeller hub and appeared straight and undamaged (I still can't confirm this 100%)

- Airport Information:
Saratoga County Airport is a public-use airport located three nautical miles southwest of Saratoga Springs, New York. The airport field elevation was 433.9 ft. The airport features two asphalt/concrete runways. Runway 5/23 which is 4699 ft long and 100 ft wide. Runway 14/32 which is 4000 ft long and 100 ft wide.

- Weather:
The nearest weather observation facility at KSCH, reported the following conditions at 0959: Winds 260° at 17 knots, gusting 23 knots, visibility 10 miles, an overcast ceiling at 2800 ft agl, temperature 11°C, dewpoint 5°C, and an altimeter setting of 29.22 inches of mercury. The calculated density altitude was 760 ft.

METAR KSCH 311359Z 26017G23KT 10SM OVC028 11/05 A2922 

METAR KSCH 311449Z 28019G28KT 10SM OVC026 11/04 A2922

- Additional Information:
none

Pitts S-1C Special, C-FAZJ, accident occurred on October 6, 2025, in Mount Washington, Kentucky

• Location: Mount Washington, KY
• Accident Number: ERA26LA004
• Date & Time: October 6, 2025, 14:15 Local
• Registration: C-FAZJ
• Aircraft: Pitts S1C
• Injuries: 1 None
• Flight Conducted Under: Part 91: General aviation - Ferry

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201808/pdf

https://wwwapps.tc.gc.ca/saf-sec-sur/2/ccarcs-riacc/ADet.aspx?id=19446&rfr=RchSimp.aspx

On October 6, 2025, about 1415 eastern daylight time, a Pitts S-1C Special, C-FAZJ, was substantially damaged when it was involved in an accident in Mt. Washington, Kentucky. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot departed Bowman Field Airport, Louisville, Kentucky about 1400 and was following a Cessna 140 flown by a family member. They were destined for Middlesboro/Bell County Airport, Middlesboro, Kentucky. According to the pilot, while enroute, he applied power to the engine and noticed no change to engine performance. He reduced engine power, with no change in engine performance. The pilot informed the family member that he was having engine issues and asked him to declare a MAYDAY on his behalf with air traffic control.

As the airplane descended, the pilot realized that the engine had lost all power and the propeller was windmilling. His attempts to restart the engine were unsuccessful. The pilot made a forced landing in a narrow field and impacted trees, which resulted in substantial damage to the left wings, fuselage, and empennage.

The wreckage was retained for further examination.

"NTSB Issues Urgent Recommendation on Learjet Landing Gear"

(Video excerpts showing the landing rollout to impact during a Feb. 10 runway excursion in Scottsdale, Arizona. (Source: NTSB)​

Main landing gear could separate on landing

WASHINGTON (Oct. 29, 2025) – The National Transportation Safety Board issued an urgent recommendation Wednesday to ensure main landing gear are correctly attached on certain Bombardier Learjet airplanes.

The urgent recommendation to the Federal Aviation Administration would require operators of 10 Learjet models -- affecting 1,883 airplanes currently in service -- to comply with manufacturer service bulletins on landing gear maintenance. A second recommendation to the FAA would require Bombardier to revise procedures to include a post-maintenance visual check of the position of the aft landing gear trunnion pin and retaining bolt. In the absence of a required verification step, a mechanic could inadvertently install the retaining bolt without it passing through the trunnion pin, leaving the gear insecurely attached to the airframe. The misassembly is not readily detectable during routine maintenance or preflight inspections.

The recommendations stem from the investigation of a fatal Feb. 10 runway excursion in Scottsdale, Arizona. After touchdown, the Learjet 35A entered a left-wing-low attitude and began veering left, exiting the runway and striking a parked Gulfstream G200 jet. The left main landing gear separated during the accident sequence and came to rest on an adjacent taxiway. The Learjet’s captain was killed and the first officer and a passenger on the Learjet were seriously injured. An occupant in the Gulfstream was also seriously injured.

During the Scottsdale investigation, the NTSB learned of three prior events in which Learjet landing gear disconnected from the airframe because the retaining bolt was not engaged through the aft trunnion pin.

• On Oct. 4, 1995, the left main landing gear of a Learjet 25B airplane collapsed during landing rollout at Will Rogers World Airport in Oklahoma City, Oklahoma.
• On Feb. 4, 2001, the left main gear of a Learjet 25B separated from the airframe shortly after touchdown at Saint Lucie County International Airport, in Fort Pierce, Florida, and the airplane skidded off the left side of the runway.
• On March 28, 2008, a Learjet VU-35A airplane operated by the Brazilian Air Force experienced a runway excursion after the left main landing gear collapsed upon touchdown at Recife/Guararapes–Gilberto Freyre International Airport in Recife, Brazil.

A Bombardier service bulletin issued after the Scottsdale accident asked operators of the affected Learjets to perform a one-time check to ensure landing gear are correctly attached. Only 12 percent of subject airplanes have been inspected, according to Bombardier.

(Left main landing gear at the Scottsdale accident site with inset diagram of the landing gear assembly (Inset source: Bombardier)

The NTSB issues urgent recommendations to address immediate, critical issues that threaten lives or property. The NTSB does not need to wait until the end of investigations to issue recommendations. Recipients have 30 days to respond.

Read the full recommendation report on ntsb.gov.

To report an incident/accident or if you are a public safety agency, please call 1-844-373-9922 or 202-314-6290 to speak to a Watch Officer at the NTSB Response Operations Center (ROC) in Washington, DC (24/7).

Cirrus SR22 GTS G3, N42BE, fatal accident occurred on October 21, 2025, near Ruston Regional Airport (RSN/KRSN), Ruston, Louisiana

• Location: Ruston, LA 
• Accident Number: ERA26FA019 
• Date & Time: October 21, 2025, 09:44 Local 
• Registration: N42BE 
• Aircraft: Cirrus SR22 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201906/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N42BE

On October 21, 2025, about 0944 central daylight time, a Cirrus SR22, N42BE, was destroyed when it was involved in an accident near Ruston, Louisiana. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to preliminary ADS-B and communications data obtained from the FAA, the airplane departed from Huntsville Municipal Airport (UTS), Huntsville, Texas at 0830 with a destination of Ruston Regional Airport (RSN), Ruston, Louisiana. Air traffic control (ATC) cleared the airplane for the RNAV RWY 36 approach, which the pilot acknowledged, but shortly thereafter the pilot requested a go-around. The controller cleared the pilot to climb, maintain 2,000 ft and to turn right to a heading 120°. The controller asked the pilot if the visibility or ceilings were too low and the pilot responded that he was having “a little trouble with my autopilot there getting that programmed in.” The controller asked the pilot to verify the airplane’s heading and provided a low altitude alert. The controller then again asked the pilot to verify the heading and asked the pilot if he was flying using the autopilot or “hand flying.” The pilot responded that he was “hand flying” the airplane. There were no further communications received from the pilot.

The accident site was located in heavily wooded terrain 2 1/2 miles southeast from the beginning of runway 36. The airplane first contacted a 60 ft tall tree before contacting three other trees at altitudes of 30 ft, 27ft, and 24 ft, respectively. According to data recovered from the airplane’s recoverable data module (RDM), the airplane was in a left bank and nose low attitude at the time of impact. The impact crater was located 30 ft southeast from the initial tree strike and was 2 ft in depth and 6 ft in circumference. The main debris field was 330 ft long and 60 ft wide and along a 103° heading, with debris extending outwards. A postcrash fire consumed portions of the fuselage, wings, and empennage. Fuel blighting was visible on vegetation throughout the debris field.

The engine was impact separated and located beyond the impact crater and to the left side of the main debris path. According to RDM data, the engine was producing 2500 rpm (91% power), and all cylinder head temperatures and exhaust gas temperatures were consistent with normal engine operation at the time of the accident.

Both magnetos were impact separated from the engine and were not recovered. A large hole consistent with impact damage was observed on the crankcase above the number 2 and 4 cylinders. One counterweight was visible through the crankcase hole and was unremarkable. A connecting rod was visible through the hole and remained secured to the crankshaft.

The top spark plugs sustained impact damage and were removed for further investigation. The no. 4 cylinder top spark plug electrode was absent. The remaining top spark plug electrodes showed wear and coloration consistent with normal engine operation.

The oil filter was impact separated from the engine but remained attached to the accessory housing via safety wire and had minor carbon debris was visible within the pleats when examined. The engine would not rotate as a result of impact damage and impacted organic material. All six cylinders had dirt and organic matter pressed between the cooling fins. The intake pipes for all six cylinders were impact separated. The exhaust stacks were impact damaged and impact separated. Cylinders 5 and 6 had impact damage to the cylinder heads and were missing rocker box covers.

The propeller and crankshaft flange were separated from the engine and found adjacent to the impact crater. The three-bladed metal propeller displayed “S” bending and rotational scoring consistent with high rpm settings. One propeller blade was missing the blade tip. The spinner dome was missing from the propeller.

The airplane was equipped with a Cirrus Airframe Parachute System (CAPS) that was found partially deployed consistent with impact during the accident sequence. The parachute remained packed in its bag, but the parachute cables were extended. The ballistic rocket was found at the furthest end of the debris field, 330 ft from the initial tree impact. The CAPS handle within the cockpit was in the stowed position. The ground safety pin was not installed in the handle.

The wreckage was retained for additional examination.

Beechcraft C90A King Air, N291CC, fatal accident occurred on October 12, 2025, near Hicks Airfield (T67), Fort Worth, Texas

• Location: Fort Worth, TX 
• Accident Number: ERA26FA010 
• Date & Time: October 12, 2025, 13:34 Local 
• Registration: N291CC 
• Aircraft: Beech C90 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N291CC

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201835/pdf

On October 12, 2025, about 1334 central daylight time, a Beech C90, N291CC, was destroyed when it was involved in an accident near Fort Worth, Texas. The private pilot and pilot-rated passenger were fatally injured. The airplane was operated as a Title 14?Code of Federal Regulations Part 91 personal flight.

According to Federal Aviation Administration (FAA) Automatic Dependent Surveillance–Broadcast (ADS-B) information, the airplane took off from Perot Field/Fort Worth Alliance Airport (AFW), Fort Worth, Texas, at 1203, proceeded in a  northwesterly direction and performed several approaches to the Bowie Municipal Airport (0F2), Bowie, Texas. The airplane then flew in a southerly direction, performed one 360° right turn about 13 nautical miles south-southwest of 0F2, then flew south again. The airplane continued in a southerly direction until about 1325, when it turned left to a southeasterly direction and remained on that heading until about 1333. About that time, when the flight was about 3.8 nautical miles northwest of Hicks Airfield (T67), Fort Worth, Texas, the airplane turned right and began flying in a south southeasterly direction toward T67.

A pilot who was based at T67 and flying at the time of the accident, reported a radio transmission on the T67 common traffic advisory frequency, which was consistent with the accident airplane, on a 5-mile final approach to T67. She did not hear any further transmissions from the accident airplane, which continued the south-southeasterly heading toward T67. At 1333:34, when the flight was about 1.3 nautical miles northwest from the approach end of runway 14 at T67, the airplane turned left and began flying in a northerly direction.

A video camera located about .25 nautical mile south of the accident site recorded the airplane flying low, above powerlines while in a slight left bank with the landing gear extended. The airplane continued on the northerly direction and began descending. The left bank angle increased and exceeded 90° before the airplane went out of view behind trees/bushes. ADS-B data showed that the airplane flew over a commercial building immediately adjacent to the accident site where several videos depicted the airplane impacting the ground while inverted and in a left wing low attitude. The airplane then impacted numerous parked, unoccupied commercial vehicles with an immediate explosion and extensive postcrash fire which consumed nearly the entire airplane.

The remains of the wreckage, which included both engines and propellers, were recovered and retained for further examination.

Van's RV-3A, N16MR, accident occurred on September 27, 2025, near Torrington Municipal Airport (TOR/KTOR), Torrington, Wyoming

• Location: Torrington, WY
• Accident Number: WPR25LA299 
• Date & Time: September 27, 2025, 16:00 Local 
• Registration: N16MR 
• Aircraft: Vans RV3-A 
• Injuries: 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201761/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N16MR

On September 27, 2025, about 1600 mountain daylight time, an experimental amateur-built Vans RV-3A, N16MR, sustained substantial damage when it was involved in an accident near Torrington, Wyoming. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the airport manager, the pilot departed runway 10 and during the initial climb, the engine lost power. The pilot attempted to return to the runway, however, was unable to make it and initiated a forced landing to an open field about 1/2 mile north of the runway. During the landing roll, the airplane struck a berm and nosed over. The airplane sustained substantial damage to the vertical stabilizer and rudder.

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

Loss of control in flight: Piper PA-46-350P Malibu Mirage JetPROP DLX, N510KC, fatal accident occurred on October 30, 2023, near McCook Airport (MCK/KMCK), McCook, Nebraska

• Location: McCook, Nebraska 
• Accident Number: CEN24FA028 
• Date & Time: October 30, 2023, 12:01 Local 
• Registration: N510KC 
• Aircraft: Piper PA46 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 1 Fatal, 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193326/pdf

https://data.ntsb.gov/Docket?ProjectID=193326

On October 30, 2023, about 1201 central daylight time, a Piper PA 46-350P, N510KC, was substantially damaged when it was involved in an accident near McCook, Nebraska. The pilot was fatally injured. The passenger was seriously injured. The airplane operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The airplane had just departed for a cross-country flight when witnesses observed it flying nose-high but descending. The airplane’s nose pitched downward before the airplane rolled sharply left, consistent with an aerodynamic stall, and collided with trees. Examination of the airframe and engine found no preimpact anomalies. Flight data from the airplane’s onboard engine monitoring system showed that several engine parameters advanced normally for the takeoff portion but then gradually reduced during the takeoff roll and continued to decrease as the airplane began to climb away from the runway. The data stopped seconds before the accident. Estimated weight and balance calculations for the accident flight showed that the airplane was being operated about 550 pounds over its maximum gross weight and 0.5 inches outside of its aft center of gravity (cg) limit.

The airplane’s throttle quadrant friction lock was found in the full aft position (disengaged) after the accident. The throttle and condition levers appeared full forward and the propeller level was near mid-travel. Pilot-rated friends who had flown with the pilot reported that he would “ease into the power and not go to full torque.” Accordingly, although the recorded gradual reduction in power was consistent with the engine controls moving during takeoff and rotation, which commanded a reduction in engine power, the reason for the airplane’s reduction in power could not be determined.

Toxicology results indicated that the pilot had used the sedating medication zolpidem and may have been experiencing some associated impairing effects at the time of the accident. However, the timing and dosage of the pilot’s last zolpidem use, whether he may have been impaired by it, or whether he may have been experiencing impairing effects from an underlying sleep disturbance that was being treated with zolpidem could not be determined.

The pilot’s decision to take off with the airplane loaded about 550 lbs over its maximum gross weight, and outside of its aft cg limit, combined with the gradual reduction in engine power, would have significantly degraded the airplane’s controllability. The pilot subsequently exceeded the airplane’s critical angle of attack during the initial climb, resulting in an aerodynamic stall from which he could not recover. 

- Probable Cause: The pilot exceeded the airplane’s critical angle of attack during the initial climb, resulting in an aerodynamic stall from which he could not recover. Contributing to the accident was the pilot’s decision to take off with the airplane well above its maximum gross weight and outside of its aft center of gravity limit, as well as a gradual reduction in engine power for undetermined reasons.

VFR encounter with IMC: Piper PA-28-180 Cherokee, N7806W, fatal accident occurred on November 14, 2023, near Micanopy, Florida

• Location: Micanopy, Florida 
• Accident Number: ERA24FA036 
• Date & Time: November 14, 2023, 14:09 Local 
• Registration: N7806W 
• Aircraft: Piper PA-28-180 
• Aircraft Damage: Destroyed 
• Defining Event: VFR encounter with IMC
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193387/pdf

https://data.ntsb.gov/Docket?ProjectID=193387

On November 14, 2023, at 1409 eastern standard time, a Piper PA-28-180, N7806W, was destroyed when it was involved in an accident near Micanopy, Florida. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The non-instrument-rated private pilot was performing a visual flight rules (VFR) cross-country flight. ADS-B data revealed that when the pilot was about 20 nautical miles (nm) from his intended destination, the airplane began to fly erratically, with several 360° turns and multiple climbs and descents. During this time, the pilot contacted ATC, declared an emergency, and reported that he was “lost in weather.”

The controller began to provide the pilot with radar vectors out of the weather and informed the pilot when he began to deviate in altitude or heading, to assist the pilot with maintaining control of the airplane. During these communications, the pilot reported that his vacuum-driven attitude indicator and his electrically driven turn and bank indicator had failed. The pilot reiterated that he couldn’t see anything and reported that he thought he was “upside down.” In the final minutes of flight, the airplane made two tight, left 360° turns with a steep descent in excess of 5,000 ft per minute. The last ADS-B data point was about 650 ft from the wreckage location.

Before departure, the ground controller at the departure airport reported that the weather conditions were “IFR” and indicated the ceiling was broken clouds at 800 ft above ground level (agl). About 1 minute later, the controller stated there were updated weather conditions, which were few clouds at 800 ft agl, then issued a taxi clearance to the pilot. VFR, marginal VFR (MVFR), and instrument flight rules (IFR) conditions were present along the pilot’s route of flight, with areas of low cloud coverage and low visibility due to rain. The closest weather reporting station to the accident location reported IFR conditions just before the accident with 2 miles visibility, rain and mist, and a broken cloud layer at 1,800 ft agl. A high-resolution atmospheric model for the accident site indicated stratus clouds with bases about 600 ft agl and an overcast cloud layer at 1,000 ft agl with tops near 16,200 ft.

Aviation weather forecasts issued near the time of departure depicted general MVFR conditions along the route of flight, and a graphical AIRMET for IFR conditions was active for a portion of the route. There was no record that the pilot received a weather briefing prior to departing on the flight, which would have alerted him to the forecast inclement weather along his planned route of flight.

Postaccident examination of the wreckage revealed no evidence of any preimpact anomalies or mechanical failures that would have precluded normal operation. The attitude indicator and the turn and bank indicator were examined; both instruments displayed rotational scoring on their gyroscopes, indicating that the gyroscopes were spinning at the time of impact. However, during a pre-buy inspection performed a few months before the accident, a mechanic determined that the attitude indicator was inoperative. The investigation was unable to determine the nature of the malfunction, but there was no evidence that the attitude indicator had been subsequently repaired or replaced.

The detection of carboxy-delta-9-THC in samples of the pilot’s blood indicated that the pilot had used a cannabis product. However, the fact that no delta-9-THC was detected, and that carboxy-delta-9-THC was not detected in liver tissue, indicated that the time between the pilot’s last cannabis use and the accident likely was long enough that he was not experiencing acute psychoactive effects of cannabis at the time of the accident.

In summary, it is likely that as the pilot neared the destination airport, the airplane entered a cloud layer, resulting in the pilot losing outside visual reference to his surroundings. As such, the pilot likely became spatially disoriented and subsequently lost control of the airplane.

- Probable Cause: The non-instrument-rated pilot’s improper inflight decision making and his flight into instrument meteorological conditions, which resulted in spatial disorientation and subsequent loss of airplane control. Contributing to the accident were the pilot’s inadequate preflight weather planning.

Collision during takeoff/land: Just Highlander, N712DG, fatal accident occurred on January 6, 2024, near Dolores, Colorado

• Location: Dolores, Colorado
• Accident Number: CEN24FA083 
• Date & Time: January 6, 2024, 09:45 Local 
• Registration: N712DG 
• Aircraft: Just Highlander 
• Aircraft Damage: Destroyed 
• Defining Event: Collision during takeoff/land 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193620/pdf

https://data.ntsb.gov/Docket?ProjectID=193620

On January 6, 2024, about 0945 mountain standard time a Just Highlander airplane, N712DG, was destroyed when it was involved in an accident near Dolores, Colorado. Both pilots sustained fatal injuries. The airplane was operated as Title 14 Code of Federal Regulations personal flight.

The airplane departed the private, 1,800-ft dirt airstrip for a short flight to another airport. When the airplane did not arrive, an Alert Notice (ALNOT) was issued and a search began. One day later, the airplane wreckage was located beyond the departure end of the private dirt runway. The airplane was destroyed by a postimpact fire.

There were no witnesses to the accident and no flight track data associated with the accident flight. A local pilot flying in the area reported that he saw 3 tire tracks on the snow-covered dirt runway near the estimated time that the accident occurred; however, investigators were unable to determine the flight track of the airplane, the time of departure, or the time of the accident.

The airplane came to rest on snow-covered ground about 650 ft beyond the departure end of the runway. A barbed wire fence was between the runway and the wreckage and exhibited damage consistent with impact with the airplane. Barbed wire was wrapped around the root of one of the propeller blades about 3 times. Snow in the time between the departure and when the airplane was located masked any ground scars that may have been made during the impact sequence.

The postimpact fire destroyed the instrument panel and precluded functional testing of any flight instruments. Flight control continuity from the cockpit to the ailerons, elevator, and rudder was confirmed. The engine separated from the fuselage and sustained fire damage. Both main landing gear struts were bent up and both wings were impact-separated. The engine was fire-damaged and could not be functionally tested. Examination of the airframe and engine revealed no pre-impact mechanical anomalies that would have precluded normal operation. 

Damage to the airplane was consistent with a loss of control and subsequent collision with the barbed fence and terrain. Investigators were unable to determine the reason for the loss of control.

- Probable Cause: The pilot’s collision with a fence while taking off from a snow-covered dirt airstrip.

Aerodynamic stall/spin: Nanchang CJ-6A, N4184G, fatal accident occurred on August 5, 2023, near Meadow Lake Airport (KFLY), Peyton, Colorado

• Location: Peyton, Colorado 
• Accident Number: CEN23FA349 
• Date & Time: August 5, 2023, 12:06 Local 
• Registration: N4184G 
• Aircraft: NANCHANG CHINA CJ-6A 
• Aircraft Damage: Substantial 
• Defining Event: Aerodynamic stall/spin 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192806/pdf

https://data.ntsb.gov/Docket?ProjectID=192806

On August 5, 2023, about 1206 mountain daylight time, a Nanchang China CJ-6A airplane, N4184G, was substantially damaged when it was involved in an accident near Peyton, Colorado. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The accident occurred during a prebriefed honor flight, performed at the conclusion of a retirement ceremony, that involved two airplanes of similar make and model flying low passes and maneuvers. Witnesses reported that the accident airplane, which was positioned behind the lead airplane, pitched up near vertical and rolled as it transitioned from the base to final leg of the airport traffic pattern. During the maneuver, the airplane entered a spiraling nose-down descent and impacted the ground. Both pilots had flown the airplanes uneventfully earlier that day. Although the lead pilot reported that they did not perform any aerobatic maneuvers during the accident flight, the accident airplane’s near-vertical climb and roll, as reported by the witnesses, was consistent with aerobatic flight.

Examination of the accident site revealed that the airplane impacted the ground in a nose-low and right wing-low attitude and came to rest on a southeast heading about 158 ft from the initial impact area. The engine, propeller, and both wings were separated and located within the debris field. All major structural components of the airplane were located at the accident location.

Examination revealed no anomalies with the engine or airframe that would have precluded normal operation. Damage signatures and witness accounts indicate that the engine was producing power at the time of the accident.

Toxicology testing revealed that the pilot had an elevated HbA1c and urine glucose, with an HbA1c level indicative of uncontrolled diabetes with chronically elevated blood sugar. Symptoms of high blood sugar may include fatigue and blurred vision; in severe cases, high blood sugar can be associated with severe metabolic disturbances that can lead to altered consciousness. However, whether the pilot was experiencing significant impairing effects of his uncontrolled diabetes at the time of the accident could not be determined from the available medical evidence.

- Probable Cause: The pilot’s exceedance of the airplane’s critical angle of attack while intentionally maneuvering in a steep bank at low altitude, which resulted in an accelerated aerodynamic stall/spin and subsequent loss of airplane control.

Low altitude operation/event: Thrush S-2R-T660 Thrush 710P, N710TY, fatal accident occurred on September 12, 2023, near Ardoch, North Dakota

• Location: Ardoch, North Dakota
• Accident Number: CEN23FA409
• Date & Time: September 12, 2023, 12:00 Local
• Registration: N710TY
• Aircraft: Thrush Aircraft LLC S2R-T660
• Aircraft Damage: Substantial
• Defining Event: Low altitude operation/event
• Injuries: 1 Fatal Flight Conducted Under: Part 137: Agricultural

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193049/pdf

https://data.ntsb.gov/Docket?ProjectID=193049

On September 12, 2023, about 1200 central daylight time, a Thrush Aircraft LLC S2R-T660 airplane, N710TY, was substantially damaged during an accident near Ardoch, North Dakota. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial-application flight.

The pilot was conducting an aerial application flight when the airplane’s left wing impacted a guy wire attached to a power line structure. The impact with the guy wire occurred while the airplane was flying along the edge of the field being sprayed. The outboard 7 ft of the left wing and the left aileron separated during the impact with the guy wire. The airplane subsequently crashed in a cornfield about 0.3 mile from the guy wire impact.

Examination of the airplane wreckage revealed no evidence of a preimpact malfunction that would have prevented its normal operation. A review of recorded engine monitor data revealed no evidence of an engine malfunction or failure during the flight. Day visual meteorological conditions existed, and the position of the sun at high noon would not have negatively affected the pilot’s view ahead of the airplane. The pilot’s autopsy and postmortem toxicology tests did not reveal any evidence of medical incapacitation or impairment.

- Probable Cause: The pilot’s failure to maintain clearance from a guy wire during an aerial application flight.

Low altitude operation/event: Cessna 172M Skyhawk, N9160H, fatal accident occurred on February 16, 2024, near Brookwood, Alabama

• Location: Brookwood, Alabama 
• Accident Number: ERA24LA114 
• Date & Time: February 16, 2024, 10:29 Local 
• Registration: N9160H 
• Aircraft: Cessna 172M 
• Aircraft Damage: Substantial 
• Defining Event: Low altitude operation/event 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193809/pdf

https://data.ntsb.gov/Docket?ProjectID=193809

On February 16, 2024, at 1029 central standard time, a Cessna 172M, N9160H, was substantially damaged when it was involved in an accident near Brookwood, Alabama. The commercial pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Witnesses reported the airplane was flying low over a river with the engine operating at a high rpm when it collided with a set of powerlines about 60-80 ft above the ground. The airplane descended into the river and sank, resulting in substantial damage to the airplane and fatal injury to the pilot.

Postaccident examination of the airplane revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.

Although an autopsy of the pilot revealed hypertensive and arteriosclerotic cardiovascular disease, given the airplane’s low and level flight before the collision a cardiac event was unlikely to have contributed to the accident.

- Probable Cause: The pilot’s failure to see and avoid powerlines while maneuvering at low altitude.

Controlled flight into terr/obj (CFIT): Cessna T206H Stationair TC, N915DV, fatal accident occurred on October 27, 2023, near Orangeville, Utah

• Location: Orangeville, Utah 
• Accident Number: WPR24FA024 
• Date & Time: October 27, 2023, 13:45 Local 
• Registration: N915DV 
• Aircraft: Cessna T206H 
• Aircraft Damage: Substantial 
• Defining Event: Controlled flight into terr/obj (CFIT) 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193322/pdf

https://data.ntsb.gov/Docket?ProjectID=193322

On October 27, 2023 about 1345 mountain daylight time, a Cessna T206H, N915DV, sustained substantial damage when it was involved in an accident near Huntington, Utah. The pilot sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

After departing, the airplane climbed to about 8,800 ft on a southwest course and remained at that altitude and on that heading until impacting terrain. No meteorological conditions were present that would have affected the pilot’s visibility on the visual flight rules flight.

Although examination of the wreckage did not reveal evidence of pre-impact mechanical malfunctions or failures that would have precluded normal operation, flight control continuity could not be fully confirmed due to extensive impact and fire damage. There was no evidence of an in-flight bird strike. Additionally, due to the extent of the pilot’s injuries, evaluation of his autopsy for evidence of medical factors that may have affected his ability to operate the airplane was limited. The toxicological examination revealed that the pilot had used the medication cetirizine; however, whether the pilot may have been experiencing some associated mild sedation at the time of the accident could not be determined.

Due to the airplane’s extensive impact and fire damage, and the extent of the pilot’s injuries, the reason for the airplane’s controlled flight into terrain could not be determined.

- Probable Cause: The pilot's controlled flight into mountainous terrain for reasons that could not be determined.

JMB Aircraft VL-3LSA-912 Evolution, N594TT, fatal accident occurred on October 19, 2025, at Erie Municipal Airport (EIK/KEIK), Erie, Colorado

• Location: Erie, CO 
• Accident Number: CEN26FA023 
• Date & Time: October 19, 2025, 15:31 Local 
• Registration: N594TT 
• Aircraft: JMB AIRCRAFT VL-3LSA-912 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Instructional  

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201887/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=594TT

On October 19, 2025, about 1531 mountain daylight time, a JMB Aircraft VL-3LSA-912, N594TT, was substantially damaged when it was involved in an accident near Erie, Colorado. The pilot receiving instruction and the flight instructor were fatally injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as an instructional flight.

According to multiple witnesses, the flight instructor and pilot were doing touch and go landings on runway 34, at the Erie Municipal Airport (KEIK), Erie, Colorado. ADS-B data showed the airplane conduct four circuits consistent with 4 touch-and-go landings on runway 34. On the 5th approach, ADS-B data showed the airplane descend to about 5,600 ft mean sea level (msl) and then climb back to about 5,800 ft msl before the recording stopped. The airport elevation at KEIK is 5,119 ft msl.

Several witnesses reported seeing the airplane on approach to runway 34; however, the airplane did not touch down. The airplane leveled off and started to climb, consistent with a goaround maneuver. Multiple witnesses located both at the airport and surrounding the airport reported seeing the airplane tumble or flip and then spin to the ground. Surveillance camera footage showed the airplane in a nose-low spin and then impact the ground. The airplane impacted the grass to the east of runway 34 and came to rest on a heading of about 295°.

The wreckage included the fuselage, empennage, both wings, engine, and propeller assembly. Both the main and nose landing gear were crushed directly beneath the wreckage. The engine and forward fuselage were crushed up and aft. The right wing was partially separated at the wing root and exhibited damage to the composite structure along the length of the wing and at the wing tip. The left wing was partially separated at the wing root and exhibited damage to the composite structure along the length of the wing. The empennage separated from the fuselage and was directly adjacent the main wreckage.

The GRS Rescue system (airframe parachute) did not deploy during the impact sequence. The safety pin was found secure in the activation handle in the cabin of the airplane. The ballistic rocket was secured safe and later deployed by local first responders.

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

Cessna 210B Centurion, N9627X, fatal accident occurred on October 6, 2025, near Parkin, Arkansas

• Location: Parkin, AR 
• Accident Number: CEN26FA010 
• Date & Time: October 6, 2025, 15:14 Local 
• Registration: N9627X 
• Aircraft: Cessna 210B 
• Injuries: 3 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201799/pdf

http://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N9627X

On October 6, 2025, about 1514 central daylight time, a Cessna 210B airplane, N9627X, was destroyed when it was involved in an accident near Parkin, Arkansas. The pilot and two passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Automatic Dependent Surveillance – Broadcast (ADS-B) data and preliminary air traffic control communications information revealed that the flight departed from the Lakefront Airport (NEW), New Orleans, Louisiana, about 1305, and flew on an instrument flight rules flight plan. The flight proceeded north toward the intended destination of Jonesboro Municipal Airport (JBR), Jonesboro, Arkansas, and climbed to a cruise altitude of 10,000 ft mean sea level (msl). About 1500, the Memphis Approach controller instructed the pilot to descend and maintain 4,000 ft msl. The flight was about 7 miles west-southwest of Tunica, Mississippi, at that time and appeared to be on a direct course to JBR. About 9 minutes later, the pilot levelled off at 4,000 ft msl. About that time, the flight was handed off to Memphis Air Route Traffic Control Center.

About 1511:07, the airplane entered a left turn. The airplane subsequently completed 1-1/2 full 360° turns until it was oriented on a southbound heading. The airplane altitude had decreased to about 3,300 ft msl. About 2 seconds later, at 1513:12, the airplane entered a right turn and appeared to remain in that turn until the final data point. The final ADS-B data point was recorded at 1513:33, and the airplane was on an approximate north heading at that time. The airplane altitude associated with the final data point was about 2,900 ft msl.

The accident site was located in a slough about 180 yards southwest from the final ADS-B data point at an elevation of about 200 ft. The main wreckage consisted of the fuselage, vertical stabilizer with rudder, wings, engine, and propeller. The aileron and flap remained attached to the left wing. The flap remained attached to the right wing. The outboard portion of the right wing was fragmented consistent with a right wing low impact. The right aileron was separated from the wing. The outboard portion of the aileron came to rest in a wooded area along the west bank of the slough about 50 yards west of the main wreckage. The right horizontal stabilizer with elevator attached was separated from the fuselage. It came to rest in a wooded area along the east bank of the slough about 45 yards northeast of the main wreckage. The left horizontal stabilizer was separated from the fuselage, and the left elevator was separated from the stabilizer. Both were recovered from the slough in the vicinity of the main wreckage.

A preliminary airframe examination revealed that the forward fuselage was separated and fragmented. The cockpit and cabin areas were compromised. The engine with the propeller attached was separated at the engine mounts. The fuselage was deformed along the entire length. 

Flight control continuity was established to the extent possible. Specifically, elevator control continuity was confirmed from the cockpit torque tube to the aft fuselage. Rudder control continuity was confirmed from the cockpit rudder pedals to the rudder bellcrank. Aileron control continuity was confirmed from each wing bellcrank to the wing roots; although, the left aileron direct cable remained attached to the cockpit control column chain.

An initial engine examination noted damage to the engine assembly consistent with impact forces. Internal engine and accessory section continuity were observed during crankshaft rotation. Cylinder compression and suction were obtained at each cylinder. The left magneto provided a spark across all six leads. The right magneto provided a spark across three of the six leads. The engine induction and exhaust ducting were deformed consistent with impact forces. 

The engine-driven fuel pump was unremarkable, and the drive coupling was intact. The oil pump was separated from the engine case. Disassembly revealed the impellers and drive shaft were intact. The vacuum pump remained secured to the engine and appeared intact. The drive coupling was intact and rotated under hand pressure. Disassembly revealed that the vanes were intact. 

The propeller remained attached to the engine, and the hub appeared to be intact. All three blades were retained by the hub. Blade A appeared intact. Blade B was bent aft about 90° over the entire span. The blade leading edge exhibited several leading-edge gouges. Blade C was bent aft about 80° near the root and exhibited small leading-edge gouges.

Marginal visual flight rules (MVFR) and IFR weather conditions prevailed in the vicinity of the accident site. Delta Regional Airport (DRP), located 12 miles southwest from the accident site, reported 0.25 statute mile (sm) visibility in heavy rain and mist, and a broken ceiling at 600 ft above ground level (agl) at 1515. West Memphis Municipal Airport (AWM), located 19 miles east-southeast of the accident site, reported a visibility of 10 sm, scattered clouds at 1,500 ft agl, and an overcast ceiling at 2,400 ft agl at 1453. Jonesboro Municipal Airport (JBR), the intended destination, located 36 miles north of the accident site, reported 5 sm visibility in light rain and mist, and a broken ceiling at 600 ft agl at 1453.

An Avidyne Integrated Flight Display was retained and forwarded to the NTSB recorder laboratory for evaluation and download.

Amazon MK30, N791PA, and Amazon MK30, N579PA, accident occurred on October 1, 2025, in Tolleson, Arizona

• Location: Tolleson, AZ 
• Incident Number: WPR26LA002 
• Date & Time: October 1, 2025, 09:58 Local 
• Registration: N791PA 
• Aircraft: AMAZON.COM SERVICES LLC MK30 
• Injuries: 2 None 
• Flight Conducted Under: Part 135: Air taxi & commuter - Non-scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201773/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N791PA

N791PA Narrative

On October 1, 2025, about 0958 mountain standard time, an Amazon.Com Services LLC, MK30, N791PA, was substantially damaged when it was involved in an incident near Tolleson, Arizona. There were no injuries. The unmanned aircraft system (UAS) was operated as a Title 14 Code of Federal Regulations Part 135 non-scheduled cargo flight.

According to first responders, they responded to a report of a UAS collision with a mobile crane. Upon arrival, they found that two UAS’s had collided with a mobile crane, and a battery fire had ensued.

The crane operator reported that a Link Belt ATC-3275 with a 67 ft bi-folding lattice fly mobile crane arrived at the jobsite at 05:30 and was erected between 0730 and 0800. At 0949, the crane operator felt something impact the erected crane that turned out to be a UAS. The crane operator terminated operations and was evaluating the UAS strike when a second UAS impacted the stationary crane. The crane was then retracted, lowered and inspected. The inspection of the crane structure noted no structural damage along with paint transfer from the UAS. At the time of impact, the operator estimated that the crane was extended to a height of about 197.3 ft above ground level (agl), and at an angle of about 25°. The crane operator estimated the impact heights of the UAS’s between 150 - 165 ft agl.

According to the crane manufacturer, the Link Belt ATC 3275 is a 275-ton all terrain mobile crane. The boom height of the crane with a 67 ft bi-folding lattice fly has a maximum height of 300.6 ft.

The UAS operator reported that while conducting commercial flights under Federal Aviation Administration exemption 18601E, a UAS collided with the boom of a truck mounted mobile crane about 1.25 miles northeast of the departure  location. The planned route of flight was at an altitude of about 200 ft agl. They stated that their normal operational procedures are for Ground Surveillance Crews (GSC) to conduct rooftop scans of the surrounding area twice per day, once in the morning and again about midday. On the day of the incident, GSC’s conducted their scans about 0658 and did not identify any obstructions that would have interrupted normal operations.

Examination of the accident site revealed that the UAS came to rest on the ground near the crane. The UAS battery had ejected and caught fire. Damage to the UAS fuselage and wings was observed. Two of the electric wing mounted motor remained attached via their mounts. The UAS was recovered, and the flight data was downloaded.

A review of the UAS flight track data showed that at 0940:10 the UAS activated and prepared for flight. At 0941:27 the UAS ascended to about 1,014 mean sea level (msl) and conducted maneuvers consistent with flight checks. At 0956:25, about 10 minutes following the departure of N579PA, the UAS ascended to 1,154 ft msl and departed from the operator’s package delivery center on a northern heading. At 0957:30 the UAS made a turn to the east at an altitude of about 1,206 ft msl. While on an easterly heading, at 0958:04 the UAS descended from an altitude of 1,218 ft msl (about 200 ft agl) to 1,073 msl (about 60 ft agl), until contact was lost at 0958:08, about 160 ft east of the cranes location.