Murphy Moose, N250MK, fatal accident occurred on June 23, 2025, near Montrose Regional Airport (MTJ/KMTJ), Montrose, Colorado

• Location: Montrose, CO
• Accident Number: CEN25FA216
• Date & Time: June 23, 2025, 10:21 Local
• Registration: N250MK
• Aircraft: Murphy Aircraft Manufacturing Limited Moose
• Injuries: 2 Fatal
• Flight Conducted Under: Part 91: General aviation - Ferry

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N250MK

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200356/pdf

On June 23, 2025, about 1021 mountain daylight time, a Murphy Aircraft Manufacturing Limited Moose airplane, N250MK, was destroyed when it was involved in an accident near Montrose, Colorado. The pilot and the pilot-rated passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 ferry flight.

The pilot had recently purchased the four-seat airplane, and the purpose of the cross-country flight was to transport the airplane to his home base at Buckingham Field Airport (FL59), Fort Myers, Florida. A Special Flight Permit, signed by a Designated Airworthiness Representative (DAR-T), was signed for the airplane to fly from Westwinds Airport (D17), Delta, Colorado, to FL59.

On the day of the accident, the airplane departed from D17, and flew to Montrose Regional Airport (MTJ), Montrose, Colorado, where the airplane was fueled with 100 LL fuel.

According to a witness, who was on the ramp at MTJ, he observed the airplane depart from runway 31. He observed a nose-up attitude during the takeoff, and it seemed that the airplane was not climbing and was losing altitude. The witness was unable to hear the engine noise emitted from the airplane due to the environmental noise at the airport.

Another witness, who was located outside in a residential area near the accident site, observed the airplane after it departed from runway 31. The airplane turned and flew in a northerly direction and the witness estimated the airplane was traveling about 50 mph and was about 150 ft above ground level. The airplane then turned east, continued to lose altitude, and impacted into bluffs behind a house. The witness did not hear any abnormal engine noises, nor did he observe any smoke or fire emitting from the airplane while it was inflight.

The left wing of the airplane impacted an elevated dirt driveway, and the airplane came to rest behind a home. A postimpact fire ensued and the airplane was destroyed by the fire. The wreckage was recovered from the accident site, and it was transported to a secure location for future examination. A GoPro HERO13 camera and a Garmin D2 Mach 1 Pro watch were found in the wreckage and were transported to the NTSB Vehicle Recorders Laboratory.

The airplane was built from a kit in 2008. The kit manufacturer advertises the airframe as a “distant cousin” of the de Havilland Canada DHC-2 Beaver series airplanes. The airplane was equipped with a Vedeneyev M14P radial engine (360 horsepower) and a three-blade controllable pitch wood MT Propeller MTV-9-K-C/CL260-29. The airplane was also equipped with Montana Float Company 3500 Series amphibious floats.

The private pilot held ratings for airplane single engine land and sea. The airline transport certificated passenger held ratings for airplane single and multi-engine land, in addition to commercial pilot privileges for airplane single engine sea. The passenger, who was actively employed as a commercial airline pilot, held type ratings for the Boeing 757 series, the Boeing 767 series, and the Douglas DC-8 series. He also held a flight instructor certificate and an airframe and powerplant mechanic certificate.

The estimated density altitude for MTJ, near the time of the accident, was about 7,250 ft.

Pitts S-2B Special, N79AV, fatal accident occurred on June 20, 2025, near Broadway, North Carolina

• Location: Broadway, NC 
• Accident Number: ERA25FA231 
• Date & Time: June 20, 2025, 09:00 Local 
• Registration: N79AV 
• Aircraft: Pitts S2 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N79AV

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200356/pdf

On June 20, 2025, at 0900 eastern daylight time, a Pitts Aerobatics S-2B, N79AV, was destroyed when it was involved in an accident near Broadway, North Carolina. The private pilot and the commercial pilot-rated passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 aerobatic flight.

According to preliminary Automatic Dependent Surveillance – Broadcast (ADS-B) data, the airplane departed the Raleigh Executive Jetport (TTA), Sanford, North Carolina, at 0853. Immediately after departure, the airplane made a left turn to the southwest, followed by a left turn to head southeast. The airplane continued to climb until it reached an altitude of about 4,100 ft mean sea level (msl), and the airplane then turned toward the east. At 0859, the ADS-B data revealed the airplane made a tight, left 360° turn and then continued on its previous course. About 1 minute later, the airplane began a left turn and a steep descent. The last ADSB datapoint reported the airplane was at 650 ft msl and was approximately 50 ft to the east of the initial impact point.

According to witnesses who observed the accident, the airplane was spinning in a nose-down attitude before it impacted terrain. Multiple witnesses also reported that they could hear the engine running the entire duration of flight. A surveillance video captured the accident; however, the airplane was only partially in view for one frame of the video prior to impact. The video showed the airplane in a steep, nose down, attitude before it impacted terrain and a postcrash fire ensued.

The initial impact point was identified as a small crater in the ground between two buildings. The two bladed, constant speed propeller was found in the impact crater. The crater contained two slash marks with paint transfer that was consistent with the propeller blade paint color. One propeller blade displayed aft bending deformation, chordwise scratches, and polishing of the cambered side. The other propeller blade was undamaged and displayed chordwise scratches near the blade root.

The main wreckage was located 21 ft from the initial impact crater. The airframe was mostly consumed by a post-impact fire; however, the steel tubular structure and flight control push/pull tubes and cables remained. The airframe and engine displayed impact damage signatures, with most of the impact damage occurring to the forward portion of the airplane. All the airplane’s major components were located at the accident site.

The wreckage was retained for further examination.

Mooney M20F, N95735, fatal accident occurred on June 19, 2025, near Beverly Regional Airport (BVY/KBVY), Beverly, Massachusetts

• Location: Beverly, MA 
• Accident Number: ERA25FA230 
• Date & Time: June 19, 2025, 08:46 Local 
• Registration: N9573M 
• Aircraft: Mooney M20F 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200355/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N9573M

On June 19, 2025, at 0846 eastern daylight time, N95735, a Mooney M20F, was involved in an accident near Beverly, Massachusetts. The commercial pilot and the passenger were fatally injured. The flight was conducted as a Title 14 Code of Federal Regulations Part 91 personal flight.

A preliminary review of air traffic control communications and airport security camera video revealed the airplane departed runway 16 at the Beverly Municipal Airport (BVY), Beverly, Massachusetts, at 0846. Shortly after the airplane became airborne, the engine began to backfire and brown smoke was observed trailing under the belly of the airplane. The pilot made a garbled call over the airport’s air traffic control tower frequency, and a controller cleared the pilot to land on any runway. The airplane initially made a right bank toward runway 27, before it banked left and descended from view behind trees. The engine continued to run rough, but engine RPM could still be heard as the airplane disappeared from view. The last radar return received on the airplane was at 0846:55. At that time, the airplane was 217 ft mean sea level (110 ft above ground level (agl)), at a ground speed of 65 knots on an easterly heading.

A witness, who was a flight instructor at BVY, watched the airplane depart. He said there was a “significant reduction in power” when the plane was 150 ft agl and approximately halfway down the 5,001-ft-long runway. He said, “A few seconds later it seemed as though the plane got power back partially. The pilot initiated a left turn to the east (in what appeared to be an attempt to turn around or land on the intersecting runway 9). While turning it sounded as though there was another significant reduction in power. The plane began to descend with its wings level eventually falling in what appeared to be a stalled state behind the tree line to the crash site. In my estimation, the plane never appeared to get higher than 200’ agl.”

The airplane impacted a grass berm adjacent to a two-lane road with the left wing, then crossed the road and impacted a light pole where it came to rest perpendicular to the road. There was no postimpact fire.

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

Cessna 182J Skylane, N3463F, accident occurred on May 31, 2025, near Kooskia Municipal Airport (S82), Kooskia, Idaho

• Location: Kooskia, ID
• Accident Number: WPR25LA167
• Date & Time: May 31, 2025, 09:30 Local
• Registration: N3463F
• Aircraft: Cessna 182J
• Injuries: 1 Serious
• Flight Conducted Under: Part 91: General aviation - Personal

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=3463F

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200254/pdf

On May 31, 2025, about 0930 Pacific daylight time, a Cessna 182J, N3463F, was substantially damaged when it was involved in an accident near Kooskia, Idaho. The private pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The pilot stated that on the morning of the accident, she departed from Moose Creek airstrip about 0900, with a planned route involving a climb through City Canyon toward Kooskia and Kamiah, intending thereafter to head north to Sandpoint. During a gradual climb out of the canyon at around 4,500 feet msl, the pilot heard a "pop," and the engine began shaking. She initiated troubleshooting procedures, which included adding carburetor heat, verifying the primer was locked, and enriching the fuel mixture.

With the engine continuing to shake and operating at partial power, the pilot configured the airplane for best glide speed and descended toward Kooskia. During this descent, she noted smoke appearing in front of the windscreen and received an engine monitor warning message indicating a "bad probe.” The engine monitor additionally indicated that the No. 2 cylinder was not producing power by the absence of a cylinder head temperature reading.

While attempting to land at the Kooskia airport, the airplane was too fast as it passed over the runway. The pilot observed large trees ahead, prompting her to briefly apply power to climb over them. Immediately thereafter, she encountered additional obstacles, including power lines, trees, and farm structures. With limited engine performance and the potential of stalling if she maneuvered back to the runway, she opted to land straight ahead in an open pasture. The airplane touched down and the left wing struck a tree, resulting in it rotating 90 degrees, and the engine impacting another tree.

The wreckage was recovered to a secured facility for a future examination. 

Van's RV-7A, N783RV, accident occurred on June 13, 2025, near Interlachen, Florida

• Location: Interlachen, FL 
• Accident Number: ERA25LA234 
• Date & Time: June 13, 2025, 13:51 Local 
• Registration: N783RV 
• Aircraft: STEVEN SCOTT GRASLEY RV-7A 
• Injuries: 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=783RV

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200359/pdf

On June 13, 2025, about 15:31 eastern daylight time, an experimental, amateur built RV-7A, N783RV, was substantially damaged when it was involved in an accident near Interlachen, Florida. The commercial pilot received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilot, the airplane was recently painted, and an annual inspection was completed. The purpose of the flight was to return the airplane from the maintenance facility located at Northeast Alabama Airport (GAD) in Gadsden, Alabama to Melrose Landing Airpark (FD22), Melrose, Florida. On the downwind leg prior to landing at FD-22, he pulled the engine power back to 1,200 rpm and noted that he had 25 gallons of fuel remaining. He then entered a left base and noted that he needed additional power; however, the engine did not respond to power inputs, and the engine ultimately lost all power. He attempted to restart the engine, but he was unable to, and he was forced to make a landing at the edge of a pond.

A postaccident inspection by an FAA inspector revealed about 14 gallons of fuel in each fuel tank and the engine contained about 5 quarts of oil.

The wreckage was retained for further examination. 

Robinson R66 Turbine, N633AF, accident occurred on June 12, 2025, at Destin Executive Airport (DSI/KDTS), Valparaiso, Florida

• Location: Valparaiso, FL
• Accident Number: ERA25LA229 
• Date & Time: June 12, 2025, 18:50 Local 
• Registration: N633AF 
• Aircraft: ROBINSON HELICOPTER CO R66 
• Injuries: 2 Minor, 1 None 
• Flight Conducted Under: Part 91: General aviation - Aerial observation

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N633AF

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200323/pdf

On June 12, 2025, about 1850 eastern daylight time, a Robinson Helicopter R66, N633AF, was substantially damaged when it was involved in an accident near Valparaiso, Florida. The pilot and passenger sustained minor injuries, and a second passenger was not injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 136 air tour flight.

The pilot stated that the accident flight was the fourth air tour flight of the day. After takeoff and during the transition to flight, about 15 ft above the ground, he heard a “pop,” and the helicopter made a hard right nosedive to the ground. He applied left cyclic, but nothing happened.

The helicopter impacted the ground on its right side and shattered the windshield. The main rotor blades fractured into several pieces. The tail rotor and tail boom fractured off the helicopter and were located about 25 ft behind the main wreckage.

During examination of the helicopter by a Federal Aviation Administration inspector and a representative from the helicopter manufacturer, they found that a bolt from the cyclic servo had backed out and fallen off the connecting rod. The bolt was located inside the wreckage. Other bolts were found to be only hand tight. 

Yakovlev Yak-50, N150YK, accident occurred on June 7, 2025, at Hayward Executive Airport (HWD/KHWD), Hayward, California

• Location: Hayward, CA 
• Accident Number: WPR25LA171 
• Date & Time: June 7, 2025, 12:52 Local 
• Registration: N150YK 
• Aircraft: Yakovlev YAK-50 
• Injuries: 1 Minor
•  Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200291/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N150YK

 On June 7, 2025, about 1252 Pacific daylight time, a Yakovlev YAK-50, N150YK, was substantially damaged when it was involved in an accident near Hayward, California. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that this was the first flight after the airplane completed an annual inspection. He topped off the fuel tank with about 41 gallons fuel and reported all preflight and engine runup checks were with the operating range. Once cleared for takeoff, the pilot increased engine power and visually checked the instruments, seeing all normal indications. As The airplane ascended, he raised the landing gear, he saw that the propeller was indicating 100% power. The airplane continued to accelerate normally for about 5 to 6 seconds. While about 100 ft above the runway and about 100 knots airspeed, the engine began to run rough. The pilot declared an emergency and the tower controller cleared him to land on any runway. Despite not making any changes to the throttle or propeller, the engine power had degraded to about 80%. The pilot elected to make 180° turn and land on the runway in the opposite direction. While about 90° through the turn, and about 30 ft above ground level, he lowered the landing gear. At that time the engine lost total power. Unable to maintain altitude the pilot leveled the wings and made a forced landing on a grass field. During the landing roll, one of the main landing gear separated and the airplane impacted terrain, resulting in substantial damage to both wings.

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

Gyro Technic GT-VX2, N62XF, accident occurred on June 23, 2025, at Keene Dillant-Hopkins Airport (EEN/KEEN), Swanzey, New Hampshire

• Location: Swanzey, NH
• Accident Number: ERA25LA237 
• Date & Time: June 23, 2025, 09:55 Local 
• Registration: N62XF 
• Aircraft: MARK C TIMNEY GT-VX2 
• Injuries: 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200382/pdf 

On June 23, 2025, about 0955 eastern daylight time, an experimental, amateur-built Gyro Technic GTVX2 gyrocopter, N62XF, was substantially damaged when it was involved in an accident near Swansea, New Hampshire. The sport pilot sustained minor injuries. The gyrocopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The sport pilot reported that he intended to complete two airport traffic pattern circuits for runway 32 at Dillan/Hopkins Airport (EEN), Keene, New Hampshire. He planned to conclude the first circuit with a low approach over the runway and the second circuit with a full stop landing. The first circuit was uneventful; however, during the low approach, about 50 ft above the runway at an airspeed about 50 mph, the pilot applied full throttle approximately halfway down the 4,001-ft-long runway to climb, but the gyrocopter would not climb. He then pitched forward to increase airspeed and rotor speed, but the gyrocopter would still not climb. As his altitude became lower, the pilot decided to perform a forced landing to a grass area beyond the runway, rather than the harder asphalt runway. During the landing, the gyrocopter landed hard, bounced, and rolled over, coming to rest on its left side.

The pilot further stated that he was not sure if the engine was unable to produce full power, or if he allowed the gyrocopter to get behind the power curve as he was also visually scanning for two airplanes in the airport traffic pattern for runway 2.

Examination of the gyrocopter by a Federal Aviation Administration inspector revealed substantial damage to the empennage and main rotor blades. The gyrocopter’s multifunction display and engine control unit were retained for data download.

Quicksilver MX II Sprint, N375ME, accident occurred on June 14, 2025, near Acampo, California

• Location: Acampo, CA
• Accident Number: WPR25LA174 
• Date & Time: June 14, 2025, 15:00 Local 
• Registration: N375ME Aircraft: QUITTER JOHN F MXL II 
• Injuries: 1 Serious, 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N375ME

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200328/pdf

On June 14, 2025, about 1511 Pacific daylight time, an experimental MXL II, N375ME, was substantially damaged when it was involved in an accident near Acampo, California. The pilot was uninjured, and the passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that he departed from Lodi Airport (103), Lodi, California with about 12 gallons of total fuel. About 10 minutes into the flight, while in cruise flight, the engine started to run rough and seconds after, the engine had a total loss of engine power. The pilot initiated a left turn for a forced landing on a nearby road. During the off-airport landing, the plane collided with trees and came to rest upright against the base of a tree near a river. Postaccident examination of the airplane revealed that both wings were substantially damaged.

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

Airbus A319-114, N342NB, incident occurred on March 28, 2025, near Ronald Reagan Washington National Airport (DCA/KDCA), Washington, DC

• Location: Arlington, VA 
• Incident Number: OPS25LA032 
• Date & Time: March 28, 2025, 15:15 Local 
• Registration: N342NB (A3); DRAGO61 (A5) 
• Aircraft: Airbus A319-114 (A3); Northrop T38 (A5) 
• Injuries: N/A (A3); N/A (A5) 
• Flight Conducted Under: Part 121: Air carrier - Scheduled (A3); Armed Forces (A5)

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/199934/pdf

On March 28, 2025, about 1516 eastern daylight time (EDT), DRAGO61, a flight of four US Air Force Northrop T38s, enroute to conduct an aerial flyby at Arlington National Cemetery, and Delta (DAL) Air Lines flight 2983 (DAL2983), an Airbus 319-114, N342NB, departing Ronald Reagan Washington National Airport (DCA), Arlington, Virginia, were involved in a loss of separation approximately 0.6 miles south of DCA. DRAGO61 was operating as a title 14 Code of Federal Regulations (CFR) part 91 military flight, and DAL2983 was operating under title 14 CFR part 121 scheduled passenger flight. There were no injuries and no damage to any of the aircraft involved.

The Ronald Reagan Washington National Airport Traffic Control Tower (DCA ATCT) Air Traffic Manager (ATM) stated that at the time of the incident, the traffic volume was moderate with moderate complexity. Visual meteorological conditions prevailed at the time of the incident. The weather at the time of the incident was visual flight rules (VFR) with the following conditions being reported: Wind from 180 at 6 knots, visibility 10 miles with an overcast ceiling at 11,000 feet. Showers were in the vicinity to the Northeast.

At the time of the event there were 8 certified professional controllers (CPCs) and 1 CPC in-training (IT) on duty. There were 6 positions open. There were 6 CPCs and 1 controller in-charge (CIC) on position. 2 CPCs and 1 CPC-IT were available.

Due to staffing constraints, the only Operations Supervisor (OS) that was scheduled to work that day had already completed their assigned shift and a CIC was providing general oversight at the time of the event.

The Potomac Consolidated Terminal Radar Approach Control (PCT TRACON), DEALE radar sector was providing air traffic services to DRAGO61 when the loss of separation occurred. In the PCT TRACON Mount Vernon area at the time of the event, there were 15 CPCs and 1 OS on duty. There were 8 positions open with 7 CPCs and 1 OS on position. There were 4 CPCs available with 4 CPCs on other duties.

A review of air traffic control (ATC) audio recordings provided by the Federal Aviation Administration (FAA) indicated that at about 1441:25 EDT, the PCT TRACON OS called the DCA ATCT CIC to verify that they knew about the DRAGO61 flyover. The CIC acknowledged and stated that they were waiting for a “stop the departures time.” The PCT TRACON OS stated that the Time on Target (TOT) would be at 1521 EDT and the stop time would be 17. The PCT OS stated that if it changed, they would call back. CIC acknowledged TOT 21 and stop around 17 but the OS would call back with official time. The OS acknowledged.

1502:11 The DEALE sector radar position was opened for the flyby.

1502:32 DRAGO61 checked in with the DEALE radar controller while a position relief briefing was in progress.

1502:40 The DEALE position relief briefing concluded.

1502:45 DRAGO61 requested an updated TOT, and the DEALE controller provided an updated TOT of 1515. DRAGO61 acknowledged.

1512:15 The LC controller cleared the first uninvolved aircraft for takeoff from runway 19. 

1512:45 The PCT TRACON OS called the DCA ATCT CIC with “stop all departures hard time is now seventeen.” The CIC responded, “hard time seventeen we will stop all departures.”

1513:04 The LC controller cleared a second uninvolved aircraft for takeoff from runway 19.

1514:17 The DEALE controller issues DRAGO61 traffic information and control instructions regarding the first uninvolved departure.

1514:20 The LC controller cleared a third uninvolved aircraft for takeoff from runway 19.

1514:55 The DEALE controller issues DRAGO61 traffic information and control instructions regarding the first and second uninvolved departures.

1515:00 The LC controller cleared DAL2983 for takeoff on runway 19 with instructions to fly runway heading.

1515:22 The PCT TRACON OS called the DCA ATCT CIC and asked why they were departing aircraft. The CIC stated, “hard stop is seventeen, right?” OS responded that the instruction was to stop departures and that the hard time was seventeen. The CIC stated that there was one departure on departure roll. The OS said “stop”, and the CIC replied that the aircraft could not stop. The DEALE controller advised DRAGO61 of the third uninvolved departure and issued control instructions.

1515:34 DRAGO61 replied looking for traffic.

1515:37 The DEALE controller reissued traffic information to DRAGO61. 

1515:47 DRAGO61 reported traffic in sight and advised that they were below the traffic.

1515:48 The DEALE controller instructed DRAGO61 to resume their own navigation and to proceed inbound. DRAGO61 acknowledged.

1516:00 The LC controller instructed DAL2983 to contact departure.

1516:04 The LC attempted to contact DAL2983 to advise them of the DRAGO61 flight but DAL2983 did not respond.

1516:15 The DEALE controller asked DRAGO61 if they had the additional traffic [DAL2983] departing DCA in sight.

1516:19 DRAGO61 reported the traffic in sight.

1516:23 The DEALE controller instructed DRAGO61 to maintain visual separation with the traffic, instructed them to climb to 5,000 feet and fly heading 270° when able. DRAGO61 acknowledged. After the event, the LC controller called the PCT TRACON KRANT sector radar controller to figure out where the confusion had occurred. They advised the KRANT controller that they were instructed to stop at seventeen, but the KRANT controller said seventeen was the hard time.

Figure 1 is an overhead view of the incident flight tracks overlaid onto satellite imagery in Google Earth. The DAL2983 flight track is illustrated in yellow and DRAGO61 flight track in orange. The DCA airport is labeled, and arrows have been added to show the direction of travel.

Upon notification, the NTSB formed an ATC investigative group and parties to the investigation include the Federal Aviation Administration (FAA), and the National Air Traffic Controllers Association (NATCA), and the United States Air Force.

Automatic Dependent Surveillance – Broadcast (ADS-B) data, audio recordings, and other pertinent data and documentation were obtained from the FAA. These data are currently being analyzed by the NTSB.

During the week of March 30th, 2025, the ATC investigative group conducted an on-site investigation and interviewed personnel at both DCA ATCT and PCT TRACON, the ATC facilities that were providing services to DAL2983 and DRAGO61 at the time of the incident.