Collision with terr/obj (non-CFIT): Cessna 172I Skyhawk, N35411, accident occurred on March 3, 2025, at Sky Ranch Airport (TN98), Knoxville, Tennessee

• Location: Knoxville, Tennessee
• Accident Number: ERA25LA138
• Date & Time: March 3, 2025, 17:10 Local 
• Registration: N35411 
• Aircraft: Cessna 172I 
• Aircraft Damage: Substantial 
• Defining Event: Collision with terr/obj (non-CFIT) 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/199817/pdf

https://data.ntsb.gov/Docket?ProjectID=199817

While taxiing out for a solo flight, the student pilot misjudged his wingtip clearance with a parked truck. The airplane initially made contact with the outboard 2 ft of the right wing, then pivoted about 90° to the right while tipping to the left and contacting the ground with the propeller and left wingtip before coming to rest. The student pilot was not injured, but the airplane was substantially damaged. According to the student pilot, he was taxiing at 10 to 15 mph, when the right wing impacted the truck. He stated that “It was completely an act of my misjudgment” and that next time, he would not only proceed with more space than necessary, but he would use the most extreme caution “slowing down to a snail’s pace.” 

- Probable Cause: The student pilot’s failure to maintain clearance from a truck while taxiing.

ERCO 415-C Ercoupe, N93985, fatal accident occurred on July 2, 2025, near Gallatin, Tennessee

• Location: Gallatin, TN
• Accident Number: ERA25FA253
• Date & Time: July 2, 2025, 13:00 Local
• Registration: N93985
• Aircraft: Ercoupe 415
• Injuries: 1 Fatal
• Flight Conducted Under: Part 91: General aviation - Positioning

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200451/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N93985

On July 2, 2025, about 1300 central daylight time, an Ercoupe 415-C, N93985, was substantially damaged when it was involved in an accident near Gallatin, Tennessee. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight.

According to the owner of the airplane, he purchased the airplane several weeks before the accident flight. He hired a pilot to fly the airplane from the Spirit of St Louis Airport (SUS), St. Louis, Missouri to his home airport, Western Carolina Regional Airport (RHP), Andrews, North Carolina. On the day of the accident flight, the pilot flew from SUS to Washington Regional Airport (FYG), Washington, Missouri to perform three touch and go landings since he did not have any experience in the make and model airplane. After the three landings, he flew to Hopkinsville-Christian County airport (HVC), Hopkinsville, Kentucky for fuel. The pilot topped off the fuel tanks, but the airplane’s engine would not start due to a dead battery. The pilot called the new owner and told him that the airplane had an electrical issue, and he did not feel comfortable flying over the mountains to RHP, so he was going to fly to Clevland Regional Jetport (RZR), Clevland, Tennessee, and drop the airplane off there. The pilot then had someone help hand prop the airplane to get the engine started.

According to preliminary air traffic control communication data, the pilot contacted an air traffic controller about 20 minutes after taking off from HVC and told him that the engine was losing rpm and that he needed radar vectors to the closest airport. The controller told the pilot that he was 7 miles away from an airport. The pilot said the airplane would not be able to reach that airport and that he was setting up for an off-airport landing. No more communications were received from the pilot.

The wreckage was located in a wooded area and oriented on a magnetic heading of 360°. The accident site was compact, and all major components of the airplane were accounted for. The airplane’s engine and instrument panel fractured off at the main spar and was located under the fuselage. The fuselage was wedged between two trees and resting on the engine and instrument panel.

The entire front section of the airplane, from the firewall forward, including the instrument panel, fuel tank and control yokes fractured off from the front of the main spar. It remained attached to the fuselage by electrical wires only. It was located underneath the fuselage and holding the airplane off the ground by 5 ft. The header fuel tank was breached, however about 4 gallons of fuel were removed. During examination of the fuel line to the carburetor the fuel shut off valve was partially closed. When the valve was removed for further examination, it was observed to be about 80% closed.

Cable and torque tube continuity was established to all primary flight controls. The aileron hinge connections were impact fractured.

The left wing remained attached to the fuselage. The leading edge had tree impression marks down the entire length. The last 2 feet of the wing was bent up by contact with tree branches. The left aileron remained attached to the wing. The left-wing fuel tank was intact. However, the fuel line was fractured off near the B-nut. The fuel tank contained about 4 gallons of fuel. The left main landing gear remained attached and intact.

The right wing remained attached to the fuselage. The right-wing leading edge had a tree impression mark about 1 ft from the wing tip. The wing fabric was torn in several places. The right-wing fuel tank was intact. The fuel line was fractured off near the B-nut, however, the fuel tank contained about 4 gallons of fuel. The main right landing gear remained attached and intact. 

The tail section was bent sideways just forward of the rudder and elevator section. The left rudder was bent in half. The elevator remained attached and was intact. The right rudder was intact.

Both wood propeller blades were fractured midspan. The propeller blades were cut about 12 in from the hub to facilitate an engine run. The engine was intact and not damaged. The engine housing that included the instrument panel was strapped to a trailer. A temporary fuel line was plumbed to the carburetor. A battery was connected to the main battery wire. The master switch was turned on and power was applied to the damaged instrument panel. The key was used to turn on the magnetos and push button start switch was used to start the engine. Starter fluid was used to help start the engine due to the primer line being damaged. The engine started and was run at idle for several seconds before being shut down. A full power run was not attempted due to the propeller being cut and the engine being strapped to a trailer. No anomalies noted with the engine, that would have precluded normal operation.

Review of the maintenance logbook revealed that the airplane’s most recent annual inspection was completed on October 8, 2024. At that time, the airframe had accumulated 1575 total hours of operation. The engine had accrued 79 hours since major overhaul.

Cirrus SR22T GTS G3 carbon, N5656M, fatal accident occurred on July 7, 2025, near Raleigh Executive Jetport (KTTA), Sanford, North Carolina

• Location: Sanford, NC 
• Accident Number: ERA25FA260 
• Date & Time: July 7, 2025, 13:30 Local 
• Registration: N5656M 
• Aircraft: CIRRUS DESIGN CORP SR22T 
• Injuries: 4 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N5656M

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200482/pdf

On July 7, 2025, about 1330 eastern daylight time, a Cirrus SR22T, N5656M, was substantially damaged when it was involved in an accident near Sanford, North Carolina. The private pilot and three passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to preliminary flight track data, the airplane departed from Merrit Island Airport (COI), Merrit Island, Florida at 1103 with a destination of Raleigh Executive Jetport (TTA), Sanford, North Carolina. Preliminary ADS-B data showed the airplane stopped transmitting southeast of Palm Coast, Florida while over the Atlantic Ocean. Shortly thereafter, the pilot advised an air traffic controller that the airplane was having electrical problems, but it was not an emergency and he was planning on continuing to his destination via visual flight rules (VFR). 

According to an employee at the fixed-base operator (FBO) at TTA, the pilot’s wife, who was a passenger, called the FBO on her cell phone to report that they did not have navigational or communication equipment and requested assistance to find out which runway was actively being used and the wind speed and direction. The FBO employee made a radio call over the airport’s universal communications frequency (UNICOM) advising the pilots in the airport traffic pattern of the situation and he then spoke to the passenger again to give her the requested information. Shortly thereafter, the passenger told the FBO employee that the airplane was having engine problems and they needed to make a straight in emergency landing. There were no further communication with the passenger. The airplane was subsequently located in an open field about 5 miles from TTA, with the main wreckage oriented about 180° opposite the direction of travel. 

The airplane was equipped with a Cirrus Airframe Parachute System (CAPS), which was not deployed. The handle inside the cockpit, used to deploy the ballistic parachute in flight, was found to have the ground securing pin installed.

Flight control cable continuity was visually established from the cockpit to the primary flight control surfaces. The engine mixture and throttle cables were separated near the firewall. 

The left wing fuel tank did not contain any fuel and was not breached. The right wing fuel tank was breached on the forward, outboard side. The right wing fuel tank contained about 3 gallons of blue liquid, consistent with 100LL aviation fuel. The airplane was equipped with electronic fuel gauges. 

The fuel selector valve handle was damaged by impact forces. The selector was removed for further examination and found to be in the right tank position. The flap actuator was located in the bottom of the fuselage and was found fully extended, which correlated to the flaps being in the retracted position. 

The engine was separated from the fuselage but remained connected to the airplane firewall. The propeller hub assembly remained attached to the engine crankshaft flange. The fuel inlet line to the fuel metering unit was removed and a small quantity of fluid was present. The fuel manifold remained secured to the top of the engine and there was no fuel or debris present. The engine driven fuel pump remained secured to the accessory housing and the drive shaft was intact. The oil filter was undamaged, and no contamination was noted within the filter pleats. The left magneto produced blue sparks from each lead when the magneto drive was rotated with a drill. The right magneto would not rotate; however, its housing was cracked and displaced inwards towards the gearing. The top spark plugs were removed, and the electrodes appeared new. The coloration of the spark plugs was consistent with normal engine operation. The engine was equipped with a gear driven alternator and a belt driven alternator. Both alternators were retained for further examination. 

The engine crankshaft could be rotated about 5° before it was impeded by the oil sump housing which was crushed upwards into the engine block.

The recoverable data module (RDM) was located within the empennage. The RDM was recovered and shipped to the National Transportation Safety Board vehicle recorders laboratory for data extraction. 

The wreckage was retained for further examination.

Cessna 310N, N5045Q, accident occurred on June 24, 2025, at Fayetteville Municipal Airport (FYM/KFYM), Fayetteville, Arkansas

• Location: Fayetteville, TN 
• Accident Number: ERA25LA238 
• Date & Time: June 24, 2025, 12:30 Local 
• Registration: N5045Q 
• Aircraft: Cessna 310 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Positioning

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200385/pdf 

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N5045Q

On June 24, 2025, about 12:30 central daylight time, a Cessna 310N, N5045Q, was substantially damaged when it was involved in an accident near Fayetteville, Tennessee. The commercial pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight.

The pilot reported that, during an engine, run-up the right engine experienced a drop of about 250 rpm during the magneto check but returned to 1,800 rpm when the magneto switch was placed in the both position. After rotation the pilot reported the airplane “seemed very sluggish.” He attempted to adjust the mixture but upon enriching the mixture both engines lost power. The pilot lowered the nose and attempted to land on the remaining runway but touched down to the left of the runway, hard, which resulted in the landing gear separating.

The airplane’s right wing and fuselage were substantially damaged during the accident sequence. The pilot reported that the airplane had about 70 gallons of 100LL aviation fuel aboard.

The airplane was retained for further examination.

Fuel contamination: Cirrus SR22, N2824M, accident occurred on March 8, 2024, near Whitethorn, California

• Location: Whitethorn, California
• Accident Number: WPR24LA106
• Date & Time: March 8, 2024, 13:25 Local 
• Registration: N2824M 
• Aircraft: CIRRUS DESIGN CORP SR22 
• Aircraft Damage: Substantial 
• Defining Event: Fuel contamination 
• Injuries: 2 Minor, 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193914/pdf

https://data.ntsb.gov/Docket?ProjectID=193914

On March 8, 2024, at 1325 Pacific standard time, a Cirrus SR22, N2824M, was substantially damaged when it was involved in an accident near Whitethorn, California. The pilot and one passenger sustained minor injuries, and one passenger was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that he had not flown the airplane frequently in the months leading up to the accident. On the day of the accident flight, he conducted a preflight inspection of the airplane, including a visual inspection of the fuel level, and determined there was sufficient fuel on board for the flight. However, he did not recall if a fuel sample was taken. During the initial climb, the engine initially sputtered and then lost total power. The pilot attempted to restart the engine but without success; he deployed the airplane’s emergency parachute. The airplane impacted trees and subsequently came to rest on the ground inverted.

Aircraft recovery personnel reported that fuel was leaking from the airplane, and they recovered about 26 gallons of fuel from the left wing. No fuel was recovered from the right wing.

Postaccident examination of the airplane revealed no preaccident mechanical malfunctions or failures with the airframe or engine that would have precluded normal operation. The fuel manifold assembly was removed and disassembled, and a liquid substance was noted. The liquid substance was tested for water using SAR-GEL, a water-finding paste; it tested positive for water. It is likely the total loss of engine power was a result of water in the airplane’s fuel system. It could not be determined how or when the water entered the airplane’s fuel system.

- Probable Cause: A total loss of engine power due to water-contaminated fuel.

Unknown or undetermined: de Havilland Canada DHC-2 Beaver, N4444Z, accident on Aug 2, 2024, at Anchorage-Lake Hood (LHD/PALH), Anchorage, Alaska

• Location: Anchorage, Alaska
• Accident Number: ANC24LA073 
• Date & Time: August 2, 2024, 08:24 Local 
• Registration: N4444Z 
• Aircraft: De Havilland DHC2 
• Aircraft Damage: Substantial 
• Defining Event: Unknown or undetermined 
• Injuries: 7 None 
• Flight Conducted Under: Part 135: Air taxi & commuter - Non-scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194833/pdf

https://data.ntsb.gov/Docket?ProjectID=194833

On August 2, 2024, about 0824 Alaska daylight time, a float-equipped De Havilland DHC-2 airplane, N4444Z, sustained substantial damage when it was involved in an accident near Anchorage, Alaska. The pilot and six passengers were uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 non-scheduled flight.

The pilot reported that, as the float-equipped airplane climbed to 200 ft above the water after taking off from a lake, the engine started to sputter, run rough, and began to lose power. Video footage of the accident shows a puff of white smoke coming from the left side of the airplane just before the airplane began to lose altitude. The pilot was able to execute a left turn and land on the lake. The airplane departed the end of the lake onto the bank, the left wing impacted a tree, and the airplane came to rest in an area of brush, which caused substantial damage to the left wing and fuselage.

The pilot reported that there were 75 gallons of fuel onboard and the fuel selector was set to the center tank for takeoff. The weather conditions at the time of the accident were conducive to serious carburetor icing at glide power. During engine runup the pilot stated that he placed the carburetor heat lever in the open position and confirmed the carburetor mixture temperature gauge was between 5-8° Celsius. He stated that because he had ample room for departure that he left the carburetor heat in the open position for takeoff.

The operator mistakenly thought the airplane had been released to them. Without federal oversight, they accomplished the following: checked the fuel for contaminants, removed and inspected all spark plugs, checked the timing on the magnetos, checked compression of all cylinders, inspected the intake and exhaust valves with a borescope, checked the valve clearances, and inspected the rocker arms and rocker shaft nuts. They reported that everything was found to be within normal limits; the operator then ran the engine.

Because the operator conducted invasive inspections and ran the engine without oversight, the NTSB did not examine the airplane on site. The engine was removed, crated, and sent to a facility for further examination.

The postaccident examination of the engine conducted by the NTSB found no anomalies that would have prevented normal operation. 

- Probable Cause: A partial loss of power during takeoff climb for undetermined reasons.

Cessna 182S Skylane, N26264, incident occurred on July 16, 2025, near Page, Arizona

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=N26264

On July 16, 2025, at about 0804 local time, a Cessna 182S Skylane, N26264, registered to EDB Air Inc out of Wilsonville, Oregon, was not damaged in a forced landing near Page, Arizona. The pilot was not injured. The cross-country flight originated from Denver-Centennial Airport (APA/KAPA), Colorado, at about 0421 LT.

The FAA reported that the "The aircraft experienced engine issues and landed on a road."

Piper J3C-65 Cub, N6474L, incident occurred on July 16, 2025, in Knox, New York

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=N6474L

On July 16, 2025, at about 0830 local time, a privately-registered Piper J3C-65 Cub, N6474L, sustained unknown damage when it was involved in an incident in Knox, New York. The pilot and passenger were not injured.

The FAA reported that the "Aircraft landing at a grass strip, the nose dipped and caught the ground."