Van's RV-14A, N21KL, fatal accident occurred on July 21, 2025, near Lowell City Airport (24C), Lowell, Michigan

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200599/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N21KL

On July 21, 2025, about 1627 eastern daylight time, a Van’s Aircraft RV-14A airplane, N21KL, was destroyed when it was involved in an accident near Lowell, Michigan. The pilot and the pilot-rated passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The purpose of the flight was for the pilot and the passenger to view N471NP (a Van’s Aircraft RV-6 airplane), that was for sale, at the Lowell City Airport (24C), Lowell, Michigan. The passenger was interested in potentially purchasing the airplane.

A preliminary review of ADS-B data showed that the pilot departed in the airplane at 1433 from his home base at the Alpena County Regional Airport (APN), Alpena, Michigan. The airplane landed at 1456 at the Oscoda/Wurtsmith Airport (OSC), Oscoda, Michigan, and the passenger boarded the airplane. The airplane departed from OSC at 1532 and flew southwest to 24C, which is a non-towered airport.

Upon approaching 24C, the airplane flew to the west of the Flat River. The ADS-B data showed that as the airplane flew over Lincoln Lake Road, it then turned to the south. Shortly after turning south, the airplane continued in a descending turn toward the east. The airplane impacted a storage unit building about 0.43 miles from the approach end of runway 12 at 24C.

When the airplane impacted the storage unit building, an explosion occurred. A postimpact fire consumed the wreckage and the storage unit building. The wreckage was recovered from the accident site, and it was transported to a secure location.

According to a witness, he and his son observed the airplane inflight while they were driving in a vehicle near 24C on Vergennes Street. While the airplane was in the descending turn and prior to impact, they did not observe any smoke or flames emitting from the airplane, nor did they hear any abnormal engine noises such as sputtering or backfiring.

The two-seat experimental airplane was built from a kit in 2024 by the pilot, who in addition to holding a private pilot certificate (airplane single engine land), he also held a repairman certificate (experimental aircraft builder for the accident airplane). The passenger held a private pilot certificate (airplane single engine land) and an airframe and powerplant mechanic certificate.

The airplane was equipped with a Lycoming Engines YIO-390-EXP248 reciprocating engine, part of the Thunderbolt experimental engine series. The airplane was also equipped with a Whirlwind Propellers 300-3B/A-72 three-blade controllable pitch composite propeller.

A preliminary review of meteorological data for the accident location and time did not reveal any meteorological areas of concern. The calculated density altitude for the closest meteorological reporting station was 2,266 ft.

Cessna T210N Turbo Centurion, N93HP, accident occurred on July 21, 2025, near Crosby, Texas

• Location: Crosby, TX
• Accident Number: CEN25LA282
• Date & Time: July 21, 2025, 07:45 Local
• Registration: N93HP
• Aircraft: Cessna T210N
• Injuries: 2 None
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200615/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N93HP

On July 21, 2025, about 0745 central daylight time, a Cessna T210N, N93HP, was substantially damaged when it was involved in an accident near Crosby, Texas. The pilot and passenger were not injured. The airplane operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The airplane departed from the George Bush Intercontinental Airport (IAH), Houston, Texas, at 0734 for the Dunham Field Airport (1XS1), Crosby, Texas. The pilot reported that after departure, the airplane began losing fuel. Shortly after, the engine began to lose power, and the No. 5 cylinder showed low exhaust gas and cylinder head temperatures. The pilot then elected to perform an off-field landing.

During the off-field landing, the airplane impacted a water retention pond. A postimpact fire ensured consuming portions of the engine cowling and fuselage. The pilot and passenger were able to egress without injuries.

The airplane was retained for further examination.

Beechcraft A36 Bonanza, N41VH, accident occurred on July 8, 2025, at Cavanaugh Bay Airport (66S), Coolin, Idaho

• Location: Coolin, ID
• Accident Number: WPR25LA204
• Date & Time: July 8, 2025, 18:40 Local
• Registration: N41VH
• Aircraft: Beech A36
• Injuries: 2 Minor
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200487/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N41VH

On July 8, 2025, about 1840 Pacific daylight time, a Beech A36, N41VH, was substantially damaged when it was involved in an accident near Coolin, Idaho. The pilot and passenger sustained minor injuries. The airplane was operated under Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilot, while departing from Cavanaugh Bay Airport (66S) Coolin, Idaho, the right wing contacted a tree at the end of the runway, and the airplane rolled over and came to rest in a lake located just off the end of the runway. The airplane sustained substantial damage to the fuselage and wings.

Witnesses to the accident reported they heard the engine running at a “high RPM” and saw the airplane make a steep right bank on the departure end of the runway before the right wing struck trees. Density altitude at the time of the accident was calculated to be about 5,267 ft.

The wreckage was retained for further examination. 

Lancair 360, N360RF, fatal accident occurred on June 29, 2023, at Ottawa Executive Airport (Z98), Zeeland, Michigan

• Location: Zeeland, MI 
• Accident Number: ERA25FA248 
• Date & Time: June 29, 2025, 10:49 Local 
• Registration: N360RF 
• Aircraft: ROBERT FIDLER LANCAIR 320/360 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200409/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N360RF

On June 29, 2025, at 10:49 eastern daylight time, an experimental, amateur-built Lancair 360, N360RF, was destroyed when it was involved in an accident near Zeeland, Michigan. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to a witness, the pilot taxied to the fuel service station and added fuel to the airplane just prior to the accident flight. After fueling, the airplane was seen taking off from runway 20. Shortly after rotation, the airplane began to roll to the left, and the roll continued until the airplane was in a steep bank angle. Subsequently, the nose pitched down, and the airplane impacted terrain to the east of the runway; a postaccident fire ensued.

The initial impact point was approximately 100 ft east of the runway centerline. A crater that was approximately 12 ft from the initial impact point contained the propeller, starter ring gear support, and multiple pieces of plexiglass and composite material. The main wreckage location was about 40 ft from the initial impact point and contained the engine, cockpit, fuselage, both wings, and the empennage. A post-impact fire consumed most of the airframe, and the engine displayed heavy thermal damage. All of the major airplane components were located at the accident site.

The airframe was mostly consumed by the post-impact fire, and displayed impact damage signatures. Flight control continuity for the rudder was established from the rudder bellcrank to the rudder pedal attach brackets for both the left and right rudder controls. One of the left rudder cables was noted to have an unsecured Nicopress compression sleeve. At the time of the examination, the compression sleeve was approximately 5 inches from the rudder pedal attach bracket for the left rudder cable. The compression sleeve showed no signs of being compressed to secure it to the rudder cable.

The right aileron remained attached to its installation point and was thermally damaged. The right aileron control tube that attached the aileron to the bellcrank remained intact and was secured to both the aileron and the bellcrank. The right aileron bellcrank remained intact and was capable of normal movement. The control tube that attached the aileron bellcrank to the idler bellcrank was thermally damaged at the idler bellcrank; however, the rod end remained attached to the idler bellcrank and the bolt, washer, and nut remained secured to the rod end. The right idler bellcrank was thermally damaged and was partially melted. The control tube going from the idler bellcrank to the controls in the cockpit was thermally damaged and was mostly destroyed. The rod end that was attached to the idler bellcrank was located near the idler bellcrank location, and the bolt, washer, and nut remained secured to the rod end. The control tube rod end that was attached to the cockpit controls remained secured to its installation point.

The left aileron remained attached to its installation point and was thermally damaged. All the aluminum portions of the left aileron control tubes and bellcranks were thermally destroyed; however, all of the control tube rod ends remained. The left aileron control tube rod end that attached to the aileron remained secured to the aileron, and the control tube rod end that attached to the cockpit controls remained secured to its installation point. The other four rod ends were located at their respective destroyed bellcrank locations, and each rod end still contained the attaching bolt, washer and nut.

Both elevators remained attached to the elevator bellcrank and displayed thermal damage signatures. The elevator control rod going from the elevator bellcrank to the idler bellcrank remained attached to the elevator bellcrank, the control tube was thermally damaged near the idler bellcrank and was melted; however, the elevator control tube rod end was located and contained the bolt, washer, and nut. The idler bellcrank was destroyed by the postaccident fire and only the support remained. The elevator control tube going from the idler bellcrank to the control sticks torque tube was completely melted except for the two rod ends. The rod end that was attached to the idler bellcrank was found near the idler bellcrank support and the rod end bolt, washer, and nut remained secure. The other rod end for the elevator control tube remained secured to the control torque tube.

Both flaps were thermally damaged, the attachment hinges were melted, and the flaps were separated from the airframe, being found adjacent to their original installation points. The flap torque tube was thermally damaged, and the flap actuator bellcrank was destroyed. Both flap actuating rods remained attached to the torque tube, and the other ends still had the bolts and nutplates attached to the rod ends. 

The engine remained attached to the airframe through its mounts, cables, wires, and hoses. The engine was thermally damaged from the postaccident fire. The crankcase was intact, and there were no visible signs of a catastrophic internal engine failure. The propeller flange was impact-separated from the rest of the crankshaft and remained attached to the propeller. The top spark plugs were removed and the electrodes displayed normal wear and operating signatures. 

The propeller was located in the crater near the initial impact point and was mostly buried in the soil. Both propeller blades remained within the propeller hub and could not be moved. The propeller blades were marked with “A” and “B” for documentation purposes during the postaccident examination. The propeller blade marked “A” displayed leading edge gouging, chordwise scratches, and minor twisting deformation. The propeller blade marked “B” displayed leading edge gouging, chordwise scratches, and minor aft bending and twisting deformation. The wreckage was retained for further examination.

Cessna 182Q Skylane, N4953N, accident occurred on June 26, 2025, at Brantley County Airport (4J1), Nahunta, Georgia

• Location: Nahunta, GA 
• Accident Number: ERA25LA242 
• Date & Time: June 26, 2025, 09:30 Local 
• Registration: N4953N 
• Aircraft: Cessna 182Q 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200393/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N4953N

On June 26, 2025, at about 09:30 eastern daylight time, a Cessna 182Q, N4953N, was substantially damaged when it was involved in an accident near Nahunta, Georgia. The private pilot was uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilot, the airplane had just undergone extensive maintenance in Sylacauga, Alabama, and he was planning to take the airplane to the W H 'Bud' Barron Airport (DBN), Dublin, Georgia. The pilot stopped at the Brantley County Airport (4J1), Nahunta, Georgia, on June 24, 2025, and the airplane remained parked until the day of the accident. The pilot reported that he performed a preflight inspection followed by a normal start of the engine. He allowed the engine to warm up and performed a magneto drop and propeller governor check. Shortly thereafter, a fire suddenly came up from the floor around the rudder pedals. The pilot exited the airplane and unsuccessfully attempted to extinguish the fire with a handheld fire extinguisher. The fire consumed most of the fuselage and the right wing, and the left wing was thermally damaged at the wing root.

The wreckage was retained for further examination.