Embraer ERJ-170-200LR, N185SY, incident occurred on July 15, 2025, near Monterey Regional Airport (MRY/KMRY), Monterey, California

• Location: Monterey, CA 
• Incident Number: OPS25LA048 
• Date & Time: July 15, 2025, 00:05 Local 
• Registration: N185SY 
• Aircraft: Embraer ERJ 170-200 LR 
• Injuries: 39 None 
• Flight Conducted Under: Part 121: Air carrier - Scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200560/pdf

On  July  15,  2025,  about  0005  Pacific  Daylight  Time  (PDT),  SkyWest  Airlines  (SKW) flight 3005,  an  Embraer  170-200LR,  N185SY,  conducted  a  pilot-initiated  go-around approximately 4 miles from the threshold of runway 10R at Monterey Regional Airport (MRY), Monterey,  California  due  to  the  runway  being  closed.  The  flight  departed  from  San  Diego International Airport (SAN), San Diego, California about 2306 PDT. At the time of the go-around, MRY  was  closed  by  NOTAM  between  the  hours  of  0000  and  0500  PDT.  Airport  operations removed the lighted runway closure marker “X” from both ends of runway 10R and temporarily opened  the runway  for  SKW3005  from  0015 until 0026 PDT. SKW3005 was vectored by the Northern California TRACON for another approach to runway 10R. The flight landed uneventfully about 0025. There were no injuries among the 2 flight crewmembers, 2 cabin crewmembers, and 35 passengers who deplaned at the gate. The flight was operated as a Title 14 Code of Federal Regulations Part 121 scheduled domestic passenger flight.

History of Flight

The flight release for the event flight, titled “final release,” was completed by the SkyWest dispatcher at 2152. The release indicated an estimated time of arrival as 0018. In a statement provided by the dispatcher, they stated that they “reviewed NOTAMs for the airport and noted that the original scheduled times would result in the flight’s arrival before the scheduled closure time.  However,  the  ETD  [estimated  time  of  departure] was  then  delayed  by  approximately  20 minutes….this pushed the arrival time past the airport closure time.” The dispatcher, after sending the release, passed the flight to their relief, or pass down, dispatcher. The pass down dispatcher stated that the only things that were remarked were “30 minutes of hold for poor weather in the area” and what the alternate was. The pass down dispatcher had no contact with the flight prior to departure.

According to ADSB data, flight 3005 pushed back from the gate at SAN about 2250, which was a delay from its scheduled departure time of 2159. The flight taxied to runway 27 and began the departure roll about 2306. According to the captain, while enroute they began reviewing the NOTAMs for MRY. He stated “upon seeing a NOTAM indicating the airport  would be closed, I mentioned to the FO that it couldn’t be possible we were arriving into a closed airport, especially given we hadn’t received any communication or advisories from dispatch…”

About 2305 the MRY airport operations manager received a voicemail from the airline regarding flight 3005, requesting a delay in the airport’s scheduled closure to accommodate the arrival of flight 3005. However, there was no confirmation returned that the closure would be delayed.

About 2341 the flight began to descend into MRY for an approach and landing. The flight contacted  NORCAL  and  stated  they  were  descending  from  16,000  ft  to  10,000  ft  with  “the weather and NOTAMs for Monterey.” The NORCAL controller acknowledged their transmission and  asked  what  approach  they  would  like,  to  which  the  flight  crew  responded, “the  ILS (instrument landing system) to 10R,” which the controller acknowledged.

According to airport operations personnel, at 2359 an announcement was made over the common  traffic advisory  frequency  (CTAF) frequency stating that they were beginning the airport closure.

About 0001 the flight was cleared by NORCAL for an ILS approach to runway 10R at MRY. Subsequently, the flight crew switched frequency to the CTAF at MRY to announce their intention to land.

About 0003, airport operations personnel placed and raised a lighted “X” at each end of runway 10R. About the same time, airport ground personnel heard flight 3005 announce on the CTAF that they were on a 5-mile final.

The flight descended via the ILS to approximately 1,300 ft above mean sea level (msl) and  then  initiated  a  missed  approach  maneuver  about  0004.  Prior  to  executing  the  missed approach, the airport operations manager, who was monitoring the CTAF, advised the crew that the airport was closed. According to the FO, the individual on the CTAF stated that they would “pull the X” to allow the flight to land.

The flight crew continued the published missed approach procedure, contacted NORCAL, and stated they  were flying the published missed  approach due to the runway  being closed. Audio recording provided by the FAA indicated that when the flight crew contacted NORCAL on the missed approach and explained the reason for the missed approach, the air traffic controller stated, “… news to me.” The NORCAL controller subsequently stated, “This is a big surprise to what you are saying, and we are trying to figure out on our side what is going on.”

The flight crew confirmed they had adequate fuel to attempt another approach and, if necessary, be able to divert to the flight’s filed alternate airport. NORCAL vectored the flight to an approximate 20 mile final. According to the captain “NORCAL advised that they would not clear us for the approach unless we received positive verbal confirmation that the runway was open.” As the flight approached the final approach fix, the MRY ground crew personnel reported that the “runway was open.” The crew informed the NORCAL controller, who vectored the flight to intercept the approach to MRY. During the second approach, the flight’s dispatcher sent an ACARS message asking the crew for their intentions. The captain asked the FO to respond with “Landing MRY. Standby.”

The flight subsequently landed on runway 10R about 0025, exited the runway at taxiway “L,” and taxied to the gate uneventfully.

A review of the NOTAMs for MRY revealed that there were ten NOTAMs in effect at the time of the incident. One of the NOTAMs specified that the MRY airport was closed Tuesday through Saturday from July 8, 2025, until August 9, 2025, from 0000-0500 PDT. The incident flight occurred on Tuesday.

Airport Information

MRY was located about 3 miles to the southeast of Monterey, California at an elevation of 256.6 ft  msl. The airport has two  paved landing surfaces, 10R/28L and  10L/28R. Runway 10R/28L was 7,175 ft long and 150 ft wide. Runway 10L/28R was “not available for air carrier use.”

The MRY air traffic control tower (ATCT) operated daily from 0700 until 2200. At the time of the incident, the ATCT was closed and was not providing services.

Bombardier CRJ-900LR, N833SK, incident occurred on July 16, 2025, at MBS International Airport (MBS/KMBS), Freeland, Michigan

• Location: Freeland, MI 
• Incident Number: OPS25LA054 
• Date & Time: July 16, 2025, 15:42 Local 
• Registration: N833SK 
• Aircraft: BOMBARDIER INC CL-600-2D24 
• Injuries: 65 None 
• Flight Conducted Under: Part 121: Air carrier - Scheduled 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200629/pdf

On  July  16,  2025,  about  1542  eastern  daylight  time  (EDT),  SkyWest  Airlines  (SKW) flight 3751,  a  Bombardier  CL-600-2D24,  N833SK,  departed  from  a  closed  runway  at  MBS International Airport (MBS), Freeland, Michigan. The flight continued without further incident to its  intended  destination  of  Detroit/Wayne  County  International  Airport  (DTW),  Romulus, Michigan. The 2 flight crewmembers, 2 cabin crewmembers, and 61 passengers deplaned at the gate without any injuries. The flight was operated as a Title 14 Code of Federal Regulations Part 121 scheduled domestic passenger flight.

The National Transportation Safety Board (NTSB) was notified by the Federal Aviation Administration (FAA) and, in response, began an incident investigation.

History of Flight 

According  to  SKW,  the  incident  flight’s  dispatch  release  was  20  pages  in  length  and indicated a departure time of 1533. The release also indicated an 18-minute taxi out at MBS and an estimated time of arrival at DTW of 1622.

According to the captain, he flew in from DTW as a dead-heading crewmember and met the  crew at  the  gate.  Prior  to  departure  the  first  officer,  who  was  to  be  the  pilot flying  (PF), conducted the threat briefing. Both pilots discussed the storms in the vicinity and decided that if they received good takeoff data, they would perform the departure from runway 14 and that would keep them clear of the line of storms. The flight crew read the taxiway closures provided to them from the dispatcher with the flight release, and the captain highlighted the applicable ones on the airport diagram.

The crew received the flight’s takeoff data for runway 14, and considering the potential for windshear, the crew agreed to use normal takeoff performance numbers.

The MBS air traffic control tower (ATCT) was closed via a notice to airmen (NOTAM) at the time the flight was pushed back from the gate. After completing the engine start checklist, the  first  officer  contacted  Great  Lakes  approach  control  to  obtain  their  air  traffic  control clearance to DTW. The flight crew reported they made the appropriate advisory transmissions on the MBS common traffic advisory frequency (CTAF) as they taxied to runway 14 via taxiway “C” and taxiway “A.” During the taxi out to runway 14 the crew reported there “were no visible cues indicating a closure of the taxiways or runways.”

As  the  flight  was  holding  short  of  runway  14,  the  first  officer  contacted  Great  Lakes approach control and informed the controller that they were number one at runway 14 and ready for departure. The controller issued the flight a release of “fly runway heading maintain 4,000.”  The flight crew reported that “were no obstructions or airport personnel present” at the time of their departure. According to ADS-B data, the flight became airborne about 1542:39.

The flight crew stated that the flight was uneventful and there was no indication they had departed from a closed runway. According to ADS-B data, the flight landed at DTW about 1607.

A review of the NOTAMS for MBS revealed that there were 18 NOTAMs in effect at the time of the incident. One of the NOTAMS specified that runway 14/32 was closed from July 16, 2025, beginning at 0600 until July 16, 2025, at 1800. On page 14 of the flight’s dispatch release, under  the  section  titled  “Origin  Airport  NOTAMS,”  the  NOTAMs  were  broken  down  into  six sections. Three of those sections were titled “Aerodrome/RWY/FICON NOTAMS,” “Taxiway and Airport Lighting  NOTAMS,” “Radio/Communication  NOTAMS.” There were five NOTAMS under “Aerodrome/RWY/FICON NOTAMS” section, which included the runway 14/32 closure NOTAM, five NOTAMS under the “Taxiway and Airport Light NOTAMS” section, and one NOTAM under the “Radio/Communication NOTAMS” section.

Airport Information

MBS was located about 9 miles to the northwest of Saginaw, Michigan at an elevation of 668.2 ft msl. The airport had two paved landing surfaces, 05/23 and 14/32. Runway 05/23 was 8,002 ft long and 150 ft wide. Runway 14/32 was 6,399 ft long and 150 ft wide.

The FAA Chart Supplement provided that the MBS ATCT operated daily from 0700 until 0000. At the time of the incident, the ATCT was closed via NOTAM from July 16, 2025, at 0957 until July 16, 2025, at 2300.

Grumman American AA-5 Traveler, N1342R, fatal accident occurred on July 26, 2025, at Ryan Field (2MT1), West Glacier, Montana

• Location: West Glacier, MT 
• Accident Number: WPR25FA223 
• Date & Time: July 26, 2025, 09:42 Local 
• Registration: N1342R 
• Aircraft: GRUMMAN AMERICAN AVN. CORP. AA-5 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200635/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N1342R

On July 26, 2025, about 0942 mountain daylight time, a Grumman AA-5, N1342R, was destroyed when it was involved in an accident near West Glacier, Montana. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Multiple witnesses located at the remote airstrip reported that the airplane taxied to the approach end of runway 15 and started the takeoff roll. They also reported that there was not an engine run-up prior to takeoff. During this time there were two airplanes flying near the airstrip with the intention of landing and were communicating with the accident airplane. The witnesses on the ground reported that as the airplane was on its takeoff roll, the engine was at a high RPM and sounded normal, but seemed to moving slow. One of the witnesses recalled seeing the flaps retracted during this time. The airplane continued down the grass covered airstrip and did not become airborne until it reached the end of the runway. The airplane collided with trees and terrain and a postimpact fire ensued.

The accident site was located in wooded and rocky outcropped terrain on the edge of a clearing about 440 ft from the end of the runway. The accident site was at an elevation of 3,625 ft mean sea level and on a magnetic heading of 152? from the end of the runway. The debris field was about 80 ft long on a directional heading of about 150? magnetic. The main wreckage was the furthest in the debris field and was comprised of the fuselage, empennage, firewall, engine, propeller, and portions of the right wing. The left wing and the outboard right wing were found in the debris field.

The wreckage was relocated to a secured facility for further examination.

Hughes 369D, N173AL, fatal accident occurred on August 7, 2025, near Alton, Illinois

• Location: West Alton, MO 
• Accident Number: CEN25FA307 
• Date & Time: August 7, 2025, 10:59 Local 
• Registration: N173AL 
• Aircraft: Hughes 369D 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 133: Rotorcraft ext. load

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200732/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N173AL

On August 7, 2025, about 1059 central daylight time, a Hughes (MD Helicopters) 369D helicopter, N173AL, was destroyed when it was involved in an accident near West Alton, Missouri. The pilot and crewmember were fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 133 external load flight.

According to the available Automatic Dependent Surveillance – Broadcast (ADS-B) data for the helicopter, the pilot departed from the north bank of the river about 1025. He appeared to make three trips to the powerline support tower on the south bank of the river and then return to the original position on the north bank. The final ADS-B data point was recorded at 1035. No further ADS-B data was recorded.

A witness located on the tow vessel reported that the helicopter pilot and lineman appeared to be attempting to attach a safety marker (orange ball) to one of the power lines. The lineman appeared to be standing on the left skid, wearing a safety harness. On the second attempt, as the pilot brought the helicopter closer to the power lines at which time the tail of the helicopter struck the line.

From the witness’ vantage point, it appeared that the tailboom partially separated from the airframe with a portion of it “dangling.” The helicopter then pivoted, and the cockpit hit the line which caused sparks similar to when an electrical transformer fails. The helicopter then fell onto the barge deck and a postimpact fire ensued. The witness did not recall seeing the helicopter on fire during flight, only the sparks when the fuselage struck the line. The crew moved the tow vessel alongside the barge and used its pilothouse fire station to extinguish the fire. A subsequent inspection of the barge did not reveal any structural damage or any release of the barge contents.

The helicopter main wreckage consisted of the fuselage, engine, main rotor transmission, main rotor hub, and forward portion of the tail boom (fragmented into two sections). One main rotor blade was located about 150 ft from the main wreckage. A 7-foot segment of a second main rotor blade was located about 176 ft from the main wreckage. Finally, a main rotor blade tip, about 6-inches in length, was located about 26 ft from the main wreckage. The remaining main rotor blades and the aft portion of the tail boom, including the tail rotor and horizontal stabilizer, were not present with the wreckage and presumed to have landed in the river.

The video data recorder onboard the tow vessel was retained for examination and download. A search of the river bottom in the vicinity of the accident site using side-scan sonar equipment is planned. The helicopter wreckage was retained for possible further examination.

Beechcraft M35 Bonanza, N951T, fatal accident occurred on August 13, 2025, near Des Moines, New Mexico

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=N951T

- History of the Flight:

On August 13, 2025, at about 2300 local time, a Beechcraft M35 Bonanza, N951T, registered to an airline transport pilot out of Frederick, Colorado, was destroyed when it was involved in an accident near Des Moines, New Mexico. The pilot and passenger sustained fatal injuries. The cross-country flight originated from Pueblo Memorial Airport (PUB/KPUB), Pueblo, Colorado, at about 2210 LT, and was destined to an unknown location (at the time of this writing).

According to preliminary automatic dependent surveillance-broadcast (ADS-B) data, earlier in the day, at about 1940 LT, the airplane departed Erie Municipal Airport (EIK/KEIK), Erie, Colorado, on a flight to Pueblo. The airplane landed at 2050 LT. About 1h20m later, the airplane departed runway 8L at KPUB and entered a climbing right turn to an inflight cruising  altitude 8,000 ft. The airplane was tracking south and the flight appeared uneventful.

At roughly 2253, the airplane's track stopped about 17 miles north of the Sierra Grande on both the Flightaware and ADS-B Exchange sites. However, Flightradar24 continued tracking the airplane south. At roughly 2255 LT, the airplane descended to an altitude of 7,500 ft. At 2258 LT, the airplane initiated a climb, which stopped at 7675 ft when it flew into the Sierra Grande, an extinct stratovolcano that has an elevation of 8,723 ft (see figure 1, 2, and 3).

Figure 1: Flightradar 24 end of track

Figure 2: Flightradar 24 end of track

Figure 2: The Sierra Grande (photo via wiki)

- Pilot Information:

The pilot's identity is unknown at this point. However, the current registered owner holds an airline transport certificate, with a most recent issue/update date of 7/10/2004, with a rating for airplane multi-engine land, and commercial privileges for airplane single-engine land. He also held a flight instructor certificate and a Airframe and Powerplant (A&P) certificate. His third class FAA medical was issued on July 2025.

- Aircraft Information:

The accident aircraft, serial number D-6341, was manufactured in 1960. The Beechcraft Bonanza Model M35 is a five seat, retractable gear, single engine airplane. It is powered by a Continental Motors IO-470-N, 260 horsepower engine.

According to the Pilot Operating Handbook (POH):

This airplane is approved for the following type operations when the required equipment is installed and operational as defined here in 

1. VFR day and night

2. IFR day and night

3. FAR 91 operations when all pertinent limitations and performance considerations are complied

- Wreckage and Impact Information:

unknown

- Weather:

(1) METARs:

METAR KCAO 140455Z AUTO 18008KT 10SM CLR 21/13 A3009 RMK AO2 SLP105 T02060128

METAR KRTN 140453Z AUTO 34006KT 10SM CLR A3017 RMK AO2 SLPNO

(2) NWS Info:

According to the National Weather Service Area Forecast Discussion Issued by NWS Albuquerque, NM, at 536 PM MDT Wed Aug 13 2025:

...New AVIATION...

.KEY MESSAGES...
Issued at 1133 AM MDT Wed Aug 13 2025

- Minor to moderate risk of flash flooding below burn scars
  through the work week, the becoming high this weekend into
  early next week.

- After decreasing coverage of showers and thunderstorms today,
  monsoon moisture will begin to increase again near the Arizona
  border late Thursday, and over western and central New Mexico
  Friday. Fairly rich monsoon moisture will then remain in place
  across much of the forecast area through the first half of the
  coming work week with daily rounds of scattered to numerous
  showers and thunderstorms. There will also be a risk of isolated
  flash flooding outside of burn scars Friday through next Wednesday.

Also...

.SHORT TERM...
(This evening through Thursday night)
Issued at 1133 AM MDT Wed Aug 13 2025

A downtick in shower and thunderstorm coverage with slightly above
average high temperatures is expected this afternoon and evening
due to the 593 to 594 dam upper high centroid moving from north
central AZ to western NM. Isolated coverage is expected across the
north central and Sacramento Mountains with scattered to numerous
coverage across the Gila Mountains near Glenwood and Pleasanton where
higher PWATs of around 0.9 inches will be present. Some of these
showers and storms could move into the nearby highlands resulting in
gusty and erratic winds at locations like Raton, Las Vegas and
Gallup. Any shower and thunderstorm activity in the state will taper
off after sunset with lingering mid level clouds across western and
central NM heading into the dawn.

The 592 to 593 dam upper high moves east to over the NM, CO, OK, and
TX borders Thursday afternoon. This along with a trough entering the
Pacific coast will allow for a traditional monsoon flow to setup
across AZ with far western NM on the eastern edge of this flow.
Scattered to numerous showers and storms will favor the mountains
and nearby highlands along and west of the Continental Divide, where
PWATs will be around 0.7 to 0.95 inches, with isolated to at most
scattered showers and thunderstorms across the north central
mountains and Sacramento Mountains. High temperatures will be 5 to 9
degrees above average areawide. Showers and thunderstorms taper off
around sunset with activity lingering longest near the AZ/NM
border

&&

.AVIATION...
(00Z TAFS)
Issued at 529 PM MDT Wed Aug 13 2025

Lingering SHRA/TS will focus over southwest NM this evening where
strong and erratic outflow wind gusts up to 40KT are likely. This
includes the KGUP area. Thicker mid and upper level clouds tonight
will persist thru sunrise with light winds overnight. A slightly
greater crop of SHRA/TS is expected Thursday after 1pm in the
vcnty of the high terrain and west of the Cont Dvd. This activity
will drift erratically southwest thru sunset with more strong wind
gusts and brief rain.

(3) Sun and Moon Data:

According to the United States Naval Observatory, the official sunset occurred at 1948, end of civil twilight at 2015. At the time of the accident the Sun was -32 degrees below the horizon, and the Moon was -4 degrees under the horizon.

- Additional Information:

no