Cessna 340A RAM VI, N888MT, fatal accident occurred on August 27, 2025, near Midwest National Air Center Airport (GPH/KGPH), Mosby, Missouri

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=N888MT

- History of Flight:

On August 27, 2025, at about 1157 local time, a Cessna 340A, N888MT, registered to Spelts Mark Warren Trustee out of Chico, California, was destroyed when it impacted terrain while on approach to land at Midwest National Air Center Airport (GPH/KGPH), Mosby, Missouri. The pilot and passenger were fatally injured. The personal flight originated from Washington Regional Airport (FYG/KFYG), Washington, Missouri, and was destined to KGPH.

According to preliminary automatic dependent surveillance-broadcast (ADS-B) data, at 1058 LT, the airplane departed runway 33 at KFYG and entered a climbing left turn to an inflight cruising altitude of 4,200 ft. The flight appeared uneventful. At 1148:10 LT, the airplane started its descent towards KGPH. At 1156:46, the entered the traffic pattern at KGPH while on a left crosswind for runway 18. The airplane was decelerating through 120 knots ground speed as it entered the traffic pattern. At 1157:28, the airplane entered a descending left base turn toward runway 18. During the descending turn, the airplane decelerated to 87 knots groundspeed and achieved a maximum descent rate of about 1,200 feet per minute (fpm). At 1157:42, the final ADS-B data point was recorded about 0.73 nm from the runway 18 threshold. At that time, the airplane was at 675 ft msl, 85 knots groundspeed. The airplane had a 263.9° heading. (figure 1)

Figure 1: ADS-B exchange data ran on Google Earth

- Pilot Info:

The pilot(s) flying was/were not identified at the time of this writing. However, the current registered owner holds a private pilot certificate (issued/updated on 11/2/2012) with a rating for airplane single-engine land rating, an airplane multi-engine land rating, and an instrument rating. He held a third class FAA medical issued on July 2023, with a note stating he is not valid for any class after July 31, 2025. The individual did hold a BasicMed Course, dated 9/12/2023.

- Aircraft Info:

The accident airplane, serial number 340A0763, was manufactured in 1979. It was a pressurized twin-engine, low-wing, all-metal airplane, featuring retractable tricycle landing gear. The airplane was equipped with two Continental TSIO-520-NB engines modified with the RAM conversion, which increased the engine horsepower to 335 horsepower. These engines drove two Hartzell 3-blade, all-metal, constant speed propellers. The airplane was equipped with vortex generators indicated, which increased the airplane's maximum gross weight to 6,290 pounds. The vortex generators decreased the airplane's minimum controllable airspeed to 71 knots indicated airspeed.

According to the original Pilot Operating Handbook (POH):

"The stall characteristics of the airplane are conventional. Aural warning is provided by the stall warning horn between 5 and 10 KIAS above the stall in all configurations. The stall is also preceded by a mild aerodynamic buffet which increases in intensity as the stall is approached. The power-on stall occurs at a very steep pitch angle with or without flaps. It is difficult to inadvertently stall the airplane during normal maneuvering."

The following is the stall speed charts from the Ram VI version POH:

- Wreckage and Impact Information:

The airplane came to rest in an open field north of the airport. There was a small path leading to the main wreckage. The wreckage consisted of the entire airplane, which was consumed by a post crash fire. Both wings and tail remained attached to the airframe. The impact appears consistent with a low altitude aerodynamic stall/spin entry.

- Airport Information:

Midwest National Air Center Airport is an uncontrolled (no tower) public airport located one mile north of Mosby Missouri. The airport features a single asphalt runway 18/36 that is 5502 x 100 ft. The airport field elevation was 777.2 ft.

- Weather:

The reported weather at KGPH, at 1155 (about 2 minutes before the accident) included: wind 230° at 5 knots, 10 statute miles visibility, no clouds under 12,000 ft (CLR), a temperature of 25° C, a dew point of 10° C, and a barometric altimeter setting of 30.23 inches of mercury. The calculated density altitude was 1838 ft.

METAR KGPH 271635Z AUTO 22006KT 10SM CLR 24/11 A3023 RMK AO2

METAR KGPH 271655Z AUTO 23005KT 10SM CLR 25/10 A3023 RMK AO2

METAR KGPH 271715Z AUTO 21006KT 10SM CLR 25/10 A3022 RMK AO2

Unknown or undetermined: Mikoyan-Gurevich MiG-23UB, N23UB, accident occurred on August 13, 2023, near Willow Run Airport (YIP/KYIP), Belleville, Michigan

• Location: Belleville, Michigan 
• Accident Number: CEN23FA361 
• Date & Time: August 13, 2023, 16:10 Local 
• Registration: N23UB 
• Aircraft: Mikoyan Gurevich MIG-23UB 
• Aircraft Damage: Destroyed 
• Defining Event: Unknown or undetermined 
• Injuries: 2 Serious 
• Flight Conducted Under: Part 91: General aviation - Air race/show

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192855/pdf

https://data.ntsb.gov/Docket?ProjectID=192855

On August 13, 2023, about 1610 eastern daylight time, a Mikoyan Gurevich MiG-23UB airplane, N23UB, was destroyed when it was involved in an accident near Belleville, Michigan. The pilotin-command (PIC) and pilot-rated observer (PRO) received serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 air show exhibition flight.

Both the front-seat pilot-in-command (PIC) and the rear-seat pilot-rated observer (PRO) of the Russian-manufactured fighter jet reported that the airplane’s engine did not respond to application of afterburner power during a display pass at an air show. According to the PIC, the engine was operating in a degraded power condition that was insufficient to sustain altitude and airspeed. The PIC maneuvered the airplane back toward the airport while he attempted to restore engine power.

The PIC believed that his corrective measures would have restored engine power; however, the PRO activated the crew ejection system before engine power was restored. The PRO reported that he inquired about ejection with the PIC but did not hear a response before he activated the ejection system; however, the PIC reported that he replied “no” in response to the PRO’s ejection inquiry and that he was ejected from the airplane while he was troubleshooting the loss of engine power and still flying the airplane. Although the PIC was completing corrective actions, engine power was not restored by the time of the crew ejection and, therefore, the investigation was unable to determine if his corrective efforts would have been successful.

According to the PRO, the ejection system was activated about 350 ft above ground level (agl) and below 200 kts. Both pilots were ejected from the airplane, with the PRO ejected first, followed by the PIC. The airplane continued in a left bank and descended into the ground about 1.7 miles from the runway. The airplane impacted the ground adjacent an apartment building and was destroyed by impact forces and a post impact fire.

Other than the PIC’s mechanic, the NTSB was unaware of any independent engine shop or manufacturer within the United States with the appropriate tooling and expertise to perform a teardown examination of the Tumansky R27F2M-300 engine. The PIC’s written statement addressed potential sources for degraded engine performance; however, the NTSB could not validate the PIC’s opinion of the reason for the loss of engine power. Based on photographic evidence, the engine was producing some power at impact; however, the level of power output could not be determined. Due to investigative support limitations and the extend of damage, the investigators were unable to determine the reason for the loss of engine power. 

The airplane flight manual indicated that during a descent, the minimum safe altitude for crew ejection is calculated based on the airplane’s rate of descent and is equal to the rate of descent multiplied by 5. Based on the 350 ft agl altitude at ejection provided by the PRO, this altitude would be appropriate for ejection at a maximum rate of descent of 70 feet per minute (fpm). Although the airplane’s actual rate of descent was not known, it was likely significantly higher than the 70 fpm limitation at the time of crew ejection. Additionally, video evidence showed that the ejection seat parachutes did not fully deploy until the occupants had descended to just above treetop level. Therefore, the timing of the crew ejection was not premature. Given the serious injuries received by both occupants, crew ejection at a higher altitude may have reduced the severity of their injuries. Likewise, had the crew ejection been further delayed, the occupant injuries may have been more severe.

- Probable Cause: A reported partial loss of engine power while maneuvering for reasons that could not be determined.

Piper PA-46-500TP M500, N819MA, fatal accident occurred on July 20, 2025, near Lancaster Airport (LNS/KLNS), Lititz, Pennsylvania

• Location: Lititz, PA
• Accident Number: ERA25FA272 
• Date & Time: July 20, 2025, 08:00 Local 
• Registration: N819MA 
• Aircraft: Piper PA46-500TP 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200578/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N519MA

On July 20, 2025, about 0800 eastern daylight time, a Piper PA-46-500TP Meridian airplane, N819MA, was substantially damaged when it was involved in an accident in Lititz, Pennsylvania. The pilot was the sole person on board and was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Prior to the accident flight, the airplane was towed from its hangar by line service personnel and the fuel tanks topped off with 74 gallons of Jet A and Prist fuel additive, for a total of approximately 170 gallons. Shortly afterward, airport surveillance video showed the instrument-rated private pilot arriving at the airplane. He performed a brief preflight inspection of the airplane, then entered the airplane and closed the main cabin door.

The engine was started and preliminary air traffic control (ATC) data showed that the pilot called for his instrument flight rules (IFR) clearance from Lancaster Regional Airport (LNS), Lancaster Pennsylvania to State College Regional Airport (UNV), State College Pennsylvania. The readback of the clearance instructions to the clearance controller was correct and the pilot was cleared to taxi to the runway.

Upon arrival at the hold-short line for departure, the ATC recording indicated that the tower controller advised the pilot to hold short while they waited for his IFR release. Three minutes later, the release was received, and the pilot was cleared for takeoff with a left turn on course. There was no readback of this instruction, and the surveillance video showed the pilot enter the runway and start his takeoff roll.

Preliminary Automatic Dependent Surveillance-Broadcast (ADS-B) data showed that the airplane reached rotation speed and lifted off. As the airplane cleared the departure end of the runway, having climbed to 650 ft mean sea level at a ground speed of 136 knots, the airplane suddenly pitched down to a descent rate of -1600 feet per minute. Approximately 9 seconds later, the airplane impacted a corn field 1/4 mile from the end of the runway on an estimated heading of 070° and a descent angle of approximately 39°and the left wing slightly down. The estimated flight time from the moment the wheels left the runway to impact was approximately 20 seconds. Nineteen seconds after takeoff, the control tower attempted to establish communication with the pilot multiple times without result.

The airplane came to rest 164 ft beyond the point of impact. The airframe was compressed due to impact forces. The engine and propeller created an impact crater 11 ft long, 6 ft wide, and 20 inches deep. The leading edges of the wings left an impression mark in the soil at the base of angle-cut corn stalks 3-6 inches deep along the entire wingspan. The surrounding corn throughout the debris field from the point of impact forward to the end of the debris field showed evidence of fuel blight with a strong odor of jet fuel throughout the accident site.

All flight surfaces were accounted for at the accident site. The left wing, wing-flap, and left aileron were fragmented into multiple sections. The left wing separated from the fuselage at the wing root and was found laying on top of the engine. The right wing remained attached to the airframe. The leading edge was found 20 ft behind the main airplane wreckage. The tail section was intact with the left horizontal spar broken but still attached. The vertical stabilizer remained attached and upright with leading edge damage.

The propeller, propeller shaft and forward reduction gear box broke free of the engine. The propeller shaft separated from the propeller and was found in the corn several feet beyond the propeller. The propeller was found 60 ft forward and to the right of the impact crater. It exhibited rotational damage including the separation of one of the four blades with two of the blades fractured at their midpoint.

The recorded weather at LNS, at 0753, included: wind from 200° at 3 knots, 5 miles visibility, broken clouds at 400 ft agl and 900 ft agl, mist, temperature 25° C, dew point 24° C, and an altimeter setting of 30.03 inches of mercury.

According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on September 19, 2024. He reported on that date that he had accrued approximately 2,350 total flight hours.

According to FAA and airplane maintenance records, the accident airplane was manufactured in 2015. The airplane's most recent annual inspection was completed on March 14, 2025. At the time of the inspection, the airplane had accrued approximately 1,336 total hours of operation.

The wreckage was retained for further examination.

Cessna 172S Skyhawk SP, N5203H, fatal accident occurred on August 26, 2025, near Los Banos, California

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=N5203H

- History of Flight:

On August 26, 2025, at about 1905 local time, a Cessna 172S Skyhawk SP, N5203H, registered to Tegridy Equipment Leasing LLC out of Aurora, Oregon, was destroyed when it was involved in an accident near Los Banos, California. The sole pilot onboard sustained fatal injuries. The personal flight originated from San Jose-Reid-Hillview Airport (RHV/KRHV), San Jose, California, and was destined to an unknown location.

The exact purpose of the flight is unknown at the time of this writing.

According to preliminary automatic dependent surveillance-broadcast (ADS-B) data (Figure 1), at 1511 local time, the airplane departed runway 31R at KRHV and conducted a climbing right turn to an inflight cruising altitude of about 5,000 ft. At about 1556 LT, the airplane reached the Dos Palos area and began a series of circling orbits with altitudes ranging between 6,700 ft and 5,700 ft. At about 1630 LT, the airplane flew north and began another series of circlcing orbits over the Los Banos Wildlife area (Figure 2). At about 1701 LT, the airplane flew east and conducted 3 low altitude orbits before climbing to an altitude of 6,000 ft and proceeding to the south. At about 1713 LT, the airplane conducted 3 orbits and descended to an altitude of 3100 ft, heading southwest. At about 1741 LT, the airplane began a series of erratic circling orbits south of Los Banos. At about 1810 LT, the airplane flew northwest towards the area of the Wright Solar Park. At about 1826 LT, the airplane, for another time, began a series of circling orbits, which increased in intensity until the end of the track. The last series of orbits were conducted at altitudes lower than 3,000 ft. The last ADS-B return was recorded at 1905:02, the airplane was at 625 ft, 57 knots groundspeed, and descending 15,000 feet per minute (fpm), see figure 3.

Figure 1: ADS-B Exchange data of initial portion of accident flight up to 1701 LT

Figure 2: ADS-B Exchange data ran through Flysto (initial portion up to 1701 LT)

Figure 3: ADS-B Exchange data ran through Flysto (1701 LT up to end of track)

Figure 4: Altitude Profile from Flysto (1701 LT up to end of track)

Figure 5: Vertical Speed from Flysto (1701 LT up to end of track)

Figure 6: Turn Rate from Flysto (1701 LT up to end of track)

According to preliminary information, the airplane encountered issues shortly after takeoff from San Jose and was in contact with air traffic control during the entire accident flight. The pilot reported severe control issues. Additionally, another airplane was following the accident aircraft.

Witnesses said the airplane "nosed-dived" into the ground.

- Pilot Information:

unknown at this point

According to unconfirmed sources, the pilot held a certificated pilot license and owned an aircraft. The accident aircraft was a rental.

- Aircraft Information:

The accident aircraft, serial number 172S9732, was manufactured in 2004. It was powered by a Lycoming IO-360 180 horsepower engine. The airplane had a total of 53 gallons useable fuel.

The airplane was involved in an accident on August 3, 2016 in Palm Springs, California, when a student pilot lost control during an aborted landing, which resulted in a nose over.

- Wreckage and Impact Information:

The wreckage was located inverted in an open field in the area of the last ADS-B return. The airplane was heavily fragmented by impact forces. There was no post crash fire. Both wings and tail remained attached to the airframe. The impact appears consistent with a wings level, nose down impact.

- Weather:

METAR KMCE 270053Z AUTO 31006KT 10SM CLR 35/15 A2981 RMK AO2 SLP092 T03500150

METAR KMCE 270153Z AUTO 29005KT 10SM CLR 34/16 A2980 RMK AO2 SLP089 T03390161

METAR KMCE 270253Z AUTO 28006KT 9SM CLR 31/16 A2982 RMK AO2 SLP096 T03110161 55002

- Additional Information:
no