Game GB1 GameBird, N588AF, and Van's RV-8, N931KZ, accident occurred on July 12, 2025, at Gould Peterson Municipal Airport (K57), Tarkio, Missouri

• Location: Tarkio, MO 
• Accident Number: CEN25LA250 
• Date & Time: July 12, 2025, 08:30 Local 
• Registration: N588AF (A1); N931KZ (A2) 
• Aircraft: GAME COMPOSITES LLC GB1 GAMEBIRD (A1); Vans RV-8 (A2) 
• Injuries: 1 None (A1); 1 None (A2) 
• Flight Conducted Under: Part 91: General aviation - Personal (A1); Part 91: General aviation - Personal (A2)

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200531/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N588AF

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N931KZ

On July 12, 2025, about 0830 central daylight time, a Game Composites GB-1 Gamebird airplane, N588AF, was substantially damaged, and a Vans RV-8, N931KZ, sustained minor damage, when they were involved in an accident near the Gould Peterson Municipal Airport (K57), Tarkio, Missouri. Neither pilot was injured. Both airplanes were operated as a Title 14 Code of Federal Regulations Part 91 personal flights.

The airport was hosting the Wing Nuts Flying Circus event on the day of the accident. This included an air show, aircraft flybys, and static aircraft displays. A temporary flight restriction (TFR) was in effect on July 11th and July 12th from 1230 until 1430 each day in conjunction with the event. The TFR consisted of a 5 nm radius centered on K57 from the surface to 15,000 ft mean sea level. A temporary control tower was established at K57 for the event and was in operation at the time of the accident. The airport was normally a non-towered airport.

The pilot of N588AF was the lead in a formation of five airplanes. He reported reaching the base leg in the traffic pattern and was then cleared to land. The approach was without incident until another pilot in his formation instructed him to execute a go-around. He complied immediately; however, that was not in time to prevent a collision with an airplane already on the runway. The airplane sustained substantial damage when the rudder contacted the propeller of the airplane on the runway. The lower aft corner of the rudder was cutoff by the propeller.

The pilot of N931KZ reported that he had landed and was rolling out at the time of the accident. He heard an increase in noise and then a severe vibration as the other airplane passed overhead. The propeller of his airplane contacted the rudder of the other airplane.

A witness reported that he observed the events leading to the accident. He landed about 30 minutes prior and had parked his airplane in a grass area about halfway down the runway. From that vantage point, he observed an airplane on what appeared to be a straight-in final for runway 36. He then observed a second airplane turn from a close-in left base to final as it descended on top of the first airplane on final. He was unable to see if the airplanes continued or if they came into contact with each other. From his vantage point, it did not appear that either plane was in distress.

A witness reported that he observed the events leading to the accident. He landed about 30 minutes prior and had parked his airplane in a grass area about halfway down the runway. From that vantage point, he observed an airplane on what appeared to be a straight-in final for runway 36. He then observed a second airplane turn from a close-in left base to final as it descended on top of the first airplane on final. He was unable to see if the airplanes continued or if they came into contact with each other. From his vantage point, it did not appear that either plane was in distress.

Midair collision: North American T-6G Texan, N2897G, and North American AT-6B Texan, N57418, fatal accident occurred on September 17, 2023, at Reno-Stead Airport (RTS/KRTS), Reno, Nevada

• Location: Reno, Nevada 
• Accident Number: WPR23FA345 
• Date & Time: September 17, 2023, 13:55 Local 
• Registration: N2897G (A1); N57418 (A2) 
• Aircraft: North American T-6G (A1); North American AT-6B (A2) 
• Aircraft Damage: Substantial (A1); Substantial (A2) 
• Defining Event: Midair collision 
• Injuries: 1 Fatal (A1); 1 Fatal (A2) 
• Flight Conducted Under: Part 91: General aviation - Air race/show (A1); Part 91: General aviation - Air race/show (A2) 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193074/pdf

https://data.ntsb.gov/Docket?ProjectID=193074

On September 17, 2023, about 1355 Pacific daylight time, a North American T-6G, N2897G (Race 6), and a North American AT-6B, N57418 (Race 14), were destroyed when they were involved in an accident near Reno, Nevada. The pilots of both airplanes were fatally injured. Both airplanes were operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilots of the accident airplanes were participating in a closed-course air race. Both pilots had just completed the race and entered the airport traffic pattern for runway 8. Several witnesses observed the airplanes, Race 14 and Race 6, collide while Race 14 was on the base leg (a southerly heading) and Race 6 was on the downwind leg (a west-southwest heading). Witnesses, including the pilot of another race airplane, reported that Race 14 was on a wide base leg for the runway, while Race 6 was closer in on the downwind leg for the runway. While the exact flight path of each airplane could not be determined, based upon witness and other pilots’ statements, along with Race 14’s radio transmissions, it’s likely that the wider pattern flown by Race 14, and the tighter pattern flown by Race 6, placed Race 14 to the right of Race 6’s flight path. Given the pilot of Race 14’s transmission “base with gear,” it’s likely that the pilot of Race 6 may have been looking to the left for Race 14.

Sun data at the time of the accident showed that the center of the sun’s disk would have been ahead and slightly to the right of Race 14’s flight path, and to the left of Race 6’s flight path, about 50° above the horizon.

The person who was in the Race Control position reported that he was in the control tower providing advisory functions for the T-6 Gold Race. At the conclusion of the race, after the participants had exited the race course, Race 14 reported midfield abeam for runway 08 (meaning the aircraft was abeam the tower on downwind for runway 8); Race Control then advised Race 14 that he was in the No. 1 position to land. After Race 6 then reported midfield abeam, Race Control advised Race 6 that he was following traffic ahead on downwind. He further stated that when Race 14 reported base and gear, he had cleared him to land on runway 8. Soon after, other aircraft in the cool-down pattern started to report midfield abeam the tower; he advised them of traffic ahead on the downwind. Race Control then observed an aircraft falling from the sky about the location of the base leg for runway 08; he then alerted the people in the tower. Shortly after, he observed a second airplane falling and impacting the ground. A witness located along the edge of airport property captured audio transmissions during the race. The recording includes various transmissions from Race 14 and Race 6. Although there were multiple unintelligible transmissions, no discernible transmissions regarding a traffic alert from Race Control could be identified.

Standard operating procedures outlined the duties for various positions of personnel in the tower at the time of the race along with expected radio transmissions by the pilots and tower controller. The operating procedures provided no distinct procedures for tower personnel to provide traffic separation. Additionally, the air boss stated that it was an expectation but there was no written guidance.

- Probable Cause: The failure of both the Race 14 and Race 6 pilots to see and avoid each other while in the airport traffic pattern. Contributing to the accident was both pilots’ failure to fly the standard downwind and base legs.

Aircraft structural failure: Piper PA-28-161 Warrior II, N3079M, fatal accident occurred on September 27, 2023, near Whitesville, Kentucky

• Location: Whitesville, Kentucky
• Accident Number: ERA23FA380 
• Date & Time: September 27, 2023, 22:49 Local 
• Registration: N3079M 
• Aircraft: Piper PA28 
• Aircraft Damage: Destroyed 
• Defining Event: Aircraft structural failure 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193156/pdf

https://data.ntsb.gov/Docket?ProjectID=193156

On September 27, 2023, about 2249 central daylight time, a Piper PA-28-161, N3079M, was destroyed when it was involved in an accident near Whitesville, Kentucky. The flight instructor and student pilot were fatally injured. The airplane was operated by Eagle Flight Academy as a Title 14 Code of Federal Regulations Part 91 instructional flight.

According to the operator, the flight instructor and student pilot were on a night cross-country flight. The purpose of the flight was to satisfy the student pilot’s night flight training requirements before completing a private pilot practical examination, and it was their first time flying together. The outbound leg of the trip was uneventful, and the accident occurred during the return leg of the trip.

The flight instructor had obtained a weather briefing for the accident flight from an online commercial source. The briefing included a convective SIGMET that was active for the accident location and time. It warned of an area of severe thunderstorms with cloud tops to 42,000 ft, hail of up to 1.25 inches in diameter, and wind gusts of up to 50 knots (kts). Additional weather information was compared to a screen capture that the flight instructor posted to social media about 34 minutes before the accident (while the flight was enroute). Based on the airplane’s position at the time of the screen capture, the weather radar information depicted was about 10 minutes old. Given this information, it is likely that the flight instructor was aware that convective weather was in the vicinity of the planned route of flight but was not aware of the latency of the weather radar information and continued on-course in an attempt to fly past the approaching convective weather.

According to ADS-B data and air traffic control (ATC) voice communications, the flight instructor contacted ATC about 30 minutes after posting the screen capture to social media, or 5 minutes prior before the accident. At that time the controller advised of heavy- to- extreme precipitation at the airplane’s nine o’clock position. ADS-B data showed that the airplane continued its northwesterly course and about 2 minutes later, the flight instructor requested an instrument flight rules clearance. The controller issued the clearance and provided an easterly radar vector to assist the flight in getting out of the weather. The flight instructor stated to the controller that the airplane was “getting blown around like crazy,” and the airplane’s flight track showed a turn to the northwest followed by a right circling turn. The controller reiterated the heading of 090º, and the flight instructor responded that they were in “pretty extreme turbulence.” The flight track showed a continuing right descending turn, and no further communications were received from the flight instructor. The airplane’s last ADS-B position was at an altitude of 2,200 ft and about 1,000 ft northwest of the wreckage debris field, which spanned 25 acres in a hilly, densely wooded area.

Postaccident examination of the wreckage did not reveal any evidence of any preimpact mechanical malfunctions or failures of the airframe or the engine. Overall, the distribution of the wreckage was consistent with an in-flight breakup. Based on the evidence, after the airplane encountered forecast severe convective weather conditions, the airplane’s structural limitations were exceeded, which resulted in an inflight breakup.

- Probable Cause: The flight instructor’s improper decision to continue flight into a known area of thunderstorms, which resulted in an in-flight breakup.

Loss of control in flight: Air Tractor AT-602, N602WR, fatal accident occurred on June 22, 2024, near Oxford, Indiana

• Location: Oxford, Indiana
• Accident Number: CEN24FA278 
• Date & Time: July 22, 2024, 18:30 Local 
• Registration: N602WR 
• Aircraft: AIR TRACTOR INC AT-602 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 137: Agricultural

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194748/pdf

https://data.ntsb.gov/Docket?ProjectID=194748

On July 22, 2024, about 1830 eastern daylight time, an Air Tractor AT-602 airplane, N602WR, was substantially damaged when it was involved in an accident near Oxford, Indiana. The pilot was fatally injured. The flight was conducted under 14 Code of Federal Regulations Part 137 as an aerial application flight.

The pilot was conducting an aerial application flight when the accident occurred. The airplane’s GPS data indicated that the pilot was in the process of completing a trim pass at the south edge of the target field. Flight track data showed that the airplane entered a climbing left turn, likely to complete a trim pass on the north side of the field. The final data point recorded the airplane about 0.1 nm from the accident site. The airplane impacted the field inverted and in a nose-low attitude with no forward momentum, consistent with an aerodynamic stall/spin, which resulted in the airplane rolling inverted.

Examination of the airplane did not reveal any preimpact mechanical malfunctions or anomalies that would have precluded normal operation. The flaps were found fully extended. The engine exhibited signatures consistent with producing power during impact. The propeller blades exhibited compound bend and twist progression from forward to aft in the sequence of rotation consistent with producing thrust at impact.

The pilot’s cardiovascular disease increased his risk of experiencing a sudden impairing or incapacitating cardiac event, such as arrhythmia, chest pain, or heart attack. The autopsy report summary does not provide specific evidence that such an event occurred; however, such an event does not leave reliable autopsy evidence if it occurs shortly before death.

Based on the available information, the pilot likely exceeded the airplane’s critical angle of attack during a steep turn with full flaps; the airplane then entered an aerodynamic stall at an altitude too low for recovery. The pilot’s decision to enter the steep turn with full flaps increased the likelihood of an aerodynamic stall.

- Probable Cause: The pilot’s exceedance of the airplane’s critical angle of attack and failure to maintain adequate airspeed while maneuvering during an agricultural flight, which resulted in an aerodynamic stall and a loss of control at too low of an altitude to recover. Contributing to the accident was the pilot’s excessive flap extension during the turn.

Collision during takeoff/land: Cirrus SR22 GTS X G3 Turbo, N858RC, fatal accident occurred on December 26, 2023, at Tailwind Airpark/Thompson Field (1TA7), Canton, Texas

• Location: Canton, Texas 
• Accident Number: CEN24FA073 
• Date & Time: December 26, 2023, 18:13 Local
• Registration: N858RC 
• Aircraft: CIRRUS DESIGN CORP SR22 
• Aircraft Damage: Destroyed 
• Defining Event: Collision during takeoff/land 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193570/pdf

https://data.ntsb.gov/Docket?ProjectID=193570

On December 26, 2023, about 1813 central standard time, a Cirrus Design Corporation SR22, N858RC, was destroyed when it was involved in an accident near Canton, Texas. The pilot was fatally injured. The airplane was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight.

The pilot was attempting a night visual approach to a private airport that had solar deck lights as runway lights. A witness heard the pilot make radio transmissions for the downwind, base, and final approach legs of the traffic pattern before the airplane impacted trees and terrain east of the runway. The airplane was destroyed by impact forces.

Non-volatile data from the airplane showed the approach was approximately parallel to and about 340 ft east of the runway before the tree line, which the airplane struck. The data showed the airplane had minimal altimetry error. The data also showed that the engine operated with no anomalies throughout the approach and impact with terrain.

Postaccident examination of the airplane confirmed flight control continuity, as well as rotational and torsional features on the propeller blades and spinner consistent with engine operation.

An autopsy was not performed on the pilot, so an incapacitating medical event could not be ruled out.

It is likely that pilot performed an inadequate visual approach at night that resulted in a collision with terrain. Based on the available evidence, it was undetermined why the pilot performed an inadequate visual approach.

- Probable Cause: The pilot’s failure to attain the runway while landing at night, which resulted in an impact with trees.

Beechcraft F33A Bonanza, N55VS, incident occurred on September 2, 2025, near Wolverton, Minnesota

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=N55VS

Skie Flying Club LLC

- Hitstory of Flight:
On September 2, 2025, at about 2049 local time, a Beechcraft F33A Bonanza, N55VS, registered to Skie Flying Club LLC out of Campbell, California, sustained unknown damage following a forced landing near Wolverton, Minnesota. The pilot and passenger were not injured. The cross-country personal flight originated from Mobridge Municipal Airport (MBG/KMBG), Mobridge, South Dakota, and was destined to an unconfirmed location.

Flight-tracking history shows that the airplane flew multiple legs on the day of the incident. Starting from 0911 LT, the airplane departed San Jose (KSJC), California, and conducted a brief flight, flying the pattern at KSJC before landing and departing again at 0920. The airplane then flew to Elko (EKO), Nevada, and landed at about 1130 LT. At 1206, the airplane departed Elko on a flight to Hunt Field (KLND), Wyoming, and landed at 1514 LT. About 30 minutes later, at 1546 LT, the airplane departed KLND and flew east towards Mobridge. The airplane landed at 1908 LT.

At 1944 LT, the airplane departed KMBG, climbed to an altitude of 5,400 ft and continued east. At 2046 LT, the airplane started a descent towards 3,300 ft. At 2048:16, the airplane turned left and continued to descent. At 2049:21, the airplane turned left again before data coverage ended. (figure 1)

Figure 1: ADS-B exchange data ran through Flysto

The FAA reported that the "aircraft made an emergency landing on a road due to engine issues."

Piper PA-30 Twin Comanche, N26RJ, accident occurred on September 2, 2025, at Tuscola Area Airport (CFS/KCFS), Caro, Michigan

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=N26RJ

- Hitstory of Flight:
On September 2, 2025, at about 1001 local time, a privately-registered Piper PA-30 Twin Comanche, N26RJ, sustained substantial damage when it was involved in an accident at Tuscola Area Airport (CFS/KCFS), Caro, Michigan. The pilot and passenger were not injured. The personal flight originated from Bellaire-Antrim County Airport (ACB/KACB), Bellaire, Michigan, and was destined to KCFS.

Preliminary ADS-B data shows that the airplane departed KACB at 1157 LT and proceeded to an inflight cruising altitude of 6,800 ft. The flight and approach to Caro were uneventful. The last ADS-B return was recorded as the aircraft was on final to runway 6.

On September 3, 2025, the FAA reported that the aircraft departed with the tow-bar still attached, which damaged the landing gear, engine propellers, and horizontal stabilizer. The time of the event in the FAA report was "1701 zulu", which matches ADS-B data and local news about the accident. This suggests the accident occurred during an attempted go-around.

The reported weather at KCFS, at 1315 (about 14 minutes after the accident) included: winds 090 at 5 knots, 10 statute miles visibility, a broken (BKN) ceiling at 5,500ft AGL, a temperature of 24° C, a dew point of 11° C, and a barometric altimeter setting of 30.09 inches of mercury.

- METARs:

METAR KCFS 021655Z AUTO 25003KT 10SM CLR 24/11 A3010 RMK AO2

METAR KCFS 021715Z AUTO 09005KT 10SM BKN055 24/11 A3009 RMK AO2 <<

METAR KCFS 021735Z AUTO VRB03KT 10SM BKN055 24/11 A3009 RMK AO2