MD Helicopters MD 500 (369D), N5072F, fatal accident occurred on September 11, 2025, near Jim Thorpe, Pennsylvania

• Location: Jim Thorpe, PA 
• Accident Number: ERA25FA344 
• Date & Time: September 11, 2025, 14:02 Local 
• Registration: N5072F 
• Aircraft: Hughes 369D 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 133: Rotorcraft ext. load

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200985/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N5072F

On September 11, 2025, about 1402 eastern daylight time, a Hughes (McDonnell Douglas) 369D helicopter, N5072F, was destroyed when it was involved in an accident near Jim Thorpe, Pennsylvania. The commercial pilot and line technician were fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 133 external load flight.

According to the operator, the helicopter departed a landing zone about 1400 with 45 gallons of Jet-A fuel, to perform work near a 120-ft-tall transmission tower about 1 mile away. The purpose of the flight was to measure and mark sections along a fiber optic wire, located above the transmission wires. Anti-galloping devices (dampers) were to be installed at a later time, on the conductor wire below the fiber optic wire markings. To accomplish this task, the line technician would be positioned on a skid plate, on the left outside of the helicopter, behind the pilot seat, with colored tape. The line technician would then adhere a section of colored tape to the fiber optic wire at the position where the anti-galloping device was to be installed.

There were no known witnesses to the accident sequence. Other line technicians, working about 2 miles away, reported feeling and hearing vibrations in the lines about the time of the accident.

The wreckage came to rest in a vertical nose-down position adjacent to the transmission tower with severed fiber optic wire, oriented about a 210° magnetic heading. The fuel tank had been breached during impact. A strong odor of Jet-A fuel was present at the accident site. Additionally, residual fuel was noted in the tank and on the ground near the wreckage.

Four of the five main rotor blades (MRB) separated from the hub and the tailboom also separated. One MRB remained partially attached to the hub and was curled around the wreckage. Two other MRBs were located in the forward vicinity of the main wreckage. One MRB was bent downward about mid-span, and the other MRB was curled downward near the tip. A section of the fourth MRB was located in a tree aft of the main wreckage, and the fifth MRB was found aft of that, on the ground. The fifth MRB exhibited buckling near the outboard leading edge. A smaller outboard section of MRB was also found about 200 ft forward of the main wreckage.

The upper vertical and horizontal stabilizer were located about 70 ft aft of the main wreckage. Sections of the tailboom, tailrotor driveshaft, tailrotor gearbox, lower vertical stabilizer, and separated tailrotor were located together about 40 ft aft of the main wreckage. The tailrotor hub had separated from the tailrotor gearbox and one tailrotor blade remained attached to the hub. It was bent about 45° near the inboard one-third section. The other tailrotor blade separated about 4 in from the root and the inboard leading edge area of the separated section exhibited an impact scrape indentation.

The pilot held a commercial pilot certificate with a rating for rotorcraft-helicopter. He reported a total flight experience of 11,700 hours on his most recent application for a Federal Aviation Administration second-class medical certificate, dated November 25, 2024. According to the operator, of the pilot’s total flight experience, 2,626 hours were in the same make and model as the accident helicopter. 

The helicopter was manufactured in 1981 and equipped with an Allison (Rolls-Royce) 250-C20R/2, 450-shaft-hp engine. The helicopter was maintained under a manufacturer’s approved inspection program. Its most recent 100-hour inspection was completed on June 21, 2025. At that time, the airframe had accrued 7,985 total hours of operation and the engine had accrued 6,009 total hours of operation. The helicopter had flown 78.2 hours between the inspection and the accident. 

The wreckage was retained for further examination. 

Beechcraft P35 Bonanza, N463T, fatal accident occurred on September 5, 2025, near Centennial Airport (APA/KAPA), Denver, Colorado

• Location: Englewood, CO 
• Accident Number: CEN25FA366 
• Date & Time: September 5, 2025, 06:23 Local 
• Registration: N463T 
• Aircraft: Beech P35 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200946/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N463T

On September 5, 2025, about 0623 mountain daylight time, a Beech P35 airplane, N463T, was destroyed when it was involved in an accident near Englewood, Colorado. The pilot receiving instruction and flight instructor were both fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The pilot receiving instruction was receiving familiarization training as he planned to purchase a similar airplane. ADS-B data for the accident flight showed the airplane departed from runway 35R at the Centennial Airport (KAPA), Englewood, Colorado, about 0543, remained in the traffic pattern. and performed several landings. 

Archived tower audio recordings captured that after performing a stop and go landing to runway 17L, one of the pilots said they were “on the roll”. This was the last recorded radio transmission from the airplane. When the tower controller cleared them “the option” no response was recorded. The tower controller later requested the pilots “ident” if they heard the transmission and the tower controller replied, “ident observed.” No distress calls were recorded from either pilot.

ADS-B data showed at 0622:15, the airplane stopped a climb and began to descend. At 0622:43, data recorded the airplane’s ident. The descent continued until the last recorded point of 0623:05 when the airplane was about 5,900 ft mean sea level, and 77 knots groundspeed.

A firefighter located about 1.5 miles south of the accident site heard the airplane fly overhead and heard the engine stop completely. A woman who lives in a neighborhood south of the airport was walking when she saw the airplane flying on a different flight path and lower than she was used to normally seeing. She heard the engine go silent and looked up to observe the airplane in a “hard” left bank towards the airport and in a descent. The airplane appeared normal, and she thought the airplane was conducting training.

Cameras from businesses around the accident site captured low-resolution video which showed the airplane descending in a left bank. Just before ground impact, the airplane banked right. 

The airplane impacted a paved driveway of an industrial facility. Initial impact points were scrapes on the asphalt aligned on a 280° heading towards the accident site. The main wreckage consisted of a majority of the airplane. Portions of the right wing were scattered to the south of the debris path. The left wing was fractured near the wing root and was found folded aft. The remainder of the airplane remained in its expected orientation. Signatures were consistent with the airplane colliding with several concrete pole barriers in front of a generator unit before coming to rest on a 060°heading. 

Flight control continuity was established from the cockpit to the aileron bellcranks and ruddervators. The dual control wheel chain was observed with the aileron yoke chain around its sprocket. The landing gear and flaps were both found retracted. The propeller remained attached to the engine which was displaced aft into the cockpit area. 

The airplane was retained for further examination. 

CZAW SportCruiser, N336SC, fatal accident occurred on September 4, 2025, near Eastern Slopes Regional Airport (IZG/KIZG), Fryeburg, Maine

• Location: Fryeburg, ME 
• Accident Number: ERA25FA332 
• Date & Time: September 4, 2025, 14:18 Local 
• Registration: N336SC 
• Aircraft: Czech Sport Aircraft Sportcruiser 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200944/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N336SC

On September 4, 2025, about 1418 eastern daylight time, a Czech Sport Aircraft Sportcruiser, N336SC, was substantially damaged when it was involved in an accident near Fryeburg, Maine. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot’s son, who had flown with him earlier in the day, reported that the purpose of the flight was to reposition the airplane from Eastern Slopes Regional Airport (IZG), Fryeburg, Maine, to Moultonborough Airport (4MB), Moultonborough, New Hampshire, as IZG was scheduled to close on September 10th for construction. He reported that after the morning flight they washed the airplane, and added 8 gallons of non-ethanol unleaded gasoline, 4 gallons to each wing tank. This brought the total amount of fuel to 13 gallons, 7 gallons in the left wing fuel tank and 6 gallons in the right wing fuel tank. He then departed IZG to drive to 4MB prior to the airplane departing as it was about a 1-hour drive and only about a 20-minute flight. 

Preliminary ADS-B data showed the airplane departed runway 14 at IZG then made a climbing left turn to a maximum altitude of about 2,100 ft mean sea level (msl) on a flight track of about 300°. Two minutes and 26 seconds after the first ADS-B target the airplane stopped climbing at 2,100 ft msl on a flight track of about 210°, and 5 seconds later began about a 500 ft/min descent. About 15 seconds later the airplane began a left turning descent which continued until the ADS-B data ended. The final data point reported the airplane at an altitude about 1,700 ft msl on a flight track of 025° with a descent rate of about 1,300 ft/min. Witnesses on the ground reported hearing a “loud pop” sound, which made them look up, and observe the airplane “in a dive” with the ballistic parachute recovery system partially deployed. One witness who was working at the airport described hearing a “bang” then seeing the accident airplane about 1,000 ft above ground level (agl) in a left spin pointed “straight into the ground.” 

The airplane came to rest in a wooded area just off a firebreak about 1 nautical mile (nm) from the departure airport. The wreckage was oriented on a magnetic heading of 118° and an elevation of 433 ft msl. All major components were contained within about a 40 ft radius from the main wreckage site. The initial impact point was about 30 ft above ground level on a tree located about 50 ft east of where the main wreckage came to rest. The initial ground impact scar was about 25 ft from the initial impact tree, the scar contained rocks which exhibited blue paint transfer consistent with wingtip impact. A larger ground impact crater consistent with impact of the airplane’s engine was observed about 15 ft from the initial ground impact scar. The airplane came to rest about 10 ft from the large impact crater.

The fuselage was impact crushed up and aft. The cockpit canopy was impact separated and found near the airplane. The canopy latch attachment points were torn in a manner consistent with the canopy being closed and latched at the time of impact. The vertical stabilizer, rudder, and right horizontal stabilizer were undamaged. The left horizontal stabilizer, elevator, and pitch trim were displaced forward consistent with impact with a tree during the accident sequence. Both wings remained attached at the main wing spars. The leading edge of the right wing outboard of the fuel tank was impact crushed up and aft. The left wing was impact crushed up and aft and was bent upwards. Control continuity was established from all flight control surfaces to the flight controls in the cockpit through fractures in multiple rod ends consistent with overload impact separation.

Both fuel tanks were breached. The left wing fuel tank contained no fuel and about 1.5 gallons of fuel was drained from the right wing fuel tank via the wing fuel sump. Both the left and right wing fuel tank caps were secured in place and both fuel tank finger screens were unobstructed. The fuel selector was found set to the right fuel tank and continuity of the fuel system was confirmed from the wing tanks through the fuel selector. The fuel line from the fuel selector to the fuel strainer was impact separated. The fuel strainer exhibited impact damage and contained no fuel; the strainer screen was unobstructed. Fuel was drained from the lines of the electric fuel pump and fuel bypass. The fuel was collected in a clear container and tested for water; the presence of water was not detected. An external electrical source was connected to the electric fuel pump, and when the intake was placed in a bucket of water, the fluid pumped with no anomalies. Air was blown through the electric fuel pump fuel bypass, and it was unobstructed. The fuel flow transducer was removed and when air was blown through, it was unobstructed, and the wheel spun smoothly.

The airplane was equipped with a ballistic parachute recovery system (BPRS) which was partially deployed. The red BPRS activation handle in the cockpit was out of its mount consistent with an inflight deployment. The BPRS motor launch tube was mounted to the firewall, and the parachute and other packing materials were stored in a bag which located in a bracket mounted horizontally to the firewall. All 4 parachute harness mounts were secure to the aircraft, and the airframe harness was partially deployed. The harness remained attached to the parachute riser and the riser was partially deployed. The suspension lines remained attached to the riser with a portion of the lines still undeployed in the sleeve. The parachute remained attached to the suspension lines and was partially deployed from the sleeve. The drogue chute was entangled in the parachute sleeve and suspension lines and remained attached to the sleeve. The rocket motor and cable attachments remained attached to the drogue and the rocket motor was found inside the baggage compartment. The nose of the rocket motor had paint transfer consistent with the entry hole in the top aft portion of the fuselage.

Postaccident examination of the engine showed both carburetors had been impact separated from the engine; one remained attached to the wreckage through the throttle control cable and the other was imbedded in the air intake housing. The reduction gearbox sustained impact damage, and the propeller shaft was forced aft into the crankcase. The large gear within the gearbox was also displaced aft, into the crankcase, which displayed gear tooth stamp marks with no rotational scoring signatures. Once the gearbox was removed, both the propeller shaft and crankshaft rotated freely. The cylinder piston and valve faces were examined using a lighted borescope and exhibited lead buildup on the piston face and intake valves. The rocker covers were removed from each cylinder head, and all rocker arms, valve springs, and valves functioned normally. All top and bottom sparkplugs were removed and examined. The spark plugs were yellow, consistent with the use of 100 LL aviation fuel and lead deposits were observed on the electrode. The engine driven fuel pump and right carburetor bowl contained fuel, and the presence of water was not observed when tested with water finding paste. The oil filter adapter and oil filter were impact separated from the crankcase and remained attached to the engine via safety wire. The oil filter was removed and cut open. No debris was noted in the oil filter pleats.

The airplane was equipped with avionics capable of recording and retaining flight and engine data. These units were removed and sent to the National Transportation Safety Board Vehicle Recorders Laboratory for data extraction.

The airplane was retained for further examination. 

Piper PA-28R-200 Cherokee Arrow II, N1147X, fatal accident occurred on August 31, 2025, near Alta, Utah

• Location: Alta, UT 
• Accident Number: WPR25FA269 
• Date & Time: August 31, 2025, 17:20 Local 
• Registration: N1147X 
• Aircraft: Piper PA-28R-200 
• Injuries: 1 Fatal, 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200907/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N1147X

On August 31, 2025, about 1720, mountain daylight time a Piper PA28-200R, N1147X, was substantially damaged when it was involved in an accident near Alta, Utah. The pilot was seriously injured, and the passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Preliminary ADS-B data indicated that after departure from Bolinder Field/Tooele Valley Airport (TVY), the airplane initiated a climbing right turn to the northeast. After receiving a clearance from the Salt Lake Terminal Radar Approach Control (TRACON), the airplane followed the Salt Lake City I-80 VFR Transition route east towards Salt Lake International Airport, then to the south at altitude of about 6,600 ft. By 1711, the airplane had completed the transition, and was on a southbound track, as it approached South Jordan, Utah. About that time, the airplane began a climbing left turn to the east, towards the entrance of Little Cottonwood Canyon.

The last ADS-B target indicated the airplane was climbing at a rate of about 380 fpm, and was at an altitude of 8,400 ft by the time it had reached the entrance of the canyon. At that time the canyon walls were about 1.3 miles apart, with terrain immediately rising to 11,330 ft to the north, and 11,253 ft to the south.

A short time later, witnesses located at a lodge at an elevation of about 8,600 ft and about 6 miles further up the canyon, observed an airplane flying up the canyon and directly over their location. One witness, who was a pilot, stated that he estimated the airplane to be about 100 to 200 ft above him, and flying so low that he was immediately concerned. He could hear the engine operating as it continued towards the end of the canyon, which was about 2 miles beyond their location.

Another witness, located in a south facing residence within the canyon at an elevation of about 9,100 ft, and 3/4 miles past the lodge, was resting on his deck when he was woken by a loud engine sound. When he looked across the valley, he could see an airplane traveling right to left, and almost level with his position. He could hear the engine operating, and the wings were rocking. He stated that the airplane continued up the valley and started to make a gradual left turn, that suddenly became aggressive such that he could see the entire overhead profile of the airplane. The airplane’s nose then dropped, and it collided with the ground in an area of trees on the north face of the valley.

The airplane impacted terrain within a bowl-shaped area at the end of the canyon. The first point of impact was identified on the trunk at the base of a 4-ft wide pine tree at an elevation of about 9,060 ft. The bark on the southeast side of the trunk had been removed, leaving a series of three scallop-shaped marks that appeared to match the shape of the three propeller blades.

The airframe came to rest about 70 ft uphill from the tree impact point. Fragments of the right outboard wing and aileron were located at the base of the tree. The debris field continued uphill where the inboard wing and integral fuel tank, along with the right flap were located. The tank was breached, with semi-circular crush damage to the main spar, that matched the general shape of the tree trunk at the initial impact point.

The main wreckage was composed of the detached forward cabin and instrument panel, along with the main cabin, empennage, and left wing, all of which remained generally intact. The engine had detached from the airframe during the accident sequence and was located about 30 ft uphill from the main wreckage.

The airplane has been retained for further examination.

Piper PA-28-181 Archer III, N961DA, fatal accident occurred on July 30, 2025, at Block Island State Airport (BID/KBID), New Shoreham, Rhode Island

• Location: Block Island, RI 
• Accident Number: ERA25FA280 
• Date & Time: July 30, 2025, 12:10 Local 
• Registration: N961DA 
• Aircraft: Piper PA-28-181 
• Injuries: 1 Fatal, 1 Serious, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200669/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N961DA

On July 30, 2025, about 1210 eastern daylight time, a Piper PA-28-181, N961DA, was substantially damaged when it was involved in an accident near Block Island, Rhode Island. The pilot sustained serious injuries, one passenger received minor injuries, and one passenger was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The flight departed Albany International Airport (ALB), Albany, New York, about 1050, enroute to Block Island State Airport (BID), Block Island, Rhode Island. The pilot reported that the purpose of the flight was to fly with two passengers to BID for lunch. About 20 nautical miles (nm) from BID, the pilot began his descent and obtained the automated weather information.

At 1156, the automated weather observation at BID recorded wind from 230° at 7 knots, which corresponded to a tailwind and crosswind component for landing on runway 10.

The pilot reported that he entered the left downwind leg of the traffic pattern for runway 10, and on the final approach leg of the traffic pattern, he observed an airplane departing runway 28 and initiated a go-around. During a second approach, he turned from the downwind leg to final approach leg of the traffic pattern too close to the runway and initiated another go-around. After a third approach to runway 10, the airplane touched down with full flaps about 1,500 ft down the 2,500-ft-long runway. As the pilot applied the brakes, the airplane’s right wing lifted due to a gust of wind. There was insufficient runway remaining for a go-around, the airplane overran the runway and impacted trees.

Preliminary ADS-B data indicated the airplane crossed the runway threshold at 174 ft altitude and 104 knots groundspeed, touched down at 83 knots, and exited the runway at 73 knots. The final recorded point was about 55 ft from the end of the overrun area at 70 knots.

Preliminary air traffic control (ATC) audio indicated the pilot was receiving visual flight rules (VFR) advisories from Providence Terminal Radar Approach Control (TRACON). About 20 nm from BID, ATC advised that radar services were terminated, to “squawk” VFR, and frequency change was approved. Although the pilot acknowledged, he remained on the Providence TRACON frequency and reported his position in the BID traffic pattern for two of three approaches. ATC advised him several times that he was transmitting on the incorrect frequency and provided the correct advisory frequency.

The overrun area of runway 10 was a flat grassy surface about 243 ft long at an elevation of about 102 ft mean sea level (msl). Three linear tire impressions, consistent with landing gear, were observed about 25 ft from the end of the overrun area on a 099° magnetic heading. No tire friction marks were observed on the runway or overrun before that point. The airplane came to rest inverted on a 209° magnetic heading about 640 ft east of the departure end of runway 10 at an elevation of about 40 ft msl. All major components of the airplane were located at the accident site.

The first identified point of impact was a tree canopy about 50 ft above ground level and 467 ft from the departure end of the runway. Several tree branches exhibited angular cuts with black transfer marks. A ground impression containing the separated nose landing gear was located about 128 ft from the first impact point and 45 ft from the main wreckage. The wreckage path was oriented on a 096° magnetic heading and about 173 ft long. Vegetation staining consistent with fuel exposure was observed along the debris path.

Examination of the airframe and engine revealed that flight control continuity was established from the cockpit to all the flight control surfaces, and the flap position was noted at 40°. The empennage exhibited impact damage and the stabilator trim was noted in a partial nose-down trim setting. Both wings exhibited impact damage, and the left wing was partially separated from the fuselage. Both fuel tanks were breached from impact forces. Fuel system continuity was established, and fuel consistent in color and odor to 100LL aviation gasoline was observed in the system.

The engine remained attached to the engine mount. Both magnetos produced spark from their ignition towers during hand rotation of their attached drive gears. Crankshaft and valvetrain continuity were established, and compression and suction were obtained on all four cylinders. The propeller remained attached to the engine with chordwise abrasion and leading-edge damage noted to both propeller blades.

The wreckage was retained for further examination.