Loss of control on ground: Beechcraft A36 Bonanza, N9379Q, fatal accident occurred on September 29, 2023, at Broken Bow Municipal Airport (90F), Broken Bow, Oklahoma

• Location: Broken Bow, Oklahoma 
• Accident Number: CEN23LA423 
• Date & Time: September 29, 2023, 14:15 Local 
• Registration: N9379Q 
• Aircraft: Beech A36 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control on ground 
• Injuries: 1 Fatal, 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193162/pdf

https://data.ntsb.gov/Docket?ProjectID=193162

On September 29, 2023, about 1425 central daylight time, a Beech A36 airplane, N9379Q, was involved in an accident while landing at Broken Bow Airport (90F), near Broken Bow, Oklahoma. The pilot was not injured. An airport grounds worker was fatally injured. The airplane received substantial damage. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

While on approach to land, the pilot watched for tractors that were bailing hay. During the landing flare, the pilot saw an airport grounds worker mowing the grass next to the right side of the runway. He attempted to avoid the worker by pulling back on the control yoke. The airplane drifted to the right, touched down, and the right wing struck the worker, who was fatally injured. The airplane sustained substantial damage to the right wing.

The worker was mowing along the edge of runway, which was 50 ft. wide. The wingspan of the airplane was 33 ft 6 inches; therefore, the centerline of the airplane would have to have been at least 8 ft 3 inches to the right of the runway centerline to place the right wingtip directly over the runway edge.

The pilot did not adequately compensate for the crosswind during landing, and the airplane was not aligned with the runway centerline during landing and landing roll, which resulted in the airplane striking the grounds worker.

According to the airport manager, the worker was not scheduled to be mowing at the airport on the day of the accident, and he was unaware that she elected to begin mowing at the airport. He was also unaware that Notices to Airmen (NOTAM) should be issued, and no NOTAM had been issued for the mowing or hay bailing operations being conducted at the airport.

- Probable Cause: The pilot's failure to maintain the runway centerline during landing and subsequent failure to maintain clearance from the airport grounds worker during the landing roll. Contributing to the accident was the absence of a NOTAM for mowing operations at the time of the accident.

Loss of control in flight: Schleicher ASH 26E, N50FU, fatal accident occurred on August 31, 2023, Wellington, Colorado

• Location: Wellington, Colorado
• Accident Number: CEN23FA391
• Date & Time: August 31, 2023, 13:39 Local
• Registration: N50FU
• Aircraft: SCHLEICHER ALEXANDER GMBH & CO ASH 26 E
• Aircraft Damage: Substantial
• Defining Event: Loss of control in flight
• Injuries: 1 Fatal
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192978/pdf

https://data.ntsb.gov/Docket?ProjectID=192978

On August 31, 2023, about 1339 mountain daylight time, a Schleicher Alexander GmbH & Co ASH 26E motor glider, N50FU, was substantially damaged when it was involved in an accident near Wellington, Colorado. The pilot sustained fatal injuries. The glider was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The 71-year-old pilot was operating the motor glider on a personal flight. The last transmitted flight track data showed the motor glider with a 60-kt ground speed and a GPS altitude of 5,948 ft, about 250 ft above ground level. The flight track data were consistent with the pilot conducting a glider landing-out maneuver after descending from 7,800 ft.

The glider impacted terrain in a high-energy state, with a nose-down, near-vertical attitude. Postaccident examination of the glider revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Both flap control surfaces, aileron control surfaces, and the cockpit flap actuator were in the landing position.

The glider manufacturer stated that a wing drop or aerodynamic stall will result in the glider losing a minimum of 100 to 200 ft of altitude and that nearly vertical, nose-down flight was possible, especially if the pilot did not quickly correct or gave the wrong control inputs during stall recovery. 

Postaccident toxicological testing of liver and urine samples from the pilot detected the drugs pioglitazone and citalopram. Pioglitazone is a prescription oral medication that may be used in the treatment of diabetes and is not considered typically impairing and likely did not pose a hazard to flight or contribute to the accident. However, the FAA requires case-by-case evaluation of the underlying condition and response to treatment before medical certification.

Citalopram is a prescription medication commonly used to treat depression. Studies of citalopram have not established that it results in significant cognitive or psychomotor impairment. However, citalopram may carry a warning that any psychoactive drug may impair judgment, thinking, or motor skills, and that users should be cautioned about operating hazardous machinery, including motor vehicles, until they are reasonably certain that citalopram does not affect their ability to engage in such activities. Additionally, major depression can lead to cognitive impairment, particularly executive function. Pilots on citalopram seeking FAA medical certification are subject to case-by-case evaluation of the underlying condition and the response to treatment.

Based on the pilot's vitreous glucose, it is unlikely he was experiencing severe high blood sugar at the time of the accident. The vitreous and urine glucose results neither support nor exclude the possibility of low blood sugar. Other diabetes effects such as fatigue or blurry vision also cannot be excluded based on the results. There is no clear evidence that the pilot was impaired by the effects of diabetes or its treatment. Also, whether the underlying condition being treated with citalopram resulted in any impairing psychomotor effects at the time of the accident is unknown. 

The pilot's cardiovascular disease increased his risk of experiencing a sudden impairing or incapacitating cardiac event, such as arrhythmia, chest pain, heart attack, or stroke. The autopsy 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.

Pilots are not required to obtain FAA medical certification to act as pilot-in-command of a glider but are obligated to follow regulations that prohibit operations during medical deficiency and while using drugs that affect faculties in a way contrary to safety. 

It is likely that the pilot lost control of the glider, which then entered an aerodynamic stall at an altitude too low for recovery. The reason for the loss of control could not be determined.

- Probable Cause: The pilot's loss of glider control during approach for reasons that could not be determined, which resulted in an aerodynamic stall at an altitude too low for recovery.

Cessna 172M Skyhawk II, N61657, and Extra EA-300/LC, N330AN, fatal accident occurred on August 31, 2025, at Fort Morgan Municipal Airport (FMM/KFMM), Fort Morgan, Colorado

• Location: Fort Morgan, CO 
• Accident Number: WPR25FA268 
• Date & Time: August 31, 2025, 10:40 Local 
• Registration: N61657 (A1); N330AN (A2) 
• Aircraft: Cessna 172M (A1); EXTRA FLUGZEUGPRODUKTIONS-UND EA 300/LC (A2) 
• Injuries: 2 Minor (A1); 1 Fatal, 1 Serious (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/200906/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N61657

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N330AN

On August 31, 2025, about 1040 mountain daylight time, a Cessna 172M, N61657, and an Extra Flugzeugproduktions-UND EA 300/LC, N330AN, were both destroyed when they collided midair near Fort Morgan, Colorado. The pilot and safety pilot of the Cessna received minor injuries. The pilot of the Extra 300 was seriously injured, and the safety pilot of the Extra 300 was fatally injured. Both airplanes were operated as Title 14 Code of Federal Regulations Part 91 personal flights.

According to the pilot of the Cessna, he was conducting instrument flight training with the assistance of a safety pilot. They were performing the RNAV GPS approach to runway 14 at Fort Morgan Municipal Airport (FMM) Fort Morgan, Colorado, while in visual flight rules (VFR) conditions. The pilot had made multiple radio calls on the common traffic advisory frequency (CTAF) to notify the FMM traffic of his arrival and was aware of aerobatic flights occurring at the airport. He recalled hearing two airplanes in the traffic pattern and understood that one may have landed. The pilot then continued the instrument approach to the decision altitude of 4,845 ft mean sea level, or about 250 ft above ground level (agl), then removed his view limiting device. He identified the runway and continued the approach visually. The pilot estimated that they were over the threshold when he heard a bang and felt a forward and downward acceleration. After the impact the two pilots immediately exited the airplane.

According to the chief judge, the pilot of the Extra 300 was a competitor in an aerobatic competition and had completed his sequence. The chief judge cleared the pilot out of the competition box, and it was understood that the pilot would then switch the radio frequency from the competition box frequency to the CTAF and communicate his intention to enter the traffic pattern and land on a runway.

According to a competition judge, located about 1 mile south of the approach end of runway 14, he was observing the Extra 300 and saw both airplanes nearing the runway. He noticed that the Cessna was in front and below the Extra 300, and estimated that the Cessna was at a low altitude of about 10-15 ft agl, while the Extra 300 was about 15-20 ft agl. He saw the two airplanes collide and fall onto the runway. He immediately notified the chief judge who then called 911.

Both airplanes came to rest inverted, alongside each other, and off the right side of runway 14. A line of debris, from both airplanes, extended from the wreckage about 500 ft northwest. The left wing of the Cessna separated from the airplane at the root and was located about 100 ft north of the main wreckage. Both the left horizontal stabilizer and left elevator separated from the empennage. The left elevator exhibited multiple spanwise cuts, consistent with impacts from a sharp object. The wood and composite material propeller of the Extra 300 fractured into multiple pieces and was scattered throughout the debris field. 

The pilots of the Cessna exited their airplane and saw the pilot of the Extra 300 was out of his airplane and calling for assistance. The three attempted to flip the Extra 300 over to rescue the safety pilot; however, the heat from a postaccident fire precluded the effort. 

The airplanes were recovered to a secure facility for further examinations.