Unknown or undetermined: Robinson R44 Raven II, N323TT, fatal accident occurred on June 19, 2024, near near Bluestem, Washington

• Location: Bluestem, Washington 
• Accident Number: WPR24FA200 
• Date & Time: June 19, 2024, 16:20 Local 
• Registration: N323TT 
• Aircraft: ROBINSON HELICOPTER COMPANY R44 II 
• Aircraft Damage: Destroyed 
• Defining Event: Unknown or undetermined 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194501/pdf

https://data.ntsb.gov/Docket?ProjectID=194501

On June 19, 2024, about 1620 Pacific daylight time, a Robinson Helicopters R-44 II, N323TT, was destroyed when it was involved in an accident near Bluestem, Washington. The pilot and pilot-rated passenger were fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot and pilot-rated passenger were returning the helicopter to its home airport after it had undergone routine maintenance, which included the installation of a fuel flow transducer. While in day visual meteorological conditions (VMC), in cruise flight, and about 745 ft above ground level (agl), the helicopter entered a descent. During the descent, the main rotor blades impacted the tailcone, severing the empennage, while about the same time the main rotor’s pitch horns and control rod ends fractured and separated. The lack of tail rotor and main rotor components resulted in a total loss of helicopter control. The helicopter impacted terrain at a high descent rate in a nose-high attitude as evidenced by the flattening and upward bending of the tailcone and the fracturing of the engine case. A postaccident fire destroyed most of the wreckage. 

Examination of the wreckage revealed evidence of a total loss of engine power as indicated by the lack of rotational scoring on the upper sheave and the undamaged section of the engine cooling fan. Main rotor blade impact with the tailcone and damage to the main rotor system were indicative of main rotor blade blow back and stall due to low rotor rpm. Examination of the freewheeling unit (sprag clutch) revealed normal operation. Multiple B-nuts on the fuel lines associated with the transducer and fuel servo were found loose; however, due to the thermal exposure, it could not be determined if the loss of torque to the B-nuts was due to heat damage or other factors.

The pilot was a highly experienced airplane pilot but had only accumulated about 350 hours of flight experience in helicopters. Based on the helicopter’s altitude and the wreckage signatures, after the loss of total power the pilot likely did not reflexively and simultaneously lower the collective, apply aft cyclic, and trim the helicopter to enter an autorotation while in cruise flight, and/or improperly managed the rotor rpm during the remainder of the autorotation. The lack of timely action allowed the main rotor rpm to reduce to an unrecoverable speed and likely resulted in the main rotor blades stalling, as detailed in the manufacturer’s Safety Notices and FAA guidance documents. The reason for the pilot’s failure to manage rotor rpm during an autorotation could not be determined. According to a Safety Notice published by the manufacturer, pilots with many hours of flight experience in airplanes and fewer hours experience in helicopters may instinctively make flight control inputs that are inappropriate for helicopters, which can result in catastrophic consequences.

- Probable Cause: The pilot’s failure to manage main rotor rpm during an autorotation, which resulted in a loss of helicopter control. Contributing to the accident was a loss of power for reasons that could not be determined.

Fuel exhaustion: Ayres S-2R-G10 Turbo Thrush, N40261, fatal accident occurred on April 9, 2024, near Derner, California

• Location: Derner, California 
• Accident Number: WPR24FA123 
• Date & Time: April 9, 2024, 14:44 Local 
• Registration: N40261 
• Aircraft: AYRES CORPORATION S2R-G10 
• Aircraft Damage: Substantial 
• Defining Event: Fuel exhaustion 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 137: Agricultural 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194065/pdf

https://data.ntsb.gov/Docket?ProjectID=194065

On April 9, 2024, at 1444 Pacific daylight time, an Ayres Corporation S2R-G10 airplane, N40261, was substantially damaged when it was involved in an accident near Derner, California. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

On the morning of the accident, the pilot departed from the operator’s base and flew the airplane about 174 miles northeast, to an airstrip near a rice farm. About 1230, after performing multiple flights to drop wild rice in the paddies near the airstrip, the pilot asked the fuel truck operators to fuel the airplane until the tanks were 3/4 full and subsequently departed the airstrip to continue spreading rice. When the pilot returned to the airstrip about 1400, he said he was not feeling well and was going to apply one last load of rice before leaving work. The pilot declined to have more fuel added to the fuel tanks. The pilot was seen with his safety harnesses fastened when he last departed.

About 1444, witnesses near the rice farm heard the airplane crash and saw it inverted and partially submerged in the rice paddy. When they opened the airplane’s canopy, they found the pilot unbuckled from the safety harness, unresponsive. 

Examination of the airplane revealed an unusable amount of fuel (less than 2 gallons) in the fuel system, and no fuel sheen was observed in the water. No preaccident mechanical failures or malfunctions that would have precluded normal operation were found. The propeller blade damage signatures at the accident site were consistent with low rotational energy at impact. 

The airplane’s fuel system was intact, and there was no evidence of fuel leakage. After the pilot departed the operator’s facility, he had texted the mechanic stating the airplane’s fuel gauge was inoperative and that the airplane’s fuel gauge was slower to respond to fuel quantity changes than other airplanes. The mechanic explained that the gauge did not read fuel quantities greater than 82 gallons per tank; additionally, the cockpit fuel gauge noted that fuel quantities above 82 gallons were “ungageable.” Postaccident testing of the airplane’s fuel gauge and level senders indicated that they were operating to the manufacturer’s specifications. Fuel consumption calculations indicate that, with the reported fuel load, the airplane would have had an endurance of 2.1 to 2.9 hours. 

Although the airplane sustained substantial damage, the accident appeared to be survivable.  

The pilot’s autopsy identified no obvious fatal traumatic injuries, and the cause of death was determined to be hypertensive and atherosclerotic cardiovascular disease. However, the accident circumstances provide no clear evidence of in-flight pilot incapacitation, and it is unlikely that the pilot’s cardiovascular disease contributed to the accident. Additionally, severe acute mental or physical stress may be a trigger for cardiac events in individuals with underlying heart disease. It is possible that the airplane’s impact with the water of the rice paddy, followed by it becoming partially submerged and inverted, could have resulted in such a cardiac event in the setting of the pilot’s preexisting heart disease.

The lack of fuel at the accident site and onboard the airplane during postaccident examination is consistent with fuel exhaustion, which resulted in the airplane’s impact with terrain. Though the pilot reported he was feeling unwell in the hours before the accident, available evidence is insufficient to determine what specific symptoms he was experiencing, or whether his symptoms contributed to the accident.

- Probable Cause: The pilot’s failure to adequately monitor his fuel supply, resulting in fuel exhaustion, a total loss of engine power, and the airplane’s impact with terrain.

Loss of control in flight: Champion 7GCBC Citabria, N3464D, fatal accident occurred on July 6, 2024, near Swanson Airport (2W3), Eatonville, Washington

• Location: Eatonville, Washington 
• Accident Number: WPR24FA226 
• Date & Time: July 6, 2024, 21:22 Local 
• Registration: N3464D 
• Aircraft: Champion 7GCBC 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194619/pdf

https://data.ntsb.gov/Docket?ProjectID=194619

On July 6, 2024, at about 2122 Pacific daylight time, a Champion 7GCBC airplane, N3464D, was substantially damaged when it was involved in an accident near Swanson Airport (2W3), Eatonville, Washington. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot planned to depart on his fourth flight of the day. Witnesses reported that the engine run-up, departure, and climbout were normal. When the airplane reached about 500 ft above ground level and was about 0.5 nautical miles (nm) south of the runway, the airplane entered an abrupt left bank, which was immediately followed by a spin before it impacted the ground in a nose-low attitude.

Postaccident examination of the engine and flight controls did not reveal any preimpact mechanical anomalies. Witness reports indicated that the engine power was smooth and continuous and then ceased just before the airplane impacted trees. As the propeller damage signatures showed limited to no rotation at the time of impact, the pilot likely reduced the throttle during the descent. In addition, the gascolator sump valve was found in the open position. However, a witness did not observe any fuel leaking from the airplane during taxi or takeoff; thus, the sump valve position was likely a result of the impact.

An examination of the engine controls revealed that the mixture control cable had separated at the carburetor. A metallurgical examination did not yield sufficient evidence, on its own, to determine whether the separation occurred prior to the accident. While there was evidence that the mixture cable attachment was worn and may have been slipping before the accident flight, the fracture surfaces showed overstress fracture features that could have occurred during the accident. If the fracture had occurred before the accident, it likely would have required at least one instance of aggressive use of the controls to cause the initial buckling of the control cable. However, evidence showed the pilot was able to adjust engine power during the descent, which suggests the cable failure likely occurred during the impact, and not before.

The airplane’s precise fuel quantity at the time of the accident could not be determined, as the pilot also used a personal fuel trailer that did not contain any fuel records. Fuel receipts indicated that the pilot had most recently refueled the airplane at a nearby airport three months prior to the accident. Fuel performance computations showed that he likely filled the tanks to their total capacity during his last refueling, which would have left him with about 18 gallons of fuel on the day of the accident. This was sufficient to complete the estimated 30-minute scenic flight but would have placed the airplane about 40 lbs over its gross weight.

The airplane was in a nose-high attitude about 10 ft above trees and approaching rising terrain when it stalled. The airplane impacted the ground after the pilot attempted to avoid the trees by entering a rapid left bank and a pitch attitude that exceeded the airplane’s critical angle of attack, which resulted in an aerodynamic stall and a loss of control.  

- Probable Cause: The pilot’s exceedance of the airplane’s critical angle of attack while maneuvering to avoid trees, which resulted in an aerodynamic stall.

Loss of control in flight: Lancair Super ES, N18BG, fatal accident occurred on July 22, 2024, near Oshkosh Regional Airport (OSH/KOSH), Oshkosh, Wisconsin

• Location: Oshkosh, Wisconsin 
• Accident Number: CEN24FA277 
• Date & Time: July 22, 2024, 12:13 Local 
• Registration: N18BG Aircraft: Lancair ES 
• Aircraft Damage: Destroyed 
• Defining Event: Loss of control in flight 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194740/pdf

https://data.ntsb.gov/Docket?ProjectID=194740 

On July 22, 2024, about 1213 central daylight time a Lancair ES, N18BG, was destroyed when it was involved in an accident near Oshkosh, Wisconsin. The pilot and pilot-rated passenger were fatally injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight.

The pilot was flying the airplane on an arrival route when the air traffic controller instructed the pilot to widen the turn to allow for two warbird airplanes to land in front of him. The pilot acknowledged the transmission and stated that he had the two airplanes in sight. Wind was recorded as variable at 4 kts. According to ADS-B data, the airplane turned south, consistent with a modified downwind, then back to the east, and then toward the north, consistent with a base-to-final turn. The airplane was about 975 ft mean sea level (msl) and 84 kts ground speed when it started a turn to the north toward the airport. The last data point recorded from the airplane was about 975 ft msl and 70 kts ground speed, 1.5 miles from the approach end of the runway. According to the airframe pilot operating handbook, the stall speed varies from 59 to 74 kts indicated airspeed at zero degrees of bank. 

The airplane impacted a soybean field upright and was destroyed by a postimpact fire. An examination of the airplane, engine, and flight control system revealed no mechanical anomalies or failures that would have precluded normal operations. 

Further review of the ADS-B data from the warbird flight showed that the landing Aero L-39 airplane passed well to the east and above the flight path of the accident airplane. A review of the wake vortices generated by the L-39 revealed that the accident airplane would not have encountered the wake of the L-39 before impact. 

It is most likely that the pilot did not maintain adequate airspeed while maneuvering to ensure spacing from the L-39 that landed ahead while completing his turn toward final. This resulted in an inadvertent stall and subsequent impact with terrain.

- Probable Cause: The pilot’s failure to maintain adequate airspeed which resulted in an exceedance of the airplane’s critical angle of attack and an aerodynamic stall while maneuvering for traffic spacing.

NTSB Preliminary: Cessna 172N Skyhawk, N733CP, fatal accident occurred on May 18, 2026, near Westerly State Airport (WST/KWST), Westerly, Rhode Island

• Location: Westerly, RI 
• Accident Number: CEN26FA192 
• Date & Time: May 18, 2026, 12:05 Local 
• Registration: N733CP 
• Aircraft: Cessna 172N 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Flight test

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203012/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N733CP

On May 18, 2026, about 1205 eastern daylight time, a Cessna 172N, N733CP, was substantially damaged when it was involved in an accident near Westerly, Rhode Island. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 post-maintenance flight. 

The operator reported that the pilot was conducting a post-maintenance test flight to verify proper operation of the alternator. A local police department officer saw the airplane flying extremely low when it banked hard to the point where the wings were almost at a ninety-degree angle and the airplane was losing altitude. He said the airplane appeared to be operating at an extremely slow speed and in a manner of seconds it descended behind the tree line. The officer found the airplane crashed in a farm field and leaking fuel. 

Another witness saw the airplane and said it looked like it was going slower than normal. The airplane turned right and appeared to keep rolling right as if the wind caught it. It appeared to keep rolling until it was almost upside down and the witness could see the bottom of the airplane as it dove toward the field. The witness went to the accident site where he could smell fuel from the airplane. 

A third witness was sitting in his parked car and saw the airplane begin a turn to the right and heard the engine “throttle up.” He also stated that when the airplane began the turn to the right it looked like the wind took the airplane and made it roll right. It continued to roll and nosed down toward the ground, behind the trees. The witness heard the crash and drove to the accident site where he saw the other two witnesses pulling the pilot from the airplane which was leaking fuel. 

The physical evidence and ground scars were consistent with the airplane impacting the ground right wingtip first at roughly a 90 degree angle, whereupon it cartwheeled and came to rest facing opposite the direction of flight, about 70 feet away.

A postaccident examination of the airplane was conducted. All major components of the airplane were located at the accident site. Flight control continuity was established for the rudder and elevator controls. The right aileron direct control cable was found fractured about 18 inches from the center of the aileron direct cable turnbuckle below the aileron direct control cable drum. The lower (aft) pulley exhibited rust color staining along a segment of the pulley contact surface. The aileron control cable pulleys did not appear worn and rotated freely. The cable was cut about 6 inches away from the fracture on both sides and retained for further examination. The flap switch in the cockpit was found at the 30° position and the flap actuator was measured and found to be at the 40° position. 

The airframe fuel system was examined. The right wing fuel tank was heavily impact damaged and breached. The left wing fuel tank contained residual fuel. All the fuel tank finger screens were removed and found free of debris. The gascolator contained light debris but the screen was clean. The fuel tank vent line to the wing was found obstructed by foreign object debris that looked like dirt/mud like that of a mud dauber. Both wing tanks had vented fuel caps that were found to be in working order. 

The engine was examined. No anomalies were noted in the induction system. The induction air filter was covered with organic material from the impact, but was intact and in good condition. The induction pipes were secure and no blockages noted. 

The left and right magnetos remained secure to the accessory housing. The magnetos were removed and spark was observed on all 4 posts when the impulse couplings were actuated. The drives were secured with appropriate hardware. The ignition harnesses exhibited impact damage but the lead ends remained secure to each sparkplug. The harness caps remained secure to each magneto. All the sparkplugs were secure in the engine. The electrodes were light grey in color consistent with normal engine operation. 

The carburetor remained secure to the engine’s induction plenum with the carburetor heat valve attached to it. The carburetor heat valve was crushed from impact forces and its control cable remained secure to the carb heat lever. The throttle lever was about 7/16 of an inch off the full throttle stop. The mixture control cable remained secure to the mixture lever, which was at the full rich position. The carburetor was partially disassembled. The float assembly was whole and moved appropriately, blue fluid consistent with 100LL aviation fuel was present in the bowl.

Fuel starvation: Piper PA-30 Twin Comanche B, N8432Y, accident occurred on April 26, 2026, at Enterprise Municipal Airport (EDN/KEDN), Enterprise, Alabama

• Location: Enterprise, Alabama 
• Accident Number: ERA26LA190 
• Date & Time: April 26, 2026, 16:59 UTC 
• Registration: N8432Y 
• Aircraft: Piper PA-30 
• Aircraft Damage: Substantial 
• Defining Event: Fuel starvation 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202894/pdf

https://data.ntsb.gov/Docket?ProjectID=202894

The pilot stated that the purpose of the flight in the multiengine airplane was to build proficiency and to take an acquaintance, who was not a pilot, on a familiarization flight. The pilot described that before departing the airplane had 22 gallons of fuel in the main fuel tanks, and 15 gallons of fuel in the auxiliary fuel tanks, and that the entire flight was conducted utilizing the main fuel tanks. The pilot flew over a practice area for 20 minutes and then returned to the departure airport where he performed two uneventful touch-and-go landings. The pilot added that he miscalculated the fuel consumption rate and thought about 15 minutes of fuel remained for the third landing, which would have been full-stop. He further stated that while turning from the downwind to the base leg of the airport traffic pattern for the third landing, both engines lost total power. The pilot turned toward the runway and attempted to restart one of the engines; however, the attempt was unsuccessful and the airplane impacted trees about ½-mile short of the runway. The airplane sustained substantial damage to the fuselage, empennage, and both wings. The pilot added that there were no preimpact mechanical malfunctions or failures of the airplane that would have precluded normal operation.

- Probable Cause: The pilot’s inadequate preflight and inflight fuel planning, which resulted in a total loss of engine power due to fuel starvation and subsequent forced landing into trees.

Hard landing: Bell 407, N314JP, accident occurred on April 10, 2026, at Jacksonville Executive at Craig Airport (CRG/KCRG), Jacksonville, Florida

• Location: Jacksonville, Florida 
• Accident Number: ERA26LA170 
• Date & Time: April 10, 2026, 20:22 Local 
• Registration: N314JP Aircraft: Bell 407 
• Aircraft Damage: Substantial 
• Defining Event: Hard landing 
• Injuries: 2 None 
• Flight Conducted Under: Public aircraft 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202820/pdf

https://data.ntsb.gov/Docket?ProjectID=202820

The pilot and flight instructor were conducting a helicopter training flight using night vision goggles. The training included multiple hovering and straight-in touchdown autorotation maneuvers. The flight instructor stated that during the last touchdown autorotation landing the approach was normal. He continued that the pilot conducted a good deceleration flare but applied the initial collective too early resulting in rotor rpm decay. The helicopter landed hard on the heel of the skids while applying aft cyclic. The main rotor blades contacted both vertical stabilizers and the tailboom resulting in substantial damage. The operator reported that there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation. 

- Probable Cause: The pilot’s improper recovery from a practice autorotation, which resulted in a hard landing. Contributing to the accident was the flight instructor’s inadequate supervision of the pilot receiving the instruction.

Ground collision: Piper PA-28-181 Archer TX, N620AC, accident occurred on December 11, 2025, at Treasure Coast International Airport (FPR/KFPR), Fort Pierce, Florida

• Location: Fort Pierce, Florida 
• Accident Number: ERA26LA068 
• Date & Time: December 11, 2025, 10:25 Local 
• Registration: N620AC 
• Aircraft: Piper PA-28-181 
• Aircraft Damage: Substantial 
• Defining Event: Ground collision 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202152/pdf

https://data.ntsb.gov/Docket?ProjectID=202152

The pilot reported that during the flight his seat had lowered and resulted in reduced forward visibility. After landing the pilot taxied back to the ramp and attempted to locate the designated parking spot for the airplane. While attempting to locate the parking spot, airplane’s left wing struck a light pole, which substantially damaged it. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

- Probable Cause: The pilot’s inadequate visual lookout while taxing, which resulted in the airplane striking a light pole. 

Landing gear not configured: Beechcraft D95A Travel Air, N95DJ, accident occurred on November 12, 2025, at Walker County Airport (JFX/KJFX), Jasper, Georgia

• Location: Jasper, Alabama 
• Accident Number: ERA26LA071 
• Date & Time: November 12, 2025, 11:05 Local 
• Registration: N95DJ 
• Aircraft: Beech D95A 
• Aircraft Damage: Substantial 
• Defining Event: Landing gear not configured 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202190/pdf

https://data.ntsb.gov/Docket?ProjectID=202190

The flight instructor reported that during the instructional flight he and the pilot receiving instruction had just completed a simulated single-engine approach to a landing. During this approach, the right engine throttle was reduced to idle to simulate the failed engine and the landing gear position warning horn circuit breaker was pulled to silence the horn. After landing without incident, the crew departed with the intention of practicing short field landings. The flight instructor reported being distracted by incoming traffic, having to execute a 360º turn for spacing, and not completing the before landing checks using the printed checklist. The landing gear warning horn was not audible due to the circuit breaker not being reset and the landing gear lever was never selected to the down position prior to touchdown. The airplane contacted the runway with the landing gear retracted resulting in substantial damage to the lower fuselage. The flight instructor reported that there were no preimpact mechanical malfunctions or failures of the airplane that would have precluded normal operation.

- Probable Cause: The pilots’ failure to ensure that the airplane’s landing gear was extended before landing. Contributing was the flight instructor’s inadequate supervision during the landing approach.

Piper PA-28-180 Cherokee B, N416HP, incident occurred on May 28, 2026, at Houston Executive Airport (TME/KTME), Houston, Texas

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=N416HP

- History of Flight:
On May 28, 2026, at about 1438 local time, a Piper PA-28-180 Cherokee B, N416HP, registered to KT7 Aviation LLC, sustained unknown damage when it lost control and drifted off runway 36 after landing and right main gear detached at Houston Executive Airport (TME/KTME), Houston, Texas. The pilot and passenger were not injured. The local training flight originated at 1435.

- Weather:

METAR KTME 281915Z AUTO 28003KT 9SM CLR 30/21 A2995 RMK AO2

METAR KTME 281935Z AUTO VRB03KT 10SM CLR 30/21 A2994 RMK AO2

METAR KTME 281955Z AUTO 00000KT 10SM CLR 30/20 A2994 RMK AO2

Tecnam P2010 P TwentyTen, N467AA, incident occurred on May 28, 2026, at Gainesville Municipal Airport (GLE/KGLE), Gainesville, Texas

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=N467AA

- History of Flight:
On May 28, 2026, at about 1814 local time, a Tecnam P2010 P TwentyTen, N467AA, registered to Wings Over Texas Holdings LLC, sustained unknown damage when the nose wheel collapsed during a landing attempt on runway 18 at Gainesville Municipal Airport (GLE/KGLE), Gainesville, Texas. The pilot and passenger were not injured. The flight originated from Denton Enterprise Airport (DTO/KDTO), Denton, Texas, at 1745.

- Weather:

METAR KGLE 282255Z AUTO 18004KT 10SM FEW070 29/21 A2991 RMK AO2 T02890213

METAR KGLE 282315Z AUTO 17005KT 9SM FEW048 29/22 A2990 RMK AO2 T02890215

METAR KGLE 282335Z AUTO 15008KT 9SM CLR 28/21 A2990 RMK AO2 T02840214

Piper PA-28-180 Cherokee Challenger, N55739, incident occurred on May 28, 2026, at Hampton Roads Executive Airport (PVG/KPVG), Norfolk, Virginia

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=N55739

- History of Flight:
On May 28, 2026, at about 1448 local time, a privately-registered Piper PA-28-180 Cherokee Challenger, N55739, sustained unknown damage when it was involved in an incident at Hampton Roads Executive Airport (PVG/KPVG), Norfolk, Virginia. The pilot was not injured. The personal flight originated from Delaware Coastal Airport (GED/KGED), Georgetown, Delaware, at 1337.

The FAA reported that the airplane landed hard and bounced, the left wing struck a taxiway sign. ADS-B data shows that the airplane was coming for a landing on runway 28 (5350 x 100 ft), went around, turned 180 degrees, and landed on runway 10. At 1456, the winds were from 310° at 8 knots, gusting 16 knots.

Figure 1: ADS-B data

- Weather:

METAR KPVG 281756Z AUTO VRB05KT 10SM FEW050 28/18 A2990 RMK AO2 SLP128 60001 T02830178 10283 20217 58005 $

METAR KPVG 281856Z AUTO 31008G16KT 280V360 10SM CLR 28/15 A2990 RMK AO2 SLP126 T02830150 $

Cessna 177B Cardinal, N13430, incident occurred on May 28, 2026, at Big Creek Airport (U60), Yellow Pine, Idaho

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=N13430

- History of Flight:
On May 28, 2026, at about 1158 local time, a Cessna 177B Cardinal, N13430, registered to MJR Assoc LLC, sustained unknown damage when it crashed under unknown circumstances at the end of the runway, possibly at Big Creek Airport (U60), Yellow Pine, Idaho. The pilot and passenger suffered minor injuries.

The FAA reported that the accident location was Big Creek, Idaho, but didn't confirm the airport. ADS-B data only recorded one minute of data of the airplane flying over mountainous terrain at around 1137. 

Van's RV-12, N702MD, accident occurred on May 28, 2026, at Buchanan Field (CCR/KCCR), Concord, 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=N702MD

- History of Flight:
On May 28, 2026, at about 1506 local time, a Van's RV-12, N702MD, registered to Trexair Planes LLC, sustained minor damage when the nose gear broke off during a landing attempt on runway 1L at Buchanan Field (CCR/KCCR), Concord, California. The pilot and passenger were not injured. The local training flight originated at 1425.

Figure 1: ADS-B exchange data of landing.

- Weather:

METAR KCCR 282153Z 12008KT 10SM BKN045 BKN060 21/09 A2988 RMK AO2 SLP106 T02060089

METAR KCCR 282253Z 10008KT 10SM SCT050 OVC060 19/08 A2989 RMK AO2 SLP108 T01940083

Politechnika Warszawska PW-5 Smyk, N157AJ, accident occurred on May 23, 2026, in Ephrata, Washington

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=N157AJ

- History of Flight:
On May 23, 2026, at about 1525 local time, a Politechnika Warszawska PW-5 Smyk glider, N157AJ, registered to Puget Sound Soaring Association, sustained substantial damage when it was involved in an accident in Ephrata, Washington. The pilot was not injured.

The FAA reported: "The glider was released and pilot heard a cracking sound, landed and post flight inspection revealed damage to both wings."

Embraer EMB-505 Phenom 300E, N256LG, incident occurred on May 28, 2026, at Chicago Executive Airport (PWK/KPWK), Wheeling, Illinois

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=N256LG

- History of Flight:
On May 28, 2026, at about 0824 local time, an Embraer EMB-505 Phenom 300E, N256LG, registered to Lima Golf LLC and being operated by Jet Linx Aviation, sustained minor damage when it departed runway 16, declared an emergency, diverted to KORD, and post flight inspection revealed the battery door had separated. The two pilots and two passengers were not injured.

Figure 1: ADS-B exchange data