Piper PA-28-180 Cherokee B, N7188W, fatal accident occurred on May 14, 2026, near Akron Fulton International Airport (AKC/KAKR), Akron, Ohio

• Location: Akron, OH 
• Accident Number: ERA26FA208 
• Date & Time: May 14, 2026, 15:45 Local 
• Registration: N7188W Aircraft: Piper PA-28-180 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202996/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N7188W

On May 14, 2026, at 1545 eastern daylight time, a Piper PA-28-180, N7188W, was destroyed when it was involved in an accident near Akron, Ohio. The flight instructor and student pilot were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. 

According to the Akron, Fulton International Airport (AKR), manager, the airplane arrived at AKR, Akron, Ohio on May 11, 2026, and one of the pilots informed the fixed-base operator (FBO) that they would be staying for a few days and conducting flight training during their stay. They fueled the airplane and flew for about 3 1/2 hours on May 12, 2026. On May 13, 2026, the airplane was serviced by a mechanic, who performed an engine run and conducted a flight in the airport traffic pattern before landing and parking the airplane overnight. On May 14, 2026, at about 1400, the flight instructor and student pilot departed on an instructional flight.

Preliminary ADS-B data showed that the airplane departed AKR and flew south to Cambridge, Ohio, flying at various altitudes and headings, common to flight training. After overflying Cambridge Municipal Airport (CDI), Cambridge, Ohio, the airplane turned north back to AKR, maintaining about 2,500 ft mean sea level (msl) for most of the flight. Upon arrival at AKR, the pilot communicated their intentions over the common traffic advisory frequency (CTAF) and entered the downwind leg of the airport traffic pattern while on a track of about 245°, followed by a left base, and final approach. During short final, and for reasons unknown, the pilot communicated over the CTAF that he was conducting a go-around and rejoined the traffic pattern. Reported wind about that time was from 330° at 19 kts, gusting to 32 kts. 

Once reestablished on the downwind leg, the flight track of the airplane showed that it was about 3/4 mile and perpendicular to the runway consistent with a normal traffic pattern. As the airplane approached the end of the downwind leg, the distance from the runway had decreased to about 1/4 mile. The flight track then showed a right turn of about 15°, widening the distance from the runway. 

The pilot reported the left base for runway 7 over the CTAF and initiated the left turn; immediately thereafter, the airplane entered a steep, uncontrolled descent. Eyewitnesses observed the airplane flying straight and level, then observed the left wing drop followed by a spiraling descent. One witness stated that the airplane did two complete revolutions before appearing to recover from the spin, but the airplane continued to “dive” into the neighborhood. 

Dashcam video from an automobile parked across the street about 300 ft south of the accident site, captured the airplane immediately before impact in a steep non spinning descent. After the airplane disappeared from view behind trees and houses, a large fireball was observed. Home security footage showed the airplane impact on a residential street, where it slid into the attached garage of a 2-story home, impacting an electric vehicle before coming to rest. 

An adult male and two children were occupying the home at the time of the accident. All three were able to evacuate without injury. 

The wreckage path was 70 ft long and oriented on a magnetic heading of 195° at an elevation of 1,555 ft. There was a significant post impact fire, initially caused by the breached fuel tanks, which spread to the vehicle and structure. The electric vehicles’ batteries were subsequently damaged, resulting in a thermal runway of the lithium-ion batteries and an intense fire that took about 20 minutes to extinguish according to the Akron City Fire Department. 

The airplane’s engine was discovered under the vehicle. The fixed blade propeller separated from the crankshaft at the initial impact site and was discovered about 65 ft from the main wreckage. The blades were s-curled and there were significant leading-edge gouges and scrapes along the blade surfaces. On the road at the initial impact site, there was a 3-foot-long and 3-inch deep 45° cut in the asphalt consistent with a propeller impact strike. 

The instrument panel and all digital and analog instrumentation were destroyed by impact forces and postcrash fire that rendered all avionics and instrumentation unable to be read or downloaded. 

Flight control continuity could not be verified due to impact and fire damage, however, the flight control cables, when traced to their relative positions in the empennage that controlled the rudder and stabilator remained attached to their respective locations and were functional. The stabilator and rudder, when manually actuated, caused corresponding movement to the control cables and were traced to their respective locations in the cockpit, but were no longer attached to the cockpit controls due to impact damage. The stabilator trim actuator exposed threaded rod measured .80 inches which corresponded to a slight nose up setting. 

Both left and right wings and their respective flight control surfaces were destroyed by impact forces and postcrash fire. The aileron controls cables were traced to their respective positions in the cockpit controls but were impact damaged at the control gearing. The flap selector was found in the flaps full down 40° position and was secure in the detent. 

The engine was damaged by impact forces and postcrash fire. There was no evidence of catastrophic damage to the engine crankcase. The engine’s crankshaft was rotated manually through 720°. There were adequate compression and suction; crankshaft and valvetrain continuity was confirmed. The spark plugs displayed normal coloration and wear when compared to the Champion Check-A-Plug chart. Both left and right magnetos were damaged by fire, impact forces and fire suppression efforts and could not be functionally tested. 

The wreckage was recovered and retained for further examination.

Mooney M20J 205 SE, N205MK, fatal accident occurred on April 17, 2026, in Ironton, Ohio

• Location: Ironton, OH 
• Accident Number: ERA26FA178 
• Date & Time: April 17, 2026, 14:14 Local 
• Registration: N205MK 
• Aircraft: Mooney M20J 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202979/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N205MK

On April 17, 2026, about 1414 eastern daylight time, a Mooney M20J, N205MK, was destroyed when it was involved in an accident near Ironton, Ohio. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

Airport security video captured a portion of the takeoff roll from runway 28 at Ashland Regional Airport (DWU), Ashland, Kentucky, followed by rotation about 3,218 ft before the departure end of the runway. A pilot-rated witness who was sitting on a bench outside the door of a fixed-base operator reported that after the airplane rotated it flew in ground effect with the landing gear retracted. He added that the airplane was, “not really climbing”, which he thought was odd, but the flight “did climb some” when it reached the departure end of the runway, but not as much as he expected. He then lost sight of the airplane. 

After takeoff, the flight proceeded in a westerly direction flying over the Ohio River. A security camera installed at a business on the north side of the Ohio river about 2 nautical miles from the departure end of runway 28, or about .3 nautical mile east of electrical powerlines that spanned the Ohio river captured the airplane flying for about 5 seconds at a low altitude with the landing gear retracted. 

DWU Virtower ADS-B data revealed that the airplane was flying at an altitude of about 600 ft mean sea level (msl), 130 knots ground speed, and descending at 300 ft per minute, immediately before the location of electrical transmission lines that crossed the Ohio River. Immediately after the electrical transmission lines, or at 1413:32, the airplane was flying at an altitude of about 700 ft msl, 110 knots ground speed, and climbing at 3,200 ft per minute. 

Further review of the Virtower ADS-B data revealed that after passing the electrical transmission lines, the airplane changed heading to the right, slowed initially and descended slightly, then proceeded in a northwesterly direction with the airplane’s ground speed gradually decreasing while maintaining altitude. The last data point at 1414:03, showed the airplane at an altitude of 500 ft msl, 70 knots ground speed and descending at a rate of 700 ft per minute. 

One witness near the accident site reported seeing the airplane pitch up before impacting an open field behind houses. Another witness reported hearing a loud engine noise, followed by the sounds of impact and a subsequent fireball and explosion. The initial ground contact was located about 450 ft from the last Virtower ADS-B target. 

The wreckage came to rest upright near a tree line, about 3 nautical miles from the departure end of runway 28 at DWU. The cockpit, cabin, and inboard sections of both wings exhibited extensive postcrash fire damage. Further examination of the wreckage revealed the upper section of the vertical stabilizer and the upper portion of the rudder from the middle hinge up including the rudder counterweight were separated and not recovered.

Cessna 750 Citation X, N119RM, accident occurred on May 9, 2026, at Page Field Airport (FMY/KFMY), Fort Myers, Florida

• Location: Fort Myers, FL 
• Accident Number: ERA26LA206 
• Date & Time: May 9, 2026, 10:14 Local 
• Registration: N119RM Aircraft: Cessna 750 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Positioning 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202979/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N119RM

On May 9, 2026, at 1014 eastern daylight time, a Cessna 750 airplane, N119RM, was substantially damaged when it was involved in an accident near Fort Myers, Florida. The captain and first officer were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight. 

The first officer reported that on a previous flight in the accident airplane the crew had received multiple crew alerting system (CAS) messages which included a master caution (Stab Bleed Leak) and amber caution (Tail Cone Door Open) which the captain reported to maintenance. During the accident flight, on initial climb, the crew again received the CAS messages for the same master caution and amber caution repeatedly. The captain instructed the first officer to pull the audio warning circuit breaker once cruise altitude was reached, which the first officer accomplished. 

During approach to the airport, the first officer reported that the captain was instructing him throughout the approach. The first officer could not recall if he verbally called for the before landing checklist. The captain reported that he had begun the before landing checklist at the final approach fix but was interrupted when air traffic control issued them their landing clearance along with the master caution turning on and off. The captain reported that he did not go back over the before landing checklist after the interruption nor verbally called the checklist complete. Both crew members reported that the airplane landed with the landing gear retracted and the first officer reported that after the airplane came to a stop the captain selected the landing gear handle to the down position. 

A preliminary review of surveillance footage from the airport showed the airplane approaching the runway with the landing gear in the retracted position. The airplane subsequently touched down with the landing gear in the retracted position and slid to a stop on the runway. About 6 seconds after the airplane came to a stop the nose landing gear was observed beginning to deploy. 

A review of postaccident photographs showed that the airplane sustained substantial damage to the fuselage. 

The airplane was retained for further examination.

Cessna 421C Golden Eagle, C-GTGR, accident occurred on April 18, 2026, at Richmond International Airport/Byrd Field (RIC/KRIC), Richmond, Virginia

• Location: Richmond, VA 
• Accident Number: ERA26LA183 
• Date & Time: April 18, 2026, 14:10 Local 
• Registration: C-GTGR 
• Aircraft: Cessna 421 
• Injuries: 5 None 
• Flight Conducted Under: Part 91: General aviation - Business

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202861/pdf

On April 18, 2026, about 1410 eastern daylight time, a Cessna 421C, C-GTGR, was substantially damaged when it was involved in an accident near Richmond, Virginia. The pilot and four passengers were uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 business flight.

The pilot reported that they were departing from the Richmond International Airport (RIC), Richmond, Virginia. After advancing the throttles to full power for takeoff, he noted an asymmetric power condition, which required left rudder input to maintain the runway’s centerline. As the ground speed increased, the airplane veered to the right. The pilot reduced both throttles to idle; however, the airplane departed the right side of the runway, and the left wing struck an airport sign, resulting in substantial damage. The pilot subsequently taxied to the ramp, secured the airplane, and all occupants deplaned without injury.

Data was successfully downloaded from the airplane’s engine monitor and forwarded to the NTSB Vehicle Recorders Laboratory, Washington, DC, for further examination. The airframe and engines were retained for further examination.

Fokker DR.I replica, N54517, fatal accident occurred on May 26, 2026, at Aero Estates Airpark (T25), Frankston, 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=N54517

- History of Flight:
On May 26, 2026, at about 0810 local time, a privately-registered Fokker DR.I replica, N54517, was destroyed when it was involved in an accident at Aero Estates Airpark (T25), Frankston, Texas. The private pilot was fatally injured. The local flight was originating at the time.

The FAA reported that: "Aircraft crashed under unknown circumstances and post crash fire." There is no ADS-B data coverage for the accident flight.

According to the airpark manager, the pilot was testing out the aircraft and attempted an "impossible turn" following engine trouble. The manager did not see the accident himself, but stated that multiple witnesses reportedly saw the pilot do a couple of passes before making the impossible turn and "did not have enough altitude to make a proper landing."

Figure 1: Reported photos of N54517 from accident flight

- Pilot Information:
The pilot, aged 59, held a private pilot certificate (last issued/updated 3/10/2024) with a rating for airplane single engine land. His third class FAA medical was issued on October 2023, with a note that he must use corrective lens(es) to meet vision standards at all required distances. The pilot also held a gyroplane sport endorsement.

- Airplane Information:
The accident aircraft, serial number 001, was manufactured in 2019 by a private individual. Airdrome Aeroplanes out of Holden, Missouri, provided the kit used for the accident aircraft. The airplane was powered by a single Rotec R3600 radial engine.

The reported stall speed was 32 mph (~27 knots).

Figure 2: Fokker DR.I

- Wreckage and Impact Information:
The airplane came to rest upright, and nose down in a relatively open area. The wreckage consisted of the entire airplane, both wings and tail remained attached to the airframe, which was largely consumed by a post crash fire. There was no debris field leading to the main wreckage. The impact appears consistent with a low altitude aerodynamic stall/spin with little to no forward airspeed.

Figure 3: Wreckage

- Airport Information:
The Aero Estates Airpark (T25) is a public airport located 3 miles northeast of Frankston, Texas. The airpark field elevation was 445 ft. The airpark features a single turf runway 9/27 which is 3100 x 60 ft. There are numerous buildings and trees surrounding the airpark.

Figure 4: T25

- Weather:

METAR KTYR 261253Z 08007KT 10SM SCT120 23/19 A2993 RMK AO2 SLP127 T02280194

METAR KTYR 261353Z 13005KT 10SM BKN012 23/19 A2995 RMK AO2 SLP133 T02330194

The calculated density altitude at KTYR was ~1611 ft.

- Additional Information:
According to the FAA Airplane Flying Handbook (3C) Chapter 18:

Engine Failure After Takeoff (Single-Engine) A number of variables and pilot actions factor into a successful emergency landing shortly after takeoff. When an engine failure occurs during the initial climb, the pilot should lower the nose of the airplane and establish the proper glide attitude. What happens next if the engine does not restart? Does the pilot select a field directly ahead (or slightly to the side of the takeoff path) or should the pilot turn back toward the point of departure? There's not much time to decide and a lot to consider. 

Continuing straight ahead or making a slight turn gives the pilot time to establish a safe landing attitude, and the landing occurs under control and as slowly as possible (assuming a takeoff made into a headwind). This minimizes the risk of injury and usually represents the option with the lowest risk—i.e. the safest option. Turning back requires a more complex analysis and consideration of risk. At some urban airports, there may be numerous hazards in the departure path. In that case, the pilot might turn back, but only if certain the airplane can reach the field from its current position and the pilot has trained and practiced the turn back maneuver. 

Turning back to an airport after a low-altitude engine failure, also known as “the impossible turn,” presents many challenges, and a pilot who attempts to turn back without due consideration and training will need considerable luck to prevent disaster. If the airplane strikes the ground during the turn, cartwheeling could occur. If the pilot does not lower the nose sufficiently during the turn, an accelerated stall and fatal crash may occur. Even after executing a successful turn, a return to the airport often results in a downwind approach. The increased groundspeed could rush a pilot not properly trained for landing downwind. The increased groundspeed and associated increase in kinetic energy also raise the likelihood of serious injury if unable to make the field. 

If considering a turn back to the runway following an engine failure on takeoff, the pilot should know the expected altitude loss during the turn for the specific make and model airplane as well as whether the airplane can physically glide back to the field after executing the turn. Traditionally, the FAA has given the following example. An airplane has taken off and climbed to an altitude of 300 feet above ground level (AGL) when the engine fails. After a typical 4-second reaction time, the pilot elects to turn back to the runway. Using a standard rate (3° change in direction per second) turn, it takes 1 minute to turn 180°. At a glide speed of 65 knots, the radius of the turn is 2,100 feet, so at the completion of the turn, the airplane is 4,200 feet to one side of the runway. The pilot needs to turn another 45° to head the airplane toward the runway. By this time, the total change in direction is 225° equating to 75 seconds plus the 4-second reaction time. If the airplane in a power-off glide descends at approximately 1,000 fpm, it has descended 1,316, feet placing it 1,016 feet below the runway.

The preceding example illustrates why a turn back, if attempted, requires a turn with a higher bank angle. A standard rate or shallow turn consumes too much time, requires too much distance, and generates an unacceptable solution. 

Training for a turn back includes practicing turns in both directions at a safe altitude in the make and model flown after simulating an engine failure from a climb. Practice should result in consistent altitude loss and the ability to avoid an accelerated stall when executing a gliding steep turn. Pilots should be alert for and respond appropriately to any stall warning and reduce wing loading during the turn as necessary. There will be some observed variation in altitude loss during training. The pilot should anticipate that during an actual emergency, the expected altitude loss could end up at the high end of the range observed while practicing. Success in training involves the demonstrated ability to evaluate the effect of climb performance of the airplane, determine the better direction to turn back (usually into a crosswind), predict the altitude above ground after the turn, know the distance to the landing zone, and know if the glide performance of the airplane will allow the pilot to make the field. Some airplanes cannot usually make the return successfully, some can make the return under certain conditions, and some can usually return. The pilot should not attempt a turn back unless a successful turn back will result.

A turn back to the departure runway may require more than a 180° change in direction. There could also be cases where turning back results in overshooting the runway, and the pilot needs to sense the aiming point within seconds after completing a turn back and make any necessary adjustments to achieve the best possible outcome. A turn back at low altitudes presents an unacceptable risk for student pilots, low-time pilots, untrained pilots, pilots without adequate proficiency, and pilots flying airplanes with insufficient glide performance to return to the field. However, experienced pilots interested in knowing when and how to make an emergency turn back after takeoff should use the services of an authorized flight instructor who can explain and demonstrate the practicality (or impracticality) of “the impossible turn” in the specific make and model used during training.

Cessna R182 Skylane RG, N6287T, incident occurred on May 26, 2026, at Fitchburg Municipal Airport (FIT/KFIT), Fitchburg, Massachusetts

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=N6287T

- History of Flight:
On May 26, 2026, at about 1235 local time, a Cessna R182 Skylane RG, N6287T, registered to Cape Phoenix LLC, sustained unknown damage when it suffered a landing gear collapse during a landing attempt on runway 32 at Fitchburg Municipal Airport (FIT/KFIT), Fitchburg, Massachusetts. The pilot and passenger were not injured. The local personal flight originated at 1218.

The 1152 MEATR did not show any winds. However, the 1252 METAR showed variable winds at 6 knots, gusting 16 knots.

- Weather:

METAR KFIT 261552Z AUTO 00000KT 10SM CLR 26/09 A3006 RMK AO2 SLP179 T02560094

METAR KFIT 261652Z AUTO VRB06G16KT 10SM CLR 27/09 A3004 RMK AO2 SLP172 T02720094

Hughes 500D (369D), N530HB, incident occurred on May 26, 2026, near Pawhuska, Oklahoma

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=N530HB

- History of Flight:
On May 26, 2026, at about 1047 local time, a Hughes 500D (369D), N530HB, registered to Kansas Farm & Ranch Inc, sustained unknown damage when one skid clipped a powerline during an aerial application flight near Pawhuska, Oklahoma. The pilot was not injured.

Bell 407GX, N62ZA, incident occurred on May 26, 2026, in Mamaroneck, New York

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=N62ZA

- History of Flight:
On May 26, 2026, at about 1603 local time, a Bell 407GX, N62ZA, registered to 62ZA LLC and being operated by Zip, was not damaged in a precautionary landing near a high school due to an oil pressure light in Mamaroneck, New York. The pilot was not injured. The flight originated from Essex County Airport (CDW/KCDW), Fairfield, New Jersey, at 1549. 

The helicopter departed the field about 4 hours later and returned to KCDW.

Figure 1: ADS-B exchange entire flight

Figure 2: ADS-B exchange end of track

Cessna 525A Citation CJ2+, N747JJ, incident occurred on May 23, 2026, near McClellan–Palomar Airport (CRQ/KCRQ), Carlsbad, 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=N747JJ

- History of Flight:
On May 23, 2026, at about 1155 local time, a Cessna 525A Citation CJ2+, N747JJ, registered to 314 LLC, sustained minor damage when the right engine cowling separated shortly after takeoff from runway 24 at McClellan–Palomar Airport (CRQ/KCRQ), Carlsbad, California. There were no injuries. The airplane returned and landed uneventfully. The personal flight was destined to Hollywood Burbank Airport (BUR/KBUR), Burbank, California.

Figure 1: ADS-B exchange data