NTSB Preliminary: Cessna 680A Citation Latitude, N523QS, fatal accident occurred on June 16, 2026, near Laredo International Airport (LRD/KLRD), Laredo, Texas

• Location: Laredo, TX 
• Accident Number: CEN26FA228 
• Date & Time: June 16, 2026, 22:00 Local 
• Registration: N523QS 
• Aircraft: TEXTRON AVIATION INC 680A 
• Injuries: 1 Fatal, 1 Serious, 5 Minor 
• Flight Conducted Under: Part 91 subpart k: Fractional 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203191/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N523QS

On June 16, 2026, at 2200 central daylight time, a Textron Aviation Inc 680A, N523QS, sustained substantial damage when it was involved in an accident in Laredo, Texas. The captain received serious injuries, the first officer received minor injuries, one passenger was fatally injured, and three passengers received minor injuries. One person in a moving vehicle received minor injuries. The airplane was operated by NetJets as a Title 14 Code of Federal Regulations Part 91 Subpart K fractional ownership flight.

According to the flight crew, early in the flight, they noticed an unusual vibration, which they had not experienced before. They contacted the NetJets Flight Operations Duty Manager (FODM) via telephone and during that initial conversation, the flight crew described the vibration as “a low frequency vibration and a humming noise… it sounds like a fan is on… you can feel it in the dashboard…it was on steady during the climb, but it is gone now.” NetJets maintenance control then joined the call, and the captain provided an update that the vibration “was intermittent for a while and now it is gone.” During the discussion, the flight crew received a Crew Alerting System (CAS) message related to the Air Data Computer (ADC), “BOTH ON ADC 1.” The maintenance controller suggested that the vibration might be caused by an avionics cooling fan in the forward instrument panel. This idea was reinforced by the CAS message. The captain reported that at that time “there are no indications anywhere of anything abnormal on the synopsis pages… the vibration is cycling on and off.” The captain asked, “I don’t know if that’s related? Could that be ADC related to the fan?” 

The crew accomplished the Quick Reference Handbook procedure for the CAS message, and the message cleared. After further discussion with the maintenance controller and FODM, it was determined that the flight could safely proceed to its planned destination and write-up the vibration once the flight was completed.

As the airplane approached the US and Mexico border, the flight crew received a “FUEL BST PUMP ON R” CAS message, which indicated that the right fuel system had low fuel pressure. 

The message was followed a few seconds later by a “FUEL PRESS LOW R” CAS message, which indicated that the right fuel system pressure was low. About three minutes later, two more CAS messages were displayed: “ELEC TRU FAIL R” and “WSHLD HEAT INOP R”, and about 11 minutes later, a “FUEL LEVEL LOW R” message was displayed. 

The flight crew declared an emergency with the Monterrey Area Control Center (ACC) and Monterrey ACC handed the flight off to Houston Air Route Traffic Control Center (ARTCC). On the initial check-in with the Houston ARTCC, the flight crew reported a generator failure and “multiple other failures” issues including “fuel level low”. They requested to divert to Laredo International Airport (LRD), Laredo, Texas, and were cleared to LRD via radar vectors. When asked if they were ready for the approach or if they needed time to execute checklists, the flight crew stated that they were ready and requested a visual approach to a 5-mile final for runway 36L.

Due to the airplane’s high altitude, the Houston ARTCC vectored the airplane with a right 270- degree turn to establish it on a 14-mile final to runway 36L. While the airplane was on final approach, the right engine flamed out, followed a few seconds later by the left engine. The first officer, who was the pilot monitoring, asked the LRD air traffic control tower (ATCT); “is there a field off to our right?” The LRD ATCT replied “negative, there are no other fields next to you.” The first officer asked, “are there any open pastures or fields off to our right?” LRD ATCT replied, “It’s just going to be the main highway, and that’s just about it.” 

The flight crew maneuvered the airplane to touch down on the northbound lanes of the Bob Bullock Loop, about one mile southeast of the airport. Videos from several security cameras and doorbell cameras were obtained, which showed two instances of fire flaring up around the airplane as it was on final approach. As the airplane touched down in the northbound lanes of traffic, it sheared off several light poles, struck a vehicle, and came to rest straddling the righthand edge of an overpass. The airplane fuselage rolled onto its right side with the rear cabin emergency exit on the ground and the main cabin door exit oriented upward. The main cabin door was eventually opened, and five occupants egressed via this exit. The airplane sustained substantial damage to the fuselage, empennage, and both wings.

The airplane wreckage was initially recovered to a secure hangar at LRD for preliminary examination. During the examination, flight control continuity was established for the ailerons, elevator, and rudder. Further examination revealed that the right engine fuel pressure switch (part number 9914488-2) was found separated from the fuel tube assembly (part number 6956100-118) and the fuel tube assembly was fractured adjacent to the weld joint for the attachment tube leading to the fuel pressure switch as shown in Figure 1. Multiple P-clamps on the fuel tube assembly were also found fractured as shown in Figure 2.

The right engine starter generator (part number 9914685-1; model number 23291-005; serial number P3825) was manufactured by Safran in October 2023. The starter generator was missing multiple screws from the outer housing as shown in Figure 3. The starter generator had 57.2 hours of time remaining since its last overhaul that was performed on April 25, 2025; the overhaul interval was 1,200 hours.

Upon removal of the starter generator, the starter generator shaft was found bent, the cooling fan was fractured, and multiple cooling fan blades and ball bearings were found when the generator was removed. The cooling fan shroud also contained circumferential scoring marks.

The fuel tube assembly, starter generator, and multiple components were sent to the NTSB Materials Laboratory in Washington, DC, for further examination.

The airplane was equipped with a flight data recorder and a cockpit voice recorder. Both units were sent to the NTSB Recorders Laboratory in Washington, DC, for further examination and download of pertinent data.

The airplane wreckage was relocated to a secure facility for further examination.  

Cirrus SR22 G2 GTS, N544CD, accident occurred on June 21, 2026, at Kee Field Airport (I16), Pineville, West Virginia

• Location: Windom, WV 
• Accident Number: ANC26LA063 
• Date & Time: June 21, 2026, 11:32 Local 
• Registration: N544CD 
• Aircraft: CIRRUS DESIGN CORP SR22 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203231/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N544CD

On June 21, 2026, about 1132 eastern daylight time, a Cirrus SR22 airplane, N544CD, was substantially damaged when it was involved in an accident near Windom, West Virginia. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

The pilot reported that he departed Butler County Regional Airport (HAO), in Hamilton, Ohio, about 0645 to return home to Raleigh-Durham International Airport (RDU), Raleigh-Durham, North Carolina. While in cruise flight about 7,000 ft mean sea level (msl) he noticed a 3% reduction in engine power. A few seconds later, while scanning the instrument panel, the engine lost about 50% of its power. He attempted the engine restart procedure to no avail. About 15 to 20 seconds after the first loss of power, the oil pressure light flickered and then the engine and propeller stopped completely. The pilot selected the nearest airport on the GPS to perform a forced landing. 

He made right turns and circled over Kee Field Airport (I16), Pineville, West Virginia. He overflew the runway and touched down several times, but was too fast to land. The airplane exited the end of the runway at 60 knots, continued through a fence, trees, and came to rest against a guardrail. The airplane sustained substantial damage to the fuselage and wings. 

Postaccident examination revealed fragments of metal in the oil dipstick reservoir. 

The engine and airframe have been retained for further examination. 

Boeing-Stearman PT-17, N3993C, accident occurred on June 26, 2026, near Cleveland, Georgia

• Location: Cleveland, GA 
• Accident Number: ERA26LA251 
• Date & Time: June 26, 2026, 10:45 Local 
• Registration: N3993C 
• Aircraft: JONES PETER M BOEING/JONES 75
• Injuries: 2 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203266/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N3993C

On June 26, 2026, about 1045 eastern daylight time, a Boeing/Jones 75, N3993C, was substantially damaged when it was involved in an accident near Cleveland, Georgia. The pilot and passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

The pilot reported that the accident flight was the first flight after an annual inspection was completed on the airplane on May 11, 2026. During the initial climb after takeoff, just above the trees, the climb performance degraded and the airplane could not gain altitude, as if the engine was not developing full power. The pilot then initiated a slow, right turn in an attempt to return to the airport; however, he observed that he did not have enough altitude to clear obstacles back to the airport and elected to perform a forced landing in a cornfield. During the landing, the airplane impacted corn and uneven terrain, which resulted in a hard landing and main landing gear collapse. The airplane then nosed over and came to rest inverted. 

Initial examination of the wreckage by an FAA inspector revealed substantial damage to the wings, vertical stabilizer, and rudder. The wreckage was retained for further examination.

Cessna T206H Stationair TC, N72RK, accident occurred on June 11, 2026, near Saline County Regional Airport (SUZ/KSUZ), Bryant, Arkansas

• Location: Bryant, AR 
• Accident Number: CEN26LA223 
• Date & Time: June 11, 2026, 12:27 Local 
• Registration: N72RK 
• Aircraft: Cessna T206H 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Aerial observation

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203168/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N72RK

On June 10, 2026, about 1223 central daylight time, a Cessna T206H airplane, N72RK, was substantially damaged when it was involved in an accident near Bryant, Arkansas. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 aerial surveying flight. 

The pilot reported that while in cruise flight and approaching his destination airport, he switched the fuel selector from “Both” to “Right” because the right tank contained more fuel. Shortly after switching tanks, the engine began to lose power. The pilot switched back to “Both”, but the airplane continued to lose power, and he was unable to maintain altitude. The pilot executed a forced landing to a field. During the landing, the airplane struck trees at the end of the field resulting in substantial damage to the left wing. 

Runway excursion: Hawker 900XP, N526FC, accident occurred on July 20, 2024, at Telluride Regional Airport (TEX/KTEX), Telluride, Colorado

• Location: Telluride, Colorado
• Accident Number: CEN24LA328
• Date & Time: July 20, 2024, 13:39 Local
• Registration: N526FC
• Aircraft: HAWKER BEECHCRAFT CORP HAWKER 900XP
• Aircraft Damage: Substantial
• Defining Event: Runway excursion
• Injuries: 2 None
• Flight Conducted Under: Part 91: General aviation - Positioning

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195005/pdf

https://data.ntsb.gov/Docket?ProjectID=195005

On July 20, 2024, about 1339 mountain daylight time, a Hawker Beechcraft Corporation Hawker 900XP airplane, N526FC, sustained substantial damage when it was involved in an accident near Telluride, Colorado. The pilot and the copilot were uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight.

The airplane landed at the high-elevation airport and the passengers disembarked. For the subsequent departure on the 7,111 ft-long runway, the pilot calculated that a takeoff roll of 6,800–6,900 ft would be needed with the wing flaps extended to 15°. The copilot was flying the airplane during the takeoff.

During the departure takeoff roll on the dry asphalt, the airplane did not attain 75% of the planned takeoff speed about halfway down the runway, so the copilot decided to abort the takeoff. The brakes, air brakes, and thrust reversers were used to slow the airplane; however, the airplane did not slow down. Maximum braking was then applied, and the airplane began to depart from the runway to the right. The airplane traveled over the engineered material arresting system (EMAS) and came to rest upright. After exiting the airplane, the pilot saw the wing flaps were fully retracted and were not extended to 15°. The airplane sustained substantial damage to the lower fuselage. 

A review of the cockpit voice recorder (CVR) data found that during the startup, taxi, and attempted takeoff from runway 27, there was no discussion of checklist usage or configuration settings for the airplane. A review of the airplane flight manual (AFM) found two checklists where the flight crew sets and confirms the flap position before takeoff. 

Postaccident examination of the airframe confirmed flight control continuity. The flap handle and the flap mechanical indicator on the pedestal were found in the fully up position (0°). Both engines were found to be operating and responding to power lever inputs throughout the takeoff roll and the accident sequence. Airframe to engine control continuity for both engines was established

At the time of the accident, the estimated density altitude for the airport was 11,244 ft msl. A review of video footage from an automated weather observing system (AWOS) camera facing east showed an extended windsock with an east wind during the takeoff and subsequent aborted takeoff. The wind was from 120° at 12 kts, with gusts to 17 kts, which exceeded the airplane’s maximum tailwind component for takeoff.

According to the FAA-approved AFM, for a field pressure altitude of 9,000 ft, a takeoff weight of 24,000–25,000 lbs, and an outside air temperature of 20°C, the runway length needed for takeoff would have been 6,448–7,035 ft with 15° flaps. For a field pressure altitude of 9,000 ft, a takeoff weight of 24,000–25,000 lbs, and an outside air temperature of 20°C, the runway length needed for takeoff would have been 7,912–9,308 ft with 0° flaps.

Based on the available evidence, it is likely that the flight crew did not properly configure the airplane for the takeoff in the high-density altitude environment, as the flaps were found at 0° instead of 15°. Additionally, the flight crew attempted to take off with a tailwind that exceeded an operational limitation for the airplane. If the flight crew had used their checklists, the flaps would have been appropriately set during the before takeoff checks and the lineup checks. 

- Probable Cause: The flight crew’s failure to properly configure the airplane for takeoff in a high-density altitude environment, which resulted in a loss of control and a subsequent runway excursion. Contributing to the accident was the flight crew’s failure to use checklists.

Mooney M20M / 257 TLS, N488AT, accident occurred on July 8, 2026, near Tallahassee International Airport (TLH/KTLH), Tallahassee, Florida

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N488AT

- History of Flight:
On July 8, 2026, at about 1148 local time, a Mooney M20M / 257 TLS, N488AT, registered to Sizemore Proper LLC, sustained substantial damage when it impacted trees and terrain in a swamp north of Tallahassee International Airport (TLH/KTLH), Tallahassee, Florida. The pilot suffered minor injuries.

The FAA reported that the airplane crashed into trees while on approach. The airplane was not seen on any flight-tracking websites. The NTSB is investigating.

Post-accident photos show that two propeller blades remained relatively straight and attached to the propeller hub, which remained attached to the engine. The last blade was impact damaged and separated and was not seen in photos, likely hidden within the tree debris. Both wings showed leading edge and outer edge tree contact damage, the tail was separated from the airframe and inverted. The main cabin area remained largely intact. The impact appears consistent with a forced landing into trees.

- Weather:

METAR KTLH 081514Z 24007KT 10SM BKN031 32/24 A3013 RMK AO2 T03170239

METAR KTLH 081553Z 27005KT 10SM BKN035 32/23 A3012 RMK AO2 LTG DSNT S SLP198 T03220233

Cessna 172N Skyhawk, N3171E, incident occurred on July 8, 2026, near Spring Lake, Florida

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N3171E

- History of Flight:
On July 8, 2026, at about 1122 local time, a Cessna 172N Skyhawk, N3171E, registered to JPRG Aviation Inc, was not damaged following a forced landing near Spring Lake, Florida. The pilot and two passengers were not injured. The flight originated from Orlando Executive Airport (ORL/KORL), Orlando, Florida, at 1004.

The airplane departed ORL and headed west. The airplane entered an orbit over the shore and headed east where it conducted a touch-and-go at Brooksville-Tampa Bay Regional Airport (BKV/KBKV), Brooksville, Florida. The airplane entered a climb to 4,100 ft, but the engine quit. The pilot initiated a descent and landed in a field.

Figure 1: Entire track

Figure 2: Climb after touch-and-go at KBKV and forced landing

- Weather:

METAR KBKV 081453Z 00000KT 10SM FEW036 32/23 A3016 RMK AO2 SLP212 T03220233 51008

METAR KBKV 081553Z 23003KT 10SM CLR 33/24 A3016 RMK AO2 SLP210 T03280239

Cessna 402C, N67886, incident occurred on July 8, 2026, at Luis Muñoz Marín International Airport (SJU/TJSJ), San Juan, Puerto Rico

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N67886

- History of Flight:
On July 8, 2026, at about 0915 local time, a Cessna 402C, N67886, registered to Hyannis Air Service and doing business as Cape Air flight KAP1903, sustained minor damage when it was involved in an incident at Luis Muñoz Marín International Airport (SJU/TJSJ), San Juan, Puerto Rico. There were no injuries. The flight was destined to Clayton J. Lloyd International/Wallblake Airport (AXA/TQPF), The Valley, Anguilla.

The FAA reported: "Aircraft declared an emergency due to the door opening and striking the radio antenna during takeoff, returned to SJU." Winds at the time were from 090°at 14 knots, gusting 20 knots.

- Weather:

METAR TJSJ 081256Z 09014G20KT 10SM FEW024 SCT039 30/24 A3010 RMK AO2 RAB23E24 SLP192 VCSH SE P0000 T03000244 $

METAR TJSJ 081356Z 08016G24KT 9SM FEW024 SCT030 SCT039 30/24 A3011 RMK AO2 SLP196 HZ ALQDS T03000239 $

Mooney M20K 231, N928MB, incident occurred on July 8, 2026, at La Belle Municipal Airport (X14), La Belle, Florida

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N928MB

- History of Flight:
On July 8, 2026, at about 0825 local time, a Mooney M20K 231, N928MB, registered to Traveling Pals III LLC, sustained unknown damage when it landed gearup on runway 14 at La Belle Municipal Airport (X14), La Belle, FL. The pilot was not injured. The local flight originated at 0811.

- Weather:

METAR KRSW 081153Z 00000KT 10SM CLR 27/25 A3013 RMK AO2 SLP200 70010 T02670250 10267 20256 53011

METAR KRSW 081253Z 13005KT 10SM CLR 29/26 A3014 RMK AO2 SLP204 T02940256

Flying Legend Tucano-R, N723MH, incident occurred on July 8, 2026, at Idaho Falls Regional Airport (IDA/KIDA), Idaho Falls, Idaho

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N723MH

- History of Flight:
On July 8, 2026, at about 1240 local time, a privately-registered Flying Legend Tucano-R, N723MH, sustained unknown damage when it landed gear up on runway 17 at Idaho Falls Regional Airport (IDA/KIDA), Idaho Falls, Idaho. The pilot was not injured. The flight originated from Bend Municipal Airport (BDN/KBDN), Bend, Oregon, at 0743.

Preliminary ADS-B data shows that the airplane was cruising at 11,400 ft when it entered a descent towards KIDA. The airplane squawked an emergency and conducted a low-pass over runway 21. The airplane climbed back to 5,400 ft, turned around, and landed on runway 17.

Figure 1: Entire Track

Figure 2: Approach and landing at KIDA

- Weather:

METAR KIDA 081753Z 28003KT 10SM CLR 26/12 A3016 RMK AO2 SLP159 T02610117 10261 20094 58006

METAR KIDA 081853Z 27005KT 10SM CLR 28/11 A3015 RMK AO2 SLP156 T02830111

Aeronca 7AC Champion, N1097E, accident occurred on July 7, 2026, in Buffalo, Wyoming

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N1097E

- History of Flight:
On July 7, 2026, at about 1430 local time, an Aeronca 7AC Champion, N1097E, sustained substantial damage when it was involved in an accident in Buffalo, Wyoming. The pilot was not injured.

The FAA reported: "Aircraft landed hard and bounced, pilot attempted to go-around but with high density altitude, wasn't able to clear a ditch." The NTSB is investigating.

Airbus Helicopters AS350B Ecureuil, N225LA, incident occurred on July 7, 2026, near Van Nuys, California

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N225LA

- History of Flight:
On July 7, 2026, at about 1455 local time, an Airbus Helicopters AS350B Ecureuil, N225LA, registered to and being operated by the Los Angeles Police Department (LAPD), sustained minor damage following a collision with a drone during an aerial patrol flight near Van Nuys, California. The pilot and passenger were not injured. The local flight originated from the Jay Stephen Hooper/LAPD Memorial Heliport (58CA), Los Angeles, California, at 1320.

The incident occurred over the Tarzana area, causing damage to the windshield. The NTSB is not investigating, but the FBI and FAA are looking into it.

Figure 1: Helicopter path around the collision time

Luscombe 8A, N45886, accident occurred on July 7, 2026, near Marin County/Gnoss Field Airport (DVO/KDVO), Novato, CA

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N45886

- History of Flight:
On July 7, 2026, at about 1200 local time, a privately-registered Luscombe 8A, N45886, sustained substantial damage when it was involved in an accident at Marin County/Gnoss Field Airport (DVO/KDVO), Novato, California. The pilot and passenger were not injured.

The FAA reported that the airplane lost engine shortly after departure, returned and hit an embankment on short final. The NTSB is investigating.

Grumman G-164B Ag-Cat, N6704Q, incident occurred on July 7, 2026, near Tracy, California

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N6704Q

- History of Flight:
On July 7, 2026, at about 1200 local time, a Grumman G-164B Ag-Cat, N6704Q, registered to Haley Flying Service Inc, sustained unknown damage when it experienced engine issues and made an off-airport forced landing on a road near Tracy, California. The pilot was not injured. The aircraft was being operated on an aerial application flight.

Piper PA-18-150 Super Cub, N824JT, accident occurred on July 7, 2026, in Mekoryuk, Alaska

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N824JT

- History of Flight:
On July 7, 2026, at about 1430 local time, a privately-registered Piper PA-18-150 Super Cub, N824JT, sustained substantial damage when it crashed under unknown circumstances in Mekoryuk, Alaska. The pilot and passenger were not injured. The aircraft was being operated on a public use flight.

Air Tractor AT-502B, N647LA, accident occurred on July 7, 2026, at Ogden Municipal Airport (OGD/KOGD), Ogden, Utah

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N647LA

- History of Flight:
On July 7, 2026, at about 1256 local time, an Air Tractor AT-502B, N647LA, registered to CSC Delaware Trust Co Trustee, sustained substantial damage when it suffered the collapse and detachment of the left main landing gear during a landing attempt on runway 03 at Ogden Municipal Airport (OGD/KOGD), Ogden, Utah. The pilot was not injured. The local aerial application flight originated from KOGD.

The NTSB is investigating.

NTSB Preliminary: Piper PA-24-250 Comanche, N6852P, fatal accident occurred on June 28, 2026, near Mercer County Regional Airport (HZE/KHZE), Hazen, North Dakota

• Location: Hazen, ND 
• Accident Number: ERA26FA252 
• Date & Time: June 28, 2026, 13:17 Local 
• Registration: N6852P 
• Aircraft: Piper PA24 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203269/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N6852P

On June 28, 2026, about 1317 central daylight time, a Piper PA-24-250, N6852P, was destroyed when it was involved in an accident near Hazen, North Dakota. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

According to a witness, who lived near the Mercer County Regional Airport (HZE), Hazen, North Dakota, he was walking from his barn to his house when he saw the accident airplane taking off from runway 15. He said it looked normal and after takeoff he watched as the pilot retracted the landing gear and he climbed up a couple hundred feet and leveled off. After the airplane crossed over the departure end of runway 15, he watched the landing gear come back down, then saw the airplane bank left and he thought the pilot was trying to return to the runway. He further stated that the airplane was banking left and started descending to the ground. He heard the engine rpm increase as the airplane was descending. The airplane impacted the ground behind a small hill, and he did not see the impact but heard it. 

Airport security video showed the airplane land and taxi to the self-serve fuel tank. The pilot fueled the airplane, but he did not put the left fuel cap back on or closed the fuel door after the fueling was complete. The pilot then pushed the airplane back about 15 ft, boarded the airplane, and started the engine with no preflight inspection observed on the video. As soon as the engine started, the video showed the left fuel cap falling off the back of the wing. The airplane then started to taxi, and the unsecured fuel door on top of the wing could be seen flopping up. The security video then showed the airplane taxi back to runway 15 and depart. The video did not show the airplane after departure. 

The pilot held a private pilot certificate with a rating for airplane single-engine land. He reported 1,223 total hours of flight experience on his most recent application for an FAA medical certificate, dated June 4, 2024. At that time, he also reported that of the total flight experience, 18 hours were accrued during 6-month period preceding the date of the medical application. 

The recorded weather, at HZE, at 1315, included wind from 220° at 9 knots, gusting to 15 knots. The reported wind was consistent with a right gusting crosswind during takeoff and initial climb, transitioning to a tailwind when the pilot extended the landing gear and banked the airplane to the left, just prior to the descent to the ground. 

The accident site was compact and all major components of the airplane were identified. The wreckage was located about 300 yards off the departure end of the runway, and it came to rest oriented on a 030° magnetic heading and to the left of extended runway centerline about 200 yards. 

The initial impact point was 63 ft away from where the airplane came to rest. The initial impact point contained the wing tip fairing and the red navigation light lens remained in the ground about 1 ft deep. Leading edge impact scars from the left and right wing leading edges were also observed on the ground. The right wing exhibited accordion crushing back to the flap and aileron. The propeller and engine impressions were about 3 ft deep. The airplane ultimately came to rest inverted and a postimpact fire ensued. 

The fuselage was mostly consumed by the fire. The cabin area from the front seat area to the aft baggage area, including the main cabin door, baggage door, and structure, were all destroyed by the fire. The instrument panel was impact damaged, fractured, and detached from the fuselage. One section remained attached to the impact separated front fuselage and one section was observed lying near the main wreckage. The throttle and propeller control were in the full forward position, and the mixture control was out about 2 in from full forward. The fuel primer control was in and locked. 

Flight control continuity was established from all primary flight control surfaces to their respective controls in the forward cabin. The pitch trim cable continuity was established from the pitch trim actuator in the tail section to an area that was crushed and melted in the cabin area. 

The fuel selector valve and handle exhibited thermal damage and the position of either was not able to be determined. The fuel strainer and bowl were not located. Two electric fuel pumps were observed in the engine compartment area. They were opened and examined, and they were observed to have thermal damage inside and outside. The labels to the cockpit switches were consumed in the postimpact fire and the position of the electric fuel pump switch was not determined. 

The seats were reduced to steel components by the fire and were detached from the structure. One seatbelt buckle assembly was located and both ends observed to be buckled together. The left forward inboard seat belt attachment hardware remained attached to the thermally damaged structure. The outboard attachment was not located.

The empennage was impact separated just aft of the baggage compartment. It exhibited fire damage along its lower structure. The right stabilator would have been suspended over the postimpact fire area and was not observed during the examination. The inboard section remained attached and exhibited thermal damage along the remaining edge. The left side of the stabilator was impact and thermally damaged. It was folded downward about midspan. The impact damaged vertical stabilizer remained attached to the empennage structure. The impact damaged rudder remained attached at both hinges. The upper portion of the rudder was fractured, and the rudder counterweight was observed lying near the wreckage. The stabilator trim actuator shaft extension was measured to be about 0.9” with about 9 threads exposed, which correlates to about a 70% nose-up trim setting (0.35” is a neutral setting and 1.3” is a full nose-up trim setting). 

The inboard section of the left wing, including the fuel tank, was mostly consumed in the postimpact fire. The fuel filler opening and fairing were also damaged by the fire. The filler opening port was observed to have no fuel cap installed. The outboard section of the wing was impact separated just outboard of the inboard aileron hinge area. The left wing tip was impact separated and was located in the initial impact ground scar. The outboard section of the aileron was impact separated and lying near the left wing in the main wreckage area. The inboard section of the aileron remained attached to the wing at the inboard hinge and control rod. The flap remained attached at both hinges and was observed in the retracted position. 

The inboard section of the right wing, including the fuel tank, was mostly consumed in the postimpact fire. The fuel filler opening and fairing were also damaged by the fire. The fire damaged fuel cap was observed installed into the tank opening port. The outboard section of the wing exhibited accordion crushing along the leading edge, and the outboard section was fractured along the skin seam but remained attached to the wing inboard section structure. The wing tip was fractured and sections of it remained attached to the wing. The aileron remained partially attached at the inboard hinge and detached at the outboard hinge. It was bent downward about midspan. The flap was observed in the retracted position and attached at both hinges. 

The right landing gear was down and locked and the left landing gear was consumed by fire. The nose landing gear was fractured off and located about 10 ft away from main wreckage. 

The engine and propeller remained attached to engine mounts and firewall. The engine, firewall and instrument panel fractured off the cabin and angled about 30°. The engine was partially fire damaged. The engine cowling was removed, and the engine was hoisted for examination. The propeller remained attached to the crankshaft flange, all three propeller blades were bent backwards. One blade was fractured at the hub. One propeller blade was cut to facilitate rotation of the crankshaft. The top spark plugs were removed and the electrodes showed normal wear when compared to a Champion Check-A-Plug chart. The propeller was rotated by hand and thumb compressions was established on all cylinders. Mechanical continuity was established through the engine and accessory case.

A borescope examination of all the cylinders, and valves did not show any anomalies. The oil suction screen was removed and free of debris and contaminates. The magnetos were secured in place, and timing was verified on both magnetos to be at 25°. The magnetos were removed and spark was obtained on all leads. The carburetor was fractured from the mounting pad and displayed fire damage. The carburetor mixture and throttle cables were secured to their perspective control arms. The fuel screen was clear of debris. The fuel pump remained secure on the mounting pad. The fuel pump was removed and disassembled and the rubber diaphragm remained intact and pliable. The fuel pump internal check valves remained intact. No anomalies were noted that would have precluded normal operation.  

Airborne Windsports Edge XT-912-L, N912CV, fatal accident occurred on June 25, 2026, at Winona Municipal Airport (ONA/KONA), Winona, Minnesota

• Location: Winona, MN 
• Accident Number: CEN26LA238 
• Date & Time: June 25, 2026, 20:00 Local 
• Registration: N912CV 
• Aircraft: AIRBORNE WINDSPORTS PTY LTD EDGE XT-912-L 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203257/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?NNumberTxt=N912CV

On June 25, 2026, about 2000 central daylight time, an Airborne Windsports Pty Ltd Edge Xt912-L weight-shift-control light sport aircraft, N912CV was substantially damaged when it was involved in an accident at Winona Municipal Airport (ONA) Winona, Minnesota. The pilot was fatally injured. The aircraft was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight. 

Before the flight, the pilot removed the Streak 3 king post wing that was on the aircraft for 2 years and installed an Arrow strutted wing. According to his friend, who witnessed the accident, the wing was replaced just before the accident flight, and the purpose of the flight was to test the new wing. The pilot replaced the wing because the strutted wing had a lower height clearance and made it easier to store the aircraft in the hangar. A second friend, who helped with the installation of the wing, said that they made sure that the wing was properly attached before the test flight. 

According to the friend who witnessed the accident, the pilot performed 2 “crow hops,” in the aircraft by taking off on runway 30 and immediately landing again on the runway before taking off a third time to fly the traffic pattern. The witness said that the “crow hops” and traffic pattern were unremarkable until the aircraft turned onto final approach. When the aircraft was on final approach, it looked like the pilot made a small correction and then banked to the left followed by a hard 90° bank to the right. The right wingtip impacted the ground first and the aircraft tumbled. The witness said that due to his location on the ground, he could not hear the aircraft engine, but he could see that the propeller was turning before and during the accident sequence. 

The wreckage came to rest about 140 ft north of runway 30. Initial impact was marked by a ground scar followed by a second ground scar about 3 ft southeast. Initial impact to the main wreckage was about 15 ft long. The debris path consisted of the right main landing gear and bits of blue plastic from the wheel fairings. The main wreckage came to rest inverted and consisted of the pilot and passenger pod, wing, left main landing gear, nose gear, engine, and 3-blade composite propeller. The wing was torn and folded in the direction of travel. The tips of the propeller blades were shorn off. The structural tubing was bent and/or broken. Two cables attached to the right side of the wing batten were broken and had a broom straw appearance. The fuel selector was in the “off” position because it was turned off by first responders. The ignition was in the “on” position. There was nothing found during the postaccident examination of the aircraft that would have precluded normal operation. 

According to the airframe logbook, the last annual inspection was performed in April 2024. A review of the pilot’s logbook revealed that the pilot had a total of 223 aircraft hours, 114 of which were in weight-shift-controlled aircraft. The pilot was issued a FAA second class medical in 1980. The medical had since expired. The pilot was permitted to fly light sport aircraft with a valid driver’s license and if in compliance with 14 CFR Part 61.53 “Prohibition on operations during medical deficiency” and other applicable FAA regulations. The aircraft was retained for further examination. 

Piper PA-28-181 Archer II, N249WF, fatal accident occurred on June 20, 2026, in Bowie, Maryland

• Location: Bowie, MD 
• Accident Number: ERA26FA243 
• Date & Time: June 20, 2026, 23:28 Local
• Registration: N249WF 
• Aircraft: Piper PA-28-181 
• Injuries: 3 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203205/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N249WF

On June 20, 2026, about 2328 eastern daylight time, a Piper PA-28-181, N249WF, was substantially damaged when it was involved in an accident near Bowie, Maryland. The pilot and two passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

According to preliminary Automatic Dependent Surveillance-Broadcast (ADS-B) data, the airplane departed Montgomery County Airpark (GAI), Gaithersburg, Maryland, about 1630 and flew to Ocean City Municipal Airport (26N), Ocean City, New Jersey, where it landed about 1741. The airplane later departed 26N about 2128 and conducted three touch-and-go landings before landing again about 2144. It subsequently departed about 2210 for the return flight to GAI. 

ADS-B data indicated that after climbing to a cruise altitude of about 8,500 ft msl, the airplane proceeded west-southwest. About 40 miles into the flight, the airplane began a gradual descent to an altitude of 2,000 ft msl, where it remained until about 2326. The airplane then continued descending while maneuvering left and right before radar and ADS-B data were lost. 

While receiving flight-following services, the pilot transmitted a partially unintelligible radio call, stating that he was near Fort Meade. The pilot subsequently selected transponder code 7700, and when asked by ATC if he needed assistance, he stated that he wanted to proceed to Freeway Airport (W00), Bowie, Maryland. ATC gave radar vectors to Freeway Airport and asked if he had the airport in sight. The pilot’s last transmission was that he did not have the airport in sight. No further radio transmissions were received, and radar contact was lost. 

The airplane came to rest in a heavily wooded area. Initial examination of the accident site revealed that both wings had separated from the fuselage and revealed impact damage on the leading edge of the wings. Broken tree branches were strewn throughout the wreckage path. The engine remained attached to the fuselage and exhibited impact damage. The cockpit was crushed aft, and the instrument panel sustained impact damage. The vertical stabilizer and rudder remained attached to the empennage. The right side of the horizontal stabilizer had separated from the empennage and was located aft of the fuselage.

The wreckage was retained for further examination.

Pipistrel Sinus 912, N1277P, fatal accident occurred on May 31, 2026, near Columbus, Mississippi

• Location: Columbus, MS 
• Accident Number: WPR26FA202 
• Date & Time: May 31, 2026, 12:36 Local 
• Registration: N1277P 
• Aircraft: PIPISTREL D O O SINUS 912 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203085/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N1277P

On May 31, 2026, about 1236 central daylight time, a Pipistrel D O O Sinus 912, N1277P, was destroyed when it was involved in an accident near Columbus, Mississippi. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

According to the airport manager from Columbus-Lowndes County Airport (UBS), Columbus, Mississippi, the pilot was observed arriving at the airport around noon. Airport security video showed the airplane takeoff a short time later. 

Preliminary ADS-B revealed that the airplane departed UBS about 1207 and flew in a northeasterly direction for about 15 minutes. The flight track indicated a turn to the westsouthwest in a direction back toward UBS. ADS-B data ended about 8 miles northeast of UBS. 

Examination of the accident site revealed that the airplane was destroyed in a postcrash fire and came to rest upright adjacent to a field, near a rural residential area, about 5 miles northeast of UBS. The main wreckage came to rest on a magnetic heading of 148° at the base of a power transmission pole. The first identified point of contact (FIPC) was a power transmission line about 25 ft southwest of the transmission pole. All major structural components of the airplane were located at the accident site. 

The airplane was recovered to a secure facility for further examination.

Piper PA-44-180T Turbo Seminole, N8390K, accident occurred on June 7, 2026, at St. George Regional Airport (SGU/KSGU), St. George, Utah

• Location: St. George, UT
• Accident Number: WPR26LA211 
• Date & Time: June 7, 2026, 10:12 Local 
• Registration: N8390K 
• Aircraft: Piper PA-44-180T 
• Injuries: 3 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203144/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?NNumberTxt=N8390K

On June 7, 2026, about 1012 mountain standard time, a Piper PA-44-180T, N8390K, was substantially damaged when it was involved in an accident near St. George, Utah. The pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

According to the pilot, he conducted three, day visual flight rules cross-country flights in the multiengine airplane. Prior to the first flight, he used a fuel dipstick to check the fuel quantity in the left and right fuel tank, which he observed 30 gallons of 100LL fuel in each. The first flight leg was flown from South Valley Regional Airport (SVR), West Jordan, Utah, to Logan-Cache Airport (LGU), Logan, Utah, over a span of 34 minutes. The second flight leg was flown from LGU to Bolinder Field/Tooele Valley (TVY), Tooele, Utah, over a span of 35 minutes. The pilot refueled the airplane at TVY, taking on 20 gallons of 100LL, and he did not use the dipstick to identify the fuel quantity in each tank, but the fuel gauges indicated that the left and right tank contained 30 gallons a side. The third flight leg was flown from TVY to St. George Regional Airport (SGU), St. George, Utah, and the duration of flight was 1 hour and 47 minutes. 

During the flight from TVY to SGU, the airplane climbed to an altitude of 10,500 ft msl and the pilot subsequently leaned the fuel mixture. Maintaining the altitude of 10,500 ft msl, a headwind was present which the pilot surmised added about 15 minutes to the time enroute to SGU. About 1 hour into the flight, the left and right fuel gauges indicated 20 gallons per side and the pilot subsequently conducted fuel burn calculations noting a fuel consumption rate of 20 gallons per hour. 

About 20 nm northeast of SGU, the pilot initiated his approach to runway 19, and the left and right fuel gauges indicated 10 gallons per side. While flying the straight in approach, a regional jet transmitted over the common traffic advisory frequency (CTAF), that it too was on approach and inbound for landing runway 19. To deconflict aircraft sequence and timing, the pilot in the Piper airplane decided to abort the approach, made a left turn to the east and gave way to the regional jet. About 5 minutes later, the regional jet landed and the pilot in the Piper initiated the approach, but while on a 3-mile final the regional jet announced that it was back taxiing on the active runway and the pilot in the Piper again aborted the landing. 

To avoid overflying the active runway, the pilot offset the airplane’s heading and flew on the right side of runway 19. The airplane turned left to the crosswind leg at the traffic pattern altitude and overflew the departure end of the runway. During the left turn, the left engine lost total power. The pilot declared an emergency over the CTAF, feathered and secured the left engine and continued the left turn to the downwind leg of the airport traffic pattern. While abeam the numbers for runway 19, the pilot reported that he was unable to maintain altitude and determined that the airplane was not going to make it to the runway, and decided to land on the parallel taxiway A. The pilot continued the descending left turn to base and final and touched down about 15 ft short of taxiway A. The airplane landed on the dirt surface, the landing gear collapsed, the airplane bounced and descended onto the asphalt taxiway surface where it skidded about 100 ft to a stop. The airplane sustained substantial damage to the lower fuselage. 

The airplane was transported to a secure facility for further examination.