Ted Smith Aerostar 601P, N800AA, fatal accident occurred on July 13, 2026, near Adirondack Regional Airport (SLK/KSLK), Lake Clear, New York

• Location: Lake Clear, NY 
• Accident Number: ERA26FA271 
• Date & Time: July 13, 2026, 22:36 Local 
• Registration: N800AA 
• Aircraft: Smith Aerostar 601
• Injuries: 3 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal  

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203380/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N800AA

On July 13, 2026, about 2236 eastern daylight time, a Smith Aerostar 601P, N800AA was destroyed when it was involved in an accident near Lake Clear, New York. The private 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 information from the FAA, the airplane was based at Monmouth Executive Airport (BLM), Belmar, New Jersey. Earlier on the night of the accident, the pilot flew uneventfully from BLM to Adirondack Regional Airport (SLK), Saranac Lake, New York. He intended to pick up two family members and return to BLM the same evening. FAA ADS-B data were available for the inbound flight; however, the airplane did not gain enough altitude on the outbound flight for FAA ADS-B data to be recorded.

SLK was located at 1,662 ft above mean sea level (msl) and runway 23 was 6,573 ft-long. Review of third-party commercial surveillance data revealed that the accident flight departed runway 23, at 2235:45. The last target was recorded 46 seconds later, at 2236:31, indicating a location about 1 mile from the departure end of the runway. The data also indicated that the airplane reached a maximum height of about 125 ft above ground level (agl), before descending and leveling off at 75 ft agl for the last five recorded targets, spanning 12 seconds. During that time, the groundspeed increased from 151 knots to 169 knots.

Review of home security video near the accident site revealed an engine sound at 2236, followed by the sound of collision with trees. The wreckage was located about 4 hours later by first responders, and a postimpact fire had consumed a majority of the airplane. 

A debris path was observed in a nearby forest, beginning with a section of right wingtip, located about 1-mile beyond the departure end of runway 23. The debris path extended on a 230° magnetic course for about 1/2 mile, to the main wreckage. Severed trees, a section of right flap, and a small section of lower empennage were also located along the debris path. 

The wreckage came to rest flat and upright, oriented on a magnetic heading of 180°, at an elevation about 1,668 ft msl. 

All major components of the airplane were identified. Both engines were located near the main wreckage and both propellers remained attached to their respective engine. The empennage was located next to the left engine, and sections of both wings were identified near the main wreckage. The cockpit and cabin were consumed by fire. 

The pilot held a private pilot certificate with ratings for airplane single engine land, airplane single-engine sea, airplane multiengine land, instrument airplane, and rotorcraft helicopter. He reported a total flight experience of 1,025 hours on an application for an FAA third-class medical certificate, dated December 17, 2025. The pilot obtained an instrument rating on October 3, 2024. At that time, he reported a total flight experience of 890 hours; of which, 102 hours were at night.

The airplane was manufactured in 1976 and powered by two Lycoming IO-540, 290-hp engines, each driving a three-blade Hartzell constant speed propeller. The airplane’s most recent annual inspection was completed on February 2, 2026. At that time, the airframe had accumulated 4,094 total hours of operation. The left engine had accumulated 79 hours since major overhaul (SMOH) and the right engine had accumulated 780 hours SMOH. 

Review of FAA Terminal Procedures, takeoff minimums for runway 23 at SLK, revealed instructions to climb 316 ft for every 1 nautical mile traveled, to ensure obstacle clearance, or perform a visual climb over the airport to 2,500 ft msl. 

The wreckage was retained for further examination. Additionally, a copy of the home security video was forwarded to the NTSB Vehicle Recorders Laboratory for sound spectrum study. 

NTSB Preliminary: Sikorsky S-76D, N93RT, fatal accident occurred on July 10, 2026, near Huntersville, West Virginia

• Location: Huntersville, WV
• Accident Number: ERA26FA266
• Date & Time: July 10, 2026, 07:45 Local
• Registration: N93RT
• Aircraft: Sikorsky S76
• Injuries: 1 Fatal
• Flight Conducted Under: Part 91: General aviation - Positioning

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203365/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N93RT

On July 10, 2026, about 0745 eastern daylight time, a Sikorsky S-76D helicopter, N93RT, was destroyed when it was involved in an accident near Huntersville, West Virginia. The commercial pilot was fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight. 

The pilot of the helicopter departed a private hangar near Glenville, West Virginia about 0710 to pick up the helicopter’s owner at his property. Preliminary ADS-B data showed the helicopter flying from near the departure point directly toward the destination landing zone until it was about 0.5 nautical miles (nm) northwest of the destination when the helicopter made a right turn. The helicopter was flying at an altitude of about 3,550 ft mean sea level (msl) when it made the turn to the right, away from the destination landing zone, which was located at an elevation of about 2,250 ft. 

A witness recorded a video of the helicopter when it was about 1.3 nm west southwest of the destination, and it showed the helicopter flying about 100 to 150 ft above ground level (agl). The video also depicted could ceilings that were about 200 to 250 ft agl. The video showed the helicopter continuing down a valley toward the town of Huntersville, West Virginia with the landing gear extended, before making a right turn toward the destination. The witness, who watched the helicopter fly over his house, reported that the rotor wash from the helicopter was making the trees on his property sway as it passed overhead.

Witnesses who were located closer to the destination stated that it was foggy around the time of the accident and estimated the cloud ceiling was between 100 and 200 ft agl. They also stated that when they saw the helicopter it was partially obscured by the fog, with only the “belly” visible at various points. The described that as the helicopter passed over a ridge to the southwest of the destination, it continued east, perpendicular to the approach path they had seen the helicopter fly in the past. They also described that the helicopter pitched up just prior to impacting the mountainside. 

The accident site was about 0.15 nm southeast of the destination landing zone on the side of a mountain, at an elevation about 2,500 ft. The debris path was about 330 ft in length and oriented on a magnetic heading of about 110°. The debris area was on a slope that varied between 30° and 50° with the lowest debris located consisting of main rotor blade spars. The initial tree impact was about 200 ft in elevation below where the main wreckage came to rest, and those tree strikes were located about 40 ft the tree. 

A majority of the helicopter was consumed by postimpact fire. Part of the tail rotor gearbox was impact-separated and was found near the tail section of the helicopter, both about 60 ft below the main wreckage. Both of the tail rotor control cables were found in the main wreckage and exhibited fire damage. A portion of one tail rotor control cable remained attached to the tail rotor control in the tail. The fuselage was unrecognizable and destroyed by postaccident fire. The main rotor head was found about 10 ft below the engines in the main wreckage. The main gearbox magnesium housing was entirely consumed by postaccident fire. The primary and multifunction flight displays were found in the burned portion of the wreckage and exhibited fire damage. 

Both engines remained encased by the nacelle, came to rest inverted, and were damaged by postaccident fire. Both engine external and internal surfaces exhibited varying degrees of ash and soot accumulation. The left engine inlet case had been consumed by fire. A borescope examination of the 1st-stage high-pressure compressor (HPC) rotor showed all airfoils intact and full length, with no apparent deformation. Viewing through the exhaust duct confirmed that the T6 temperature-indicating probes remained intact. The 2nd-stage power turbine (PT) blades were also observed to be full length with no obvious damage. 

The right engine upper section of the reduction gearbox was perforated, exposing the internal gear system. A borescope examination of the 1st-stage HPC rotor showed all airfoils intact and full length, with no apparent deformation. Viewing through the exhaust duct confirmed that the T6 temperature-indicating probes remained intact. The 2nd-stage PT blades were also observed to be full length with no obvious damage. 

The helicopter’s cockpit voice recorder/flight data recorder combination unit, along with two other devices with the capability of recording data in nonvolatile memory, were recovered and sent to the NTSB Vehicle Recorders Laboratory for data extraction and download. 

The helicopter was retained for further examination.

NTSB Preliminary: Cessna 182J Skylane, N43TB, fatal accident occurred on July 12, 2026, at Piseco Airport (K09), Piseco, New York

• Location: Piseco, NY 
• Accident Number: ERA26FA269 
• Date & Time: July 12, 2026, 19:09 Local 
• Registration: N43TB
• Aircraft: Cessna 182 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203373/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N43TB

On July 12, 2026, about 1909 eastern daylight time, a Cessna 182J, N43TB, was destroyed when it was involved in an accident near Piseco, New York. 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 Piseco Airport (K09), Piseco, New York, he was driving his truck down the road that paralleled the runway. He heard a very loud noise and turned to observe an airplane climbing from the runway before it banked to the left and impacted a tree line.

Airport security video showed the airplane approaching runway 22, bounce, and start to porpoise. It bounced three times before it climbed and banked to the left. The airplane then disappeared from the video frame. Another security camera on airport property showed the airplane in a steep left bank angle before it impacted trees.

The accident site was compact, and all major components of the airplane were identified. The wreckage was located in dense woods abeam the midfield point of the runway and had been consumed by fire. It came to rest inverted, oriented on a 210° magnetic heading, and was about 200 yards to the left of the centerline.

The pilot held a private pilot certificate with ratings for airplane single-engine land, airplane single-engine sea. He reported a total flight experience of 1,020 hours on an application for an FAA third-class medical certificate, dated April 12, 2016. He had been approved for BasicMed since 2018. 

The airplane was manufactured in 1966 and powered by a Continental IO-470, 230-hp engine, driving a two-blade McCauley constant-speed propeller. The airplane was operated in Alaska for several years and was modified with the WREN 460 STOL conversion. According to the manufacturer of the modification, the airplane’s main spar was upgraded to a heavier spar that supported the newer flap system. It also included a new aileron system, a new stabilator system, and added a canard to the forward cowling just behind the propeller. The modification also added five feathering drag plates on the top of each wing to assist in turning the airplane at slow speeds. According to FAA aircraft registration records, the pilot purchased the airplane on February 20, 2026.

Remos GX, N126GX, accident occurred on July 12, 2026, at Glendale Municipal Airport (GEU/KGEU), Glendale, Arizona

• Location: Glendale, AZ 
• Accident Number: WPR26LA258 
• Date & Time: July 12, 2026, 10:18 Local 
• Registration: N126GX 
• Aircraft: REMOS ACFT GMBH FLUGZEUGBAU REMOS GX 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Instructional 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203393/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N126GX

On July 12, 2026, at 1018 mountain standard time, a Remos GX airplane, N126GX, was substantially damaged when it was involved in an accident near Glendale, Arizona. The flight instructor and student pilot were uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

According to the flight instructor, the student pilot was practicing landings at Glendale Regional Airport (GEU), Glendale, Arizona. The student performed a go around and, during the initial climb, he stated that the airplane’s pitch control was “delayed.” After taking the flight controls the instructor observed that the airplane did not respond to pitch control inputs.

The flight instructor was able to maneuver the airplane using the ailerons, rudder, full nose up pitch trim, and engine power. During the final approach to runway 01, the airplane lost altitude and impacted terrain, resulting in substantial damage to the airplane’s fuselage.

Examination of the airplane revealed that the rear elevator control rod had fractured about three inches forward of the elevator quick disconnect. (See figure 1.)

According to maintenance records, the rear elevator control rod had been installed in December 2025 and had accrued 445 hours in service.

The airplane wreckage was retained for further examination.