NTSB Preliminary: Cessna 172N Skyhawk II, N734ZK, fatal accident occurred on September 7, 2026, at Montgomery-Gibbs Executive Airport (MYF/KMYF), San Diego, California

• Location: San Diego, CA 
• Accident Number: WPR26FA330 
• Date & Time: September 7, 2026, 17:20 Local 
• Registration: N734ZK
• Aircraft: Cessna 172N 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203750/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N734ZK

On September 7, 2026, about 1720 Pacific daylight time, a Cessna 172N, N734ZK, was destroyed when it was involved in an accident near San Diego, California. The flight instructor and student pilot were fatally injured. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

Preliminary ADS-B data showed the airplane departed Montgomery-Gibbs Executive Airport (MYF), San Diego, California about 1615. The airplane remained in the local airport traffic pattern for the duration of the accident flight, performing nine left-hand visual traffic patterns to runway 28L.

Airport and nearby business security cameras captured portions of the accident flight as the airplane approached the runway and as the pilots performed multiple go around maneuvers. Witnesses also observed the airplane and described the airplane as flying very erratically during multiple go-around maneuvers, pitching upward steeply after the go-around was initiated, flying very slow, and “stalling” before the airplane recovered.

On the nineth approach the airplane can be seen in one of the videos flying low near the ground as it approached the runway, nosing over, pitching up and then nosing over a second time. The airplane then entered a steep nose high pitch attitude prior to the runway 28L threshold. The airplane appeared to attain about 45° pitch up attitude while about 100 to 200 ft above ground level.  The airplane entered a steep left descending turn and impacted runway 28L near the runway threshold. The airplane came to rest on taxiway B and a post impact fire ensued.

The wreckage was examined on scene. The fuselage, inboard wings, and cowling sustained heavy thermal damage. The inboard sections of both wing fuel tanks were partially consumed by fire. All primary flight controls were identified at the accident site. Flight control continuity was confirmed from the cockpit controls to each flight control surface. The engine was examined and the crankshaft was rotated in its normal direction of rotation.  Thumb compression was obtained on all four cylinders. Equal movement of all intake and exhaust rocker arms was observed on all cylinders. The aluminum fixed pitch 2-blade propeller remained attached to the crankshaft propeller flange. Blade “A” exhibited rearward bending and torsional twisting along its blade length with its tip missing. Blade “B” was mostly thermally consumed by the post impact fire. Two sections of propeller tip were found between the initial impact marks and the main wreckage. Each portion of blade tip found was twisted, fractured, and heavily scored. No anomalies were identified that would have precluded the normal production of engine power.

Grumman American AA-5 Traveler, N6510L, fatal accident occurred on September 5, 2026, near Sierra Sky Park Airport (E79), Fresno, California

• Location: Fresno, CA 
• Accident Number: WPR26FA329 
• Date & Time: September 5, 2026, 13:45 Local 
• Registration: N6510L 
• Aircraft: GRUMMAN AMERICAN AVN. CORP. AA-5 
• Injuries: 4 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203743/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N6510L

On September 5, 2026, about 1345 Pacific daylight time, a Grumman AA-5, N6510L, was destroyed when it was involved in an accident near Fresno, California. The pilot and 3 passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Surveillance video showed that the pilot and passengers boarded the airplane at the airplane owner's residence at Sierra Sky Park Airport (E79), Fresno, California, and shortly after taxied to the approach end of runway 30. Another video showed the airplane begin its takeoff roll and subsequently abort the takeoff about halfway down the runway. The airplane continued down the runway, turned around at the departure end and taxied back to the runway approach end. At this time, the pilot texted the owner about a radio problem she was experiencing. About two minutes later the pilot taxied the airplane to the owner's residence, which was located on the airport. According to text messages, the owner contacted a mechanic to troubleshoot the radio issue and a few minutes later the mechanic approached the airplane after it had been shut down. Shortly after, the airplane was observed taxiing towards the runway.

According to witnesses located near the runway, the airplane taxied to the approach end of runway 30 and then started its takeoff roll. The airplane lifted off the runway about 1,000 ft from the departure end and pitched up hard into a nose-high attitude. Witnesses reported that the engine sounded weak and that there were no misfires or sputtering. The airplane continued down the runway at about 30 ft above ground level (agl). Surveillance video showed the airplane maintain a nose-high attitude about 30 ft agl as it overflew the remaining runway. A video, which captured the airplane further down the runway, showed it about 40 ft agl as it flew out of view in a nose-high attitude.

The accident site was located in a washout at the top of sloping terrain, near impacted trees, about 1,000 ft northwest from the departure end of runway 30. The first identified point of contact was a large branch near the top of a 40 ft tree that had recently been topped to comply with FAA clearance regulations for the airport. Broken limbs and branches were spread out at the base of the impacted trees. The airplane came to rest upright in a washout near the impacted trees and was positioned on a magnetic heading of about 285?. The nose landing gear separated from the airplane and was found uphill in the washout near the impacted trees. The airplane was mostly consumed by postimpact fire. About an acre of surrounding terrain was burned by the fire.

The wreckage was relocated to a secured facility for further examination.

Mooney M20C Mark 21, N2783W, fatal accident occurred on August 31, 2026, near Hood River, Oregon

• Location: Mount Hood, OR 
• Accident Number: WPR26FA320 
• Date & Time: August 31, 2026, 11:31 Local 
• Registration: N2783W
• Aircraft: Mooney M20C 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203693/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?NNumberTxt=N2783W

On August 31, 2026, about 1131 Pacific daylight time, a Mooney M20C, N2783W, was destroyed when it was involved in an accident near Hood River, Oregon. The pilot and flight instructor were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

A witness reported that the airplane was based at Jernstedt Airfield (4S2), Hood River, Oregon, and was conducting a local flight approximately 10 miles southwest of the airport while maneuvering in the Parkdale Valley area. One witness reported observing the airplane perform several maneuvers characterized as “aerobatic-type tricks” before it entered a nose-down attitude and collided with terrain. Additional witnesses stated that the two pilots were conducting stall-practice maneuvers as part of a flight review at the time of the accident.

The accident site was located on sloping terrain at an elevation of approximately 1,502 ft mean sea level (msl). The wreckage came to rest atop an agricultural debris pile in an approximate 30° nose-down attitude on a magnetic heading of about 220° and resulted in a crater measuring approximately 5 ft in diameter and 3 ft in depth beneath the wreckage.

The aft fuselage and empennage remained largely intact but exhibited downward bending aft of the passenger compartment. All major structural components of the airplane were located at the accident site, and the wreckage debris was confined to an area within approximately 50 ft of the main wreckage.The first identified point of contact (FIPC) was the trees directly above the wreckage. A displaced section of fence adjacent to the wreckage had damage consistent with contact from the airplane's right wingtip.

The wreckage was subsequently recovered to a secure facility for further examination.

NTSB Preliminary: Cessna T206H Stationair TC, N919CW, fatal accident occurred on September 3, 2026, near Dunton, Colorado

• Location: Dunton, CO 
• Accident Number: ANC26FA097 
• Date & Time: September 3, 2026, 15:18 Local 
• Registration: N919CW 
• Aircraft: Cessna T206H 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Aerial observation

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203733/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N919CW

On September 3, 2026, about 1518 mountain daylight time, a Cessna T206H airplane, N919CW, was destroyed when it was involved in an accident near Dunton, Colorado. The pilot and passenger were fatally injured. The flight was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 aerial survey flight. 

According to the operator the pilot and camera operator departed Grand Junction Regional Airport (GJT) Grand Junction, Colorado, completed their survey work and were returning to Belen Regional Airport (BRG) Belen, New Mexico, about 300 nautical miles south-southeast. The pilot was receiving VFR flight following from Denver Center and had been advised radio coverage may be intermitted due to the mountainous terrain. Review of preliminary automatic dependent system broadcast (ADS-B) data revealed the airplane departed GJT about 1341 and conducted aerial survey operations for about 45 minutes and then proceeded southeast between about 8,500 to 10,900 ft mean sea level (msl). 

The pilot’s route of flight took them slightly east of Dolores Peak, a 13,289 ft mountain with a ridgeline that extends from the peak to the east. On the flight earlier in the day from BRG to GJT the airplane passed over a ridgeline about 1.5 miles east of Dolores Peak, about 500 ft above ground level (agl). As the airplane approached Dolores Peak on the return flight, about 2 minutes from the ridgeline the airplane was about 500 ft agl and 101 knots. About 1 minute later and 1 mile from the accident site the airplane was 50 ft agl and 80 knots. At 1518 the airplane made a slight right turn and impacted trees and terrain. The final ADS-B target was located above the accident site. A hiker in the area stated that it was windier than normal the day of the accident.

The airplane impacted heavily wooded rising terrain in a wings level attitude at an elevation of 10,770 ft msl and was orientated on a 300° magnetic heading. The debris path was about 340 ft long and contained all major components of the airplane. The initial tree strike separated the left horizontal stabilizer. The left wing came to rest near the cockpit and fuselage. The right wing came to rest about 25 ft beyond the main wreckage. Flight control continuity was partially established; complete continuity could not be confirmed due to impact and thermal damage. Portions of the flight control cables were fragmented due to a large tree trunk; the breaks were consistent with impact overload. The engine was separated from its mounts and was located near the main wreckage and exhibited thermal damage. The propeller was separated from the engine; two of the three propeller blades were observed. One blade was straight, the other exhibited minor s-bending with a deep trailing edge gouge about mid-span of the de-ice boot. 

The wreckage was recovered and retained for further examination. 

Piper PA-28-180B Cherokee, N7635W, accident occurred on September 3, 2026, near Paulding Northwest Atlanta Airport (PUJ/KPUJ), Atlanta, Georgia

• Location: Dallas, GA 
• Accident Number: ERA26LA328 
• Date & Time: September 3, 2026, 20:04 Local 
• Registration: N7635W 
• Aircraft: Piper PA-28-180 
• Injuries: 2 Serious 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203734/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N7635W

On September 3, 2026, at 2004 eastern daylight time, a Piper PA-28-180, N7635W, was substantially damaged when it was involved in an accident near Dallas, Georgia. The flight instructor and student pilot were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. 

The student pilot and flight instructor reported that the purpose of the flight was to perform practice takeoffs and landings at Paulding Northwest Atlanta Airport (PUJ), Dallas, Georgia. The student pilot arrived at the airport and performed a preflight inspection of the airplane. He sampled the fuel and found no contaminants, then checked its quantity with a fuel stick. He also checked the engine oil quantity and reported there were 6 quarts indicated on the oil dipstick. The flight instructor stated that he also checked the fuel and oil on the airplane and noted that there was nothing abnormal with the airplane. 

They then started the airplane and taxied to runway 13 for departure from PUJ. The student and flight instructor both stated that before departure, they performed an engine runup and did not notice anything abnormal. After departure they performed a series of uneventful touchand-go landings at PUJ. During the accident touch-and-go, on initial climb the engine “cut out.” The flight instructor reported the airplane’s nose pitched down and the engine rpm abruptly dropped, but the propeller continued rotating. The student pilot reported that the flight instructor took control of the airplane and intended to land on a nearby road. Unable to reach that road, the flight instructor performed a forced landing in a densely wooded area. 

Preliminary review of ADS-B data showed that shortly after crossing the departure end of runway 13, and about 175 ft above ground level, the airplane turned left to the northeast. The airplane stopped climbing, continued to the northeast toward a road, and began descending. Just south of the road, the airplane turned east. Shortly thereafter ADS-B data showed no additional movement of the airplane.

An on-scene examination by an FAA inspector found the airplane fuselage laying on its right side, with substantial damage, and both wings separated and suspended in trees. The airplane was equipped with avionics that were capable of recording flight data. They were recovered and sent to the NTSB Vehicle Recorders Laboratory for data download. 

The airplane’s most recent 100-hour inspection occurred on September 1, 2026. The accident flight was the fifth flight after that inspection. 

The wreckage was recovered and retained for further examination. 

Pitts Model 12, N491X, accident occurred on September 6, 2026, near Frontier Airpark (WN53), Lake Stevens, Washington

• Location: Lake Stevens, WA 
• Accident Number: ANC26LA098 
• Date & Time: September 6, 2026, 18:00 Local 
• Registration: N491X 
• Aircraft: Pitts Model 12 
• Injuries: 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203753/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N491X

On September 6, 2026, about 1800 Pacific daylight time, an experimental Pitts Model 12 airplane, N491X, was substantially damaged when it was involved in an accident near Lake Stevens, Washington. The pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

According to the pilot, after departing Frontier Air Park (WN53), Lake Stevens, Washington, he began practicing a series of aerobatic maneuvers in the vicinity of the airport. During a spin, the airplane experienced what the pilot described as a partial loss of engine power. After recovering from the spin, the pilot applied full power, but the engine did not respond. The pilot attempted to troubleshoot by activating the electric boost pump; however, the engine remained at idle power. The pilot stated that he determined he would not reach the runway and aimed for a treed area between two homes. The pilot further stated that, while attempting to extend the airplane's glide at low altitude, the airplane subsequently entered a right spin. The pilot reported that he regained control of the airplane, rolled the wings level, and flared before impacting terrain. 

Multiple witnesses captured video of the accident sequence and the aerobatic maneuvers that preceded the accident. The videos show the accident airplane recover from a series of spins at a low altitude, make a right turn, and fly wings level for several seconds before entering another spin and descending below the tree line. The propeller can be seen rotating, and engine noise is audible throughout the recorded accident sequence.

The airplane impacted a treed area between two homes and came to rest on its left side (see figure), which resulted in substantial damage to the wings and fuselage. 

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

Beechcraft 200 Super King Air, N393JW, accident occurred on September 8, 2026, at Roswell International Air Center Airport (ROW/KROW), Roswell, New Mexico

• Location: Roswell, NM 
• Accident Number: WPR26LA334 
• Date & Time: September 8, 2026, 00:44 Local 
• Registration: N393JW 
• Aircraft: Beech 200 
• Injuries: 1 Minor, 4 None 
• Flight Conducted Under: Part 135: Air taxi & commuter - Non-scheduled - Air Medical (Unspecified)

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203778/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N393JW

On September 8, 2026, about 0044 mountain daylight time, N393JW, a Beech 200, was substantially damaged when it was involved in an accident near Roswell, New Mexico. The two pilots and two of the medical crew members were not injured, a third medical crew member received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 Air Medical flight. 

The airplane departed Albuquerque International Sunport (ABQ), Albuquerque, New Mexico, about 2350, on an instrument flight rules (IFR) flight plan to Roswell Air Center (ROW), Roswell, New Mexico. 

According to the pilots, the pilot flying was performing his initial operating experience (IOE) flight, the pilot observing was evaluating the IOE flight, and the flight had been uneventful. A stable approach to runway 17 was flown, and both pilots confirmed seeing 3 green landing gear down indicator lights. The pilots stated that the airplane crossed the runway threshold at 110 kts and the pilot flying began the airplane’s landing flare. The airplane touched down harder and sooner than he expected, and the airplane bounced. During the bounce, the airplane began to roll to the left, and the pilot observing announced, “my controls.” The pilot observing assumed control of the airplane, leveled the wings, and reestablished the airplane’s landing flare. During the second landing flare, the pilot observing (now flying) retracted the flaps “to settle the aircraft”, and thought the airplane was rolling on its landing gear. The airplane continued to sink toward the runway and the pilots subsequently heard the fuselage scraping the pavement. The pilot observing (now flying) secured the engines to assist with slowing the airplane, and it came to a stop about 1/3rd down the length of the runway. 

Postaccident examination of the airplane revealed that both main landing gear were collapsed, and the lower fuselage sustained substantial damage. 

The wreckage was retained for further examination.

Grumman G-164 Ag Cat, N7501Q, accident occurred on August 20, 2026, near Olene, Oregon

• Location: Olene, OR 
• Accident Number: WPR26LA312 
• Date & Time: August 20, 2026, 09:32 Local 
• Registration: N7501Q 
• Aircraft: SCHWEIZER AIRCRAFT CORP G164B 
• Injuries: 1 Serious 
• Flight Conducted Under: Part 137: Agricultural

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203650/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N7501Q

On August 20, 2026, about 9:32 Pacific daylight time, a Schweizer Aircraft Corp., G-164B, N7501Q, was destroyed when it was involved in an accident near Orlene, Oregon. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 agricultural application flight. 

The operator reported that the airplane departed Crater Lake/Klamath Regional Airport (LMT), Klamath Falls, Oregon, to conduct a mosquito abatement dispersal operation. Before departure, about 1,800 pounds of mosquito control material were loaded onto the airplane, and the fuel tanks were filled to capacity. 

A witness located near the accident site observed the airplane operating approximately 4 miles east-northeast of LMT. Shortly thereafter, the witness heard a loud bang and observed a plume of black smoke rising from the area. The witness responded to the accident site and assisted the pilot in evacuating the burning aircraft. 

The wreckage was subsequently recovered and transported to a secure facility for further examination.

Thorp T-18 Tiger, N2KP, incident occurred on May 15, 2026, at Hendersonville Airport (0A7), Hendersonville, North Carolina

• Location: Hendersonville, NC 
• Accident Number: ERA26LA211 
• Date & Time: May 15, 2026, 18:53 Local 
• Registration: N2KP 
• Aircraft: PATSCH Thorp T-18 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203034/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N2KP

On May 15, 2026, about 1853 eastern daylight time, an experimental amateur-built Thorp T-18, N2KP, was substantially damaged when it was involved in an accident near Hendersonville, North Carolina. The commercial pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

The pilot stated that after landing at Hendersonville Airport (0A7), Henderson, North Carolina, he secured the airplane and went inside the fixed base operator, then returned to the airplane to continue his trip to a coastal city within North Carolina. While there, he did not obtain any fuel and stated that he had an estimated 12 to 14 gallons of fuel onboard. Prior to departure he described his preflight inspection as “lackadaisical,” but he did check the pitch trim and ailerons, and thought that the pitch trim was in the correct location for takeoff. He taxied to the runway, applied throttle, and as the airplane accelerated it, “sprung into the air” then pitched up climbing to between 50 and 100 ft. A pilot-rated witness at 0A7 reported seeing the nose of the airplane in a very high attitude, nearly vertical. The pilot further stated that he pushed forward on the control stick and did not touch the pitch trim system, but the nose would, “not come down.” The airplane then descended and impacted trees on the east side of the runway. 

Postaccident examination of the airplane’s pitch trim system revealed the wheel was rotated clockwise in a nose-down direction. The elevator trim jack assembly was inspected and the number of threads out the aft portion was documented in photographs. Using an exemplar airplane and the as-found position of the elevator trim jack assembly position, the anti-servo tab was full deflected in the airplane nose-down direction.