Piper PA-18-150 Super Cub, N82065, accident occurred on August 15, 2024, near Arctic Village, Alaska

Aviation Investigation Final Report - National Transportation Safety Board

The National Transportation Safety Board did not travel to the scene of this accident.

Investigator In Charge (IIC): Rasmussen, Mitchell

Additional Participating Entities:

• Kyle Weinzirl; FAA FSDO Fairbanks; Fairbanks, AK

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194992/pdf

https://data.ntsb.gov/Docket?ProjectID=194992

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N82065

Analysis:

The pilot reported that, shortly after takeoff, the airplane encountered a strong gust of wind that lifted the left wing and pushed the airplane to the right of the remote, off airport site. The right wingtip struck the ground, and the airplane ground looped which resulted in substantial damage to the right wing and horizontal stabilizer. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.

Probable Cause:

The pilot’s failure to maintain directional control of the airplane during takeoff in gusting wind conditions.

Cessna 180G Skywagon, N4679U, fatal accident occurred on April 19, 2025, near Trilla, Illinois

 This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

Aviation Accident Preliminary Report - National Transportation Safety Board

The National Transportation Safety Board traveled to the scene of this accident.

Investigator In Charge (IIC): Eric Alleyne

Additional Participating Entities:

Brian Semelroth; FAA/FSDO; Springfield, IL 

Paul Beavers; Textron Aviation; Wichita, KS 

Julie Crowell; Continental Aerospace Technologies; Mobile, AL

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N4679U

Location: Trilla, Illinois
Accident Number: ERA25FA179
Date & Time: April 19, 2025, 10:16 Local
Registration: N4679U
Aircraft: Cessna 180 
Injuries: 4 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On April 19, 2025, at 1016 central daylight time, a Cessna 180G, N4679U, was destroyed when it was involved in an accident near Trilla, Illinois. The private pilot and three passengers were fatally injured. The airplane was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight.

According to flight history data, the airplane departed its home base in Menomonie, Wisconsin, on April 16, 2025, on a visual flight rules cross-country flight to Muhlenberg County Airport (M21), Greenville, Kentucky. The pilot purchased 42 gallons of 100 low lead aviation fuel at M21 before continuing to John C. Tune Airport (JWN), Nashville, Tennessee.

On the day of the accident, the pilot flew back to M21 to retrieve a purse that a passenger inadvertently left at the airport during the previous visit. The pilot purchased an additional 12.81 gallons of aviation fuel before departing northbound. Automatic Dependent Surveillance–Broadcast (ADS-B) data showed the airplane proceeding toward Mattoon, Illinois.

A witness reported that he was on a roof performing repairs when he heard an airplane overhead. He described the engine sound as “unusually low” and similar to that of a “crop duster.” The engine noise increased, as if the airplane was attempting to climb at the end of a low pass. He then heard an explosion and observed a fireball beyond the tree line. The witness further noted that it had recently stopped raining; however, it was “misting” at time of the accident.

Surveillance video from a location near the accident site depicted weather conditions that included overcast clouds and light rain.

The airplane was located on a county road about 8 nautical miles south of Coles County Memorial Airport (MTO), Mattoon, Illinois. An examination of the accident site revealed that the airplane struck power lines about 35 ft in height, before ground impact. The debris path extended approximately 100 ft along a 227° magnetic heading. The wreckage was highly fragmented. All major components of the airplane were located within the debris field. Flight control continuity was confirmed to all flight control surfaces through breaks that were consistent with tension overload. The engine was found partially buried in a crater about 3 ft deep, and was heavily impact damaged.

The wreckage was recovered for further examination.

The pilot held a private pilot certificate with a rating for airplane single engine land. He did not hold an instrument rating. Initial review of the pilot’s logbook revealed that he had accumulated about 300 hours of total flight experience as of October 2024.

Cessna R172E Skyhawk, N23788, incident occurred on July 6, 2024, near Hillrose, Colorado

Aviation Investigation Final Report - National Transportation Safety Board

The National Transportation Safety Board did not travel to the scene of this accident.

Investigator In Charge (IIC): Brain Rutt

Additional Participating Entities:

• Edward Gassman; FAA - Denver FSDO

• Peter Basile; Textron Aviation; Wichita, KS

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194713/pdf

https://data.ntsb.gov/Docket?ProjectID=194713

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N23788

Scott Aviation Inc

Analysis

On July 6, 2024, at 1426 mountain daylight time, a Cessna R172E airplane, N23788, sustained minor damage when it was involved in an incident near Hillrose, Colorado. The flight instructor and student pilot were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The flight instructor stated that while retracting the flaps after performing a practice stall recovery during the instructional flight, they heard a loud “pop.” The flight instructor took over control of the airplane from the student pilot and noticed that the ailerons were jammed. The flight instructor elected to make an emergency landing on a highway. While maneuvering toward the highway, the flight instructor did not change the flap configuration and had to use rudder control only for directional control. The flight instructor landed the airplane on the highway without incident.

A post incident examination revealed that the left flap inboard track angle brackets were pushed forward and detached from their installed location by the flap support arms. This allowed the flap to contact the aileron, jamming its movement. The failed angle brackets appeared to have been replaced; however, there was no entry of the replacement in the airplane logbooks. Neither the rivets on the left flap inboard angle brackets nor the brackets themselves were painted, indicating that they were not produced by an authorized manufacturer. In combination with the installation of unapproved parts and the condition of the upper left flap roller, which did not rotate smoothly, the flap track slot was likely worn enough to allow the flap support arms to contact the replacement left flap inboard track angle brackets during the retraction of the flaps.

Probable Cause

The binding of the left flap due to improper maintenance.

Bell 206L-4 LongRanger IV, N216MH, fatal accident occurred on April 10, 2025, near Jersey City, New Jersey

 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.

Aviation Accident Preliminary Report - National Transportation Safety Board

The National Transportation Safety Board traveled to the scene of this accident.

Investigator In Charge (IIC): Leah Read

Additional Participating Entities:

Eddie Miller; FAA/AVP 110; Washington , DC 

Matthew Rigsby; FAA/AVP 110; Fort Worth, TX 

Jon Michael; Rolls Royce; Indianapolis, IN 

Ewan Tasker; Transportation Safety Board 

Canada Gary Howe; Bell Helicopter; Arlington, TX

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N8930N

Location: Jersey City, New Jersey
Accident Number: ERA25MA171
Date & Time: April 10, 2025, 15:15 Local
Registration: N216MH
Aircraft: Bell 206L-4 
Injuries: 6 Fatal
Flight Conducted Under: Part 91: General aviation - Aerial observation

On April 10, 2025, about 1515 eastern daylight time, a Bell 206L-4 helicopter, N216MH, was destroyed when it was involved in an accident near Jersey City, New Jersey. The pilot and five passengers were fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 air tour flight.

Preliminary Automatic Dependent Surveillance-Broadcast (ADS-B) flight track data obtained from the Federal Aviation Administration (FAA) revealed the helicopter departed Downtown Manhattan/Wall Street Heliport (JRB), New York, New York, about 1458. The helicopter flew a teardrop pattern south of the Statue of Liberty, then proceeded north along the east side of the Hudson River adjacent to Manhattan, past the George Washington Bridge, where it performed a u-turn, then headed south along the New Jersey side of the river (figure. 1).

Figure 2 depicts the plot of the helicopter’s ADS-B-observed flight path for the final 1 minute of flight, with the reported time, altitude and groundspeed superimposed. As the helicopter approached the Holland Tunnel ventilation towers near Jersey City, New Jersey, it was at a geometric altitude between 625 and 650 ft. The helicopter’s altitude increased to 675 ft msl before it entered a rapid descent. The data ended at 1514:54.5 and the helicopter’s last observed altitude was 125 ft.

Several witnesses described hearing several loud “bangs” emanating from the helicopter before it broke up and descended into the river. Surveillance video (with accompanying audio) captured the helicopter traveling south before it suddenly separated into three major sections: fuselage (including the engine), main rotor system (including both main rotor blades, transmission and roof-beam structure), and the tail boom (including the tail rotor) (figure 3).

The fuselage came to rest, inverted, north of the Holland Tunnel ventilation towers where the water depth was about 6 ft. The main rotor and tail boom sections were found north of the fuselage and were submerged to a depth of about 30 ft. Debris was also recovered from the surface of the river and from a rooftop near the Hoboken, New Jersey, transit building.

The helicopter was not equipped with any video or data recording devices. Photos of the pilot taken just before the helicopter departed indicated that he was wearing computer-augmented sunglasses, which had video and audio recording capability. The sunglasses were not recovered.

The pilot held a commercial pilot certificate with ratings for rotorcraft-helicopter and instrument helicopter. He held a current Federal Aviation Administration (FAA) issued first-class medical certificate, and as of March 29, 2025, had logged 790.2 total hours of flight experience, of which, 48.6 hours were in the same make and model as the accident helicopter. The pilot worked a 10 days on/10 days off schedule and the accident flight was his first day back after having 10 days off. The accident flight was the eighth tour flight of the day for the accident helicopter, and all of those flights were operated by the pilot.

Initial review of the helicopter’s maintenance records revealed the most recent inspection was an “event 2” of a progressive 300-hour inspection and 100-inspection conducted on February 27, 2025. At that time, the helicopter airframe accrued 12,975 total hours of operation, and the engine had accrued a total of 23,305 hours of operation. At the time of the accident, the helicopter had been operated about 50 hours since the inspection.

Day, visual meteorological conditions prevailed at JRB at the time of the accident. The surface observation taken at 1456 included broken clouds at 7,500 ft above ground level, wind from 150° at 10 knots gusting to 18 knots with variable wind between 120° and 190°, and 10 statute miles visibility. A peak wind of 36 knots from 260° was recorded at 1423.

The wreckage was recovered from the river and retained for further examination.

Cessna 310R, N8930N, fatal accident occurred on April 11, 2025, near Boca Raton, Florida

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.

Aviation Accident Preliminary Report - National Transportation Safety Board

The National Transportation Safety Board traveled to the scene of this accident.

Investigator In Charge (IIC): Kurt Gibson

Additional Participating Entities:

Casey Love; Textron Aviation; Wichita, KS 

Julie Crowell; Continental Aerospace Technologies; Mobile, AL 

Michael Valdez; FAA/FSDO; Miramar, FL

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N8930N

Location: Boca Raton, Florida
Accident Number: ERA25FA173
Date & Time: April 11, 2025, 10:23 Local
Registration: N8930N
Aircraft: Cessna 310R 
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On April 11, 2025, at 1023 eastern daylight time, a Cessna 310R, N8930N, was destroyed when it was involved in an accident near Boca Raton, Florida. The two pilots and the passenger were fatally injured, and one person on the ground sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The accident flight was the first flight after the airplane’s annual inspection had been completed. The airplane departed from the Boca Raton Airport (BCT), Boca Raton, Florida, and was destined for the Tallahassee International Airport (TLH), Tallahassee, Florida. A portion of the airplane’s taxi and departure were captured by airport surveillance video. The video of the taxi revealed that the airplane made several left and right turns as it transitioned to the runup area and runway. The video of the airplane’s takeoff revealed that the airplane maintained the centerline of the runway during the takeoff roll. Shortly after rotation, the airplane yawed to the left and continued in a left turn until the airplane went out of view. The airplane then momentarily reentered the camera frame, as it continued in a left yaw and left turn. 

Several witnesses captured videos of the airplane while in flight. The videos depicted the airplane in a left yaw at a low altitude. Audio from the videos were consistent with both engines operating.

Preliminary ADS-B data revealed that immediately after takeoff, at 1012, the airplane drifted to the left, followed by a left 180° turn, followed by a left 360° turn. The airplane continued making several left 360° turns; the last data point was on the airplane’s 9th turn at 1022 and was 273 ft south of the initial impact point. According to preliminary air traffic control recordings, one of the pilots reported that they were having a problem with the airplane’s rudder and that they could only make left turns.

The airplane’s initial impact point was identified to be several trees in the median of a road. The airplane then impacted the road, and the wreckage path continued until the main wreckage site, which was on a set of railroad tracks, about 370 ft from the initial impact point. The furthest piece of wreckage was identified as the left engine and was found 320 ft past the main wreckage location. The wreckage was highly fragmented, and there was a postimpact fire. The fuselage, including the cockpit, sustained significant thermal damage from the postimpact fire, and most of the fuselage and cockpit had been consumed. All the major components of the airplane were located at the accident site.

The airplane’s rudder was found near the initial impact point and exhibited impact and thermal damage. The rudder trim tab remained attached to the rudder and displayed minor impact damage. Flight control cable continuity for the right rudder was confirmed and was continuous from the rudder pedal attach point to the rudder bellcrank attach bracket; however, the rudder bellcrank attach bracket had separated from the rest of the bellcrank. There were no visible signs of fretting between the rudder cable attach bracket and the rudder bellcrank. The left rudder cable was fractured near the rudder pedal attach point and at the rudder bellcrank. The separated cable ends exhibited a splayed, broomstrawed appearance, consistent with tension overload separation. Both cables were attached to their correct installation locations. The rudder trim actuator remained attached to the vertical stabilizer, and the rudder trim chain remained attached to the actuator’s sprocket. The rudder trim rod end extension was measured to be 1.5”, which corresponded to 21° trim tab trailing edge right (left rudder). Both rudder trim cables were fractured in the cockpit consistent with tension overload.

Flight control continuity for the elevator was established and the elevator control cables were continuous and remained attached to the fuselage elevator sector and the elevator bellcrank. The push/pull rod for the elevator bellcrank to the elevator was impact damaged and fractured, and the push/pull rod for the control column to the elevator sector was impact separated near the elevator sector. The elevator trim actuator displayed impact damage, and the elevator trim chain was detached from the actuator's sprocket. The elevator trim was measured to have a length of 2.0”, which corresponded to 11° trim tab trailing edge up (elevator down).

Flight control cable continuity was established for the right aileron from the wing bellcrank to the cockpit controls through breaks that were consistent with tension overload or recovery cuts. Flight control continuity for the left aileron was confirmed through breaks that were consistent with tension overload or recovery cuts. The aileron control cable chains remained attached to the control column and control wheel sprockets. The aileron trim actuator remained attached to its installation point and displayed impact damage signatures. The aileron trim chain remained attached to the aileron trim actuator sprocket and both aileron trim cables were separated and displayed tension overload signatures. The aileron trim actuator was measured to have an extension length of 1.9”, which corresponded to 13° trim tab trailing edge up (right roll).

Both engines separated from their installation points and displayed impact damage signatures. The left engine’s No.1 cylinder head had broken free from the cylinder barrel and the crankcase was impact-damaged near the bottom forward portion of the crankcase. The crankshaft could only be rotated a few degrees, and continuity was established between the crankshaft and the camshaft. The right engine’s crankshaft was unable to be rotated which was consistent with the observed impact damage. The Nos. 1- and 5-cylinder heads had broken free from their respective cylinder barrels and were found along the wreckage path. The crankcase had significant impact damage to the forward bottom section of the case, and the forward camshaft gear was visible through the broken crankcase and had partially fractured. The intact cylinders were inspected utilizing a lighted borescope, and the piston faces, cylinder walls, and valve heads displayed normal operating and combustion signatures.

The left propeller had separated from the crankshaft propeller flange and was found along the wreckage path. All three propeller blades remained within the propeller hub and displayed impact damage. One propeller blade displayed torsional deformation, leading edge polishing and there were several gouges in the trailing edge. A second propeller blade displayed aft, tip curling, polishing of the cambered side, and gouges in the trailing edge. The third propeller blade displayed aft bending deformation, torsional deformation, and S-bending deformation. The right propeller had separated from the crankshaft propeller flange and was found along the wreckage path. One of the propeller blades had separated from the propeller hub and was found along the wreckage path. The separated propeller blade displayed S-bending deformation and leading edge polishing. The second propeller blade displayed aft bending deformation, tip curling, and S-bending deformation. The third propeller blade displayed S-bending deformation and leading edge polishing.

The wreckage was retained for further examination.

Mooney M20F Executive, N7026V, fatal accident occurred on April 11, 2025, near Resilience, Tennessee

 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.

Aviation Accident Preliminary Report - National Transportation Safety Board

The National Transportation Safety Board traveled to the scene of this accident.

Investigator In Charge (IIC): Eleazar Nepomuceno

Additional Participating Entities:

Angela Kachinski; Federal Aviation Administration; Nashville, TN
Peter Allison; Federal Aviation Administration; Nashville, TN
David Harsanyi; Lycoming; Houston, TX

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N7026V

Clear Ayr LLC

Location: Reliance, TN
Accident Number: WPR25FA126
Date & Time: April 11, 2025, 14:02 Local
Registration: N7026V
Aircraft: Mooney M20F
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On April 11, 2025, about 1402 eastern daylight time, a Mooney M20F, N7026V, sustained substantial damage when it was involved in an accident near Resilience, Tennessee. The pilot, pilot-rated passenger and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Preliminary ADS-B data showed that the airplane departed Lovell Field Airport (CHA), Chattanooga, Tennessee, about 1345, with an intended destination of Burlington/ Alamance Regional Airport (BUY), Burlington, North Carolina. Shortly after departure, the airplane turned to the northeast towards Ocoee-Cherokee National Forest. About 13 minutes after departure, radar contact was lost, and an alert notice (ALNOT) was issued about 3 minutes later (see figure 1). The wreckage was located by local fire and rescue about 2 hours the ALNOT was issued.

Witnesses at Chilhowee Glider Port (9A2), Benton, Tennessee, which is located about five nautical miles southwest of the accident site, reported that they encountered strong, gusting winds about one hour prior to the accident. They stated that they were compelled to park multiple aircraft and observed debris and garbage blowing across their runway. Additionally, they stated that a “weather cell” with precipitation was observed in the general vicinity of the accident site about the time of the accident.

The airplane impacted heavily wooded terrain about 38 nautical miles northeast of CHA, at an elevation of about 1,760 ft msl. The first point of contact was identified by broken pine limbs and tree strikes. The wreckage came to rest on sloped terrain, in between white pine trees. The engine, propeller, both wings, fuselage, and empennage were found within the main wreckage which spanned about 60 ft by 30 ft.

The fuselage and cockpit area were fragmented. The left wing was separated at the wing root and came to rest about five ft from the fuselage. The right wing came to rest against a tree above the engine and propeller, which were embedded within terrain. Both elevators were separated from the horizontal stabilizers and located within about 400 ft of the main wreckage. The left elevator was torn into 2 pieces, and the right was torn into 3 pieces

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

---

Aircraft and Owner/Operator Information

• Aircraft Make: Mooney

• Registration: N7026V

• Model/Series: M20F

• Aircraft Category: Airplane

• Operator: CLEAR AYR LLC

• Operating Certificate(s) Held: None

---

Meteorological Information and Flight Plan

• Conditions at Accident Site:

• Condition of Light:

• Observation Facility, Elevation: KCHA 

• Observation Time: 

• Distance from Accident Site: 

• Temperature/Dew Point: 17°C /8°C 

• Lowest Cloud Condition: Scattered / 6500 ft AGL 

• Wind Speed/Gusts, Direction: 16 knots / None, 210° 

• Lowest Ceiling: Broken / 10000 ft AGL 

• Visibility: 10 miles 

• Altimeter Setting: 29.97 inches Hg 

• Type of Flight Plan Filed: IFR 

• Departure Point: Chatanooga, TN (CHA) 

• Destination: Burlington, NC (BUY)

---

Wreckage and Impact Information

• Crew Injuries: 1 Fatal

• Aircraft Damage: Substantial

• Passenger Injuries: 2 Fatal

• Aircraft Fire: None

• Aircraft Explosion: None

• Latitude, Longitude: 35.263383,-84.50353 (estimated)

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200001/pdf

Express 2000 FT, N519EA, fatal accident occurred on May 5, 2025, near Polk, Ohio

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=N519EA

FFF LLC

Aircraft crashed under unknown circumstances in a wooded area, Polk, Ohio.

Date: 5-May-25
Time: 21:43:00Z
Regis#: N519EA
Aircraft Make: EXPRESS AIRCRAFT
Aircraft Model: EXPRESS 2000 FT
Event Type: ACCIDENT
Highest Injury: FATAL
Flight Crew: 1 Fatal
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: UNKNOWN (UNK)
Operation: 91
FAA FSDO: CLEVELAND FSDO

- History of Flight:

On May 5, 2025, at about 1939 local time, an Express 2000 FT airplane, N519EA, was destroyed when it was involved in an accident near Polk, Ohio. The non-instrument rated private pilot sustained fatal injuries. The flight originated from the Cleveland-Burke Lakefront Airport (BKL/KBKL), Cleveland, Ohio, and was destined to an unknown location. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to preliminary Automatic Dependent Surveillance–Broadcast data (figure 1), at about 1856 local time, the airplane departed rumway 6L at KBKL and was seen on a climbing right turn to an inflight cruising altitude of 2500 ft and tracking southeast. At about 1910 LT, the airplane conducted a right turn towards the west and began a gradual climb to an altitude of about 4800 ft. At about 1918 LT, the airplane was seen on a descent to 3000 ft. At 1919:22 LT, the airplane turned right and climbed to an altitude of 3425 ft. About 35 seconds later, the airplane turned left and was tracking west again. For the next 4 minutes, the airplane was observed at 3000 ft and still flying west. At about 1925:33, the airplane started a right turn towards the north, the airplane continued turning right, and for the next nine minutes, the airplane was observed in a series of climbs and descents with corresponding fluctuations in its observed groundspeed, which varied in magnitude (figure 2), the airplane’s altitude varied between about 1900 ft and about 3000 ft. At about 1034, the airplane exited this flight path and was observed on a climb to about 3900 ft at a groundspeed of 80 kts, after which it descended 3375 ft and accelerated to 184 kts. A few seconds later, the airplane entered a second climb to 4000 ft which was followed by a descent to 3600 ft. At about 1937:47, the airplane entered a left turn, which was followed by an out of control spiral. The last ADS-B return was recorded at 1937:07, the airplane was at 2875 ft, 65 knots groundspeed, and descending -5000 fpm (figure 3).

Figure 1: Flight Track

Figure 2: Erratic Flight Path Section

Figure 3: End of Track

- Pilot Info:
According to FAA records, the 72-year-old pilot held a private pilot certificate, with a most recent issue date of 10/12/2022, and a rating for airplane single engine land and rotorcraft/helicopter certificate. The pilot was not instrument-rated. His most recent FAA BasicMed Course was dated 7/4/2024, with a note stating he must wear corrective lenses and must use hearing amplification.

The pilot held two "Repairman Experimental Aircraft Builder" certificates, one for a "Piche-wolfelt, Model E-90, Serial Number 5136, Certification Date: 06 Feb 1996.", and the accident aircraft, "Fff, Llc, Model Express 2000, Serial Number 0001, Certification Date: 22 Jun 2017."

- Aircraft Info:
The composite construction accident aircraft, MSN 0001, was a four-place, low-wing, tricycle landing gear monoplane. It was powered by a Continental IO-550 engine, rated at 300 hp at 2,800 rpm.

The airplane can be flown in VFR day/night and IFR day/night if the required equipment is installed.

- Weather:
The recorded weather at KMFD, 18 miles west of the accident site, at 1928 (about 11 minutes before the accident), included: winds 170 at 7 knots (variable between 130 and 220), 1.25 miles visibility, few clouds at 800 ft AGL, a broken layer at 3300 ft AGL, an overcast layer (OVC) 4700ft AGL, and an altimeter setting of 29.94 inches of mercury. There were reports of heavy thunderstorms, rain, mist and distant lightning at the time.

The recorded weather at KMFD, at 1943 (about 4 minutes after the accident), included: winds 200 at 13 knots, gusting 22 knots, 2 miles visibility, few clouds at 600 ft AGL, a broken layer at 2000 ft AGL, an overcast layer (OVC) 3500ft AGL, and an altimeter setting of 29.96 inches of mercury. There were reports of heavy thunderstorms, rain, mist and distant lightning at the time.

The recorded weather at KBJJ, 16 miles east of the accident site, at 1933 (about 6 minutes before the accident), included: winds 250 at 14 knots, 2 miles visibility, an overcast layer (OVC) 3100ft AGL, and an altimeter setting of 29.92 inches of mercury. There were reports of heavy thunderstorms, rain, mist and distant lightning at the time.

The recorded weather at KBJJ, at 1943 (about 4 minutes after the accident), included: winds 270 at 15 knots, gusting 21 knots, 4 miles visibility, an overcast layer (OVC) 4000ft AGL, and an altimeter setting of 29.92 inches of mercury. There were reports of thunderstorms, rain, mist and distant lightning at the time.

According to the Area Forecast Discussion, issued by the National Weather Service for the Cleveland Ohio area on 457 PM EDT Monday May 5 2025:

.SYNOPSIS...
Upper level low pressure will remain over the region on Tuesday then
depart to the east on Wednesday. A cold front will settle south
across the area Wednesday night. High pressure will build south
across the Great Lakes to the Ohio Valley Thursday through
Saturday.

.NEAR TERM /THROUGH TUESDAY NIGHT/...
Upper level low continues to spin over the Ohio Valley with an
inverted surface trough extending from West Virginia to Northeast
Ohio. We had one round of thunderstorms already this afternoon move
out of Pennsylvania across northeast Ohio. A more vigorous round of
thunderstorms are possible through the evening as a shortwave
rotates north around the upper low and cold pool pivots north.
Severe Thunderstorm Watch has been issued for a portion of Central
and Eastern Ohio until 9 PM tonight. Given the proximity to the cold
pool aloft and low freezing levels, large hail is the primary
concern with thunderstorms. Damaging winds remain a concern as well
and some storms have also exhibited some weak rotation.
Temperatures are in the low 70s across east central Ohio but
drop off quickly to the north and west. The watch does not
extend to the lakeshore given the lower instability and some CIN
across the northern tier. However dewpoints have also mixed out
some across east central Ohio and ML CAPE only peaks around 500
J/kg at 4 PM. Effective bulk shear of 30-40 knots will help to
make up for what we lack in instability to maintain organized
convection. So far we have received just a couple hail reports
ranging from half inch to an inch. The other concern for this
evening is heavy rain as storms have been producing efficient
rainfall with training possible. Portions of Northeast Ohio and
Northwest Pennsylvania have had between 1 to 2 inches of rain
between last night and this afternoon.

Showers and thunderstorms will generally dissipate and exit north by
midnight. The exception to this will be in NW Ohio where moisture
continues to wrap back around the western side of upper level low.
Rain is expected overnight then wraps east across the area again
through the day on Tuesday. This will bring another quarter to a
half inch of rain especially across the southern half of the
forecast area but showers are likely everywhere. Tuesday will be
cooler given the coverage of showers and clouds. Finally on Tuesday
night the upper level low shifts east into New York and
Pennsylvania. Showers will end from west to east and
conditions will start to dry out.

.AVIATION /18Z Monday THROUGH Saturday/...
Scattered thunderstorms have started to develop across
Northeast Ohio and Northwest Pennsylvania this afternoon with a
cluster near YNG at 18Z and a few isolated storms in the
vicinity of CLE/CAK initially. Instability is fairly modest
with ML CAPE still under 500 J/kg. Scattered thunderstorms will
continue to move north northwest late this afternoon with a
better organized area of thunderstorms expected between 21Z-02Z
as a shortwave rotates northwest around the upper low over the
Ohio Valley with deeper moisture returning aloft.

Most terminals are VFR this afternoon aside from a patch of low
stratus holding on at CLE which should mix out through 19Z. Will
need to update TAFs through the afternoon to better pinpoint
periods of thunderstorms. Brief heavy rain and IFR conditions
are possible with thunderstorms this afternoon. There is also a
chance of severe weather with isolated wind gusts to 50 knots,
hail to around 1" in diameter.

Precipitation will tend to depart towards 04Z except at TOL/
FDY where rain may linger overnight where moisture wraps all the
way around the back side of the upper low. Elsewhere, lingering
low level moisture will result in stratus and some reduced
visibilities filling in overnight.

Outlook...Periodic showers with isolated thunderstorms and
non-VFR conditions are expected through Tuesday night. MVFR
ceilings may linger into Wednesday before scattering out. Non-
VFR ceilings will also accompany a cold front Wed night into
Thursday morning.

- Sources:

• https://globe.adsbexchange.com/?icao=a68343&lat=40.951&lon=-82.167&zoom=12.7&showTrace=2025-05-05&leg=1&timestamp=1746488348
• https://forecast.weather.gov/product.php?site=CLE&issuedby=CLE&product=AFD&format=CI&version=6&highlight=off&glossary=1
• https://www.flightaware.com/live/flight/N519EA/history/20250505/2253Z/KBKL/L%2040.93455%20-82.19746