Beechcraft 95-B55 Baron, N9420Y, accident occurred on June 29, 2025, near Eustis-Mid-Florida Airport (X55), Mount Dora, Florida

• Location: Mount Dora, FL 
• Accident Number: ERA25LA250 
• Date & Time: June 29, 2025, 11:07 Local 
• Registration: N9420Y 
• Aircraft: Beech 95-B55 (T42A) 
• Injuries: 1 Serious, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200414/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N9420Y

Premier One Express LLC

On June 29, 2025, about 1107 eastern daylight time, a Beech 95-B55, N9420Y, was substantially damaged when it was involved in an accident near Mount Dora, Florida. The private pilot was seriously injured and the passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the passenger, the purpose of the flight was to obtain fuel at a different, unspecified, airport. This was the passenger’s first time being in an airplane. He described watching the pilot do a preflight of the airplane, but no fuel was added. During the start-up, everything appeared normal, and they taxied to the runway for departure. He described that once the nose of the airplane became airborne, the right engine “sputtered out” and they immediately went to the right. The airplane contacted a tree, before it came to rest in an adjacent lake. He further described that once the airplane came to rest, the pilot shut the fuel off, and they began to walk back to the airport for assistance.

The airplane came to rest partially in the water of a pond in a residential area. The impact resulted in substantial damage to the left wing and fuselage.

The wreckage was retained for further investigation. 

Mooney M20J, N5764H, fatal accident occurred on July 27, 2025, near Nampa Municipal Airport (MAN/KMAN), Nampa, Idaho

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=N5764H

Sleeptytime PLLC

- History of Flight:

On July 27, 2025, at about 1741 local time, a Mooney M20J, N5764H, registered to Sleeptytime PLLC out of Eagle, ID, was destroyed when it impacted terrain near Nampa Municipal Airport (MAN/KMAN), Nampa, Idaho. The pilot and two passengers were fatally injured. The flight was originating at the time, and was destined to an unknown location.

According to flight-track history, the airplane frequently flew from Nampa to McMinnville, Oregon. It had arrived from McMinnville on July 25, 2025.

According to automatic dependent surveillance-broadcast (ADS-B) data, at 1734:02, the airplane was observed taxiing from the ramp to runway 29. At about 1739:30, the airplane started the takeoff roll from runway 29. At 1740:05, the airplane lifted off, about halfway down the runway. At 1740:33, the airplane was at 2700 ft, 64 knots groundspeed, and climbing. 11 seconds later, at 1740:44, the airplane was observed at 2800 ft, 57 knots groundspeed, and initiating what appeared to be a left turn. 6 seconds later, at 1740:50, the airplane started a 180 degree turn. At 1740:56, the airplane reached an altitude of 2875 ft, 58 knots groundspeed. 3 seconds later, the airplane ceased climbing and was about halfway through the turn when it started to lose altitude. At 1741:05, the last ADS-B return was recorded in the area of the accident site and less than 0.50 mile from the departure end of runway 29. The airplane was at 2800 ft, 68 knots groundspeed, and descending 3000 feet per minute (fpm). (Figure 1)

Figure 1: ADS-B Data Plot

A witness reported that they were in the backyard of a house and observing the accident aircraft takeoff. They stated that the airplane "start turning way too low, looked like they were trying to head back, I think turned too sharp and slow and stalled, nosedived straight into the ground." Which appears consistent with the ADS-B data.

- Pilot Info:
The pilot, aged 43, held a private pilot certificate (a most recent/updated issue date of 6/28/2024), with a rating for airplane single engine land aircraft. His second class FAA medical was issued on February 2024, with a note stating he must use corrective lens(es) to meet vision standards at all required distances.

- Wreckage and Impact Information:

The airplane impacted an unoccupied structure and came to rest upright.. All four corners of the aircraft were accounted for at the accident site. There was no post crash fire. Both wings sustained extensive aft crush damage and remained attached to the airframe. The cockpit/front section sustained aft crush damage. The tail remained attached to the fuselage, was pointed upwards, and sustained deformation damage. The accident appears consistent with a low altitude aerodynamic stall/spin.

The position of the flaps and landing gear could not be determined based on available accident site photos. The forward section of the fuselage was cut by first responders to reach the occupants.

- Aircraft Info:

The 4-seat, low wing, retractable gear airplane, MSN 24-1477, was manufactured in 1984. It was powered by a Lycoming IO-360 SER engine. The certified max gross weight was 2740 lbs.

The following is the stall speeds chart from the POH:

- Airport Info:
Runway 11/29 was 5,000 feet long by 75 feet wide. The runway surface was asphalt. The airport field elevation was 2,537 feet.

- Weather:

METAR KMAN 272335Z AUTO 00000KT 9SM CLR 32/11 A2993 RMK A01

METAR KMAN 272355Z AUTO 00000KT 9SM CLR 32/11 A2993 RMK A01

The density altitude was calculated at 5143 ft.

- Additional Information:

According to the Mooney M20J Pilot Operating Handbook (POH), page 41:

"The best spin recovery technique is to avoid flight conditions conducive to spin entry. Low speed flight near stall should be approached with caution and excessive flight control movements in this flight regime should be avoided, Should an unintentional stall occur the aircraft should not be allowed to progress into a deep stall. Fast, but smooth stall recovery will minimize the risk of progressing into a spin, If an unusual post stall attitude develops and results in a spin, quick application of anti-spin procedures should shorten the the recovery."

VFR encounter with IMC: Piper PA-60-601P Aerostar, N100PB, fatal accident occurred on July 6, 2023, near Burlington, Colorado

• Location: Burlington, Colorado 
• Accident Number: CEN23FA285 
• Date & Time: July 6, 2023, 13:30 Local 
• Registration: N100PB 
• Aircraft: Piper PA-60-601P 
• Aircraft Damage: Destroyed 
• Defining Event: VFR encounter with IMC 
• Injuries: 1 Fatal Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192561/pdf

https://data.ntsb.gov/Docket?ProjectID=192561

On July 6, 2023, at an unknown time, a Piper PA-60-601P airplane, N100PB, was destroyed when it was involved in an accident near Burlington, Colorado. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot departed the airport about 1330 local time for an unknown destination in visual flight rules conditions. The accident site was located about 12 nautical miles (nm) from the airport; however, the airplane’s flight path and time of the accident are unknown as there was no flight track or recorded data available; there were no witnesses to the accident.

Postaccident examination revealed no preimpact anomalies with the airplane or engines that would have precluded normal operation. Weather conditions after the airplane’s departure suggest the airplane may have encountered an area of deteriorating weather and instrument meteorological conditions (IMC) that reduced visibility and obscured terrain. However, as the accident time is unknown, the investigation was unable to determine if the airplane crashed during a time of deteriorating weather. The pilot was also operating the airplane with an inoperative GPS, which could have decreased the pilot’s ability to maintain situational awareness. The accident site signatures were consistent with a loss of control and impact with terrain.

An autopsy was conducted on the pilot; however, due to the condition of the remains, it could not be determined if an impairing condition or natural disease contributed to the accident. An unknown quantity of ethanol detected by toxicological testing may have been from postmortem production; however, the limited results also do not exclude the possibility of ethanol consumption or related impairment.

- Probable Cause: The pilot’s visual flight rules flight into instrument meteorological conditions, which resulted in a loss of control in flight and subsequent impact with terrain.

Loss of engine power (partial) : Curtiss P-40E Warhawk, N4420K, fatal accident occurred on June 27, 2023, near Ravelli County Airport (KHRF), Hamilton, Montana

• Location: Hamilton, Montana 
• Accident Number: WPR23FA244 
• Date & Time: June 27, 2023, 07:59 Local 
• Registration: N4420K 
• Aircraft: Curtiss Wright P-40E 
• Aircraft Damage: Substantial 
• Defining Event: Loss of engine power (partial) 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192470/pdf

https://data.ntsb.gov/Docket?ProjectID=192470

On June 27, 2023, about 0759 mountain daylight time, a Curtiss Wright P-40E, N4420K, was substantially damaged when it was involved in an accident near Hamilton, Montana. The pilot was fatally injured, and the airplane sustained substantial damage. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

Witnesses reported that the airplane departed from runway 35 after a successful runup. During the initial climb, multiple witnesses reported that they heard a loss of engine power and saw the airplane make a left turn before it descended and impacted terrain.

Postaccident examination of the airplane and engine did not reveal any preimpact mechanical anomalies. Flight control continuity was established from the cockpit control to each flight control surface. The crankshaft was manually rotated by the reduction gear and mechanical continuity of the engine was established throughout the rotating group, valvetrain, and accessory section. Though mechanical continuity was established, the engine could not be placed on the test stand due to impact and thermal damage. Damage to the propeller blades indicated they were under low to no power at impact.

The pilot's postmortem toxicological testing detected Citalopram, a prescription medication commonly used to treat depression and anxiety, However, according to a Federal Aviation Administration medical review, the pilot received multiple renewal letters, medication follow-up checklists, and reports of formal evaluations of his medical conditions within the pilot's medical certification file, indicative of successful management of his condition from 2014 to 2023. Based on the pilot's medical history, he was likely not impaired by his condition; witnesses reported that the pilot was in a good mood during the preflight.

The pilot was likely attempting to make a forced landing to a field about 1/2 mile from the departure airport. The airplane appeared to hit hard on the nose/engine in a nearly wings-level attitude and skidded about 216 ft. Based on the available information, the reason for an engine loss of power could not be determined.

- Probable Cause: A loss of engine power for undetermined reasons.

Collision during takeoff/land: Cessna 180H Skywagon, N91361, fatal accident occurred on June 16, 2023, near Shaktoolik, Alaska

• Location: Shaktoolik, Alaska 
• Accident Number: ANC23FA042 
• Date & Time: June 16, 2023, 11:35 Local 
• Registration: N91361 
• Aircraft: Cessna 180 
• Aircraft Damage: Substantial 
• Defining Event: Collision during takeoff/land 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 135: Air taxi & commuter - Non-scheduled 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192387/pdf

https://data.ntsb.gov/Docket?ProjectID=192387

On June 16, 2023, about 1135 Alaska daylight time, a Cessna 180H airplane, N91361, was substantially damaged when it was involved in an accident near Shaktoolik, Alaska. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 on-demand charter flight.

The airplane was operated by Golden Eagle Outfitters, Inc. in support of a remote bear hunting excursion. Two hunting guides were waiting on a remote off-airport mountain ridgeline airstrip near their camp to be picked up and flown to Unalakleet Airport (PAUN) after a hunting trip. An hour before the accident, the pilot departed with two hunters/clients and told the guides he would be back to pick them up. When the pilot returned, he boarded one of the guides and some of their gear, then arranged to return for the other and the remaining gear.

The pilot and passenger were departing downhill in a southwesterly direction from a remote, sloped airstrip located on a mountain ridgeline. According to a witness, the pilot had three trips planned to the airstrip that day, transporting hunters and gear to a nearby village. The witness stated that, upon the pilot’s return to the airstrip following the first flight of the day, he reported to the pilot that, since his previous departure, the winds had increased and were “gusting and  hanging a lot.” He watched the initial portion of the takeoff roll; nothing appeared abnormal, and he did not watch the remainder of the takeoff. He stated that, during previous departures, the airplane would typically dip out of sight below the departure end of the airstrip before continuing its climb out of the valley. When he did not see the airplane continue the climb, he went to the edge of the ridgeline and saw that the airplane had impacted tundra about 300 ft below the airstrip.

A small cluster of trees was present about 2/3 of the way down the left side of the 750-ft-long airstrip. One tree was fractured and displayed fragments of red paint that matched the accident airplane’s paint color. The left horizontal  stabilizer displayed a concave dent perpendicular to the leading edge about 1 ft outboard of the stabilizer root. Tree sap and embedded tree fibers were observed in the leading edge of the horizontal stabilizer. 

Examination of the airframe and engine revealed no evidence of any preimpact mechanical failures or malfunctions that would have precluded normal operation.

Review of weather information indicated the presence of north/northeasterly surface wind conditions in the area of the accident site. Another pilot, who responded to the accident site about 45 minutes after the accident, reported that the wind was “unusual” and variable, gusting 10-12 knots from the north before gusting 5 knots from the south and repeating. Based on the available information, it is likely that the pilot encountered gusting tailwind conditions during the takeoff, which resulted in the airplane veering left and impacting a tree, followed by a loss of control and impact with terrain.

- Probable Cause: The pilot’s encounter with gusting tailwind conditions during takeoff, which resulted in impact with a tree, a loss of control, and subsequent impact with terrain.

Aircraft structural failure: Wittman Buttercup, N18263, fatal accident occurred on May 28, 2023, near Lyndonville, New York

• Location: Lyndonville, New York
• Accident Number: CEN23FA204 
• Date & Time: May 28, 2023, 18:15 Local 
• Registration: N18263 
• Aircraft: Luce Buttercup 
• Aircraft Damage: Destroyed 
• Defining Event: Aircraft structural failure 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192250/pdf

https://data.ntsb.gov/Docket?ProjectID=192250

On May 28, 2023, at 1815 eastern daylight time, an experimental, amateur-built Luce Buttercup, N18263, was destroyed when it was involved in an accident near Lyndonville, New York. The pilot and pilot-rated passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot, who was the owner and builder of the experimental, amateur-built airplane, departed with a pilot-rated passenger on a 15 to 20-minute local flight. Witnesses reported that the airplane broke up in flight and descended to the ground. The debris path extended for about 1,435 ft, beginning with debris from the wings, consistent with failure related to the wing structure.

Postaccident examination of the engine and propeller revealed no mechanical anomalies that would have precluded normal operation. No preimpact flight control deficiencies were found. There was no evidence of flutter. The wing separations were consistent with upward and aft bending and/or torsional loading based on deformation signatures of the wing attachment brackets, strut brackets, and front strut attachment fittings (outboard end). Fracture surfaces of the wing attachment brackets and front strut fittings were consistent with overstress separation. No flight track information was available for the accident flight.

The pilot built the airplane based on dimensions from another airplane for which no plans had been produced. The accident airplane was issued a special airworthiness certificate about 21 years before the accident. At the time of the accident, the airplane had been modified from its original configuration with the installation of a heavier, higher horsepower engine and the installation of a different propeller. Because no maintenance records were located for the airplane, there was no information available regarding this modification, the airplane’s operational time, or its inspection/maintenance history.

The airplane’s design/build plans were not based upon a structural engineering analysis to determine a structural design envelope, structural loads, or structural performance.

Accordingly, the basis for any design safety margins and limitations are unknown. There were no regulatory design requirements for the airplane due to its experimental classification. 

Metallurgical examination revealed no conclusive evidence of pre-existing or progressive damage signatures that would have initiated the accident, and fractured structural components were consistent with overstress separation. One small area of possible fatigue fracture was observed emanating from the weld face on the lower-forward left strut end fitting at the outboard end; however, based on the amount of deformation observed in this area, it was not a likely fracture initiation point.

The pilot’s toxicological testing detected several volatile solvents; however, the volatile solvent levels measured in the pilot’s tissues cannot be used to reliably predict the route of his exposure or specific effects. Thus, whether the pilot had inhaled volatile solvents recreationally or was experiencing any impairing effects of volatile solvent exposure, could not be determined. Toxicological testing also detected ethanol in liver tissue; n-butanol (a potential indicator of postmortem microbial activity) was also detected in this specimen; however, it is likely that the detected ethanol was from sources other than alcohol consumption and did not likely contribute to the accident.

The pilot’s toxicology results also demonstrated the presence of central nervous system depressant medications, including cyclobenzaprine and gabapentin. Cyclobenzaprine use may be associated with significant performance impairment. Use of gabapentin can also increase the user’s somnolence, dizziness and fatigue, potentially impairing pilot performance. Both cyclobenzaprine and gabapentin have potential postmortem redistribution; therefore, reliably associating levels with impairing effects is not possible. Overall, whether the pilot’s use of cyclobenzaprine and gabapentin contributed to the accident cannot be determined.

The pilot-rated passenger’s mild-to-moderate coronary artery disease conveyed some increased risk of a sudden impairing or incapacitating cardiac event, including angina, arrhythmia, or heart attack. There is no autopsy evidence that such an event occurred. However, such an event does not leave reliable autopsy evidence if it occurs immediately before death. The aircraft was configured such that it could be controlled from either the left or right front seat. Thus, it is unlikely that the pilot-rated passenger’s coronary artery disease contributed to the accident.

In addition, the pilot-rated passenger’s toxicological testing indicated use of citalopram and diazepam. Citalopram and diazepam, and conditions that may be treated with these medications, can adversely affect pilot performance and judgment. However, it is unclear if the pilot-rated passenger’s performance or judgment were a factor in the outcome; whether effects of the pilot-rated passenger’s use of citalopram and diazepam or of any associated underlying conditions contributed to the accident cannot be determined.

Although the available information is consistent with an in-flight failure of the wing structure due to overload, given the lack of flight track information or recorded data from onboard the airplane, the circumstances of the in-flight breakup could not be determined. 

- Probable Cause: An in-flight breakup due to structural overload of the airplane for undetermined reasons.

Fuel related: Cessna 182D Skylane, N8775X, fatal accident occurred on May 28, 2023, near Plymouth, New York

• Location: Plymouth, New York
• Accident Number: ERA23FA249
• Date & Time: May 28, 2023, 14:52 Local 
• Registration: N8775X 
• Aircraft: Cessna 182 
• Aircraft Damage: Substantial 
• Defining Event: Fuel related 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Skydiving

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192249/pdf

https://data.ntsb.gov/Docket?ProjectID=192249

On May 28, 2023, about 1452 eastern daylight time, a Cessna 182D, N8775X, was substantially damaged when it was involved in an accident near Plymouth, New York. The commercial pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 skydiving flight.

The pilot departed on the third skydiving flight of the day with four skydivers on board and climbed to about 11,000 ft mean sea level (msl) when the jumpers departed the airplane. The pilot flew back to the airport and reported over the common traffic advisory frequency (CTAF) that he was descending through 6,000 ft msl. The operator reported hearing the pilot make another radio call on the CTAF but the “…call did not sound like a normal one and I could not identify what he said. I thought by the sound of his voice something was off.' A witness heard the engine sputtering followed by the engine losing power and then heard the impact. The airplane impacted trees and terrain about 1 nautical mile from the center of the intended airport, coming to rest in a nose-low, tail-high attitude with the left wing separated at the wing root.

Postaccident examination of the flight controls revealed flight control continuity, and all fractures were consistent with overload. The examination of the engine revealed crankshaft, camshaft, and valvetrain continuity. The air induction, exhaust, lubrication systems, magnetos, and spark plugs revealed no evidence of preimpact failure or malfunction. The carburetor heat was found in the off position.

Postaccident examination of the airframe revealed that the right-wing fuel bladder was intact and contained about 25 ounces of fuel. The left-wing fuel bladder was breached; there was no evidence of significant fuel leakage from the ruptured left-fuel tank evidenced by minimal fuel blight of the vegetation in the immediate area. There was no evidence of fuel siphoning aft of either wing-tank fuel filler cap. The fuel selector was found in the left-tank detent. No fuel was found in the left- or right-inlet fuel lines or the outlet line of the fuel selector valve. No fuel stains were noted on the interior panel below the fuel selector valve. About 5 ounces of fuel were drained from the airframe fuel strainer and about 4 ounces were found in the carburetor bowl. 

The pilot fueled the airplane the day before by adding 30.3 gallons of 100 low lead fuel. The amount of fuel in the airplane before he added the fuel is unknown. He then flew two uneventful skydiving flights that day. The operator reported that on the next day the pilot flew another skydiving flight in the morning, and when the pilot returned from the flight, he checked the fuel level with a dipstick and stated that he had 40 gallons of fuel on board. The operator reported that the pilot had enough time to refuel the airplane but chose not to. The pilot flew another skydiving flight before the accident flight, which was the fifth flight since he fueled the airplane the day before. The operator reported the airplane burned 7 to 9 gallons of fuel per skydiving flight. 

The pilot used a fuel dipstick to assist in determining the fuel level in the tanks. However, the fuel dipstick used was not made for the make and model of the accident airplane. Therefore, a fuel conversion chart was created to indicate how much fuel was actually in the tank when the dipstick was used. If the airplane had 40 gallons of fuel on board as the pilot stated, there should have been enough fuel for the intended flight. However, had the pilot misinterpreted the fuel dipstick reading, he may have believed he had about 43 gallons of fuel on board, as indicated by the dipstick, when instead there were about 24 gallons, as indicated by the conversion chart. In that case, during the next three flights, the airplane could have sustained fuel exhaustion as a result of the fuel burn and the unusable fuel in each tank. 

The nearest weather station, located about 29 miles from the accident site, indicated the temperature and dew point spread was 27°C and 8°C, respectively, which was conducive for carburetor icing at glide or cruise power. About 1443, ADS-B data indicated that the airplane began its descent from about 11,000 ft msl and 3 minutes later it descended through 6,000 ft msl, about a 1,666 ft-per-minute rate of descent. The last ADS-B radar point was about 1450, and the airplane was about 1,500 ft msl. 

While the pilot had a history of diabetes being treated with a medication and a documented history of retinopathy, it is unlikely that the pilot had symptoms of severe high or low blood glucose at the time of the accident. Minor symptoms of diabetes, such as fatigue or blurry vision, could not be entirely excluded. Due to his heart disease, the pilot was at significantly increased risk of a sudden impairing or incapacitating cardiac event, including angina, arrhythmia, or heart attack. There is no autopsy evidence that such an event occurred; however, such an event does not leave reliable autopsy evidence if it occurs immediately before death.

It is possible that the pilot's report of the fuel level using the dipstick did not account for the fuel conversion chart that would have indicated that the airplane had about 24 gallons of fuel on board, and not the reported 40 gallons. In this scenario, the pilot would have departed on the flight with substantially less fuel than anticipated, and the engine lost power due to fuel exhaustion. 

However, the evidence supports another possible scenario: the airplane was descending from about 11,000 ft msl and at a high rate of descent in atmospheric conditions that were conducive to carburetor icing in cruise and glide power. The carburetor heat was found in the off position after the accident. Had the pilot not used carburetor heat during the descent, it is also possible that the engine sustained a complete loss of engine power due to carburetor icing.

Accordingly, the definitive cause of the total loss of engine power could not be determined.

- Probable Cause: A total loss of engine power for reasons that could not be determined.