Ravin 500, C-GPDZ, accident occurred on July 21, 2025, at Oshkosh-Wittman Field (OSH/KOSH), Oshkosh, Wisconsin

• Location: Oshkosh, WI 
• Accident Number: CEN25LA278 
• Date & Time: July 21, 2025, 18:56 Local 
• Registration: C-GPDZ 
• Aircraft: Ravin 500 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200611/pdf

On July 21, 2025, about 1856 central daylight time, a Ravin 500 airplane, C-GPDZ, sustained substantial damage when it was involved in an accident at Oshkosh, Wisconsin. The pilot and passenger were not injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight.

According to the pilot, he landed on runway 9, and the airplane was decelerating when the left main landing gear collapsed. The left wing and the left horizontal stabilizer struck the ground during the collapse, and the airplane came to rest on the north side of runway 9. The airplane sustained substantial damage to the left horizontal stabilizer and the fuselage.

The airplane was retained for further examination.

Loss of control in flight: Aeronca 7AC Champion, N1369E, accident occurred on March 18, 2025, at Manatee Airport (48X), Palmetto, Florida

 

• Location: Palmetto, Florida 
• Accident Number: ERA25LA147 
• Date & Time: March 18, 2025, 10:46 Local 
• Registration: N1369E 
• Aircraft: Champion 7AC 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 2 Serious 
• Flight Conducted Under: Part 91: General aviation - Instructional 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/199875/pdf

https://data.ntsb.gov/Docket?ProjectID=199875

The instructional flight was the student pilot's second ever flight. The flight instructor reported that he was flying the airplane for the takeoff and initial climb. During the departure, the “nervous' student pilot grabbed the control stick and applied full left aileron input. The flight instructor tried to regain control of the airplane but was unsuccessful. The airplane subsequently struck power lines at a height of about 25 ft above ground level before impacting the ground. The flight instructor and the student were seriously injured and both of the airplane's wings, the fuselage, and the empennage were substantially damaged during the accident. A postaccident examination of the airplane's flight controls revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation, nor did the flight instructor report any.

- Probable Cause: The flight instructor's inability to overpower control inputs made by the student pilot during initial climb, which resulted in the airplane impacting powerlines and the ground.

Altitude deviation: Cessna 550 Citation II, N819KR, fatal accident occurred on July 8, 2023, near French Valley Airport (F70), Murrieta, California

• Location: Murrieta, California 
• Accident Number: WPR23FA257 
• Date & Time: July 8, 2023, 04:14 Local 
• Registration: N819KR 
• Aircraft: Cessna 550 
• Aircraft Damage: Destroyed 
• Defining Event: Altitude deviation 
• Injuries: 6 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192559/pdf

https://data.ntsb.gov/Docket?ProjectID=192559

On July 8, 2023, about 0414 Pacific daylight time, a Cessna 550, jet airplane, N819KR, was destroyed when it was involved in an accident near Murrieta, California. The 2 pilots and 4 passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

During an early morning night  flight, the flight encountered deteriorating weather conditions with a low overcast ceiling and rapidly decreasing visibility at the destination due to fog. 

A few minutes before the flight’s arrival time at the destination airport, the weather had changed from being clear with 10 statute miles (sm) visibility to 300 ft overcast with 3/4  sm visibility. Additionally, in the next 20 minutes, the visibility further decreased to about 1/2  sm with fog.

The airplane was cleared for the RNAV (GPS) Runway 18 instrument approach to the airport. The lowest visibility requirement on the approach was 7/8 of a mile. During the final approach, the pilot executed a missed approach and asked to try another instrument approach. During the second instrument approach, while on final approach, the pilot failed to fly a stabilized approach as the airplane’s descent rate and airspeed were excessive. Subsequently, the airplane descended below the decision altitude of the approach without appropriate visual references and impacted terrain about 810 ft short of the runway threshold.

The circumstances of the accident flight were consistent with controlled flight into terrain (CFIT).

The postaccident examination of the airplane and engines revealed no evidence of mechanical failures or malfunctions that would have precluded normal operation of the airplane.

The pilot had very low levels of ethanol detected in postmortem vitreous fluid and cavity blood. Some or all of this small amount of ethanol may have been from sources other than alcohol consumption. Although it is uncertain whether the pilot had consumed alcohol overnight, the toxicology results indicate that it is unlikely that the pilot’s performance would be significantly affected by ethanol.

The copilot’s ethanol levels were high in all tested postmortem specimens. Based on the toxicology results and the circumstances of the event, it is likely that the copilot had consumed alcohol. However, based on the extent of his injuries, the presence of indicators of microbial decomposition, and the relative differences in ethanol levels across specimens, it also is likely that some of the detected ethanol was from sources other than alcohol consumption. The copilot’s blood alcohol level at the time of the crash cannot be reliably determined from available evidence. Overall, alcohol-related impairment may have limited the copilot’s ability to make a positive contribution to flight safety (such as by helping to monitor the approach); however, whether the effects of alcohol use by the copilot contributed to the accident outcome could not be determined.

- Probable Cause: The flight crew’s decision to descend below the decision altitude of an instrument approach without having the appropriate runway visual reference(s) distinctively identified and with the visibility below the minimum that was prescribed for the approach, which resulted in controlled flight into terrain.

Loss of control in flight: Grumman G-164A Ag-Cat, N5450, fatal accident occurred on August 6, 2023, near Davis, California

• Location: Davis, California 
• Accident Number: WPR23LA305 
• Date & Time: August 6, 2023, 09:27 Local 
• Registration: N5450 
• Aircraft: GRUMMAN ACFT ENG CORSCHWEIZER G-164A 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 1 Fatal Flight Conducted Under: Part 137: Agricultural

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192817/pdf

https://data.ntsb.gov/Docket?ProjectID=192817

On August 06, 2023, about 0927 Pacific daylight time, a Grumman G164A, N5450, sustained substantial damage when it was involved in an accident near Davis, California. The pilot sustained fatal injuries. The airplane was operated as Title 14 Code of Federal Regulations Part 137 aerial application flight.

The pilot was flying an aerial application flight over a tomato field from west to east when the airplane impacted a field and was consumed by a postimpact fire. There were no witnesses to the accident.

Postaccident examination of the airplane revealed substantial impact and thermal damage to the airframe and its corresponding systems. Impact signatures on the propeller revealed leading edge gouges, chordwise scratches on the face side of one propeller blade, and aft bending on both propeller blades in the opposite direction of rotation, which is consistent with some rotation at the time of impact.

The propeller exhibited some indication of power at the time of impact; however, the impact and thermal damage prevented a determination to what extent the engine was operating at the time of the accident.

- Probable Cause: An inflight loss of control during a low altitude operation for undetermined reasons.

Aerodynamic stall/spin: Piper PA-32R-300 Cherokee Lance, N5524F, fatal accident occurred on July 2, 2023, in North Myrtle Beach, South Carolina

• Location: North Myrtle Beach, South Carolina
• Accident Number: ERA23FA280
• Date & Time: July 2, 2023, 11:02 Local
• Registration: N5524F
• Aircraft: Piper PA-32R-300
• Aircraft Damage: Destroyed
• Defining Event: Aerodynamic stall/spin
• Injuries: 5 Fatal
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192495/pdf

https://data.ntsb.gov/Docket?ProjectID=192495

On July 2, 2023, about 1102 eastern daylight time, a Piper PA-32R-300, N5524F, was destroyed when it was involved in an accident near North Myrtle Beach, South Carolina. The private pilot and four passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A witness reported the airplane appeared to have difficulty gaining altitude after takeoff. He stated the engine sounded muffled and underpowered, and the airplane exhibited a high angle of attack with minimal altitude gain. He saw the airplane enter a slow right turn before the right wing dropped and the airplane descended rapidly in a right turn. The airplane collided with trees and terrain on a golf course and was consumed by postimpact fire. The witness statement, debris path, and impact signatures were consistent with a loss of control and aerodynamic stall.

During a postaccident examination of the wreckage, flight control continuity was confirmed. The fuel selector was found in the off position; however, fuel was present in the engine-driven fuel pump, fuel servo, and flow divider, therefore impact forces likely resulted in the as-found position of the fuel selector. The engine crankshaft rotated freely and the cylinders displayed normal compression, suction, and valve operation. Overall, the postaccident examination of the airframe and engine revealed no evidence of any preimpact mechanical anomalies that would have precluded normal operation of the airframe or engine.

The airplane was topped off with fuel two days before the accident, and there was no evidence to indicate that additional flights were conducted between that refueling and the accident flight. The combined weight of the fuel, occupants, and luggage indicated that the airplane was likely operating above its maximum gross weight and near its aft center of gravity (CG) limit at the time of the accident. Additionally, the reported weather conditions about the time of the accident resulted in a calculated density altitude of about 2,000 ft. Given this information, the airplane’s overweight condition and the slightly elevated density altitude likely resulted in the airplane’s degraded climb performance during the initial climb, as described by the witness.

Additionally, the airplane’s aftward CG loading likely degraded its handling characteristics and contributed to the pilot’s loss of control during initial climb.

- Probable Cause: The pilot’s loss of control during initial climb, which resulted in an aerodynamic stall and impact with terrain. Contributing to the accident was the pilot’s operation of the airplane above its maximum gross weight and near its aft center of gravity limit, which reduced its climb performance and degraded its handling qualities.

Loss of control in flight: Mooney M20R Ovation 2 DX, N1025C, fatal accident occurred on June 14, 2023, in Watertown, Wisconsin

• Location: Watertown, Wisconsin
• Accident Number: CEN23FA239 
• Date & Time: June 14, 2023, 09:03 Local 
• Registration: N1025C 
• Aircraft: Mooney M20R 
• Aircraft Damage: Destroyed 
• Defining Event: Loss of control in flight 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192369/pdf

https://data.ntsb.gov/Docket?ProjectID=192369

On June 14, 2023, about 0903 central daylight time, a Mooney M20R airplane, N1025C, was destroyed during an accident near Watertown, Wisconsin. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The instrument-rated pilot was conducting a personal cross-country flight with a passenger. An airport surveillance camera captured the airplane climbing wings level into a 300-ft overcast ceiling shortly after takeoff. Based on a review of recorded flight track data, shortly after the airplane climbed into the clouds it entered a climbing left turn but did not establish a direct course to the intended destination or climb to 3,000 ft mean sea level (msl) as cleared by the air traffic controller before the takeoff. Rather, the airplane flew through the direct course while it climbed and descended before it ultimately entered a steep descending right turn. In the moments before the accident, the airplane exceeded the never exceed airspeed (VNE) as it descended more than 13,500 feet per minute (fpm) while in the steep right turn. A witness reported seeing the airplane descend “nose first” into a grass field and wooded area, which was followed by a large explosion.

The airplane fragmented upon impact with terrain and trees, but a wreckage layout confirmed that all major structural components and flight controls were accounted for at the accident site. Flight control continuity could not be confirmed due to extensive impact-related damage; however, the airplane’s recorded flight path established that the airplane turned left and right and both climbed and descended during the flight. Additionally, a sound spectrum analysis of recorded audio concluded that the engine was operating when the airplane impacted terrain. The recorded flight path was consistent with the pilot experiencing spatial disorientation while flying in instrument meteorological conditions (IMC). The pilot’s recent instrument flight experience could not be adequately assessed with the available logbook evidence.

FAA Forensic Sciences toxicological testing detected ethanol in both lung and muscle tissue of the pilot. The presence of ethanol in both specimens means that the possibility of alcohol consumption could not be excluded. The negative ethanol result from the autopsy toxicology report adds little information due to the relatively high reporting limit used. However, based on the condition of the pilot’s remains and the difference in ethanol levels between lung and muscle tissues, at least some of the detected ethanol likely was from postmortem production. If the pilot consumed ethanol, the ethanol level in lung tissue was not low enough to exclude some impairing effects, particularly in the presence of other potential central nervous system (CNS) depressant substances. Thus, whether ethanol effects contributed to the crash could not be determined.

The pilot’s toxicological results indicated the use of gabapentin. Based on the gabapentin levels measured in tissue, it is likely that the pilot was experiencing some effects from the gabapentin. Specific effects are uncertain; however, it is possible for gabapentin to affect the vestibular system and proprioception, which are important for spatial orientation. Toxicological results also indicated the pilot’s use of codeine. The use of codeine can cause CNS depression as well as increase the risk of gabapentin’s effects on the CNS. The toxicological results also indicated the pilot’s use of delta-8 THC. Delta-8 THC has the potential to alter perception and cause impairment. To what extent the combination of multiple CNS-active substances may have affected, the pilot’s cognitive processing and motor skills is unknown. Thus, based on the available information, it is possible that the pilot was impaired by the use of gabapentin, codeine, and delta-8 THC contributed to the accident. However, notably, the FAA prohibits an individual who uses gabapentin and/or delta-8 THC from acting as pilot-in-command of an aircraft.

The pilot reportedly had obstructive sleep apnea (OSA) treated with a continuous positive airway pressure (CPAP) device. Inadequately treated OSA can contribute to increased sleepiness, diminished attention, and cognition leading to an increased risk of performance errors. The pilot’s medical records regarding his use of a CPAP device were insufficient to determine whether he complied with OSA therapy; however, the pilot’s family reported that he was traveling with his CPAP device. Regardless, without additional information on the pilot’s compliance with OSA therapy, whether the effects of his OSA condition contributed to the accident could not be determined.

- Probable Cause: The pilot’s loss of control due to spatial disorientation while operating in instrument meteorological conditions. Contributing to the accident was the pilot’s impairment from the prohibited substance; however, the extent of impairment could not be determined.

Beechcraft B300 Super King Air, N534AW, fatal accident occurred on August 5, 2025, at Chinle Municipal Airport (E91), Chinle, Arizona

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=N534AW

CSI Aviation Inc

- History of the Flight:

On August 5, 2025, at about 1240 local time, a Beechcraft B300 Super King Air, N534AW, registered to CSI Aviation Inc out of Killeen, Texas, was destroyed when it was involved in an accident at Chinle Municipal Airport (E91), Chinle, Arizona. The two pilots and two passengers sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 air medical flight. The flight originated from Albuquerque International Airport (ABQ/KABQ), Albuquerque, New Mexico, and was destined to Chinle. Visual meteorological conditions prevailed at the time.

According to preliminary information, the purpose of the flight was to pick up a patient from a nearby hospital.

According to automatic dependent surveillance-broadcast (ADS-B) data, the airplane departed runway 8 KABQ at 1155 LT and entered a climbing left turn to an inflight cruising altitude of 18,000 ft and groundtrack heading of 290°. The data suggests the autopilot was turned on during the climb, and continued throughout the flight, which appeared uneventful. At about 1239 LT, the airplane started its descent towards Chinle. The last ADS-B return was recorded at 1239:00, about 6 miles from the airport. The airplane was at 6750 ft, 200 knots, and descending -1300 feet per minute (fpm), and starting a left turn (Figure 1).

Figure 1: ADS-B Track

Preliminary information indicates the aircraft crashed "while landing at the airport." The specifics are unknown at this point. (was it upon/during landing or during a go-around?)

On August 6, 2025, the FAA stated in the AIN Notice Report "AIRCRAFT CRASHED UPON LANDING E91 FOR UNKNOWN REASONS."

- Pilot Information:

Unknown at this point.

- Aircraft Information:
The eight-seat, twin-engine, low-wing, retractable-landing-gear airplane, serial number FA-154, was (presumably) manufactured in 1988. It was powered by two Pratt & Whitney PT-6A-60, 1,050-horsepower turboprop engines.

- Wreckage and Impact Information:

The airplane impacted terrain and came to rest on an access road that runs parallel to, and is located about 950 feet to the west of runway 36. The initial ground scar was on flat airport property that was oriented at an (approx) 280° heading. A majority of the fuselage was destroyed during the postimpact fire. The tail was the only identifiable part, it came to rest upright and sustained impact and thermal damage.

The impact sequence appears consistent with a left roll. (speculation, not confirmed)

- Airport Information:

Chinle Municipal Airport is a non-towered public airport located 3 miles southwest of Chinle, Arizona. The airport field elevation was 5550 feet msl. The airport features a single runway: runway 18/36 (6902 x 60 feet, asphalt/in good condition).

- Weather:

There is no automated airport weather station (ASOS) at Chinle. The nearest weather reporting station, located 37 nautical miles away at Window Rock Airport (KRQE), Window Rock, Arizona, reported the following conditions:

The KRQE weather observation recorded at 1153 noted: winds from 270 at 17 knots, gusting 28 knots, visibility 10 statute miles, no clouds under 12,000 ft (CLR), temperature 31°C, dew point - 1°C, and an altimeter setting of 30.39 inches of mercury (inHg).

The KRQE weather observation recorded at 1253 noted: winds from 280 at 14 knots, gusting 28 knots, visibility 10 statute miles, no clouds under 12,000 ft (CLR), temperature 32°C, dew point - 1°C, and an altimeter setting of 30.38 inches of mercury (inHg).

The calculated density altitude for the closest meteorological reporting station was 8,415 ft.

METAR KRQE 051753Z AUTO 28017G28KT 10SM CLR 31/M01 A3039 RMK AO2 PK WND 28028/1747 SLP149 T03061006 10306 20128 50001

METAR KRQE 051853Z AUTO 27014G28KT 10SM CLR 32/M01 A3038 RMK AO2 PK WND 25028/1849 SLP139 T03171006

- Additional Information:

None at this point.