Piper PA-46-500TP M500, N819MA, fatal accident occurred on July 20, 2025, near Lancaster Airport (LNS/KLNS), Lititz, Pennsylvania

• Location: Lititz, PA
• Accident Number: ERA25FA272 
• Date & Time: July 20, 2025, 08:00 Local 
• Registration: N819MA 
• Aircraft: Piper PA46-500TP 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200578/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N519MA

On July 20, 2025, about 0800 eastern daylight time, a Piper PA-46-500TP Meridian airplane, N819MA, was substantially damaged when it was involved in an accident in Lititz, Pennsylvania. The pilot was the sole person on board and was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Prior to the accident flight, the airplane was towed from its hangar by line service personnel and the fuel tanks topped off with 74 gallons of Jet A and Prist fuel additive, for a total of approximately 170 gallons. Shortly afterward, airport surveillance video showed the instrument-rated private pilot arriving at the airplane. He performed a brief preflight inspection of the airplane, then entered the airplane and closed the main cabin door.

The engine was started and preliminary air traffic control (ATC) data showed that the pilot called for his instrument flight rules (IFR) clearance from Lancaster Regional Airport (LNS), Lancaster Pennsylvania to State College Regional Airport (UNV), State College Pennsylvania. The readback of the clearance instructions to the clearance controller was correct and the pilot was cleared to taxi to the runway.

Upon arrival at the hold-short line for departure, the ATC recording indicated that the tower controller advised the pilot to hold short while they waited for his IFR release. Three minutes later, the release was received, and the pilot was cleared for takeoff with a left turn on course. There was no readback of this instruction, and the surveillance video showed the pilot enter the runway and start his takeoff roll.

Preliminary Automatic Dependent Surveillance-Broadcast (ADS-B) data showed that the airplane reached rotation speed and lifted off. As the airplane cleared the departure end of the runway, having climbed to 650 ft mean sea level at a ground speed of 136 knots, the airplane suddenly pitched down to a descent rate of -1600 feet per minute. Approximately 9 seconds later, the airplane impacted a corn field 1/4 mile from the end of the runway on an estimated heading of 070° and a descent angle of approximately 39°and the left wing slightly down. The estimated flight time from the moment the wheels left the runway to impact was approximately 20 seconds. Nineteen seconds after takeoff, the control tower attempted to establish communication with the pilot multiple times without result.

The airplane came to rest 164 ft beyond the point of impact. The airframe was compressed due to impact forces. The engine and propeller created an impact crater 11 ft long, 6 ft wide, and 20 inches deep. The leading edges of the wings left an impression mark in the soil at the base of angle-cut corn stalks 3-6 inches deep along the entire wingspan. The surrounding corn throughout the debris field from the point of impact forward to the end of the debris field showed evidence of fuel blight with a strong odor of jet fuel throughout the accident site.

All flight surfaces were accounted for at the accident site. The left wing, wing-flap, and left aileron were fragmented into multiple sections. The left wing separated from the fuselage at the wing root and was found laying on top of the engine. The right wing remained attached to the airframe. The leading edge was found 20 ft behind the main airplane wreckage. The tail section was intact with the left horizontal spar broken but still attached. The vertical stabilizer remained attached and upright with leading edge damage.

The propeller, propeller shaft and forward reduction gear box broke free of the engine. The propeller shaft separated from the propeller and was found in the corn several feet beyond the propeller. The propeller was found 60 ft forward and to the right of the impact crater. It exhibited rotational damage including the separation of one of the four blades with two of the blades fractured at their midpoint.

The recorded weather at LNS, at 0753, included: wind from 200° at 3 knots, 5 miles visibility, broken clouds at 400 ft agl and 900 ft agl, mist, temperature 25° C, dew point 24° C, and an altimeter setting of 30.03 inches of mercury.

According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on September 19, 2024. He reported on that date that he had accrued approximately 2,350 total flight hours.

According to FAA and airplane maintenance records, the accident airplane was manufactured in 2015. The airplane's most recent annual inspection was completed on March 14, 2025. At the time of the inspection, the airplane had accrued approximately 1,336 total hours of operation.

The wreckage was retained for further examination.

Cessna 172S Skyhawk SP, N5203H, fatal accident occurred on August 26, 2025, near Los Banos, California

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=N5203H

- History of Flight:

On August 26, 2025, at about 1905 local time, a Cessna 172S Skyhawk SP, N5203H, registered to Tegridy Equipment Leasing LLC out of Aurora, Oregon, was destroyed when it was involved in an accident near Los Banos, California. The sole pilot onboard sustained fatal injuries. The personal flight originated from San Jose-Reid-Hillview Airport (RHV/KRHV), San Jose, California, and was destined to an unknown location.

The exact purpose of the flight is unknown at the time of this writing.

According to preliminary automatic dependent surveillance-broadcast (ADS-B) data (Figure 1), at 1511 local time, the airplane departed runway 31R at KRHV and conducted a climbing right turn to an inflight cruising altitude of about 5,000 ft. At about 1556 LT, the airplane reached the Dos Palos area and began a series of circling orbits with altitudes ranging between 6,700 ft and 5,700 ft. At about 1630 LT, the airplane flew north and began another series of circlcing orbits over the Los Banos Wildlife area (Figure 2). At about 1701 LT, the airplane flew east and conducted 3 low altitude orbits before climbing to an altitude of 6,000 ft and proceeding to the south. At about 1713 LT, the airplane conducted 3 orbits and descended to an altitude of 3100 ft, heading southwest. At about 1741 LT, the airplane began a series of erratic circling orbits south of Los Banos. At about 1810 LT, the airplane flew northwest towards the area of the Wright Solar Park. At about 1826 LT, the airplane, for another time, began a series of circling orbits, which increased in intensity until the end of the track. The last series of orbits were conducted at altitudes lower than 3,000 ft. The last ADS-B return was recorded at 1905:02, the airplane was at 625 ft, 57 knots groundspeed, and descending 15,000 feet per minute (fpm), see figure 3.

Figure 1: ADS-B Exchange data of initial portion of accident flight up to 1701 LT

Figure 2: ADS-B Exchange data ran through Flysto (initial portion up to 1701 LT)

Figure 3: ADS-B Exchange data ran through Flysto (1701 LT up to end of track)

Figure 4: Altitude Profile from Flysto (1701 LT up to end of track)

Figure 5: Vertical Speed from Flysto (1701 LT up to end of track)

Figure 6: Turn Rate from Flysto (1701 LT up to end of track)

According to preliminary information, the airplane encountered issues shortly after takeoff from San Jose and was in contact with air traffic control during the entire accident flight. The pilot reported severe control issues. Additionally, another airplane was following the accident aircraft.

Witnesses said the airplane "nosed-dived" into the ground.

- Pilot Information:

unknown at this point

According to unconfirmed sources, the pilot held a certificated pilot license and owned an aircraft. The accident aircraft was a rental.

- Aircraft Information:

The accident aircraft, serial number 172S9732, was manufactured in 2004. It was powered by a Lycoming IO-360 180 horsepower engine. The airplane had a total of 53 gallons useable fuel.

The airplane was involved in an accident on August 3, 2016 in Palm Springs, California, when a student pilot lost control during an aborted landing, which resulted in a nose over.

- Wreckage and Impact Information:

The wreckage was located inverted in an open field in the area of the last ADS-B return. The airplane was heavily fragmented by impact forces. There was no post crash fire. Both wings and tail remained attached to the airframe. The impact appears consistent with a wings level, nose down impact.

- Weather:

METAR KMCE 270053Z AUTO 31006KT 10SM CLR 35/15 A2981 RMK AO2 SLP092 T03500150

METAR KMCE 270153Z AUTO 29005KT 10SM CLR 34/16 A2980 RMK AO2 SLP089 T03390161

METAR KMCE 270253Z AUTO 28006KT 9SM CLR 31/16 A2982 RMK AO2 SLP096 T03110161 55002

- Additional Information:
no

Cessna 172S Skyhawk SP, N121CW, accident occurred on July 30, 2025, near Kissimmee Gateway Airport (ISM/KISM), Kissemmee, Florida

• Location: Kissimmee, FL 
• Accident Number: ERA25LA281 
• Date & Time: July 30, 2025, 11:28 Local 
• Registration: N121CW 
• Aircraft: Cessna 172S 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200670/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N121CW

Aerostar Training Services LLC

On July 30, 2025, at 11:28 eastern daylight time, a Cessna 172S, N121CW, was substantially damaged when it was involved in an accident near Kissimmee, Florida. The private pilot and flight instructor were uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

According to the flight instructor, the purpose of the flight was to provide commercial instruction for the private pilot. The instructor reported that during the preflight, the airplane had sufficient fuel, and the engine had sufficient oil for the cross-country flight. The pilot stated that the taxi, runup, and takeoff were all normal. After departing the Kissimmee Gateway Airport (ISM), Orlando, Florida, while climbing through 1,900 ft mean sea level (msl), both pilots reported feeling engine vibrations, and shortly after, heard a loud bang, and the windshield became covered with engine oil. The instructor took control of the airplane and began to head back to ISM; however, after determining that they had insufficient altitude to return to the airport, they elected to perform a forced landing on a road. The pilots reported their visibility was significantly reduced due to the oil covering the windshield. The pilot receiving instruction looked out the side window, and the instructor utilized her peripheral vision to guide the airplane onto the road. During the forced landing, the airplane impacted a car, and the airplane came to rest on the side of the road. A postaccident examination by the Federal Aviation Administration revealed that the fuselage sustained substantial damage and the engine had experienced a catastrophic internal engine failure. A large portion of the top crankcase had broken free from the rest of the crankcase, and the no. 2 connecting rod had released from its crankshaft journal.

The wreckage was retained for further examination. 

Sonex Aircraft Sonex, N67BG, accident occurred on August 5, 2025, near Tellico Plains Municipal Airport (85TN), Tellico Plains, Tennessee

• Location: Tellico Plains, TN 
• Accident Number: ERA25LA290 
• Date & Time: August 5, 2025, 11:31 Local 
• Registration: N67BG 
• Aircraft: GARY W LEWINSKI SONEX 
• Injuries: 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200719/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N67BG

On August 5, 2025, about 1131 eastern daylight time, a Lewinski Sonex, N67BG, was substantially damaged when it was involved in an accident near Tellico Plains, Tennessee. The private pilot was seriously injured. The airplane was operated as a Title 14?Code of Federal Regulations Part 91 personal flight.

The pilot stated that in anticipation of an intended buyer coming to take possession of the airplane in several days, he washed it then performed several taxi tests. During one taxi run he noted a violent shake that stopped when he applied aft control input. He attributed the issue to be related to the nose wheel bearing. He then elected to fly once around the traffic pattern and after takeoff, with one notch of flaps extended, reported the airplane pulled suddenly to the left which he could not correct. Approaching trees ahead, he pulled aft on the control yoke and believed the airplane stalled. The airplane descended uncontrolled and came to rest in trees about 10 to 12 ft above ground level. A fire began in the engine compartment and with some difficulty he exited the cockpit and jumped to the ground. He reported no issues with the engine at any time during the flight. The pilot further stated that there was no failure or malfunction of the flight controls during his preflight check, or as part of a check before departure.

Because he was wearing knee length cotton shorts, he sustained second-degree burns on the lower portion of one of his legs and first-degree burns on the lower portion of his other leg. The postcrash fire extensively damaged the cockpit area of the wreckage, which was recovered for further examination.

Pitts S-1T Special, N51HC, fatal accident occurred on August 12, 2025, near Goodyear, Arizona

• Location: Goodyear, AZ 
• Accident Number: WPR25FA253 
• Date & Time: August 12, 2025, 10:19 Local 
• Registration: N51HC 
• Aircraft: Pitts S-1T 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200772/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N51HC

On August 12, 2025, about 1019 mountain standard time, a Pitts S-1T, N51HC, was substantially damaged when it was involved in an accident near Goodyear, Arizona. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The pilot did not make radio contact with the air traffic control tower, nor was there any evidence he was in radio contact with anyone prior to or during the accident flight. There was no automatic dependent surveillance-broadcast (ADS-B) data for the accident flight. Recorded radar data from the Federal Aviation Administration (FAA) revealed a primary target that started near the airplane’s known departure point at 1014:47 and ended near the accident site at 1019:37. The flight track was consistent with the airplane departing from Goodyear and flying south. At 1019:23, the last 14 seconds of data was consistent with the airplane progressively increasing its bank angle in a left turn, that was also consistent with a spiral (see figure 1 below). There was no altitude data.

Investigators compiled a comparison of the airplane’s past ADS-B data and the radar primaries from the accident flight. When the pilot flew aerobatics, he appeared to regularly fly south to the aerobatic box whose track was similar in appearance to that of the accident flight track. Additionally, there were several occasions where the first maneuver was a sharp left turn, also similar to the last radar returns. (see figures 2 and 3 below).

A witness stated that on the morning of the accident he was driving down to his hangar when he observed the pilot taxiing the airplane at an unusually fast speed directly in front of his truck. He noted that the pilot was not wearing a headset and the long red “remove before flight” cover was installed on the pitot tube. The pilot’s spouse was running after the airplane and appeared very distressed. She asked the witness to help stop the pilot’s flight, explaining that he was on medication and should not be flying an airplane. He then witnessed the airplane exit the hangar area and make a sharp left 180° turn onto Taxiway Alpha. Immediately thereafter, the airplane sounded as though the pilot applied full power and he witnessed the airplane depart from the taxiway within a few hundred feet, briefly contacting the dirt between the taxiway and runway. A review of the airport security cameras located near the air traffic control tower confirmed the witness's observation of the departure sequence from the taxiway (see figure 3 below).

The pilot’s spouse stated that she and the pilot had taken an approximate month-long European vacation and returned on June 14. After the return, he could not sleep which they first attributed to jet lag. After a week without improvement, he sought medical care, but was limited to the medication he could be prescribed due to the Federal Aviation regulations. Despite his attempts, he continued to suffer from severe insomnia and visited the emergency room on two separate occasions. He had to take medical leave from his airline employment and the lack of sleep produced visible effects. She estimated he only received a few hours of sleep per night since they came back from their trip. He had appointments to see specialists and undergo a sleep study a few days after the accident. He had obtained a new medication the day before that accident and was finally able to sleep for 5 hours on the evening before the accident. 

The spouse further stated that on the day of the accident, they planned to pick up documentation for the airline disability request from his primary care physician, who was located near the Goodyear airport. After getting the paperwork, they went to the airport because the pilot wanted to charge the airplane’s battery since it had been inactive for a long duration of time. He first suggested they get coffee while they waited but after a short time, he said he needed to run the engine for five minutes, which they could not do while it was inside the hangar. They moved the airplane outside and after getting inside, he started the engine. The spouse stated that she brought the pilot a bottle of water and became worried because she noticed that he had his lap belt fastened. The pilot handed her back the water and said goodbye. Thereafter, he began to taxi toward the runway, and she ran after him, yelling that he should not be flying.

The accident site was located in level desert terrain composed of soft sand with sporadic desert shrubs. The site was about 10 nautical miles south of the Goodyear Airport and about 4 nautical miles west of the Sierra Estrella Mountains. The elevation was approximately 1,150 feet mean sea level (msl).

The wreckage distribution measured approximately 100 feet and was oriented on a measured magnetic bearing of about 210°. The first identified point of contact was a circular ground crater about 3 ft deep. The engine was located inside the crater in an inverted attitude and exhibited a large hole in the lower crankcase. The propeller hub remained attached to the crankshaft; fractured propeller blades and blade-tip pieces were distributed around the immediate crater area. The main wreckage was near the crater, and the tail section was folded forward over the fuselage in a scorpion-like configuration. The airplane sustained major crush damage and fragmentation, precluding investigators from confirming control continuity.

Cessna 172P Skyhawk, N62296, accident occurred on August 1, 2025, near Gainesville Municipal Airport (GLE/KGLE), Gainesville, Texas

• Location: Gainesville, TX 
• Accident Number: CEN25LA300 
• Date & Time: August 1, 2025, 08:02 Local 
• Registration: N62296 
• Aircraft: Cessna 172P 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200691/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N62296

On August 1, 2025, about 0802 central daylight time, a Cessna 172P airplane, N62296, was substantially damaged during an accident near Gainesville, Texas. The flight instructor and pilot-receiving-instruction were not injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 instructional flight.

The flight instructor reported that the airplane had a sudden loss of engine power during initial climb from runway 36 at Gainesville Municipal Airport (GLE), Gainesville, Texas. The flight instructor estimated that the loss of engine power occurred 250-300 feet above ground level (agl). The engine tachometer indicated about 2,000 rpm after the loss of engine power. The flight instructor took control of the airplane from the pilot-receiving-instruction and determined that landing at the airport was not feasible due to the airplane’s low altitude at the time. The pilot-receiving-instruction was unable to restart the engine by cranking the engine starter after verifying that the fuel selector was on and the mixture control was full-rich. Before the offairport forced landing, the pilot-receiving-instruction moved the fuel selector handle to OFF, and the flight instructor pulled the mixture control to idle cutoff. The forced landing was in a wheat field north of the airport. The airplane subsequently nosed over when the nosewheel dug into the muddy terrain. After the accident, the flight instructor and pilot-receiving-instruction were able to release their restraints and exit the inverted airplane without injury.

According to fueling documentation, the airplane was serviced with 9.95 gallons of fuel at GLE before the flight. The flight instructor indicated that the airplane had about 40 gallons of fuel onboard at engine startup.

A Federal Aviation Administration (FAA) Airworthiness Inspector examined the airplane at the accident site. The airplane had been sitting inverted several days before it was recovered to an upright position. As such, the airplane fuel tanks were void of usable fuel when examined. Engine control continuity was confirmed from the cockpit to the carburetor and the carburetor heat control. Engine crankshaft continuity was confirmed by rotating the propeller. There was no evidence of damage to the crankcase or cylinders, and there was no evidence of an oil leak. The airplane wreckage was transported to a secure storage facility where additional examinations will be conducted.

At 0805, the Automated Weather Observing Station (AWOS) at GLE reported a clear sky, 10 sm visibility, temperature 23° C, dewpoint 23° C, calm wind, and an altimeter setting of 30.18 inches-of-mercury.

According to a carburetor icing probability chart contained in FAA Special Airworthiness Information Bulletin CE-09-35, entitled "Carburetor Icing Prevention", the recorded temperature and dew point about the time of the accident were conducive to the formation of carburetor icing at a descent engine power setting. The bulletin states that if ice forms in the carburetor of a fixed-pitch propeller aircraft, the restriction to the induction airflow will result in decreased power output and a drop in engine rpm, which might be accompanied or followed by a rough running engine. The bulletin also states that pilots should respond to carburetor icing by applying full carburetor heat immediately and that the engine may run rough initially for a short time while the ice melts. The bulletin further states that that pilots should use carburetor heat when operating the engine at low power settings or while in weather conditions in which carburetor icing is probable.

Air Tractor AT-301, N23069, accident occurred on August 6, 2025, near Davenport, North Dakota

• Location: Davenport, ND 
• Accident Number: CEN25LA306 
• Date & Time: August 6, 2025, 20:35 Local 
• Registration: N23069 
• Aircraft: AIR TRACTOR INC AT-301 
• Injuries: 1 Serious 
• Flight Conducted Under: Part 137: Agricultural

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200731/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N23069

On August 6, 2025, at 2035 central daylight time, an Air Tractor Inc AT-301 airplane, N23069, was substantially damaged when it was involved in an accident near Davenport, North Dakota. The commercial pilot sustained serious injuries. The airplane was operated under Title 14 Code of Federal Regulations Part 137 as an aerial application flight.

The pilot stated that the flight proceeded as expected, and he completed the aerial application successfully. During the return climb to approximately 500 ft above ground level, he noticed the left fuel tank was low and switched fuel gauge indications to the left fuel tank. Shortly afterwards, the low fuel light illuminated, and the airplane experienced a loss of engine power. He immediately actuated the wobble pump and attempted to restore fuel flow manually, but the engine did not respond. As the airplane began to lose altitude, he prepared for and performed a forced landing in a nearby cornfield. The airplane sustained substantial damage to the wings and fuselage during the forced landing.

The airplane was retained for further examination.