Jabiru J230-D, N784J, accident occurred on August 2, 2025, near Oak Island, North Carolina

• Location: Oak Island, NC
• Accident Number: ERA25LA289 
• Date & Time: August 2, 2025, 19:25 Local 
• Registration: N784J 
• Aircraft: JABIRU AIRCRAFT PTY LTD J230- D 
• Injuries: 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200715/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N784J

On August 2, 2025, about 1925 eastern daylight time, a Jabiru Aircraft Pty Ltd J-230-D, N784J, was substantially damaged when it was involved in an accident near Oak Island, North Carolina. The private pilot received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilot, the airplane had recently undergone lengthy maintenance, and this was the second flight after completion of the repairs. The pilot reported that there were no anomalies noted during the preflight inspection and that the airplane operated normally during startup, taxi, engine runup, and takeoff. During the climb out, the pilot reported the airplane developed momentary “blips” in reduction of engine power that would last less than a second. The pilot stated that he had experienced these momentary drops in power before, but they had always stopped after leveling off the airplane. The pilot leveled off the airplane; however, the momentary power drops continued, and the pilot decided to return to the airport. While over the water, the pilot turned onto the final approach leg to the runway, and the engine began to lose power. The pilot attempted to restore engine power by adjusting throttle settings, turning on the fuel pump, as well as the carburetor heat; however, the engine continued to lose power. The pilot reported that while at 1,400 ft mean sea level and still over the water, he realized he would not reach the airport and that the nearby beach was too crowded with people to make a safe emergency landing. The pilot elected to ditch the airplane into the water near the beach. While lining up for the forced ditching, the engine completely lost power, and the propeller stopped rotating. During the forced ditching, the airplane’s main landing gear impacted the water first, and shortly after, the airplane nosed over into the water. After impact, the airplane began to sink, and the pilot was extricated through the broken windshield by nearby first responders. A postaccident examination of the wreckage revealed the airplane sustained substantial damage to the fuselage and both wings. 

The wreckage was retained for further examination.

Piper PA-28-151 Cherokee Warrior, N1080H, accident occurred on August 9, 2025, near Atlanta-DeKalb-Peachtree Airport (PDK/KPDK), Chamblee, Georgia

• Location: Chamblee, GA 
• Accident Number: ERA25LA294 
• Date & Time: August 9, 2025, 00:33 Local 
• Registration: N1080H 
• Aircraft: Piper PA-28-151 
• Injuries: 2 Serious, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200752/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N1080H

On August 9, 2025, about 0033 eastern daylight time, a Piper PA-28-151, N1080H, was substantially damaged when it was involved in an accident near DeKalb-Peachtree Airport (PDK), Chamblee, Georgia. The flight instructor and student pilot were seriously injured, and a passenger received minor injuries. 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 conduct the student pilot’s night cross-country training. The flight instructor reported that the airplane’s fuel level was “above the tabs” prior to departure, and based on his flight planning, he assumed 34 gallons total onboard, which he estimated would provide a 3-hour endurance with reserves. The student pilot also recalled that the fuel level was at the tabs before departure.

The flight departed PDK and flew to Richard B. Russell Regional Airport (RMG), Rome, Georgia, where the student pilot completed five full-stop landings before returning to PDK. The flight instructor stated the flight entered the PDK traffic pattern and performed three landings and two go-arounds. During the final go-around, when the airplane was about 300 to 400 ft above ground level, the engine “abruptly” lost power. The flight instructor took control of the airplane and directed the student to switch fuel tanks. The flight instructor heard a brief “cough” from the engine, but power was not restored. He identified a clear area leading to a road and attempted an off-airport landing.

During the descent, the airplane struck powerlines and then a tree before coming to rest.

A review of fueling records revealed that the airplane was last fueled on August 6, 2025, following the final flight of that day.

The airplane was recovered for further examination.

Cessna 140, N89447, fatal accident occurred on August 17, 2025, near Shelter Cove Airport (0Q5), Shelter Cove, California

• Location: Shelter Cove, CA 
• Accident Number: WPR25FA257 
• Date & Time: August 17, 2025, 15:12 Local 
• Registration: N89447 
• Aircraft: Cessna 140 
• Injuries: 1 Fatal, 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200803/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N89447

On August 17, 2025 about 1521 Pacific daylight time, a Cessna 140, N89447, was involved in an accident near Shelter Cove, California. The student pilot was fatally injured, and the passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The flight departed Shelter Cove Airport (0Q5), Shelter Cove, California, and was destined for Charles M Schulz-Sonoma County Airport (STS), Santa Rosa, California. A witness located near the airport reported that the airplane departed runway 12 and made a steep climbing right turn over the ocean into low coastal fog, and the airplane disappeared from view. Shortly thereafter, he heard sirens and someone calling for help in the water.

The passenger reported that they flew to 0Q5 for lunch and were returning to STS. He stated that they departed to the south, into the wind, and intended to circle the airport and fly over the runway to gain altitude. He stated that after they took off, they made a right turn northbound over the ocean and entered fog. The passenger noted that he could see the water below them and that it was closer than expected. Shortly after entering the fog, he described the feeling of turbulence and stated the airplane was “violently pushed down” and then it impacted the water. He did not remember exiting the airplane after the impact. First responders transported the occupants by personal watercraft to shore.

The wreckage has not been recovered.

Cessna T182T Skylane TC, N35370, fatal accident occurred on August 7, 2025, near Augusta, Arkansas

• Location: Augusta, AR 
• Accident Number: CEN25FA308 
• Date & Time: August 7, 2025, 10:37 Local 
• Registration: N35370 
• Aircraft: Cessna T182T 
• Injuries: 1 Fatal, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200733/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N35370

On August 7, 2025, at 1037 central daylight time, a Cessna T182T airplane, N35370, was substantially damaged when it was involved in an accident near Augusta, Arkansas. The pilot was fatally injured and the passenger received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to track data obtained from an Appareo Stratus 2S GPS/ADS-B receiver found onboard the airplane, the airplane departed from the North Little Rock Municipal Airport (ORK) at 0944 (Figure 1.). After departure, the airplane travelled northeast about 65 nautical miles before it began a left turn reversing course. The airplane was heading directly toward the Woodruff County Airport (M60), Augusta, Arkansas. When the airplane was about 2 nm north of M60, it made a right turn toward the northwest followed by a left turn toward the west (Figure 2). The final recoded track point was about 180 ft east of the airplane’s final resting point.

The airplane came to rest inverted in an unharvested corn field (Figure 3). The wreckage path was about 70 ft long from the initial impact with the corn to the final resting position on about a 290° heading.

The airplane was resting on the upper surfaces of the wing, the cabin roof, and the top of the vertical tail. It was predominately intact with all major flight and control surfaces still attached. The nose landing gear was bent aft, and the nose wheel fork and wheel were separated from the strut. The engine and firewall were pushed aft.

The airplane’s flight control systems were examined. The aileron, elevator, and rudder systems were found to be continuous from the cockpit controls to the respective control surfaces with no cable breaks. The cables in the aft fuselage were slack due to crushing and buckling of the fuselage. The flap system was intact, and the flaps were found in the retracted position.

The engine remained attached to the firewall. The original engine had been replaced with a Continental IO-550-N41B. According to aircraft records obtained from the Federal Aviation Administration (FAA), the installation of this engine was completed on November 5, 2013, and the installation was performed in accordance with Texas Skyways Inc. STC SA11143SC.

After removal of the cowl, the engine rotated freely. The top spark plugs were removed and appeared worn but had normal burn signatures. The engine exhibited suction and compression on all six cylinders when rotated. The forward most valve cover was removed and rotation revealed movement of the rocker arm and valve, indicating continuity of the valve train. Spark was produced on all ignition leads with rotation of the engine and the magneto impulse couplings could be heard. Movement of the throttle, mixture, and propeller cockpit controls was verified at the fuel control, fuel pump, and propeller governor respectively.

A JPI EDM-900 engine monitor was installed in the airplane and was retained for data download.

Rans S-12 Airaile, N2757A, fatal accident occurred on August 24, 2025, near Concordia, Kansas

• Location: Concordia, KS 
• Accident Number: CEN25FA339 
• Date & Time: August 24, 2025, 19:26 Local 
• Registration: N2757A
• Aircraft: RANS S-12 Airaile 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200848/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N2757A

On August 24, 2025, about 1926 central daylight time, a Rans S-12 Airaile airplane, N2757A, was substantially damaged when it was involved in an accident near Concordia, Kansas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A witness reported that airplane appeared to have “trouble gaining altitude” and was alternating between a slight climb and descent as it flew to the east. The airplane then turned and was flying to the south when it entered a nose-down spiral descent to the ground.

The same witness captured a cellphone video of the airplane during the final moments of the flight. A preliminary review of the video footage revealed audio evidence that the airplane engine was operating as it entered a progressively steeper left turn toward the east. As the left bank angle increased, the airplane entered a steep nose-down pitch attitude and continued in the spiraling descent toward the ground. There was an abrupt reduction in engine noise after the airplane entered the steep spiraling descent from a low altitude.

According to FAA documentation, the experimental light sport airplane was issued a special airworthiness certificate and registration on November 9, 2007. On the application for the airworthiness certificate, the applicant noted that the airplane was originally manufactured in 1995. At the time of the accident, the airplane’s hour meter indicated 767.2 hours. The maintenance logbooks for the airplane were not located at the accident site or in the pilot’s two hangars that he rented at Blosser Municipal Airport, Concordia, Kansas.

The airplane wreckage was located at the edge of a soybean field and a residential backyard. The airplane came to rest underneath power lines that were not damaged during the accident. The airplane’s nose was facing east. All major structural components and flight controls were identified at the accident site. The airplane fuselage and both wings exhibited substantial impact-related damage. The forward portion of the fuselage and nose cone fragmented during impact with terrain. The airframe’s steel-tube fuselage exhibited multiple fractures and bends consistent with impact-related damage. The instrument panel was fractured with multiple instruments found separated from the panel. Both seats sustained impact-related damage. The empennage remained attached to the tubular tailboom. The tailboom remained attached to the fuselage structure. The vertical and horizontal stabilizers appeared undamaged. The elevator, rudder, and pitch trim tab remained attached to their respective hinge points. The ailerons and flaps remained attached to their respective wing hinge points.

The postaccident examination did not reveal any evidence of a flight control system component failure. Rudder control cable continuity was confirmed from the cockpit rudder pedals to the rudder horn. Elevator control push/pull tube continuity was confirmed from the control surface to the cockpit where the control tube exhibited a 90° upward bend and fractured rod end consistent with impact-related damage. Aileron flight control cable continuity was confirmed from the cockpit controls to the forward bellcrank where it transitioned to a push/pull control tube to each wing and its respective aileron. Aileron push/pull control tube continuity was confirmed from the forward bellcrank to each aileron. Flap cable control continuity was confirmed from the cockpit flap handle to each wing flap. The wing flaps were found fully retracted after the accident.

Each wing was equipped with a 5-gallon fuel tank that contained ample fuel. The odor of the fuel was consistent with auto-fuel. The fuel exhibited a light blue coloration consistent with 2-cycle engine oil premix. Fuel was present in the fuel lines to the engine carburetors.

The engine remained attached to the airframe mounts. The engine did not exhibit any crankcase or cylinder fractures, nor was there any evidence of coolant, fuel, or oil leaks on the exterior engine components and coolant lines. The exhaust remained attached to the engine. Both carburetors remained attached to their respective induction tubes, their respective fuel bowls contained residual fuel, and no contamination was observed in the bowls or fuel screens. Fuel drained from the fuel supply lines to each carburetor. The throttle and choke cables remained attached to their respective cockpit engine controls and were continuous to their respective carburetors. The engine control cables were cut by investigators to facilitate the engine examination. Examination of both carburetors did not reveal any evidence of mechanical failure.

Internal engine drivetrain continuity was confirmed as the engine crankshaft was rotated. The engine crankshaft rotated freely through the propeller. The engine crankshaft was also rotated via the electric starter when connected to a truck battery. Cylinder compression/suction were confirmed in conjunction with crankshaft rotation. The rotating valve was undamaged and functioned normally as the engine crankshaft was rotated. There was no evidence of oil starvation or seizure of the rotating valve.

Each cylinder wall, piston dome, and piston skirt exhibited features consistent with normal engine operation. There was no evidence of piston seizure. The cylinder head exhibited foreign object debris damage to the power-takeoff (PTO) side; however, as previously discussed, the PTO piston and cylinder were not damaged. Additionally, as evidenced by a build-up of carbon deposits, the observed damage to the PTO-side of the cylinder head was consistent with a previous piston failure event. The magneto-side of the cylinder head was undamaged. Residual coolant fluid was present around each cylinder. The externally mounted coolant expansion container contained coolant. The externally mounted injection oiler contained a light gray fluid consistent with water-contaminated lubrication oil. However, as previously discussed, there was no evidence of thermal distress or seizure to any of the oil lubricated engine components including the rotating valve.

The four sparkplugs exhibited features consistent with normal engine operation. There was no evidence of mechanical damage to the sparkplug electrodes. The dual-ignition system was not functionally tested.

The propeller hub remained attached to the reduction gearbox. The carbon-composite propeller blades exhibited damage consistent with engine operation at impact. The propeller blades fractured about 12 inches from their respective blade grips. The three fractured blades were located 24 ft at 095° true, 81 ft at 030° true, and 86 ft at 360° true from the main wreckage.

The examination of the airplane, engine, and propeller revealed no evidence of a preimpact mechanical malfunction or failure that would have prevented normal operation.

Kitfox Classic IV, N300KF, accident occurred on August 8, 2025, near Parma, Idaho

• Location: Parma, ID 
• Accident Number: WPR25LA245 
• Date & Time: August 8, 2025, 11:20 Local 
• Registration: N300KF 
• Aircraft: Denney Kitfox 
• Injuries: 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200756/pdf 

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N300KF

On August 8, 2025, about 1120 mountain daylight time, an experimental amateur-built Kitfox airplane, N300KF, was substantially damaged when it was involved in an accident near Parma, Idaho. The pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that after an uneventful 2 hour flight, he was on the base leg of the traffic pattern with the engine operating at 3,000 rpm when it abruptly lost all power. He then advanced the throttle, but the engine did not respond. The pilot noted that the engine did not sputter or exhibit any unusual sounds before the engine lost power. With insufficient altitude to reach the runway, he selected a nearby pasture and performed a forced landing. During the landing roll, the airplane nosed over and came to rest inverted, resulting in substantial damage to the vertical stabilizer and rudder. The pilot additionally stated that he did not have sufficient time to restart the engine before the airplane touched down.

The airplane was recovered to a secure location for further examination

Beechcraft P35 Bonanza, N463T, fatal accident occurred on September 5, 2025, near Centennial Airport (APA/KAPA), Denver, Colorado

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=N6021E

Check 6 LLC

- Hitstory of Flight:
On September 5, 2025, at about 0622 local time, a Beechcraft P35 Bonanza, N463T, registered to Check 6 LLC out of Spearfish, South Dakota, was destroyed when it impacted terrain near Centennial Airport (APA/KAPA), Denver, Colorado. The two occupants onboard sustained fatal injuries. The local flight originated from KAPA.

According to automatic dependent surveillance-broadcast (ADS-B) data, on the day of the accident, starting from 0544 LT, the airplane conducted 4 touch and go(es) at the airport. At about 0620 LT, the airplane conducted a touch and go on runway 17L. At 06:21:18, the airplane was 8,000 down the runway when it conducted a go-around. At 0621:51, the airplane was at 6,200 ft, 82 knots groundspeed and climbing about 770 feet per minute (fpm) when it conducted a left turn (crosswind turn) towards the pattern. At 0622:14, the airplane was still climbing 200 fpm through 6,400 ft and 83 knots groundspeed. 2 seconds later, the airplane decelerated to about 78 knots (GS) and a began a descending left hand turn from 6,400 ft. The airplane continued to descend, while maintaining about 80 knots (GS) with a notable increase in the average descend rate. The last ADS-B return was recorded at 0623:04, the airplane was at 5,800 ft, 79 knots groundspeed, and descending 1000 fpm. (figure 1)

Figure 1: ADS-B exchange data ran through Flysto

Figure 2: Accident go-around

- Pilot Information:
unknown at this point.

- Aircraft Information:
The The four-seat, low-wing, retractable-gear airplane, serial number D-7083, was manufactured in 1962. It was powered by a single Continental IO-470-N 260-horsepower engine.

According to the Airplane Flight Manual, the recommended landing approach speed was 69 knots, and the indicated stall speed in the landing configuration was 52 knots. The certificated gross weight for the aircraft is 3125 pounds.

- Wreckage and Impact Information:
The airplane came to rest upright in a power-generators parking area about 0.50 mile from the airport. Both wings and tail remained attached to the fuselage and were destroyed by the post crash fire. The engine was twisted aft and remained attached to the airframe along one of the propellers. A generator located to the right of the main wreckage sustained impact and fire damage. The impact appears consistent with a wings level, nose level altitude. (figure 3)

Figure 3

- Airport Information:
Runway 17L is 10001 x 100 ft. The airport field elevation was 5884.9 ft.

- Weather:
(1) Brief:

The reported weather at KAPA, at 0553 (about 30 minutes before the accident) included: wind 120° at 9 knots, 10 statute miles visibility, few clouds (FEW) at 6,000ft AGL, a broken (BKN) ceiling at 10,000ft AGL and 18,000ft AGL, a temperature of 12° C, a dew point of 7° C, and a barometric altimeter setting of 30.17 inches of mercury. The calculated density altitude was 6662 ft.

The reported weather at KAPA, at 0653 (about 30 minutes after the accident) included: wind 120° at 9 knots, 10 statute miles visibility, light rain, few clouds (FEW) at 6,000ft AGL, a broken (BKN) ceiling at 8,000ft AGL and 11,000ft AGL, an overcast ceiling (OVC) at 18,000ft AGL, a temperature of 12° C, a dew point of 7° C, and a barometric altimeter setting of 30.21 inches of mercury. The calculated density altitude was 6622 ft.

(2) METARs:

METAR KAPA 051153Z 12009KT 10SM FEW060 BKN100 BKN180 12/07 A3017 RMK AO2 SLP154 T01220067 10172 20122 55004

METAR KAPA 051253Z 12009KT 10SM -RA FEW060 BKN080 BKN110 OVC180 12/07 A3021 RMK AO2 RAB28 SLP169 P0000 T01170072

(3) Sun and Moon Data:

The sun’s position at the time of the accident was about 2° below the horizon on an azimuth of 79° E, and the the Moon was 27 degrees under the horizon on an azimuth of 266° W. The official sunrise occurred at 0631 LT.

- Additional Information:
no