Piper PA-28R-200 Cherokee Arrow II, N1147X, fatal accident occurred on August 31, 2025, near Alta, Utah

• Location: Alta, UT 
• Accident Number: WPR25FA269 
• Date & Time: August 31, 2025, 17:20 Local 
• Registration: N1147X 
• Aircraft: Piper PA-28R-200 
• Injuries: 1 Fatal, 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200907/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N1147X

On August 31, 2025, about 1720, mountain daylight time a Piper PA28-200R, N1147X, was substantially damaged when it was involved in an accident near Alta, Utah. The pilot was seriously injured, and the passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Preliminary ADS-B data indicated that after departure from Bolinder Field/Tooele Valley Airport (TVY), the airplane initiated a climbing right turn to the northeast. After receiving a clearance from the Salt Lake Terminal Radar Approach Control (TRACON), the airplane followed the Salt Lake City I-80 VFR Transition route east towards Salt Lake International Airport, then to the south at altitude of about 6,600 ft. By 1711, the airplane had completed the transition, and was on a southbound track, as it approached South Jordan, Utah. About that time, the airplane began a climbing left turn to the east, towards the entrance of Little Cottonwood Canyon.

The last ADS-B target indicated the airplane was climbing at a rate of about 380 fpm, and was at an altitude of 8,400 ft by the time it had reached the entrance of the canyon. At that time the canyon walls were about 1.3 miles apart, with terrain immediately rising to 11,330 ft to the north, and 11,253 ft to the south.

A short time later, witnesses located at a lodge at an elevation of about 8,600 ft and about 6 miles further up the canyon, observed an airplane flying up the canyon and directly over their location. One witness, who was a pilot, stated that he estimated the airplane to be about 100 to 200 ft above him, and flying so low that he was immediately concerned. He could hear the engine operating as it continued towards the end of the canyon, which was about 2 miles beyond their location.

Another witness, located in a south facing residence within the canyon at an elevation of about 9,100 ft, and 3/4 miles past the lodge, was resting on his deck when he was woken by a loud engine sound. When he looked across the valley, he could see an airplane traveling right to left, and almost level with his position. He could hear the engine operating, and the wings were rocking. He stated that the airplane continued up the valley and started to make a gradual left turn, that suddenly became aggressive such that he could see the entire overhead profile of the airplane. The airplane’s nose then dropped, and it collided with the ground in an area of trees on the north face of the valley.

The airplane impacted terrain within a bowl-shaped area at the end of the canyon. The first point of impact was identified on the trunk at the base of a 4-ft wide pine tree at an elevation of about 9,060 ft. The bark on the southeast side of the trunk had been removed, leaving a series of three scallop-shaped marks that appeared to match the shape of the three propeller blades.

The airframe came to rest about 70 ft uphill from the tree impact point. Fragments of the right outboard wing and aileron were located at the base of the tree. The debris field continued uphill where the inboard wing and integral fuel tank, along with the right flap were located. The tank was breached, with semi-circular crush damage to the main spar, that matched the general shape of the tree trunk at the initial impact point.

The main wreckage was composed of the detached forward cabin and instrument panel, along with the main cabin, empennage, and left wing, all of which remained generally intact. The engine had detached from the airframe during the accident sequence and was located about 30 ft uphill from the main wreckage.

The airplane has been retained for further examination.

Piper PA-28-181 Archer III, N961DA, fatal accident occurred on July 30, 2025, at Block Island State Airport (BID/KBID), New Shoreham, Rhode Island

• Location: Block Island, RI 
• Accident Number: ERA25FA280 
• Date & Time: July 30, 2025, 12:10 Local 
• Registration: N961DA 
• Aircraft: Piper PA-28-181 
• Injuries: 1 Fatal, 1 Serious, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200669/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N961DA

On July 30, 2025, about 1210 eastern daylight time, a Piper PA-28-181, N961DA, was substantially damaged when it was involved in an accident near Block Island, Rhode Island. The pilot sustained serious injuries, one passenger received minor injuries, and one passenger was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The flight departed Albany International Airport (ALB), Albany, New York, about 1050, enroute to Block Island State Airport (BID), Block Island, Rhode Island. The pilot reported that the purpose of the flight was to fly with two passengers to BID for lunch. About 20 nautical miles (nm) from BID, the pilot began his descent and obtained the automated weather information.

At 1156, the automated weather observation at BID recorded wind from 230° at 7 knots, which corresponded to a tailwind and crosswind component for landing on runway 10.

The pilot reported that he entered the left downwind leg of the traffic pattern for runway 10, and on the final approach leg of the traffic pattern, he observed an airplane departing runway 28 and initiated a go-around. During a second approach, he turned from the downwind leg to final approach leg of the traffic pattern too close to the runway and initiated another go-around. After a third approach to runway 10, the airplane touched down with full flaps about 1,500 ft down the 2,500-ft-long runway. As the pilot applied the brakes, the airplane’s right wing lifted due to a gust of wind. There was insufficient runway remaining for a go-around, the airplane overran the runway and impacted trees.

Preliminary ADS-B data indicated the airplane crossed the runway threshold at 174 ft altitude and 104 knots groundspeed, touched down at 83 knots, and exited the runway at 73 knots. The final recorded point was about 55 ft from the end of the overrun area at 70 knots.

Preliminary air traffic control (ATC) audio indicated the pilot was receiving visual flight rules (VFR) advisories from Providence Terminal Radar Approach Control (TRACON). About 20 nm from BID, ATC advised that radar services were terminated, to “squawk” VFR, and frequency change was approved. Although the pilot acknowledged, he remained on the Providence TRACON frequency and reported his position in the BID traffic pattern for two of three approaches. ATC advised him several times that he was transmitting on the incorrect frequency and provided the correct advisory frequency.

The overrun area of runway 10 was a flat grassy surface about 243 ft long at an elevation of about 102 ft mean sea level (msl). Three linear tire impressions, consistent with landing gear, were observed about 25 ft from the end of the overrun area on a 099° magnetic heading. No tire friction marks were observed on the runway or overrun before that point. The airplane came to rest inverted on a 209° magnetic heading about 640 ft east of the departure end of runway 10 at an elevation of about 40 ft msl. All major components of the airplane were located at the accident site.

The first identified point of impact was a tree canopy about 50 ft above ground level and 467 ft from the departure end of the runway. Several tree branches exhibited angular cuts with black transfer marks. A ground impression containing the separated nose landing gear was located about 128 ft from the first impact point and 45 ft from the main wreckage. The wreckage path was oriented on a 096° magnetic heading and about 173 ft long. Vegetation staining consistent with fuel exposure was observed along the debris path.

Examination of the airframe and engine revealed that flight control continuity was established from the cockpit to all the flight control surfaces, and the flap position was noted at 40°. The empennage exhibited impact damage and the stabilator trim was noted in a partial nose-down trim setting. Both wings exhibited impact damage, and the left wing was partially separated from the fuselage. Both fuel tanks were breached from impact forces. Fuel system continuity was established, and fuel consistent in color and odor to 100LL aviation gasoline was observed in the system.

The engine remained attached to the engine mount. Both magnetos produced spark from their ignition towers during hand rotation of their attached drive gears. Crankshaft and valvetrain continuity were established, and compression and suction were obtained on all four cylinders. The propeller remained attached to the engine with chordwise abrasion and leading-edge damage noted to both propeller blades.

The wreckage was retained for further examination.

Cirrus SR22T GTS G5 Carbon, N218VB, fatal accident occurred on September 18, 2025, at Macon County Airport (1A5), Franklin, North Carolina

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=N218VB

- History of Flight:
On September 18, 2025, at about 1457 local time, a Cirrus SR22T GTS G5 Carbon, N218VB, registered to a private individual out of Brentwood, TN, was substantially damaged when it impacted terrain near the Macon County Airport (1A5), Franklin, North Carolina. The three occupants onboard sustained fatal injuries. The cross-country personal flight originated from John C. Tune Airport (KJWN), Nashville, Tennessee, and was destined to 1A5.

According to preliminary Automatic Dependent Surveillance – Broadcast (ADS-B) data (figure 1), the airplane departed runway 20 at KJWN and entered a climbing left turn to an inflight cruising altitude of 11,000 ft. The flight appeared to be uneventful. At 1438:06, the airplane started its descent towards 1A5. At 1449:34, the airplane started a 360 turn about 1.50 miles west of runway 7. At the conclusion of the turn, the airplane proceeded to fly over the runway before turning left and joining the left pattern for runway 7 (figure 2). At 1455:39, the airplane was at 2500 ft, 101 knots groundspeed, and descending 1300 feet per minute (fpm) on final approach to runway 7. At 1455:55, the airplane was at 2100 ft, 92 knots groundspeed, and descending 850 fpm. At 1456:11, the airplane was observed on the runway with a groundspeed of 78 knots. Immediately after that, the airplane drifted to the left and was observed climbing to about 2250 ft with a reported groundspeed of 70 knots before the track ended in the vicinity of the accident site. (figure 3)

Figure 1: Climb and Flight

Figure 2: Approach

Figure 3: End of Track

- Pilot Information:
Unknown at this point.

The current registered owner (unknown if this was accident pilot) holds a private pilot certificate, issued/updated on 11/3/2020, with an airplane single engine land and instrument airplane ratings. His second class medical was issued on October 2023, with a note stating that he must wear corrective lens(es) to meat vision standards at all required distances.

- Aircraft Information:
The accident airplane, serial number 1378, was manufactured in 2016. It was a five-seat low-wing monoplane aircraft of composite construction. It was powered by a Continental TSIO-550-K engine driving a three-blade constant speed governor-regulated propeller.

According to the Cirrus SR22T Pilot Operating Handbook (POH), the recommended airspeed for a go-around with flaps 50% is 80 KIAS (knots Indicated airspeed).

Additionally, Section 4, Normal Procedures:

Balked Landing/Go-Around 

• 1. Autopilot........................DISENGAGE 
• 2. Power Lever .........................FULL FORWARD 
• 3. Flaps .............................................50% 
• 4. Airspeed............................80-85 KIAS After clear of obstacles: 
• 5. Flaps................... UP 

Amplification

In a balked landing (go around) climb, disengage autopilot, apply full power, then reduce the flap setting to 50%. If obstacles must be cleared during the go around, climb at 80-85 KIAS with 50% flaps. After clearing any obstacles, retract the flaps and accelerate to the normal flaps up climb speed.

- Wreckage and Impact Information:
The main wreckage, which consisted of the entire airplane, came upright about 500 ft north of the runway. There was no post crash fire. Both wings and tail remained attached to the fuselage, and there was no debris field leading to the airplane. The engine remained attached to the firewall and was pushed down into the grass. Both wings sustained leading edge impact damage. The tail was twisted forward. The cockpit/passenger cabin remained intact. The impact appears consistent with a low altitude aerodynamic stall/spin with little no forward speed.

- Airport Information:
Macon County Airport is an uncontrolled public airport located about 3 miles northwest of Franklin, North Carolina. The airport field elevation is 2033.9 ft. It features a single asphalt runway 7/25 that is 5002 feet long and 100 feet wide.

The airport is surrounded by rapidly rising terrain at all quads.

- Weather:
The recorded weather at 1A5, at 1555 (about 2 minutes before the accident), was: wind 0 knots; sky clear;visibility 10 miles; temperature 27 degrees C; dew point 17 degrees C, altimeter 30.13 inches of mercury. The calculated density altitude was 3727 ft.

Area Forecast Discussion

Area Forecast Discussion
National Weather Service Greenville-Spartanburg SC
142 PM EDT Thu Sep 18 2025

.SYNOPSIS...
Weak high pressure will keep conditions mostly dry today outside of
a mountain shower or storm. An uptick in shower and storm chance are
possible Friday into the weekend, especially over the High Country.
Temperatures will be on the warm side of normal through Saturday
before a slight cool down commences Sunday into the early part of
next week.

&&

.NEAR TERM /THROUGH FRIDAY/...
As of 1233 PM EDT Thursday: Quiet weather to continue for the
near term!  Mostly clear conditions are ongoing with a light NE
wind, beneath expansive high pressure and a nebulous upper pattern.
Ill-defined troughiness will persist through much of the period,
but heights are gently climbing ahead of a ridge axis extending
from the Ozark Plateau north into the lower Great Lakes.  As a
result, above-normal highs are expected today - climbing into
the mid-80s across the Piedmont and Upstate - and any convection
trying to get a foothold in the mountains will encounter a mostly
suppressive environment.  So, while some widely scattered showers
will likely develop today over the high terrain...neither coverage
nor intensity will be very impressive.

Any convection that develops will dissipate quickly after sunset.
Mostly clear skies are expected overnight, except of course in the
mountain valleys, where another round of valley fog and stratus
should develop in the wee hours of Friday morning.  Wind should be
calm enough and radiative cooling effective enough that at least
patchy fog may develop over parts of the NC Foothills and Savannah
River Valley, too.  Lows will fall into the low 60s again.

Friday will be similar, with ridgetop convection in the afternoon
but no mentionable PoP outside the mountains.  Highs should climb
into the upper 80s, with some favored spots along I-77 hitting
90 degrees.  Skies will be mostly clear again, with some fair
weather cu outside the mountains.

.AVIATION /18Z THURSDAY THROUGH TUESDAY/...
At KCLT and elsewhere: Dry and VFR across the terminal forecast
area.  Expect mostly clear conditions with some FEW/SCT cumulus
through the afternoon.  Some ridgetop convection will probably
develop...but remain isolated to widely scattered...and so no
mention in the 18z TAF for KAVL.  Expect light and variable winds,
and mostly-clear skies overnight, except for the mountain valleys,
which will see another round of valley fog and stratus into Friday
morning.  Another round of SE winds will develop after daybreak,
but should remain light.  Better coverage of showers is expected
over the mountains Friday.

Outlook: Isolated to widely scattered diurnal showers will occur
again on Saturday, then drying is expected on Sunday and Monday.
Valley fog and stratus will be possible each morning where clouds
do not inhibit nocturnal radiation.

Sun and Moon Data

The sun’s position at the time of the accident was about 50° over the horizon on an azimuth of 217° SW, and the the Moon was 37 degrees over the horizon on an azimuth of 264° W.

- Additional Information:
no

Cessna 150F, N8047F, accident occurred on September 17, 2025, near Rigby Airport (U56), Rigby, 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=N22VC

- History of Flight:

On September 17, 2025, at about 1136 local time, a privately-registered Cessna 150F, N8047F, sustained substantial damage when it collided with powerlines and a building near Rigby Airport (U56), Rigby, Idaho. The pilot and passenger sustained minor injuries. The local training flight originated from U56.

Preliminary ADS-B data suggests the airplane landed on runway 1 and conducted a go-around before the accident. The accident site was located about 0.50 mile north of the airport. The FAA reported "aircraft struggled to gain altitude and ran into powerlines." The calculated density altitude was roughly 5862 ft.

- Weather:

METAR KIDA 171653Z 04009KT 10SM CLR 16/06 A3030 RMK AO2 SLP238 T01560056

METAR KIDA 171753Z 36005KT 10SM CLR 17/06 A3028 RMK AO2 SLP234 T01720056 10172 20050 58005 <<<

Cirrus SR22 GTS G2, N22VC, incident occurred on September 17, 2025, at Norwood Memorial Airport (OWD/KOWD), Norwood, Massachusetts

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=N22VC

On September 17, 2025, at about 0730 local time, a Cirrus SR22 GTS G2, N22VC, registered to Kalila LLC out of Weston, MA, sustained unknown, but apparent minor damage when it was involved in an incident at Norwood Memorial Airport (OWD/KOWD), Norwood, Massachusetts. There were no injuries.

According to the FAA ASIAS report: "Aircraft inadvertently moved across the airport into a swampy area due to pilot attempting a prop start."

Bell 206B JetRanger III, N992MR, accident occurred on September 10, 2025, near Monroe, Georgia

• Location: Monroe, GA
• Accident Number: ERA25LA338
• Date & Time: September 10, 2025, 11:00 Local
• Registration: N992MR
• Aircraft: Bell 206
• Injuries: 2 Serious
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200975/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N992MR

On September 10, 2025, about 1100 eastern daylight time, a Bell 206, N992MR, was destroyed when it was involved in an accident near Monroe, Georgia. The flight instructor and student pilot were seriously injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

According to the flight instructor, he and the student were practicing hovering at about 10-15ft agl in an open field when the helicopter suddenly, and violently, turned to the right. The instructor, who was sitting in the left seat, immediately rolled the throttle control to the idle position before the helicopter contacted the ground. The helicopter immediately caught fire and was consumed.

The flight instructor stated that the student pilot had purchased the helicopter about a month ago and that he had flown with the student 3 or 4 times in that helicopter prior to the accident. On the day of the accident, the flight instructor met the student pilot at the student pilot’s residence where the helicopter was stored. The training for the day included a flight from the student pilot’s residence to Covington Municipal Airport (CVC) in Covington, Georgia, where they did some training before refueling. The instructor stated that they filled the helicopter with fuel before departing CVC and headed toward the field where the accident occurred to practice hovering. While practicing hovering, the instructor stated that he was on the controls with the student and did not feel any erratic maneuvers or jerking that would have caused the helicopter to turn violently to the right.

The wreckage was retained for further examination.

Robinson R66 Turbine, N6633L, fatal accident occurred on September 6, 2025, near Airlake Airport (LVN/KLVN), Lakeville, Minnesota

• Location: Lakeville, MN 
• Accident Number: CEN25FA367 
• Date & Time: September 6, 2025, 14:42 Local 
• Registration: N6633L 
• Aircraft: ROBINSON HELICOPTER CO R66 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200949/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N6633L

On September 6, 2025, about 1442 central daylight time, a Robinson Helicopter Company R66 helicopter, N6633L was destroyed when it was involved in an accident near Lakeville, Minnesota. The pilot and passenger were fatally injured. The helicopter was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight.

The helicopter departed a farm near Jordan, Minnesota, about 1434 and was enroute to New Richmond Regional Airport (RNH), New Richmond, Wisconsin, when it impacted the ground near a cornfield and came to rest near railroad tracks and a rail car about 0.2 nautical miles northwest of Airlake Airport (LVN), Lakeville, Minnesota. A post impact fire ensued and destroyed the helicopter.

The impact heading was about 78° and the main wreckage came to rest on a heading of about 177°. Cornstalks preceding the initial impact site were cut at 45°. Most of the debris was contained to a 55 ft path between the cornfield and the rail car, consisting of the tail cone, empennage, tail rotor, fuselage, landing gear, and most of the main rotor; however, some pieces of the main rotor blades were found near the approach end of runway 12 at LVN, 610 ft beyond (southeast) the impact site.

Due to impact damage, the main rotor and tail rotor flight controls could not be functionally tested. The main rotor drive shaft was bent due to impact above the swashplate; however, the driveshaft could be moved slightly by hand confirming continuity from the input yoke through the main rotor driveshaft and the tail rotor output yoke. The tail rotor input yoke was rotated by hand with no anomalies.

A witness to the accident stated that the helicopter was flying straight and level and then it turned sharply to the right and the nose of the helicopter pointed toward the ground. It remained in that attitude until it disappeared behind a building, and she lost sight of it. Video surveillance near the approach end of runway 12 at LVN captured the helicopter impacting the ground in a nose low attitude on its ride side.

The helicopter was retained for further examination.