Robinson R22 Beta II, N74583, accident occurred on October 21, 2025, near Downtown Airport (3DW), Springfield, Missouri

• Location: Springfield, MO 
• Accident Number: CEN26LA027 
• Date & Time: October 21, 2025, 11:08 Local 
• Registration: N74583 
• Aircraft: ROBINSON HELICOPTER R22 
• Injuries: 2 Serious 
• Flight Conducted Under: Part 91: General aviation - Instructional 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201908/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N74583

On October 21, 2025, about 1108 central daylight time, a Robinson Helicopter Company (RHC) R22 Beta II helicopter, N74583, sustained substantial damage when it was involved in an accident near Springfield, Missouri. The flight instructor and the pilot receiving instruction both sustained serious injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The flight instructor had originally scheduled a cross-country training flight with the pilot receiving instruction, who was working towards obtaining his commercial pilot certificate. Prior to the flight, they obtained a weather briefing, and the terminal area forecast reported for high winds later in the day, so they elected to cancel the cross-country training flight. Instead, they decided to perform training maneuvers at the Downtown Airport (3DW), Springfield, Missouri, and so they could discontinue the flight if the winds approached their limitations. They decided to utilize the limitations listed in the RHC R22 Pilot’s Operating Handbook and FAA-Approved Rotorcraft Flight Manual (from FAA Airworthiness Directive 95-26 04):

1. Flight when surface winds exceed 25 kts, including gusts, is prohibited.
2. Flight when surface wind gust spreads exceed 15 kts is prohibited.
3. Continued flight in moderate, severe, or extreme turbulence is prohibited.

After the completion of the first training session, they refueled the helicopter and checked the wind conditions. During the second training session, they began practicing autorotations from 1,000 ft agl to runway 29, including utilizing 30° and 60° entries. After four 30° and 60° entry autorotations were successfully performed, they decided to proceed with four 90° entry autorotations.

During the last autorotation, after the entry and the engine power at idle, the flight instructor told the pilot to “steer” multiple times and he even gave the cyclic a “nudge.” The helicopter was oriented to about a 240° heading, while drifting past the runway centerline to the south.

The helicopter was drifting to the left and the flight instructor reported it was unable to turn to the right. The helicopter continued to travel to the south beyond airport property toward a public sports complex. The flight instructor initiated a flare. The helicopter impacted a grass field upright near trees in the public sports complex, and it came to rest on its left side.

The helicopter sustained substantial damage to the fuselage, the main rotor system, the tail cone, the empennage, and the tail rotor system. The wreckage was recovered from the accident site, and it was transported to a secure location for further examination.

The helicopter has a maximum gross weight of 1,370 lbs. At the time of the accident, the operator reported the helicopter weighed about 1,341 lbs. The flight controls are actuated through push-pull tubes and bell cranks; the helicopter is not equipped with a hydraulic system. The helicopter is equipped with a Lycoming Engines O-360-J2A reciprocating engine.

The closest meteorological reporting station to 3DW is the Springfield-Branson National Airport (SGF), Springfield, Missouri. SGF is about 7.90 miles to the northwest of 3DW. The following meteorological data was obtained from the automated surface observing system at SGF:

• At 0852, the wind originated from 290°, with a wind speed of 10 kts, and no gusts reported.
• At 0952, the wind originated from 300°, with a wind speed of 9 kts, and gusting to 17 kts.
• At 1052, the wind originated from 310°, with a wind speed of 11 knots, and gusting to 21 kts.
• At 1152, the wind originated from 290°, with a wind speed of 14 kts, and gusting to 26 kts.
• At 1252, the wind originated from 290°, with a wind speed of 20 kts, and gusting to 31 kts.

A review of meteorological data found some speed shear in the lowest 2,000 ft agl of about 15 kts above average surface magnitudes near 3DW for a time near the accident time. There were no signs of directional shear found.

RHC has published Safety Notice SN-32 High Winds or Turbulence in July 2025. This document discusses flight operations in high winds or turbulence and states in part: Flying in high winds or turbulence should be avoided. A pilot’s improper application of control inputs in response to turbulence or high winds can lead to a loss of control and/or create a dangerous low-g condition. The pilot must be aware of conditions that can be associated with turbulence, including convective activity, strong surface winds over terrain of varying elevation, mountain waves, and strong inversions.

Rotorway Exec AG162, N162AD, accident occurred on October 13, 2025, near Valley View, Texas

• Location: Valley View, TX 
• Accident Number: CEN26LA016 
• Date & Time: October 13, 2025, 12:29 Local
• Registration: N162AD 
• Aircraft: Rotorway AG162 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201838/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N162AD

On October 13, 2025, at 1229 central daylight time, a Rotorway AG162 helicopter, N162AD, sustained substantial damage when it was involved in an accident near Valley View, Texas. The pilot and passenger were uninjured. The helicopter was operated under Title 14 Code of Federal Regulations as a Part 91 personal flight.

The pilot stated that he was en route to Hardy Field Airport, Valley View, Texas, when there was a decrease in main rotor speed. The pilot stated that he was unable to increase rotor speed and maintain altitude with control and engine inputs. He then performed a forced landing to a field, during which the tailboom separated from the airframe and resulted in substantial damage.

The helicopter was retained for examination.

Van's RV-8, N3545W, accident occurred on October 17, 2025, near Aero Country Airport (T31), McKinney, Texas

• Location: McKinney, TX 
• Accident Number: CEN26LA024 
• Date & Time: October 17, 2025, 09:21 Local 
• Registration: N3545W 
• Aircraft: Vans RV8 
• Injuries: 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201891/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N3545W

On October 17, 2025, at 0921 central daylight time, an amateur-built RV-8 airplane, N3545W, was substantially damaged when it was involved in an accident near McKinney, Texas. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to local authorities, the airplane impacted terrain 1 nautical mile north of Aero County Airport (T31) in McKinney, Texas, under unknown circumstances. According to witness information, the pilot reported via radio communications that he experienced an engine issue while attempting to land.

The airplane was retained for further examination.

Robinson R66 Turbine, N67GA, fatal accident occurred on October 22, 2025, near Ekalaka, Montana

• Location: Ekalaka, MT
• Accident Number: WPR26FA031 
• Date & Time: October 22, 2025, 18:30 Local 
• Registration: N67GA 
• Aircraft: ROBINSON HELICOPTER CO R66 
• Injuries: 4 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201913/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?NNumberTxt=N67GA

On October 22, 2025, about 1830 mountain daylight time, a Robinson Helicopter Co. R66, N67GA, was substantially damaged when it was involved in an accident near Ekalaka, Montana. The pilot and 3 passengers were fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A friend of the accident pilot reported that about 1818, they departed from a private ranch located south of Ekalaka as a flight of two, which consisted of the accident helicopter and a Cessna 182. After takeoff, the friend queried the accident pilot if he was going to go direct to Ekalaka, and he replied that they were going to fly over the Chalk Buttes on the way to Ekalaka Airport (97M), Ekalaka. The friend offset his route of flight toward the Chalk Buttes and observed the helicopter off his left side and about 1/8th mile in trail at an altitude about the same height as the Chalk Buttes.

Just after entering the southwest end of the Chalk Buttes, the accident pilot transmitted that they were going to fly around the set of buttes off their left. The friend then observed the helicopter fly through a gap in the rocks and made a right turn towards the Cessna 182. The friend reported that the helicopter fell back in trail about 1/2 to 1 mile behind him, which was the last time he had visual contact with the helicopter. Approximately 1 minute later, the friend did not see the helicopter on ADS-B and despite multiple attempts, he was unable to establish radio contact with the accident pilot.

A witness, who was located about 3/4 mile southeast of the accident site reported that she was inside her residence when she heard the helicopter and airplane overflying her location and went to a nearby window to look. She stated that while looking to the north-northwest, she observed the helicopter flying low over the Buttes from left to right with the airplane in trail. She stated that the helicopter then began to gain altitude, and something came off it, after which it descended out of her line of sight. 

Examination of the accident site revealed that the helicopter impacted an open field adjacent to a wooded area within the Chalk Buttes range at an elevation of 3,779 ft mean sea level. The helicopter came to rest on its left side, on a heading of 093°. The wreckage debris area was located southwest of the main wreckage and was about 300 ft wide by 300 ft long. The debris area contained fragments of Plexi glass, the left front and rear doors, tailrotor driveshaft cover, vertical and horizontal stabilizers, tailrotor, and the pilot side GPS mount. (See figure 1.)

The wreckage was recovered to a secure location for further examination.

Sikorsky UH-60 Black Hawk incident occurred on July 7, 2025, near Ingram, Texas

• Location: Ingram, TX 
• Incident Number: CEN25LA242 
• Date & Time: July 7, 2025, 15:57 Local 
• Registration: UNREG 
• Aircraft: Sikorsky UH60 
• Injuries: 1 None 
• Flight Conducted Under: Public aircraft

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200494/pdf

On July 7, 2025, about 1557 central daylight time, an unregistered Sikorsky UH-60 Black Hawk helicopter collided with an unregistered DJI Mavic 3T unmanned aerial vehicle (drone) near Ingram, Texas. The UH-60 received substantial damage to the tail rotor system and the Mavic 3T was destroyed. The pilot and occupants of the UH-60 were not injured, and the helicopter made a successful landing. The UH-60 was operated by the National Guard and the Mavic 3T was operated by the Texas Department of Public Safety (DPS), as public use aircraft during flood response operations arising from the July 4, 2025, flooding of the Guadalupe River.

Postaccident inspection of the helicopter by the operator revealed substantial damage to the tail rotor blades.

According to the Texas DPS pilot who was operating the drone. He received instruction on mission plans from the Emergency Operations Center (EOC), that had been set up in response to the flooding in the area. Each drone team consisted of 2 pilots. One pilot would fly the drone, and the other would monitor radio frequencies and visually scan the area. They would receive a mapping mission to fly and once completed they would land the drone and relocate to the next assigned mapping mission. During operations, they would monitor several radio communication frequencies and if other aircraft traffic was heard in their area, they would descend to 50 ft above ground level (agl) and wait until the other aircraft traffic was no longer a factor and then resume their mission.

The drone team was starting a mapping mission that was to fly a programmed grid pattern but were hand flying the drone to the start of the grid pattern. They did not see, nor did they hear any other traffic announce operations or positions in the area, and suddenly lost communication with the drone. After losing communication with the drone, they saw the helicopter make an emergency landing.

The drone pilot reported that that the deconfliction strategy, that was in place at the time of the collision, was verbally passed down, and that drones were to operate at altitudes at or below 200 ft agl, and that manned aircraft would operate no lower than 400 ft agl unless a specific need required going lower.

Cessna 172M Skyhawk, N433PT, accident occurred on October 7, 2025, near Miami, Florida

• Location: Miami, FL 
• Accident Number: ERA26LA007 
• Date & Time: October 7, 2025, 14:50 Local 
• Registration: N433PT 
• Aircraft: Cessna 172 
• Injuries: 1 Minor, 1 None 
• Flight Conducted Under: Part 91: General aviation - Instructional 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201814/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N433PT

On October 07, 2025, at 1440 eastern daylight time, a Cessna 172M, N433PT, was substantially damaged when it was involved in an accident near Miami, Florida. The private pilot and the flight instructor were uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The flight was an instructional flight for the private pilot to practice commercial pilot maneuvers in preparation for the pilot's commercial check ride. The pilots departed from Miami Executive Airport (TMB), Miami, Florida and proceeded southwest to an area to perform the maneuvers. The pilots reported performing multiple chandelles and an accelerated stall. After completing the accelerated stall, the pilots performed a simulated emergency descent. After recovering about 550 ft above ground level, they began a climb out. The pilots reported that after climbing about 300 ft, the engine started to act “erratically” and there was a loss of about 500 rpm. The pilots stated that the airplane would not climb and then determined that a forced landing would be required. The pilots landed the airplane in a shallow-water area of the Florida Everglades; during the landing, the airplane flipped over.

A postaccident examination of the airplane revealed that it had sustained substantial damage to the left wing, vertical stabilizer, and rudder.

The wreckage was retained for further examination.

Beechcraft B100 King Air, N30HG, fatal accident occurred on November 10, 2025, in Coral Springs, Florida

This is preliminary information, subject to change, and may contain errors. Any errors in this post will be corrected when the preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N30HG

- History of Flight:
On November 10, 2025, at about 1018 local time, a Beechcraft B100 King Air, N30HG, registered to International Air Services Inc Trustee out of Carson City, Nevada, was destroyed when it impacted residential terrain and a man-made pond in Coral Springs, Florida. There were reportedly no survivors. The relief flight originated from Fort Lauderdale-Executive Airport (FXE/KFXE), Florida, and was destined to Montego Bay-Sangster International Airport (MBJ/MKJS), Jamaica.

The purpose of the flight was to deliver supplies to victims of Hurricane Melissa in Jamaica.

According to preliminary Automatic Dependent Surveillance – Broadcast (ADS-B) data (figure 1), at 1002:56 LT, the airplane was observed taxiing from the parking area towards runway 27. At 1014:12, the airplane departed runway 27 (elevation 11.7 ft) and entered a climbing right to an altitude of 4,200 ft. At 1017:11, after reaching that altitude, the airplane started a right hand turn. It was travelling about 164 knots groundspeed (GS) at that point.  At 1017:52, before the conclusion of the turn, the airplane started a steep descent. At 1018:06, the airplane was observed at 3350 ft, 238 knots groundspeed (GS) and descending 4500 feet per minute (fpm). The airplane continued to descend and accelerated to about 270 knots GS. At the last few seconds, the airplane slowed down to about 260 knots GS while the descent rate continued to increase. The last ADS-B return was recorded about 160 ft from the crash site, the airplane was at 450 ft, 257 knots GS, and descending 14000 feet per minute (fpm).

Figure 1: ADS-B exchange track ran through Flysto

Figure 2: TOC, right turn and final descent ran through Flysto

- Pilot Information:
unknown at this point.

- Airplane Information:
The accident aircraft, serial number BE-14, was manufactured in 1976. It was a twin-turboprop airplane powered by two (Honeywell) Garrett AiResearch TPE-331 engines.

- Wreckage and Impact Information:
The first identified point of impact was a downed palm tree in the backyard of a residential home. This was followed by ground impressions on a 125° heading leading to a destroyed fence. The airplane then continued into the pond and was destroyed by impact forces. The house itself was not damaged. The impact trajectory (speculation) suggests the aircraft was on a steep descent/out of control (see figure 3).

Three videos were released shortly after the writing of this entry, the videos showed the aircraft in a nose down, wings level vertical descent. The ground impressions were as a result of the right wing impacting the ground.

Figure 3: Impact trajectory

Figure 4: Aircraft in descent

Figure 5: Impact trajectory

- Airport Information:
none.

- Weather:
(1) METARs:

METAR KPMP 101453Z 28009KT 10SM SCT025 SCT033 27/22 A3004 RMK AO2 SLP174 6//// T02670217 51017 PNO

METAR KPMP 101511Z 29011G15KT 10SM BKN025 BKN033 28/22 A3004 RMK AO2 T02780222 PNO

METAR KPMP 101524Z 27011KT 10SM SCT024 SCT030 28/22 A3004 RMK AO2 T02780217 PNO

METAR KPMP 101553Z 30013KT 10SM FEW020 BKN027 BKN034 27/22 A3003 RMK AO2 SLP171 T02670217 PNO

METAR KBCT 101454Z 29006G17KT 10SM BKN020 BKN026 BKN038 27/22 A3004 RMK TCU DSNT W-NW CIG LWR W

METAR KBCT 101553Z 30015G21KT 10SM SCT020TCU SCT027 SCT039 27/21 A3004 RMK TCU OHD AND ALQD AND DSNT SW-NW MOV E

METAR KFLL 101453Z 28010G17KT 10SM SCT023 SCT040 BKN120 27/21 A3004 RMK AO2 SLP170 T02670211 51016

METAR KFLL 101553Z 29009G21KT 10SM SCT027 BKN250 28/21 A3003 RMK AO2 SLP166 T02830211

(2) Area Forecast Discussion:

Area Forecast Discussion
National Weather Service Miami FL
644 AM EST Mon Nov 10 2025

...New AVIATION...

.KEY MESSAGES...
Updated at 644 AM EST Mon Nov 10 2025

  - A strong cold front passage today will bringing the coldest
    temperatures of the season so far to the region tonight into
    Tuesday.

  - Strong northwest winds will result in significant wind chill
    values Tuesday morning, especially around the Lake region.

  - Hazardous marine conditions expected to develop across all
    coastal waters starting this morning.

  - Hazardous beach conditions expected today and into Tuesday with
    increasing risk of rip currents for all beaches of South
    Florida, and high surf over the Palm Beach county beaches.

&&

.SHORT TERM...
(Today through Tuesday)
Issued at 206 AM EST Mon Nov 10 2025

Guidance remains in good agreement about the upcoming cold weather
snap starting Monday morning. Latest sfc analyses place the frontal
boundary past the peninsula with the onset of drier and colder air
advection in place. Deep zonal flow will spread across the region
with northerly cold wind bringing the first cooling down of the
season.

Latest forecast temps for this afternoon remain around the same
values from previous model runs with highs in the low-mid 70s around
the Lake region, and in the upper 70s to low 80s further south. The
northerly winds are expected to reach the 10-15 mph range with
higher gusts by the early afternoon hours on Monday, intensifying
the cold air advection during the evening and overnight hours.

Model guidance remain in consensus in having the coldest period of
the cold weather on Tuesday morning, with lows dropping into the
upper 30s to low 40s around the Lake region, and mid-upper 40s
elsewhere. Locations right along the coast may remain close to 50.
In terms of wind chill values, guidance have been going a few
degrees cooler since yesterday`s runs and now NBM is showing 30-32
degrees around the Lake region, with mid 30s to around 40 elsewhere.

A Cold Weather Advisory has been issued for Glades, Hendry, and
northern portions of Palm Beach and Collier counties from 4am to 9am
Tuesday morning for wind chill values of 35 degrees or less. Wind
chill values like those can lead to hypothermia with prolonged
exposure. Use caution while traveling outside. Wear appropriate
clothing, a hat, and gloves. Keep pets indoors as much as possible.
Make frequent checks on older family, friends, and neighbors. Ensure
portable heaters are used correctly. Do not use generators or grills
inside.

For the Tuesday afternoon highs, models also remain consistent with
keeping low-mid 60s around the Lake region/interior areas, and upper
60s elsewhere. Winds will likely peak in intensity, around 15 mph,
during the late morning hours Tuesday then beginning to subside in
the afternoon hours.

&&

.LONG TERM...
(Tuesday night through Sunday)
Issued at 206 AM EST Mon Nov 10 2025

Not much changes for the long term forecast philosophy with the air
mass across the state gradually moderating from Wednesday and
through the end of the work week as the west Atlantic ridge
returns. The last portion of the cold spell will happen Wednesday
morning with lows in the 40s inland, and high 50s to around 60
near the coasts.

Decreasing winds veer to a more easterly flow while warming up the
air mass. Afternoon highs climb back into the upper 70s to low 80s
by Friday and through the upcoming weekend.

POPs remain basically in single digits every day of the forecast
period with benign weather prevailing.

&&

.AVIATION...
(12Z TAFS)
Issued at 644 AM EST Mon Nov 10 2025

Generally VFR prevails at all terminals during the next 24 hours.
Gusty NW winds will begin later this morning and becoming robust
this afternoon. Gusts to around 25 kt may continue into the
evening hours.

&&

.MARINE...
Issued at 206 AM EST Mon Nov 10 2025

Hazardous marine conditions will develop today in the wake of the
frontal passage starting this morning and continuing through the
middle of the work week. All of South Florida`s coastal waters will
be affected by the stronger winds, including the Lake.

A Small Craft Advisory has been issued with latest model estimates
showing possible wave heights in the 10 to 14 feet range in the
Atlantic waters on Tuesday, along with wind speeds in the 25-30 kt
range with higher gusts. Conditions should begin subsiding
Wednesday morning starting on the Gulf waters and then the
Atlantic later that afternoon.

&&

.BEACHES...
Issued at 206 AM EST Mon Nov 10 2025

A high risk of rip currents is in effect for all South Florida
beaches today behind a cold front passage.

A high surf advisory will also be in effect for all Palm Beach
county beaches starting early morning Tuesday, and might be expanded
into Broward and Miami-Dade depending on latest model trends.

&&

.FIRE WEATHER...
Issued at 206 AM EST Mon Nov 10 2025

Northerly flow will result in very dry conditions and increasing
winds expected Tuesday afternoon with RH/wind speed values
approaching critical levels, mainly over the western half of South
Florida. The situation will continue to be closely monitored in case
further action becomes necessary.

- Additional Information:

Figure: Vertical Rate Profile