Flight control sys malf/fail: Van's RV-12, N412JN, fatal accident occurred on June 6, 2024, in Auburn, Washington

• Location: Auburn, Washington
• Accident Number: WPR24FA182
• Date & Time: June 6, 2024, 12:00 Local
• Registration: N412JN
• Aircraft: VANS AIRCRAFT INC RV-12
• Aircraft Damage: Substantial
• Defining Event: Flight control sys malf/fail
• Injuries: 1 Fatal
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194412/pdf

https://data.ntsb.gov/Docket?ProjectID=194412

On June 6, 2024, at about 1200 Pacific daylight time, a Van’s Aircraft Inc. RV-12, N412JN, was substantially damaged when it was involved in an accident near Auburn, Washington. The pilot was fatally injured. The experimental light-sport airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

While returning to the airport from a routine pleasure flight, the pilot of the experimental light-sport airplane reported a total flight control failure while maneuvering to land. Data from the onboard electronic flight instrument system and witness statements indicated that after turning from the crosswind to the downwind leg, the airplane entered an uncontrolled descending left turn consistent with a spin or spiral, culminating in a collision with a warehouse roof about 0.75 mile from the runway threshold.

Postaccident examination revealed that the left side (where the pilot was operating the airplane) control stick pushrod had become disconnected from the flaperon mixer bellcrank due to improper installation during construction. Both left and right pushrod rod-end eyebolt bearings had been installed in reverse orientation. The improper installation allowed the pushrod to gradually unscrew from its eyebolt, ultimately resulting in complete separation of the left pushrod. This condition rendered the primary roll control system on the pilot's side ineffective.

The aircraft was equipped with an autopilot system featuring a “Level' mode capable of providing roll control independent of the cockpit control sticks. Prompt activation of this feature—or use of the rudder to counteract the developing roll—would likely have allowed the pilot to retain some degree of control. Similarly, the pilot would have been able to fully control the airplane if he had reached to his right and used the other control stick. However, given the sudden onset and rapid progression of the event, it is unlikely the pilot had sufficient time or situational awareness to identify and employ these options before the airplane entered an unusual attitude and became uncontrollable.

The pilot's autopsy identified heart disease, including severe coronary artery disease of a single coronary artery and mild thickening of the left cardiac ventricle. Although the pilot's heart disease was associated with an increased risk of sudden impairment or incapacitation from a cardiac event, the circumstances of the accident were not consistent with a sudden medical event and it is unlikely that the pilot's heart disease contributed to the accident.

The improper assembly error was traced to the original construction of the airplane and was visible in build photographs taken in 2019. The oversight persisted through final inspection and three years of subsequent operation. The airplane kit manufacturer later issued a service bulletin addressing correct installation of the pushrods.

- Probable Cause: The pilot's improper installation of the control stick pushrod assemblies, which resulted in separation of the left pushrod and a total loss of roll control during flight. Contributing to the accident was the failure to detect the installation error during the airplane's construction, inspection, and subsequent maintenance.

Structural icing: Socata TBM700N (TBM850), N850JH, fatal accident occurred on November 26, 2025, near Ludington-Mason County Airport (LDM/KLDM), Ludington, Michigan

• Location: Ludington, Michigan 
• Accident Number: CEN24FA046 
• Date & Time: November 26, 2023, 10:00 Local 
• Registration: N850JH 
• Aircraft: Socata TBM 700 
• Aircraft Damage: Destroyed 
• Defining Event: Structural icing 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193422/pdf

https://data.ntsb.gov/Docket?ProjectID=193422

On November 26, 2023, at 1000 eastern standard time, a Socata TBM 700, N850JH, was destroyed when it was involved in an accident near Ludington, Michigan. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The airplane was removed from an unheated hangar during a period of moderate snowfall. About 15 minutes later, the instrument-rated pilot taxied the airplane to the runway for departure, with visible snow accumulation on the ground and on the airplane wings, and horizontal stabilizer. The airplane was equipped with wing surface deice boots; however, deice boots are used to dislodge ice that may accumulate while in flight.

According to the airplane's pilot operating handbook, all snow, frost, and ice must be removed from all wing and control surfaces during the preflight inspection. On icy or snow-covered runways, anti-icing fluid must be sprayed on the wings, control surfaces and in landing gear wells, shortly before take-off. The risks of snow and ice accumulation on control surfaces were further outlined in a 2018 service letter (SL) from the airplane manufacturer, which stated that takeoffs with snow or ice adhering to the wings should not be attempted because this could drastically affect performance due to the reduced aerodynamic lift and increased drag resulting from disturbed airflow. The SL further provided the appropriate recommendations to assist the operator in checking proper implementation of on ground de-icing or anti-icing procedures. The departure airport did not offer de-icing or anti-icing services.

The airport manager, who watched the airplane take off, said the departure appeared to be normal until the left wing dropped shortly after rotation. Another witness said that the airplane was loud and low. She said the airplane was in a left-wing-low attitude before it cleared a line of trees and then impacted the ground. The airplane was destroyed by impact forces and a postimpact fire.

The impact and fire damage precluded functional testing of the flight controls, and related systems. Signatures on the engine and propeller were consistent with power and rotation at the time of the accident. Examination of the wreckage did not reveal preimpact anomalies that would have precluded normal operations.

The left wing dropping during the climb was likely the result of snow accumulation on the airplane surfaces; the reduced aerodynamic lift and increased drag resulted in an aerodynamic stall and loss of control during the attempted climb after takeoff.

- Probable Cause: The pilot's decision to take off with ice/snow contamination on the airplane's wings, which resulted in an aerodynamic stall and impact with terrain.

Aerodynamic stall/spin: Cessna 172G Skyhawk, N3971L, fatal accident occurred on November 14, 2025, near Provo, Utah

• Location: Provo, Utah
• Accident Number: WPR24FA035
• Date & Time: November 14, 2023, 10:08 Local
• Registration: N3971L
• Aircraft: Cessna 172G
• Aircraft Damage: Substantial
• Defining Event: Aerodynamic stall/spin
• Injuries: 2 Fatal, 1 Serious
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193385/pdf

https://data.ntsb.gov/Docket?ProjectID=193385

On November 14, 2023, about 1008 mountain standard time, a Cessna 172G, N3971L, was substantially damaged when it was involved in an accident near Provo, Utah. The pilot and pilot-rated passenger in the front seat were fatally injured, and the other pilot-rated passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The commercial pilot and two pilot-rated passengers were on a cross-country flight to build flight hours. According to the surviving passenger, he believed that the pilot's intent was to maneuver to remain outside of the Provo Municipal Airport Class D airspace, as well as the Salt Lake City Class B airspace, directly to Driggs, Idaho. Shortly after departure, the pilot maneuvered the airplane to the north, just west of Buckley Mountain in Provo, Utah, and into a canyon with rising terrain leading to Corral Mountain, which peaked at 10,100 ft mean sea level (msl). The passenger also stated that he was unable to hear any conversation between the pilot and pilot-rated passenger in the front seat, nor did he hear why the pilot chose to fly into the canyon. He also reported windy conditions in the canyon, hearing the airplane's stall warning sound after the pilot attempted a tight, right 180° turn, and seeing the airplane in a nose-high attitude before hitting trees and terrain. The airplane's wings and fuselage were substantially damaged.

Postaccident examination of the airplane and engine did not reveal any preimpact malfunction or anomalies that would have precluded normal operation. Mechanical continuity was established throughout the rotating group, valvetrain, and accessory section as the crankshaft was manually rotated at the propeller by hand. Fuel flow and flight control continuity were confirmed.

Performance calculations showed that the pilot's inadequate performance planning contributed to the accident. According to the Pilot's Operating Handbook (POH), at 5,000 msl and 41° F, the airplane's maximum climb capability was 610 ft/min at 66 kts indicated airspeed (IAS), requiring 6.5 nm to clear the advancing mountain peak. At 10,000 ft msl and 23°F, the maximum climb rate was 380 ft/min at 64 kts IAS, requiring 10 nm to clear the peak. According to the airplane's last track data point, it would have had to climb about 3,000 ft in 2 nm to clear the advancing peak. The track data suggests they were likely climbing at approximately 610 ft/min when the pilot decided to turn the airplane around. 

The surviving passenger's statement showed that the pilot likely determined they would not clear the 10,100 ft peak and then attempted a chandelle maneuver to turn the airplane around while attempting to climb. The passenger recalled hearing the stall warning horn while the airplane was in a nose high attitude before they impacted trees. This suggests the pilot likely failed to maintain airspeed during the maneuver, which resulted in an exceedance of the airplane's critical angle of attack and an aerodynamic stall. The steep impact angle indicated by the debris field suggests the airplane then descended into trees and terrain.

- Probable Cause: The pilot's exceedance of the airplane's critical angle of attack during a chandelle maneuver, which resulted in an aerodynamic stall and descent into trees and terrain. Contributing to the accident was the pilot's decision to maneuver into a canyon and rising terrain for unknown reasons and his inadequate performance planning.

Controlled flight into terr/obj (CFIT): Lancair 320, N320P, fatal accident occurred on October 25, 2025, near Manitowoc, Wisconsin

• Location: Manitowoc, Wisconsin 
• Accident Number: CEN24FA024 
• Date & Time: October 25, 2023, 18:29 Local 
• Registration: N320P 
• Aircraft: Lancair 320 
• Aircraft Damage: Substantial 
• Defining Event: Controlled flight into terr/obj (CFIT) 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193308/pdf

https://data.ntsb.gov/Docket?ProjectID=193308

On October 25, 2023, at 1829 central daylight time, a Lancair 320 airplane, N320P, was substantially damaged when it was involved in an accident near Manitowoc, Wisconsin. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The airplane was operated on a personal cross-country flight. Recorded data indicated that the airplane made an approach to an airport but did not land and the airplane apparently diverted due to the instrument meteorological weather conditions (IMC) present at that airport. The airplane then flew toward another airport about 60 nautical miles away. The airplane was aligned with the extended runway centerline but impacted trees and terrain about 2.5 miles from the diversion airport. The weather conditions at the diversion airport were night IMC with a 400-ft ceiling. Data indicated that the originally intended destination was IMC at the time of the airplane's departure. The pilot did not request weather information from known sources, and it is unknown what weather information, if any, the pilot checked or received before or during the flight. During the flight, the airplane's transponder beacon code was set to 1200, indicating that the airplane was operating as a visual flight rules flight, and the investigation did not find record of communication with any air traffic control facility.

Based on the flight track data it appeared that the pilot was attempting an approach to the diversion airport when the accident happened. The airplane was configured with one navigation radio that was approved for instrument flight navigation. It also was equipped with a handheld GPS receiver that was capable of monitoring approaches but was not approved for instrument flight navigation. Investigators could not determine which system the pilot was using to navigate.

Examination of the airplane and engine did not reveal any pre-accident mechanical failures or malfunctions that would have precluded normal operation.

Exhaust gas temperature recordings from the airplane's engine monitoring system indicated that the engine was operating at the time of the accident. Additionally, the engine monitor recorded fuel pressure until the end of the recorded data, indicating that the airplane's engine was still receiving fuel. ADS-B data showed that the airplane was descending at 900 ft/min during the final portion of the flight.

Based on the available information, the experienced pilot chose to operate in instrument meteorological conditions without an instrument flight rules clearance and without communicating with any air traffic control facility. He then executed an unapproved instrument approach. During the approach the airplane descended into trees and terrain. There was no indication of any failure or malfunction of the airplane that contributed to the accident.

- Probable Cause: The pilot's decision to continue the visual flight rules flight into instrument meteorological conditions and failure to maintain clearance from trees and terrain during an unapproved instrument approach. Contributing to the accident was the pilot's inadequate preflight weather planning.

Low altitude operation/event: Air Tractor AT-502B, N5180W, fatal accident occurred on October 24, 2023, near Vidalia, Louisiana

• Location: Vidalia, Louisiana 
• Accident Number: CEN24FA021 
• Date & Time: October 24, 2023, 09:10 Local 
• Registration: N5180W 
• Aircraft: AIR TRACTOR INC AT-502B 
• Aircraft Damage: Substantial 
• Defining Event: Low altitude operation/event 
• Injuries: 1 Fatal Flight Conducted Under: Part 137: Agricultural 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193292/pdf

https://data.ntsb.gov/Docket?ProjectID=193292

On October 24, 2023, about 0910 central daylight time, an Air Tractor AT-502B airplane, N5180W, was substantially damaged when it was involved in an accident near Vidalia, Louisiana. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

The pilot was conducting an aerial application flight to a field. Multiple witnesses observed that, as the airplane was flying east, it entered a climbing right-bank turn before it collided with a power transmission wire and descended into trees.

Onboard avionics recorded the accident flight. Data showed that the pilot did not perform a survey of the field before applying product to the field, likely due to the pilot's familiarity with the area. The data recorded the airplane's track as it flew about 100 ft above ground level (agl) over the field, climbed to about 300 ft agl, and entered a wide right-bank turn for undetermined reasons. The airplane's track crossed through transmission wires that were suspended over the Mississippi River.

An examination of the airframe and engine did not reveal any preimpact anomalies that would have precluded normal operation.

At the time of day, the sun was located approximately 17° left of the airplane's nose and about 22° above the horizon. The sun's position likely contributed to the pilot's inability to visual acquire the power lines.

Local law enforcement performed an examination on the pilot's cellphone, with permission from the pilot's family. The report found that the pilot was using his cellphone to both text and call during the flight. The pilot's diverted attention also would have reduced his situational awareness, making his identification of the power lines less likely.

The pilot's autopsy found evidence of coronary artery disease that conveyed an increased risk of a sudden impairing or incapacitating cardiac event, such as arrhythmia, chest pain, or heart attack. The autopsy did not provide specific evidence that such an event occurred; however, such an event would not have reliably left autopsy evidence. Some or all of the small amount of ethanol detected in cavity blood may have been from postmortem formation rather than alcohol consumption. It is unlikely that the pilot was impaired by ethanol effects at the time of the accident.

- Probable Cause: The pilot's failure to maintain clearance from power lines during an aerial application flight. Contributing to the accident was the pilot's cell phone use and the position of the sun, which reduced the pilot's ability to perceive the location of the power lines.

Aerodynamic stall/spin: Piper PA-28-140 Cherokee Cruiser, N6192J, fatal accident occurred on October 17, 2023, near H.A. Clark Memorial Field (CMR/KCMR), Williams, Arizona

• Location: Williams, Arizona 
• Accident Number: WPR24FA014 
• Date & Time: October 17, 2023, 12:19 Local 
• Registration: N6192J 
• Aircraft: Piper PA-28-140 
• Aircraft Damage: Substantial 
• Defining Event: Aerodynamic stall/spin 
• Injuries: 3 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193255/pdf

https://data.ntsb.gov/Docket?ProjectID=193255

On October 17, 2023, about 1219 mountain standard time, a Piper PA-28-140 airplane, N6192J, was substantially damaged when it was involved in an accident near H. A. Clark Memorial Field Airport (CMR), Williams, Arizona. The two flight instructor-certificated pilots and the passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Two flight instructor-certificated pilots and a passenger on a personal flight departed from an airport in high density-altitude conditions with a slight tailwind. A witness located near the airport reported observing the airplane flying at a low altitude over the trees with its wings wobbling. He stated that the airplane climbed to a maximum altitude of about 100 to 200 ft above ground level (agl) before it began a left turn toward the airport road then fell straight toward the ground.

The circumstances of the accident flight, the accident site evidence, and the witness account were consistent with the airplane entering an aerodynamic stall and uncontrolled descent at low altitude.

Although the witness reported that he felt certain that he heard the engine shut down about 3 to 5 seconds before impact, propeller damage and propeller strike marks on the ground were evidence of engine power at impact. Further, postaccident examination of the airframe and engine revealed no evidence of mechanical failure or malfunction that would have precluded normal operation. Regardless, based on the witness's description of the airplane's wings wobbling in flight, the aerodynamic stall was imminent before the reported change in engine sound, and the pilot flying did not adequately adjust the airplane's pitch to prevent it.

The left-seat pilot's toxicology results detected isomers of tetrahydrocannabinol (THC) and their metabolites, indicating that he had used one or more cannabis products. Whether the detected delta-9-THC, delta-8-THC, and cannabidiol (CBD) came from the same product or multiple products is unknown. Delta-9-THC and delta-8-THC have potential to cause cognitive and psychomotor impairment. However, the precise timing of the left-seat pilot's use of these substances and whether the substances were causing significant impairing effects at the time of the accident cannot be determined from the measured levels of the substances and their metabolites. The measured levels of psychoactive substances were relatively low, but this does not exclude associated impairment.

The right-seat pilot's toxicology results indicated that he had used several medications commonly used to treat cold or allergy symptoms. The likelihood of these medications causing significant impairment was low. However, the presence of these medications might indicate a potentially distracting or otherwise impairing condition such as an acute upper respiratory infection or symptomatic seasonal allergies. Whether the right-seat pilot was experiencing such effects from an underlying condition at the time of the accident could not be determined from the available medical evidence.

The airplane was equipped with dual flight controls, and both pilots were qualified to fly the airplane. However, based on the available video evidence from previous flights, during which the left-seat pilot was flying the airplane and the right-seat pilot provided comments and suggestions without intervening on the controls, the left-seat pilot was likely flying the airplane during the accident flight. Video evidence from previous flights indicated that the left-seat pilot had allowed the airplane's airspeed to decay to the point of stall warning horn activation on three occasions during two previous takeoffs without the passenger on board.

- Probable Cause: The pilot's failure to maintain sufficient airspeed and exceedance of the airplane's critical angle of attack during initial climb after takeoff, resulting in an aerodynamic stall. Contributing was the pilot's inadequate preflight airplane performance planning for the high density-altitude. 

Cirrus SR20, N866CD, accident occurred on November 11, 2025, in Chesterfield, Missouri

• Location: Chesterfield, MO 
• Accident Number: CEN26LA044 
• Date & Time: November 11, 2025, 17:50 Local 
• Registration: N866CD 
• Aircraft: CIRRUS DESIGN CORP SR20 
• Injuries: 2 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201994/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N866CD

On November 11, 2025, about 1750 central standard time, a Cirrus SR20, N866CD, was substantially damaged when it was involved in an accident near Chesterfield, Missouri. The pilot and copilot received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that during the night flight, they were on approach to the destination airport and continued to descend with the flaps set to 50%. He slowed the airplane below 100 knots indicated airspeed (KIAS) and extended the flaps to 100%. Shortly after, they heard a “bang” from the front of the airplane and the engine RPM increased. At the same time the airplane made an uncommanded right yaw and roll, and he was unable to maintain control of the airplane. As the airplane was in a steep right spiraling descent, he activated the Cirrus Airframe Parachute System (CAPS), then retarded the throttle and mixture levers. The airplane descended under the canopy and impacted trees and terrain in a nose low attitude. The pilots egressed the airplane without further incident.

Postaccident examination of the airplane revealed that the airplane descended into a wooded area and the empennage separated during the accident sequence. The airplane remained suspended vertically by the parachute and harness. The propeller was embedded in the ground and the left wing was resting on the ground (see figure 1). 

The flaps were found in a fully retracted position, and the flap switch was positioned to 100%. The flap control system and associated hardware remained intact from the flap actuator to the control surfaces. The bottom of the airplane was mostly covered with engine oil and there was a large pool of engine oil in the engine cowling, but the engine did not exhibit evidence of a catastrophic failure.

The airplane’s avionics were sent to the NTSB Vehicle Recorder Laboratory for data extraction.

The airplane was retained to further examination.