Aircraft structural failure: Bailey-Moyes Dragonfly, UNREG, fatal accident occurred on April 19, 2024, at Sheets Airport (FA42), Groveland, Florida

• Location: Groveland, Florida
• Accident Number: ERA24LA185
• Date & Time: April 19, 2024, 13:30 Local
• Registration: UNREG Aircraft: Bailey-Moyes Dragonfly
• Aircraft Damage: Substantial
• Defining Event: Aircraft structural failure
• Injuries: 1 Fatal
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194119/pdf

https://data.ntsb.gov/Docket?ProjectID=194119

On April 19, 2024, about 1330 eastern daylight time, an unregistered Bailey-Moyes Dragonfly airplane was substantially damaged when it was involved in an accident at Sheets Airport (FA42), Groveland, Florida. The private pilot was fatally injured. The flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. 

According to witnesses, the airplane departed and climbed to an altitude about 200 to 300 ft above ground level and then turned before the right wing “folded upward” and the airplane descended in a spiral to the ground. Postaccident examination revealed that the right lower wing strut attachment was not properly assembled; the bolt intended to connect the wing strut block to the fuselage bulkhead was threaded through the fuselage structure and tightened, but had not passed through the hole in the strut block, resulting in no load-bearing connection between the wing strut and the fuselage. The absence of deformation or damage to the bolt and wing strut block at the attachment point was consistent with the improper installation of the bolt. 

Without the structural support of the right lower wing strut, the wing was unable to sustain the aerodynamic loads encountered during the initial climb, resulting in an in-flight structural failure of the right wing. The accident flight was the airplane’s first flight since it was assembled by the pilot. The airplane was unregistered and had not been issued an airworthiness certificate or operating limitations, nor had it been inspected by a designated airworthiness representative or an FAA inspector before the flight. 

- Probable Cause: The pilot’s improper installation and inspection of the right lower wing strut attachment bolt, which resulted in the inflight failure of the right wing.

Unknown or undetermined: Piper PA-18-150 Super Cub, N1880P, fatal accident occurred on December 8, 2023, near Anchor Point, Alaska

• Location: Anchor Point, Alaska
• Accident Number: ANC24FA008
• Date & Time: December 8, 2023, 13:12 Local
• Registration: N1880P
• Aircraft: Piper PA-18-150
• Aircraft Damage: Destroyed
• Defining Event: Unknown or undetermined
• Injuries: 2 Fatal
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193500/pdf

https://data.ntsb.gov/Docket?ProjectID=193500 

On December 8, 2023, about 1312 Alaska standard time, a Piper PA-18-150 airplane, N1880P, was destroyed when it was involved in an accident near Anchor Point, Alaska. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot was conducting a cross-country personal flight with one passenger. After takeoff, the airplane climbed to altitude to overfly a large body of water. After crossing over the body of water the airplane began a descent. Subsequently, a vehicle dash-mounted camera captured about 7 seconds of video of the airplane falling vertically in an inverted flat spin with the left wing’s outboard section partially separated from the airplane, folded in a V-shape, before impact. The recorded video did not capture the initiating event. Review of flight track data from the airplane’s GPS indicated the pilot initiated a descent of about 1,000 ft per minute (fpm) as the airplane neared the shoreline. The descent rate remained steady until the airplane crossed over the shoreline at an altitude of about 4,500 ft mean sea level (msl), when the descent rate increased to about 4,000 fpm. The airplane came to rest in low brush and trees in an inverted attitude.

All major airframe and engine components were recovered at the impact site. Control continuity was established between the cockpit flight controls and their respective control surfaces. Examination of the engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.

Examination of the left wing revealed a portion of the leading edge skin was flattened and fractured into two pieces. There was mechanical tearing on the upper portion of the aluminum leading edge skin and the leading edge ribs were crushed against the forward spar in this area. The fabric skin covering the aluminum leading edge skin in this area was torn and ripped, coincident with the mechanical damage. Multiple linear, parallel gouges, cuts, and scuffs were oriented aft and inboard in the wing fabric around the area that was torn. There was no evidence of transferred material in these marks, and no evidence of tree debris around the leading edge damage. The mechanical damage to the left wing’s leading edge and the linear, parallel witness marks were consistent with impact by an object.

The examined fracture surfaces had an angled, dull, grainy appearance consistent with overstress separation. The left wing had no obvious corrosion, and it was assembled correctly and was intact before the initiating event, with no pre-existing conditions that would compromise its strength. The deformation of the left wing’s leading edge and spars and the fracture of the left wing spars were not consistent with normal in-flight loads. The separation of the propeller tip from overstress was consistent with impact separation while under power.

Based on physical evidence, it is likely that the leading edge of the left wing was impacted, at an undetermined time, which deformed the forward and aft spars and fractured the forward spar. Aerodynamic loads then twisted the left wing’s outboard section leading edge down and fractured the rear spar, partially separating the left wing from the fuselage. The left wing’s outboard section remained attached to the lift struts, and aerodynamic loads deformed it into a V-shape about the strut attach points. The location and orientation of silver paint transfer marks indicate the upper surface of the left wing’s outboard section likely impacted the airplane’s left ski as the wing fractured and partially separated. This sequence rendered the airplane uncontrollable and resulted in it entering an inverted flat spin.

Examination of the wing showed impact signatures consistent with a glancing impact, but the timing of the contact could not be determined. Based on the available evidence, investigators could not establish whether the damage occurred on the ground, in flight, or immediately before the accident. If a second aircraft had contacted the accident airplane, it is possible that the damage would have been minor enough for continued flight and a normal landing. However, aside from an unverified radio transmission or phone call, the investigation found no evidence that another aircraft was near the accident airplane at the time of the event.

- Probable Cause: An impact to the left wing, at an undetermined time, for reasons that could not be determined, which partially separated the left wing and rendered the airplane uncontrollable.

Cessna 150G, N4714X, accident occurred on April 8, 2026, near Cave Creek, Arizona

• Location: Phoenix, AZ 
• Accident Number: WPR26LA150 
• Date & Time: April 8, 2026, 10:33 Local 
• Registration: N4714X 
• Aircraft: Cessna 150G 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202781/pdf

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N4714X

On April 8, 2026, about 1033 mountain standard time, a Cessna 150G, N4714X, was substantially damaged when it was involved in an accident near Phoenix, Arizona. The flight instructor and student pilot were not injured. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

A review of preliminary ADS-B data revealed that after departure the airplane flew north about 10 miles to a practice area where it performed several maneuvers. About 30 minutes into the 33-minute flight, the airplane reached an altitude of 4,100 ft mean sea level (msl) and shortly after it began a gradual descent to ground level.

According to the flight instructor, the flight departed Phoenix Deer Valley Airport (DVT), Phoenix, Arizona, for flight training. After arriving at the practice area, they performed slow flight and steep turn maneuvers. They subsequently climbed to about 4,000 ft msl where they performed power-off stall maneuvers. When the student pilot reapplied power the engine did not respond. The flight instructor took control of the airplane and looked for a place to land. He attempted restart procedures and engaged the starter multiple times without success. The flight instructor initiated a forced landing to brush covered terrain. During the landing roll, the airplane encountered uneven terrain and nosed over. The fuselage, vertical stabilizer, rudder and wings were substantially damaged.

During the recovery of the wreckage, 4 gallons of fuel were removed from the left wing tank and 9 gallons was removed from the right wing tank.

The airplane was retained for further examination.

Schleicher ASH 31 Mi, N77UK, accident occurred on April 13, 2026, in Williams, California

• Location: Williams, CA 
• Accident Number: WPR26LA158 
• Date & Time: April 13, 2026, 10:51 Local 
• Registration: N77UK 
• Aircraft: ALEXANDER SCHLEICHER GMBH & CO ASH 31 MI 
• Injuries: 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202810/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N77UK

On April 13, 2026, about 1051 Pacific standard time, an experimental Alexander Schleicher GMBH and Co., Ash 31 Mi Glider, N77UK, was substantially damaged when it was involved in an accident near Williams, California. The pilot sustained minor injuries. The glider was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that he departed from Williams Gliderport (CN12), Williams, California, in the self-launching motorglider. During climbout, about 200 ft above ground level, the engine lost power. The pilot verified that the emergency fuel pump was on and then reviewed his landing options. There were power lines straight ahead, so he opted to perform a right turn back to the runway. However, during the turn, the right wingtip struck terrain. Subsequently, the glider’s nose and main gear impacted a plowed field and resulted in substantial damage to the fuselage and wings.

Witnesses located at the airport reported observing the glider depart uneventfully until it passed behind a hangar and was no longer visible. Shortly thereafter, the witnesses observed the glider again in a steep right turn.

The glider was recovered for further examination.

Diamond DA42 Twin Star, VH-YQP, fatal accident occurred on April 29, 2026, at Parafield Airport (YPPF), Adelaide, South Australia

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.

- History of Flight:
On April 29, 2026, at about 1409 local time, a Diamond DA42 Twin Star, VH-YQP, operated by the Flight Training Adelaide, was destroyed when it was involved in an accident at Parafield Airport (YPPF), Adelaide, South Australia. The flight instructor and student pilot were fatally injured. The local training flight originated from the airport.

According to Automatic dependent surveillance-broadcast (ADS-B) data, at 1358, the airplane taxied from the ramp to runway 03L. At 1408:33, the airplane started its takeoff from the runway. At 1408:43, the airplane appeared to drift off the left side of the runway while going about 77 knots (groundspeed). At 1408:52, the airplane began to climb while going about 88 knots (GS) with a reported vertical rate of 1,700 feet per minute (fpm). At 1409:02, the airplane the crest of the climb at 175 ft, 92 knots groundspeed, 380 fpm, and at the same time started a descending left hand turn. At 1409:06, the airplane was at 150 ft, 87 knots GS, and descending 380 fpm. The last ADS-B return was recorded at 1409:13, the airplane was over the accident site (hangar) at 125 ft, 91 knots groundspeed, and 500 feet per minute descent rate.

Figure 1: ADS-B exchange recording of accident.

Figure 2: Close-up of when the airplane apparently drifted off the left side.

Figure 3: Crest of climb and left hand descending turn.

Figure 4: Google Earth Pro running ADS-B exchange data

Figure 5: Other view

- Wreckage and Impact Information:
Videographic evidence shows that the airplane was struggling to climb while maintaining a left bank attitude. The airplane continued banking/rolling left and eventually entered a near vertical descent into the roof of a hangar at the airport. The impact appears consistent with a low altitude departure stall/Vmca roll. The video was not in clear quality to show the condition of both engines prior to impact (see figures).

Figure 6: Accident Sequence as seen from witness video

Figure 7: Level flight vs left roll as seen in accident video

- Airplane Information:
The accident aircraft, serial number 42.213, was manufactured in 2007. It was a 4-seat, twin engine, low wing, T-tailed, retractable gear airplane mainly made of carbon composite. It was powered by two Lycoming IO-360-M1A engines.

According to the airplane specifications, the stall speed is 61-62 knots (CAS/IAS), depending on engine/maximum takeoff weight.

According to the Pilot Operating Handbook, Operating Limitations, 2.2 Airspeeds: 

VMCA (Minimum control speed airborne) is 65 KIAS (With one engine inoperative, keep airspeed above this limit.)

According to the Pilot Operating Handbook, Emergency Procedures, 3.5.4 ENGINE FAILURE DURING TAKE-OFF

(a) Engine failure with the landing gear extended.

During ground roll:

- abort takeoff

(1) THROTTLE levers ...................................... IDLE / BOTH

(2) Rudder........................................................ maintain directional control

(3) Brakes......................................................... as required

If remaining runway / surface is inadequate to stop continue straight ahead, keep clear of obstacles.

IF SUFFICIENT TIME IS REMAINING, THE RISK OF FIRE IN THE EVENT OF A COLLISION WITH OBSTACLES CAN BE REDUCED AS FOLLOWS:

(4) FUEL SELECTORS.................................... OFF

(5) MIXTURE control levers ............................. IDLE cut-off

(6) Ignition switches ......................................... OFF

(7) ELECT. MASTER........................................ OFF.

____________________________

(b) Engine Failure after lift-off

If the landing gear is still down and the remaining runway/surface is adequate:

- abort the takeoff and land straight ahead, turning to avoid obstacles

If the remaining runway / surface is inadequate:

- decide whether to abort or to continue the take-off.

WARNING: IN CERTAIN COMBINATIONS OF AIRCRAFT WEIGHT, CONFIGURATION, AMBIENT CONDITIONS, SPEED AND PILOT SKILL, THE RESULTING CLIMB PERFORMANCE MAY NEVERTHELESS BE INSUFFICIENT TO CONTINUE THE TAKE-OFF SUCCESSFULLY. THEREFORE, A CONTINUED TAKEOFF WITH A FAILED ENGINE HAS TO BE AVOIDED IF AT ALL POSSIBLE. REFER TO CHAPTER 5 PERFORMANCE, FOR ONE ENGINE INOPERATIVE PERFORMANCE DATA.

Continued takeoff:

(1) MIXTURE control levers ............................. full forward

(2) PROPELLER RPM levers........................... full forward

(3) THROTTLE levers ...................................... full forward

(4) Rudder ........................................................ maintain directional control

(5) Airspeed...................................................... Vyse 90 KIAS / as required

(6) Ignition switches.......................................... check BOTH

(7) FUEL PUMPS............................................. ON

(8) FLAPS ........................................................ verify UP

(9) Landing Gear.............................................. UP to achieve a positive ROC

(10)Failed Engine.............................................. identify

For the failed engine, move the controls and switches as follows:

(11)THROTTLE lever........................................ IDLE, then move it up enough to silence the gear warning horn

(12)PROPELLER RPM lever ............................ FEATHER

(13)MIXTURE control lever............................... IDLE cut-off

(14) FUEL PUMP .............................................. OFF

(15) Ignition switch ............................................ OFF

(16) FUEL CONTROL....................................... OFF

Continue according to Paragraph 3.5.9 - ONE ENGINE INOPERATIVE FLIGHT and land as soon as possible according to Paragraph 3.5.10 - ONE ENGINE INOPERATIVE LANDING.

If the situation allows, you may climb to a safe altitude for engine troubleshooting (Paragraph 3.5.7 – ENGINE TROUBLESHOOTING) or (Paragraph 3.5.6 - ENGINE PROBLEMS IN FLIGHT) in order to try to restore engine power.

- Airport Information:
Adelaide/Parafield Airport sets at an elevation of 57.0 ft. It features two four runways, runway 03L/21R (4429 x 59 ft), runway 03R/21L (4196 x 59 ft), runway 08R/26L (3255 x 59 ft), runway 08L/26R (3143 x 59 ft)

- Weather:
The 1400 METAR at the closest airport (YPAD) indicated the following conditions: Wind 050 at 13 knots, temperature 28°C, dewpoint 5°C, an altimeter setting of 1022 hpa. The calculated density altitude was 1355 ft.

METAR YPAD 290400Z 03015KT CAVOK 28/04 Q1022

METAR YPAD 290430Z 05013KT CAVOK 28/05 Q1022

METAR YPAD 290500Z 04013KT CAVOK 28/04 Q1021