Loss of engine power (partial): Cessna 172N Skyhawk, N734XT, accident occurred on June 21, 2024, near Hernando, Florida

• Location: Hernando, Florida 
• Accident Number: ERA24LA271 
• Date & Time: June 21, 2024, 12:10 Local 
• Registration: N734XT
• Aircraft: Cessna 172 
• Aircraft Damage: Substantial 
• Defining Event: Loss of engine power (partial) 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194519/pdf

https://data.ntsb.gov/Docket?ProjectID=194519

On June 21, 2024, about 1210 eastern daylight time, a Cessna 172N, N734XT, was substantially damaged when it was involved in an accident near Hernando, Florida. The flight instructor and commercial pilot were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The flight instructor reported that, during an instructional flight, while maneuvering about 2,000 ft above ground level, the engine began to run rough and lost partial power. The airplane could not maintain altitude and the instructor was unable to restore engine power. He subsequently performed a forced landing on a road, during which the left wing impacted a tree and the airplane came to rest inverted. 

Subsequent examination of the engine revealed that the No. 3 exhaust valve rocker was loose and did not depress the exhaust valve when the pushrod was fully extended. The rocker and stud were removed and remnants of threads from the cylinder head were observed between the threads of the stud, consistent with over-tightening of the stud during installation. 

Review of maintenance records revealed that the No. 3 cylinder was replaced due to low compression about 13 months and 564 engine tachometer hours before the accident. Although the maintenance procedures specified that the stud be tightened to 150 ft-lbs of torque, the stud was likely over-tighten during installation, as was evident by cylinder thread material being pulled into the stud threads, which resulted in its looseness and inability of the rocker to open the exhaust valve.

- Probable Cause: The improper installation of a cylinder rocker stud by maintenance personnel, which resulted in a partial loss of engine power and subsequent forced landing.

Runway excursion: Douglas A-4K Skyhawk, N143EM, accident occurred on July 12, 2023, at Cherry Point Marine Corps Air Station (Cunningham Field) (KNKT), Cherry Point, NC

• Location: MCAS Cherry Point, North Carolina 
• Accident Number: ERA23LA298 
• Date & Time: July 12, 2023, 14:00 Local 
• Registration: N143EM 
• Aircraft: Douglas A-4K 
• Aircraft Damage: Substantial 
• Defining Event: Runway excursion 
• Injuries: 1 Serious 
• Flight Conducted Under: Public aircraft

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192623/pdf

https://data.ntsb.gov/Docket?ProjectID=192623

On July 12, 2023, about 1400 eastern daylight time, a McDonnell Douglas A-4K, N143EM, was substantially damaged when it was involved in an accident at Cherry Point Marine Corps Air Station (Cunningham Field) Airport (NKT), Cherry Point, North Carolina. The commercial pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 public use operation.

The pilot reported that a preflight inspection and flight control checks revealed no anomalies, and the pilot, maintenance personnel, and another pilot confirmed that the airplane was properly configured for takeoff. During the takeoff roll, as the pilot reduced forward stick pressure to rotate the airplane, he felt the nose strut extend; however, the airplane did not rotate. The pilot applied full aft stick and nose-up trim, but the airplane remained on the runway. As the airplane approached the end of the runway, the pilot chose to eject, and subsequently sustained serious injuries during the ejection and subsequent landing under parachute. The airplane departed the runway surface and continued an additional 3,000 ft through the runway overrun area, resulting in substantial damage from the impact and subsequent fire.

Postaccident examination of the airplane’s wreckage revealed that the horizontal stabilizer trim was at 0° (the normal takeoff setting was between 6° and 8° nose up) and the wing flaps were retracted. Examination and operational testing of the horizontal stabilizer actuator and trim components revealed no anomalies. Further examination of the airplane revealed that the front left throttle quadrant air-to-air refueling store control head cannon plug was loose. The cannon plug was resting against the horizontal stabilizer manual override push-pull rod end in a way that could limit operation. The cannon plug also showed evidence of severe chafing consistent with contact with the push-pull rod end. However, it is likely that the airplane’s manual trim override was working normally, since functional tests of both the normal horizontal stabilizer trim and manual trim override were part of the after engine start checks, and the pilot reported no anomalies.

Based on the available information, it could not be determined whether the trim system exhibited a runaway condition or if the pilot inadvertently actuated nose-down trim while holding the stick forward during the takeoff roll, as both situations would have presented the same to the pilot. According to the operator, a runaway nose-down trim condition during the takeoff roll was a known issue in the accident airplane make and model. 

Regardless of the reason for the nose-down trim, the pilot should have recognized the airplane’s failure to rotate as a runaway nose-down trim scenario and immediately completed the associated emergency procedure, which included employing the manual trim override. The procedure likely would have resulted in the airplane becoming airborne, and thus preventing the accident.

- Probable Cause: The pilot’s failure to identify and appropriately respond to an anomalous nose-down trim condition during the takeoff roll, which resulted in his decision to eject and the airplane’s subsequent runway excursion.

Fuel contamination: Piper PA-30-160 Twin Comanche B, N7318Y, accident occurred on June 8, 2023, at Nephi Municipal Airport (U14), Nephi, Utah

• Location: Nephi, Utah
• Accident Number: WPR23LA220 
• Date & Time: June 8, 2023, 12:19 Local 
• Registration: N7318Y 
• Aircraft: Piper PA-30 
• Aircraft Damage: Substantial 
• Defining Event: Fuel contamination 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192341/pdf

https://data.ntsb.gov/Docket?ProjectID=192341

On June 8, 2023, about 1219 mountain daylight time, a Piper PA-30, N7318Y, was substantially damaged when it was involved in an accident near Nephi, Utah. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot was conducting a repositioning flight when, while enroute, the left engine briefly lost power. The pilot attempted to troubleshoot, but the engine continued to cycle between 1,000 and 2,400 rpm. The pilot diverted to a nearby airport for a precautionary landing. During the landing flare, about 5 ft above the ground (agl), the left engine lost total power. The pilot applied right rudder to counteract the lowered left wing; however, the airplane touched down hard and exited the left side of the runway. The right wing impacted a dirt mound and sustained substantial damage.

Postaccident examination of the fuel system, left and right fuel strainer bowls, and filter discs revealed that the filter bowl and filter disc contained contaminants consistent with rust/corrosion. Both the left and right fuel strainer post had pitting corrosion. Rust/corrosion was also found in the cavity walls and cover plates of both strainer knob assemblies, as well as in the left and right fuel selector valves, primarily the left and right auxiliary inlet lines.

Review of the airplane’s maintenance records revealed that, about four months before the accident flight, the right engine lost power in flight; after that event, the fuel screen was found restricted and corroded. The pilot stated that multiple injectors from both engines were also found obstructed. The right outboard auxiliary tank was replaced, along with the fuel screens. Both left and right fuel lines were flushed by a mechanic. The pilot added about 7 months prior to the accident flight, the right engine fuel injectors were found obstructed during an inspection.

The rust/contamination found months before the accident was likely not adequately addressed and not completely removed from within the fuel system, which led to a build-up of contamination within the fuel delivery system that restricted the fuel supply to the left engine and resulted in the loss of power.

- Probable Cause: A total loss of engine power due to fuel contamination as a result of the inadequate removal of fuel system corrosion during previous maintenance.

Loss of engine power (partial): Beechcraft B35 Bonanza, N8725A, fatal accident occurred on June 10, 2023, near Orangeburg Municipal Airport (OGB/KOGB), Orangeburg, South Carolina

• Location: Orangeburg, South Carolina 
• Accident Number: ERA23FA265 
• Date & Time: June 10, 2023, 10:21 Local 
• Registration: N8725A 
• Aircraft: Beech B35 
• Aircraft Damage: Destroyed 
• Defining Event: Loss of engine power (partial) 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192348/pdf

https://data.ntsb.gov/Docket?ProjectID=192348

On June 10, 2023, about 1021 eastern daylight time, a Beech B35, N8725A, was destroyed when it was involved in an accident near Orangeburg, South Carolina. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot of the airplane was on a short cross-country flight in visual meteorological conditions and was receiving flight following services from air traffic control. About 20 minutes into the flight, while flying at an altitude of about 1,200 ft above the ground, the pilot advised the air traffic controller that there was a problem with the airplane’s engine. The controller called out the nearest airport to the pilot, which at that point was about 6 miles away and behind him. The pilot responded that the airplane would not be able to reach the airport, and no further transmissions were received from the pilot. The airplane subsequently impacted trees and terrain and a postimpact fire ensued.

Postaccident examination of the wreckage revealed that the engine’s No. 3 cylinder intake pushrod was bent, but that the corresponding pushrod tube did not display evidence of any impact-related damage. The corresponding intake valve displayed a buildup of carbon deposits on the valve stem and both the intake and exhaust tappets for the No. 3 cylinder displayed abnormal wear. All of these signatures suggest that the No. 3 cylinder intake valve may have stuck open during the flight. With the valve stuck in an open position, the introduction of exhaust gases into the engine’s air intake system likely would have resulted in a reduction of engine power such that engine was no longer able to produce sufficient thrust to sustain level flight.

Review of the airplane’s registration and maintenance records revealed that the pilot had purchased the airplane about 9 months before the accident. Shortly thereafter, while on a long cross-country flight, the airplane’s engine began leaking oil. Maintenance personnel subsequently inspected the airplane and identified numerous discrepancies with the engine related to the leaking oil, as well as leaking and deteriorated exhaust system components (though they did not specifically identify any issues related to the No. 3 cylinder or its intake valve). The records did not reflect that any of the identified discrepancies had been rectified or that the airplane had undergone any other inspections. It is possible that, had the airplane’s engine undergone more extensive inspection, troubleshooting, and repair, issues with the No. 3 intake valve could have been identified and addressed before the accident flight.

- Probable Cause: A stuck No. 3 cylinder intake valve, which resulted in a partial loss of engine power and subsequent forced landing.

Cessna 150M, N45659, accident occurred on June 6, 2025, near Phoenix-Deer Valley Airport (DVT/KDVT), Phoenix, Arizona

• Location: Phoenix, AZ 
• Accident Number: WPR25LA170 
• Date & Time: June 6, 2025, 05:30 Local 
• Registration: N45659 
• Aircraft: Cessna 150M 
• Injuries: 2 Minor 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N45659

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200290/pdf

On June 6, 2025, about 0530 mountain standard time, a Cessna 150M, N45659, was substantially damaged when it was involved in an accident near Phoenix, Arizona. The flight instructor and student pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. 

The pilot reported that he had departed runway 07L at Phoenix Deer Valley Airport (DVT), Phoenix, Arizona. During the left turn to the crosswind leg of the airport traffic pattern, about 300 ft above ground level, the engine lost power. The pilot continued the left turn to return to the runway, but the airplane descended rapidly and landed in a vacant lot about 3,100 ft northeast of the departure runway threshold and nosed over. The airplane sustained substantial damage to the aft fuselage and empennage. Fuel was observed leaking from the airplane while inverted, and during the airplane recovery, several gallons of fuel were extracted from the fuel tank to facilitate transport. 

The wreckage was recovered to a secure area for further investigation.

Piper PA-32-300 Cherokee Six, N2242Z, accident occurred on June 1, 2025, near Montauk, New York

• Location: Montauk, NY 
• Accident Number: ERA25LA215 
• Date & Time: June 1, 2025, 11:30 Local 
• Registration: N2242Z 
• Aircraft: Piper PA32-300 
• Injuries: 2 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N2242Z

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200256/pdf 

On June 1, 2025, about 1130 EDT, N2242Z, a Piper PA32-300 airplane, was involved in an accident near Montauk, New York. The private pilot/owner and his passenger were not injured. The flight was conducted as a 14 CFR Part 91 personal flight. 

The airplane departed Bridgeport/Sikorsky Airport (BDR), Bridgeport, Connecticut, about 1114, and was en route to Block Island State Airport (BID), Block Island, Rhode Island. The pilot stated that all engine indications were normal as he climbed and leveled off at 3,000 ft mean sea level (msl) over Long Island Sound. Shortly after, the engine made a popping noise “similar to a back fire” with a noticeable loss of engine thrust. The pilot noted the RPM gauge went to “0” but the propeller continued to spin. He declared a MAYDAY and prepared for a forced landing in the water. Upon landing, the pilot said he and his passenger exited the airplane and he used his cell phone to direct emergency personnel to his location. 

The airplane wreckage was recovered from the water and taken to a secure facility for further examination. Both wings had been removed, and substantial damage was observed on the lower fuselage. The engine and its two-bladed propeller remained securely attached to the airframe. Evidence of corrosion was noted from exposure to saltwater. The rocker box covers were removed, and no anomalies were noted. However, when the crankshaft was rotated via the propeller, there was no movement noted on any of the rocker arms. The engine was removed from the airframe to facilitate further examination. The accessory section of the engine was removed, and the crankshaft gear bolt was found about 1/8th of an inch from the seated position. The safety lock plate washer was present; however, the washer tabs were bent. The crankshaft gear bolt head was rounded. The crankshaft gear bolt was removed, and the bottom threads of the bolt were damaged. The crankshaft gear was removed, and the alignment dowel was sheared. Four teeth were sheared from the oil adapter idler gear and found in the oil sump.

No other mechanical deficiencies were noted with the engine. 

The damaged components were retained and sent to the NTSB Materials Laboratory for further examination.

Cessna 182P Skylane, N78720, accident occurred on June 13, 2025, near Hyampom Airport (H47), Hyampom, California

https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N78720

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200329/pdf

On June 13, 2025, about 1030 Pacific daylight time, a Cessna 182P, N78720, was substantially damaged when it was involved in an accident near Hyampom, California. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

The pilot reported that during cruise flight about 8,500 ft mean sea level (msl), as he approached his destination, he could not descend until he was clear of a temporary flight restriction (TFR). Once he was clear of the TFR, he reduced engine power significantly, decreased airspeed and applied 10° of flaps before he began a descent to Hyampom Airport (H47), Hyampom, California. During the descent, the pilot conducted the prelanding checklist, verified the fuel selector lever was on both, advanced the propeller control lever to full forward and incrementally advanced the fuel mixture to the full rich. He said that the entire descent was conducted at a low power setting and that he kept the cowl flaps closed to prevent shock cooling the engine. 

The pilot entered the airport traffic pattern for runway 32, and while on the base leg, he advanced the throttle, with no response from the engine. He then applied full throttle and verified that the mixture and propeller control levers were full forward. Unable to maintain altitude, the pilot initiated a forced landing to a gravel sand bar, about 900 ft short of the runway 32 threshold. The pilot stated that he landed hard and that the nosewheel and nosewheel strut separated after impacting large gravel rocks. The airplane came to rest upright about 150 ft from the initial touchdown point. Postaccident examination of the airplane revealed that the forward fuselage was substantially damaged. 

The wreckage was recovered for further examination.