Rans S-14 Airaile, N981CS, fatal accident occurred on June 30, 2025, near Guthrie, Oklahoma

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=N981CS

On June 30, 2025, at about 2055 local time, a privately-registered Rans S-14 Airaile, N981CS, sustained substantial damage when it impacted terrain near Guthrie, Oklahoma. The pilot sustained fatal injuries.

The circumstances of the accident are unknown. The aircraft, serial number A122184, was registered as a Light Sport Aircraft (LSA). It was equipped with a Rotax 503 engine, radio and transponder, 13 gallons of fuel on each wing tank and electric trim and flaps. It was not equipped with ADS-B.

The airplane came to rest upright in an open field and was not consumed by a post crash fire. All four corners of the aircraft were present at the accident site. No debris field was noted. The cockpit was crushed aft and sustained extensive impact damage, both wings remained attached to the airframe, and both sustained accordion style, leading edge impact damage, The tail section was suspended in the air and was not damaged during the impact sequence.

According to the United States Naval Observatory, the official sunset occurred at 2050, end of civil twilight at 2120. At the time of the accident the Sun was 1 degrees below the horizon, and the Moon was 41 degrees over the horizon.

- Weather:

METAR KGOK 010053Z AUTO 05003KT 10SM CLR 27/21 A3002 RMK AO2 SLP155 T02720206 $

METAR KGOK 010153Z AUTO 00000KT 10SM CLR 25/22 A3005 RMK AO2 SLP167 T02500217 $

METAR KGOK 010253Z AUTO 09003KT 10SM CLR 25/21 A3006 RMK AO2 SLP171 T02500206 51026 $

Piper PA-23 Apache, N2109P, accident occurred on June 4, 2025, near Palm Bay, Florida

• Location: Palm Bay, FL 
• Accident Number: ERA25LA217 
• Date & Time: June 4, 2025, 13:41 Local 
• Registration: N2109P 
• Aircraft: Piper PA-23 
• Injuries: 1 Minor, 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=2109P

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200265/pdf

On June 4, 2025, at 13:41 eastern daylight time, a Piper PA-23, N2109P, was substantially damaged when it was involved in an accident near Palm Bay, Florida. The commercial pilot was uninjured, and the sole passenger received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilot, they had departed in the morning from the Front Royal-Warren County Airport (FRR), Front Royal, Virginia, and were heading to Boca Raton, Florida. The pilot reported that prior to departing FRR, they had filled both main fuel tanks for a total of 72 gallons of fuel. The pilot also reported that due to a fuel leak, the auxiliary fuel tanks were not used. During the flight, the pilot made a fuel stop at the Orangeburg Municipal Airport (OGB), Orangeburg, South Carolina, where they took on 60.3 gallons of fuel to top off the main fuel tanks. After departing OGB, the flight continued south. When the flight approached Savannah, Georgia, the pilot reported encountering a patch of weather and diverted to the west to go around it. After passing the weather, the pilot began to follow the coastline, and as the airplane approached the Daytona Beach area, the pilot diverted to the east to avoid another patch of weather. Shortly afterward, the pilot began to make an approach to their next fuel stop at the Valkaria Airport (X59), Valkaria, Florida. While on approach to X59, the pilot reported entering a “massive rain shower,” and the pilot lost sight of the runway. The pilot aborted the approach and initiated a climb toward the east to exit the weather. After reaching about 1,500 ft mean sea level (msl), the pilot reported that the left engine began to sputter and lost power. The pilot applied carburetor heat and attempted to restart the left engine; however, engine power did not return. The pilot then reported that the right engine began to sputter, and the pilot elected to perform a forced ditching into the Indian River near Palm Bay, Florida. During the ditching, the airplane sustained substantial damage to the fuselage and empennage. The pilot and passenger exited the airplane and swam to shore.

The wreckage was recovered the same day from the river and brought to shore. The following day, the wreckage was examined. Both fuel selectors were found in the “MAIN” fuel tank position. The left main and auxiliary fuel tank caps were found to be secure, and there were no signs of a fuel leak around the fuel tanks. The left main fuel tank was drained at the left fuel strainer bowl, where approximately 7 gallons of water were drained from the fuel tank. There were no signs of fuel in the left main fuel tank. The left auxiliary fuel tank was drained at the strainer, and the tank contained approximately 4 gallons of fuel that had the odor and color consistent with 100 low lead (LL) aviation gasoline; there was no water found in the left auxiliary fuel tank. The left fuel strainer bowl was removed and visually inspected; the strainer bowl cap was found to be severely corroded. There was no fuel screen installed in the left fuel strainer, and the bowl contained several large pieces of corroded debris. 

The right main fuel tank cap was found to be secured to the fuel tank filler and sealed properly. The right auxiliary fuel tank cap was found installed in the right auxiliary tank filler; however, the right auxiliary tank filler neck was missing the metal ring insert and would not seal properly. A lighted borescope was inserted into the right auxiliary fuel tank, and the filler port insert was found near the right auxiliary tank pickup screen. The right main fuel tank was drained at the fuel strainer, where approximately 1 gallon of water and 4 gallons of fuel that had the odor and color consistent with 100LL aviation gasoline were drained from the fuel tank. The right auxiliary fuel tank was found to be completely devoid of fluid.

The wreckage was retained for further examination.

XAG P100 Pro, N231CU, accident occurred on June 5, 2025, near Pontiac, Illinois

• Location: Pontiac, IL 
• Accident Number: CEN25LA206 
• Date & Time: June 5, 2025, 11:55 Local 
• Registration: N231CU 
• Aircraft: XAG P100 PRO 
• Injuries: 1 None 
• Flight Conducted Under: Part 137: Agricultural

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N231CU

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200318/pdf

On June 5, 2025, at 1155 central daylight time, a XAG P100 Pro, N231CU, was substantially damaged when it was involved in an accident near Pontiac, Illinois. The unmanned aerial system (UAS) was operated under Title 14 Code of Federal Regulations as a Part 137 aerial application flight.

The UAS was in a hover about 10 ft above ground level spraying an agricultural field with fertilizer when a propeller blade separated from the UAS. The UAS then descended and impacted the field. The UAS sustained substantial damage to the propeller.

The portion of the propeller that remained attached to the UAS was retained for further examination.

Loss of control on ground: Magni M24 Orion, N49PF, accident occurred on June 10, 2023, at Venice Municipal Airport (VNC/KVNC), Venice, Florida

• Location: Venice, Florida 
• Accident Number: ERA23LA267 
• Date & Time: June 10, 2023, 11:16 Local 
• Registration: N49PF 
• Aircraft: FLY GYROS LLC M24 ORION 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control on ground 
• Injuries: 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192352/pdf

https://data.ntsb.gov/Docket?ProjectID=192352

On June 10, 2023, at 1116 eastern daylight time, a Fly Gyros LLC M24 Orion gyroplane, N49PF, was involved in an accident at the Venice Municipal Airport (VNC), Venice, Florida. The private pilot was seriously injured. The flight was conducted as a 14 Code of Federal Regulations Part 91 personal flight.

The pilot was attempting to take off when his gyroplane veered off the left side of the runway and impacted a fence substantially damaging the fuselage. According to a first responder, the engine and propeller were running, and the pilot, who appeared incoherent, was trying to climb out of the gyroplane. Once the engine was turned off, the pilot was removed from the aircraft and air-lifted to a trauma center.

Medical personnel initially reported that the pilot had suffered a stroke just before takeoff and had been dealing with a dissecting carotid artery for several weeks before the accident. The pilot’s wife told law enforcement that she spoke with her husband before the flight. She said he seemed normal, and he told her that a previous mechanical issue had been fixed, and the gyroplane was fit to fly. Postaccident examination of the gyroplane revealed no mechanical issues that would have precluded normal operation at the time of the accident.

A postaccident medical review revealed the pilot experienced an acute embolic stroke near the time of the crash, likely caused by dissection of the carotid artery. The pilot had a history of left internal carotid artery stenosis, but no prior carotid dissection. The presence of internal carotid artery stenosis would have put the pilot at increased risk of experiencing an embolic stroke in the absence of dissection. Furthermore, carotid dissection may have occurred before the accident (spontaneously or as a result of minor trauma), leading to embolic stroke, which may have been delayed. However, it is also possible that the pilot’s carotid dissection and embolic stroke may have resulted from the blunt head and neck injury that he sustained in the accident. Such blunt injury is a recognized cause of carotid dissection that can rapidly result in embolic stroke. Thus, whether the pilot’s acute stroke occurred before the accident, or as a result of injury sustained in the accident, could not be determined.

- Probable Cause: The pilot’s failure to maintain directional control on takeoff for unknown reasons; whether the pilot’s acute stroke contributed to, or resulted from, the accident could not be determined.

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.