Loss of control in flight: Beechcraft E90 King Air, N522MJ, fatal accident occurred on May 17, 2023, near Winslow, Arkansas

• Location: Winslow, Arkansas
• Accident Number: CEN23FA190
• Date & Time: May 17, 2023, 12:37 Local
• Registration: N522MJ
• Aircraft: Beech E-90
• Aircraft Damage: Destroyed
• Defining Event: Loss of control in flight
• Injuries: 1 Fatal
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/174548/pdf

https://data.ntsb.gov/Docket?ProjectID=174548

On May 17, 2023, about 1237 central daylight time, a Beech E-90 airplane, N522MJ, was destroyed when it was involved in an accident near Winslow, Arkansas. 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 being flown to another airport for maintenance work on the autopilot system. Before the flight, the pilot and an avionics technician discussed a roll issue with the airplane’s autopilot and the pilot was advised not to use the autopilot until the issue was resolved. The avionics technician further advised the pilot to wait for good weather to make the flight, but the pilot reportedly had a function back home that he wanted to attend later, on the day of the accident.

Recorded flight track data indicated that most of the flight was uneventful until the airplane began its descent toward the intended destination. During the descent, the airplane encountered overcast clouds that continued to the end of the flight. The pilot was subsequently cleared for an instrument approach to the destination airport. While maneuvering on the approach, the airplane descended below its assigned altitude and the controller issued a low-altitude alert to the pilot. The airplane briefly climbed before it entered a descending right turn that continued to the end of the recorded data.

Calculations based on recorded flight data revealed the airplane was descending over 15,000 feet per minute shortly before impact. The airplane impacted the ground near the final recorded flight track data point, in a near vertical attitude, and was fragmented. Examination of the airplane, engines, and systems did not reveal any preimpact anomalies that would have precluded normal flight.

Based on the available information, the pilot likely was not using the autopilot due to the known issue with the system and, as a result, was hand flying the airplane during the instrument approach. The pilot likely was accustomed to flying the airplane with the automation that the autopilot provided rather than by hand in single-pilot instrument meteorological conditions (IMC). Based on the recorded flight path, it is likely that the pilot became spatially disoriented and lost control of the airplane while intercepting the final approach course for the instrument approach. In addition, the pilot allowed his self-imposed pressure to influence his decision to complete the flight in less-than-ideal weather conditions without a functional autopilot.

Although ethanol was detected in liver and muscle tissue, it is likely that some, or all, of the detected ethanol was from postmortem production. Thus, it is unlikely that ethanol contributed to the accident. Tadalafil, salicylic acid, famotidine, atenolol, and irbesartan were detected in liver and muscle tissue, but it is unlikely that these substances contributed to the accident.

- Probable Cause: The pilot’s poor preflight decision to depart into known instrument meteorological conditions (IMC) without a functional autopilot system, which resulted in spatial disorientation and his failure to maintain aircraft control while flying in IMC during the instrument approach. Contributing to the accident was the pilot’s self-imposed pressure to conduct the flight.

Controlled flight into terr/obj (CFIT): Piper PA-32R-301 Saratoga SP, N43156, fatal accident occurred on January 11, 2023, near Dayton, Virginia

• Location: Dayton, Virginia
• Accident Number: ERA23FA108
• Date & Time: January 11, 2023, 18:09 Local
• Registration: N43156 Aircraft: Piper PA-32R-301
• Aircraft Damage: Destroyed
• 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/106565/pdf

https://data.ntsb.gov/Docket?ProjectID=106565

On January 11, 2023, about 1809 eastern standard time, a Piper PA-32R-301 airplane, N43156, was destroyed when it was involved in an accident near Dayton, Virginia. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot departed on the visual flight rules (VFR) cross-country flight at night. Shortly after departing, the pilot established the airplane along a course directly toward the destination airport, climbed to a cruise altitude of about 6,500 ft mean sea level (msl), and contacted air traffic control to request flight following services. About 10 minutes later, the pilot advised the controller that he was descending to 5,500 ft msl, and the controller advised the pilot to “maintain VFR.” No further transmissions were received from the pilot. The airplane descended below 4,500 ft and deviated about 20° left of its previously established course. The airplane continued its steady descent until it impacted mountainous terrain at an elevation about 4,000 ft msl.

The accident site was located less than 500 ft horizontally and 100 ft vertically from the airplane’s last ADS-B-observed position, and the debris path was oriented roughly along the airplane’s previously established course line. The length of the debris path, impact signatures observed on the wreckage, and the degree of fragmentation of the wreckage were all consistent with a controlled flight into terrain-type impact. Examination of the airframe and engine displayed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.

The accident pilot held a private pilot certificate and had accumulated nearly 1,800 total hours of flight experience, but did not hold an instrument rating. Review of forecast and observed weather conditions revealed that light rain and overcast clouds prevailed along the route of flight, and that the airplane many have been flying through light rain showers around the time when the pilot advised air traffic control that he was descending. AIRMETS valid at the time of the accident warned of mountain obscuration, and surface observations from nearby airports confirmed that there was likely an overcast cloud ceiling around 5,000 ft msl in the area; however, based on the available weather information, it could not be determined whether the pilot encountered instrument meteorological conditions (IMC) in flight or was descending in order to avoid IMC when the impact with terrain occurred. Given the night lighting conditions and the lack of ambient cultural lighting available in the area of the accident site, it is likely that the pilot was unable to see the terrain below.

Postmortem examination of the pilot’s remains identified no significant natural disease. Toxicology testing detected likely subtherapeutic concentrations of the sedating antihistamine, cetirizine, in his blood; however, side effects from low levels of this over-the-counter allergy medication would not likely influence his decision-making ability or his ability to control the airplane. The pilot’s use of cetirizine was likely not a factor in this accident.

- Probable Cause: The pilot’s controlled flight into terrain while descending over mountainous terrain at night.

Fuel related: Cessna 172N Skyhawk, N4922G, fatal accident occurred on July 8. 2023 at San Rafael Airport (CA35), San Rafael, California

• Location: San Rafael, California
• Accident Number: WPR23FA258
• Date & Time: July 8, 2023, 22:01 Local
• Registration: N4922G
• Aircraft: Cessna 172N
• Aircraft Damage: Substantial
• Defining Event: Fuel related
• Injuries: 1 Fatal, 1 Serious
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192562/pdf

https://data.ntsb.gov/Docket?ProjectID=192562

On July 8, 2023, at 2203 Pacific daylight time, a Cessna 172N, N4922G, was substantially damaged when it was involved in an accident near San Rafael, California. The pilot was seriously injured, and the passenger was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot was on a night cross-country flight and began an enroute descent about 65 miles from the destination airport. When the pilot attempted to add engine power to level off at a lower altitude, the engine did not respond. The pilot attempted to troubleshoot the loss of engine power, including selecting carburetor heat, but without success. As the airplane continued to descend, it struck a powerline near the approach end of the runway and impacted a water canal. During the accident sequence the fuselage and both wings sustained substantial damage. 

The pilot did not report that he activated the carburetor heat during the descent, as called for in the pilot’s operating handbook normal descent procedures “as required – for carburetor icing conditions.” The pilot reported that he would not normally select the carburetor heat until the airplane was below 1500 ft and entering the traffic pattern. 

Postaccident examination of the airplane revealed no evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation. Review of weather information indicated that the airplane was operating in an area conducive to the development of serious carburetor icing at cruise power. It is likely that the carburetor accumulated ice during the prolonged descent without the use of carburetor heat, which resulted in a total loss of engine power.

The accident is consistent with a total loss of engine power due to carburetor icing as a result of the pilot’s failure to activate the carburetor heat in a timely manner during the descent.

- Probable Cause: The total loss of engine power due to carburetor icing as a result of the pilot’s failure to activate the carburetor heat in a timely manner during the descent.

Piper PA-32R-300 Cherokee Lance, N3609Q, accident on June 24, 2025, at Big Lake Airport (BGQ/PAGQ), Big Lake, Alaska

• Location: Big Lake, AK 
• Accident Number: ANC25LA055 
• Date & Time: June 24, 2025, 09:34 Local 
• Registration: N3609Q 
• Aircraft: Piper PA-32R-300 
• Injuries: 2 Serious 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N3609Q

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200386/pdf

On June 24, 2025, about 0934 Alaska daylight time, a Piper PA-32R-300 airplane, N3609Q, was substantially damaged when it was involved in an accident near Big Lake, Alaska. The pilot and flight instructor were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The airplane departed from the Palmer Municipal Airport (PAQ) at about 0900 on a training flight with about 60 gallons of fuel on board. A witness at the Big Lake Airport (BGQ) reported seeing the airplane over the trees on the south end of the runway. The airplane made a sharp left turn towards the runway impacting the ground just north of the runway. A first responder reported the pilot stated the airplane ran out of fuel.

The National Transportation Safety Board’s (NTSB) investigator-in-charge’s on-scene wreckage examination revealed the right wing fuel tank contained about 22 gallons of fuel. The left-wing fuel tank connection was damaged from impact and no fuel was observed in the left wing. The available position of the fuel selector in the cockpit is OFF, LEFT TANK, and RIGHT TANK. According to the owner of the airplane, the pilot would have started the flight in the RIGHT TANK position. The fuel selector was found in the OFF position and was jammed from impact damage, which would not allow movement after the accident. (Figure 1).

Loss of control in flight: Porto Risen 915iSV, N2442, fatal accident occurred on July 28, 2023, near Dawson Community Airport (GDV/KGDV), Glendive, Montana

• Location: Glendive, Montana
• Accident Number: WPR23FA286 
• Date & Time: July 28, 2023, 14:10 Local 
• Registration: N2442 Aircraft: RISEN 915 iS 
• Aircraft Damage: Destroyed 
• Defining Event: Loss of control in flight 
• Injuries: 1 Fatal Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192733/pdf

https://data.ntsb.gov/Docket?ProjectID=192733

On July 28, 2023, about 1410 mountain daylight time, an experimental amateur-built Risen 915 iS, N2442, was destroyed when it was involved in an accident near Glendive, Montana. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot was conducting a personal cross-country flight in his experimental, amateur-built airplane, and the accident occurred on day nine of the flight.

The airport manager at the departure airport reported that he assisted the pilot with fueling the airplane with about 15 gallons of fuel. He reported that the engine sounded like it was at full power during takeoff; however, the airplane appeared to climb slower than he expected to about 300-400 ft above ground level (agl). The main landing gear were up but the nose gear appeared to be partially extended and had not completely retracted. He watched the airplane maintain a low altitude at a low airspeed until he observed a “wing drop,” and the airplane subsequently made two turns in a “flat spin” with about a 45-60° nose-down attitude as it descended behind terrain.

Postaccident examination revealed no anomalies with the airframe or engine that would have precluded normal operation. Damage signatures and witness accounts indicated that the engine was producing power at the time of the accident. The debris path was consistent with a steep impact angle.

Evidence suggests that the pilot failed to maintain airspeed during the climb, which resulted in an exceedance of the airplane’s critical angle of attack and a subsequent aerodynamic stall/spin. The pilot had texted the aircraft kit manufacturer that he was having problems with the engine overheating; however, had made modifications to the cooling system that appeared to be successful, according to his texts with the owner of a similar airplane. The airplane’s emergency parachute was found deployed at the accident site. Since the parachute was unfurled, it is likely that the parachute deployment was the result of ground contact.

Evidence suggests that the pilot failed to maintain airspeed during the climb, which resulted in an exceedance of the airplane’s critical angle of attack and a subsequent aerodynamic stall/spin. The nose landing gear did not retract fully after takeoff. Although this may have created a distraction for the pilot that resulted in a loss of airspeed while he was troubleshooting the nose landing gear retraction, the investigation was not able to determine the reason for the pilot’s loss of control.

- Probable Cause: The pilot’s failure to maintain airspeed, which resulted in an exceedance of the airplane’s critical angle of attack and an aerodynamic stall/spin.

Loss of control in flight: Steen Skybolt, N202GM, fatal accident occurred on June 8, 2023, near Rio Vista Municipal Airport (O88), Rio Vista, California

• Location: Rio Vista, California 
• Accident Number: WPR23FA219 
• Date & Time: June 8, 2023, 11:24 Local 
• Registration: N202GM 
• Aircraft: Steen Skybolt 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192338/pdf

https://data.ntsb.gov/Docket?ProjectID=192338

On June 08, 2023, about 1124 Pacific daylight time, an experimental, amateur-built Steen Skybolt, N202GM, was substantially damaged when it was involved in an accident in Rio Vista, California. The two pilots were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The two pilots, both of whom were owners of the airplane, were returning to their home airport. Radar track information correlated to the accident airplane was consistent with the airplane departing and continuing southwest toward the destination airport before it turned south toward the accident airport. The airplane joined the left downwind leg of the traffic pattern (right traffic was specified for this runway), and after turning onto a base leg, made a sharp left turn and spiraled toward terrain, consistent with an aerodynamic stall. 

A witness reported hearing one of the pilots transmit "engine out" or "simulated engine-out"; however, the airport’s common traffic advisory frequency was not recorded, and the content of this transmission could not be confirmed. The witness also stated that the airplane crossed over the airport to join the traffic pattern and that the engine sounded normal.

Examination of the engine revealed continuity of the valve and drive train and compression in each of the cylinders. Removal of the cylinders revealed light scratches and corrosion of the combustion chambers and barrels. The intake and exhaust valves were intact and undamaged; the No. 3 exhaust valve was consistent in appearance with exposure to high temperatures. Severe spalling was noted on the faces of the camshaft intake lifters and several exhaust lifters; the camshaft lobes did not appear rounded. Although visual examination of the oil filter media did not reveal any metallic debris, microscopic inspection revealed metal particles, and there were several small pieces of metal in the oil suction screen. It is unlikely that any of these findings would result in a total loss of engine power. There was evidence of fuel in the fuel system.

A video recorded about five months before the accident was recovered from an iPad owned by one of the pilots. The video indicated that the airplane had recently exhibited problems with the trim system leading to the airplane oscillating and “throwing the elevator up and down.” A modification was made to the trim system sometime after the pilots purchased the airplane about seven months before the accident; however, there was no record of this modification in the available maintenance records. At the accident site, the right trim tab was sheared off at the piano hinge and came to rest under the elevator, yet remained connected to the bellcranks and was continuous to the fuselage bellcrank. When attempting to move to nose-down trim, the control cable could not move to that position because the cable would bind on the sleeve and not move over the attach fitting. Whether the modified trim system caused a problem inflight and what effect it may have had on the control surface and airplane’s controllability could not be determined.

The circumstances of the pilots’ decision to land at the accident airport could not be determined; however, based on the available information, it is likely that they exceeded the airplane’s critical angle of attack while maneuvering for landing, which resulted in an aerodynamic stall and loss of control at an altitude too low for recovery.

- Probable Cause: The pilots’ exceedance of the airplane's critical angle of attack while maneuvering to land, which resulted in an aerodynamic stall and subsequent loss of control.

Cessna 414, N414BA, fatal accident occurred on June 8, 2025, near San Diego, California

• Location: San Diego, CA 
• Accident Number: WPR25FA169 
• Date & Time: June 8, 2025, 12:30 Local 
• Registration: N414BA 
• Aircraft: Cessna 414 
• Injuries: 6 Fatal 
• Flight Conducted Under: Part 91: General aviation - Business

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N414BA

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200282/pdf

On June 08, 2025, at 1230 Pacific daylight time, a Cessna 414A, N414BA, was substantially damaged when it was involved in an accident in San Diego, California. The pilot and five passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 business flight.

The day before the accident, the pilot and passengers flew from Phoenix, Arizona, to San Diego. The accident flight was intended to return to Phoenix.

The exact radio communication times could not be confirmed for the accident flight. The pilot received an instrument flight rules (IFR) clearance and was issued the BRDR7 (Border 7) departure. The published BRDR7 Standard Instrument Departure (SID) with a takeoff from runway 27 consisted of a “climb on heading 278° until PYG [Poggi VORTAC] 19 DME, then left turn on heading 123° to intercept PGY VPRTAC R-260 and R-069 to BROWS INT.”

After departing from runway 27, the pilot made a radio communication to SOCAL departure that he was at 1,600 ft, and shortly thereafter, the controller instructed him to make a left, 180° turn. The airplane began a gradual turn, and after climbing to about 2,000 ft, it made a steep descent to 200 ft. The controller issued the pilot a low altitude alert and instructed him to climb to 4,000 ft immediately to which the pilot replied by repeating the instructions. The controller then asked if he needed any assistance and queried him as to the nature of the problem. The pilot stated that he was “struggling” to try to maintain the airplane on a heading and climb. In response, the controller told him of the closest airport that was one mile away and asked him if he could see it. The pilot responded that he did not see the airport and made a series of erratic maneuvers before making several mayday calls (see figure 1 below).

A video captured the airplane descending before climbing back into the cloud layer, where it subsequently disappeared from view (see figure 2 below).

A police helicopter was ten miles east of the accident site when the flight crew received a request to search for any signs of an airplane impacting the water. In a post-accident interview, the helicopter pilot stated that he estimated the cloud bases at roughly 800 feet in numerous areas, with the highest layer near 1,600 ft (although a majority of the clouds were lower). Upon reaching the search area, he located an oil slick approximately two miles offshore.

The accident airplane’s regular pilot, who was also a friend of the accident pilot, stated that he had flown about 50 hours with the accident pilot in the airplane. He stated that two days prior to the accident, the accident pilot flew solo up to Springerville, Arizona. The friend then boarded the airplane and acted as a safety pilot for the accident pilot as he conducted four approaches in simulated instrument meteorological conditions. He recalled that the pilot used a Garmin 430 and iPad with ForeFlight for navigation and was accustomed to hand-flying the airplane, which had no autopilot or glass cockpit. He noted that the pilot had expressed some nervousness about the busy southern California airspace, but appeared to be proficient during their review of the San Diego departure procedure.