Piper PA-25 Pawnee, N8186K, fatal accident occurred on July 12, 2025, near Hot Springs, South Dakota

• Location: Hot Springs, SD 
• Accident Number: CEN25FA248 
• Date & Time: July 12, 2025, 13:22 Local 
• Registration: N8186K 
• Aircraft: Piper PA-25 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Glider tow

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200517/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N8186K

On July 12, 2025, about 1322 mountain daylight time, a Piper PA-25, N8186K, was substantially damaged when it was involved in an accident near Hot Springs, South Dakota. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 glider aerotow flight.

The pilot of the glider being aerotowed reported that the accident occurred during his fourth flight of the day and a pre-takeoff briefing was performed before each aerotow. The glider pilot stated that on the accident flight, after liftoff, he kept the glider in a standard tow position while he contended with updrafts until the glider reached 1,500 ft agl at which point the glider was in a higher-than-normal tow position. The glider pilot radioed the towplane pilot that he was going to release from the tow rope. The glider pilot reportedly pulled the glider’s tow rope release knob twice but did not feel the rope disconnect. He subsequently determined the glider had separated from the tow rope, and he made an otherwise uneventful landing at the airport on runway 19.

A witness reported that the towplane and glider were in a climbing left turn and were about 500 to 600 ft agl when the glider appeared to get “extremely high” on the aerotow. The towplane pitched down, and the glider appeared to release from the tow rope. According to the witness, the towplane never recovered from the nose down attitude before it impacted terrain.

The towplane impacted terrain about one mile north of the departure end of runway 6 at the Hot Springs Municipal Airport, Hot Springs, South Dakota. The towplane accident site was located on an embankment of a gravel pit, and a postaccident fire ensued. The airplane impacted terrain in an estimated 50° nose-down pitch attitude. The relative angle between the airplane at impact and the 30° sloped embankment was about 100°.  The glider tow rope with a metal ring on each end was found at the accident site. The tow rope was about 200 ft in length and was constructed of a yellow hollow braid polypropylene rope.

All primary flight control surfaces and flaps were accounted for at the accident site and remained attached to their respective attachment points. All flight control cables were found attached to their respective flight control surfaces.

The towplane’s tow rope release latch and associated release cable were continuous from the cockpit to the latch mechanism at the tail. The latch was found in the open position, and the tow rope attachment ring was found on the ground about 15 ft from the latch. The rope extended in a south direction from the wreckage with portions suspended from tree branches. The towplane’s latch functioned normally when functionally tested.

The fixed 2-blade propeller remained attached to the engine crankshaft propeller flange. One blade exhibited an S-shaped bend and twisting near the blade tip. The leading edge exhibited leading edge polishing and chordwise scratch marks on the camber side. The other blade exhibited chordwise scratch marks on the camber side. Both blades had gouges in the leading edges. The cockpit throttle position was found to be near the idle power position, and the correlating throttle arm on the carburetor was found to be at the idle stop. The carburetor heat control arm was found in the off position. The mixture control was found in a mid-range setting. The engine crankshaft was rotated by turning the propeller by hand. No anomalies were found with the engine that would have precluded normal operation.

The glider came to rest in the grass next to the runway. A portion of yellow rope with a metal ring attached, consistent with a “weak link” portion of a glider tow rope, was found directly under the glider. This 7 ft long section of tow rope was found with a metal ring on one end and a broom straw separation on the eye splice end, as seen in figure 1. The metal ring was found directly under the glider’s tow hook latch.

The glider was moved to a hangar for further examination. During the examination, the tow hook release knob required about 22 lbs of force to release the latching mechanism. The sound of the release cable binding in its metal conduit was heard as the release handle was moved through its full travel (forward and aft). The latch mechanism otherwise functioned normally. An exemplary glider tow hook release knob was tested and required about 4 lbs of force applied to release the latching mechanism without any audible cable binding.

The towplane was recovered from the accident site to a secure location.

Cessna 182G Skylane, N3261S, accident occurred on July 3, 2025, near Kona, Hawaii

• Location: Kona, HI
• Accident Number: ANC25LA063
• Date & Time: July 3, 2025, 06:57 Local 
• Registration: N3261S 
• Aircraft: Cessna 182G 
• Injuries: 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Positioning

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200461/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N3261S

On July 3, 2025, about 0657 Hawaii-Aleutian standard time, a Cessna 182G airplane, N3261S, was substantially damaged when it was involved in an accident near Kona, Hawaii. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight.

The pilot reported that the flight was a repositioning flight from the Upolu Airport (UPP), Hawi, Hawaii to the Kona International Airport (KOA). The pilot said that the airplane had 21 gallons of fuel on board. He sumped the fuel tanks before departure and the fuel was clean, and the predeparture engine run up checks were all normal.

The pilot said that while en route to KOA at 2,400 ft msl, he maintained a cruise power setting of 2,300 rpm and 22 inches of manifold pressure. However, during the approach for landing at KOA, about a half mile away, and before the pilot began to adjust the airplane to a landing configuration, he noticed the Engine Gas Temperatures (EGTs) were higher than expected at a full rich mixture setting and concluded that the engine was running lean. The pilot confirmed no loss of manifold pressure and ruled out carburetor icing. Subsequently the engine began to lose power. The pilot applied carburetor heat, and the engine began to run better for about 15 to 20 seconds before the engine lost all power. The pilot selected an area of rough, uneven, lava-covered terrain as a forced landing site, which resulted in substantial damage to the fuselage and wings.

A detailed engine examination is pending the recovery of the wreckage.

Faust 3, N5901V, accident occurred on June 30, 2025, near Harrison, Montana

• Location: Harrison, MT 
• Accident Number: WPR25LA200 
• Date & Time: June 30, 2025, 12:00 Local 
• Registration: N5901V 
• Aircraft: FAUST 3 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200471/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N5901V

On June 30, 2025, about 1200 mountain daylight time, an experimental amateur built Faust 3, N5901V, sustained substantial damage when it was involved in an accident near Harrison, Montana. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that he was performing a water landing in the float equipped airplane on Willow Creek Reservoir near Harrison. Shortly after touch down, the airplane pulled to the left. The wings subsequently struck the water before the airplane came to a stop, which resulted in substantial damage to both wings.

The airplane was recovered from the water and retained for further examination. 

Cessna 182B Skylane, N7166E, accident occurred on July 4, 2025, at Belen Regional Airport (BRG/KBRG), Belen, New Mexico

• Location: Belen, NM 
• Accident Number: WPR25LA207 
• Date & Time: July 4, 2025, 09:00 Local 
• Registration: N7166E 
• Aircraft: Cessna 182B 
• Injuries: 3 None 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200514/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N7166E

On July 4, 2025, about 0900 mountain daylight time, a Cessna 182B, N7166E, was substantially damaged when it was involved in an accident near Belen, New Mexico. The pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilot, during the takeoff roll, the airplane became airborne prematurely, when the airspeed indicator displayed 40 knots. They thought it was due to ground effect, and leveled the airplane to gain airspeed, however, the indicated airspeed did not increase. The pilot stated that while in ground effect, the airplane’s ground speed increased, and the airplane “felt” like it wanted to climb. Near the end of the available runway, the pilot concluded that the airspeed indicator was not displaying correctly, and was unsure how fast the airplane was flying, and initiated a climb, as the airspeed continued to indicate 40 knots. The pilot remained within the airport traffic pattern for runway 03, and while on downwind, noticed the indicated airspeed rose to 60 knots, then while on final, it had reduced to 40 knots. During landing, the airplane bounced and subsequently landed hard on the nose landing gear.

Post accident examination of the airplane revealed substantial damage to the forward fuselage and engine mount.

The wreckage was retained for further examination.

Kitfox 3, N422K, accident occurred on July 22, 2025, at Logan-Cache Airport (LGU/KLGU), Logan, Utah

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=N422K

On July 22, 2025, at about 1640 local time, a privately-registered Kitfox 3, N422K, sustained substantial damage when it was involved in an accident at Logan-Cache Airport (LGU/KLGU), Logan, Utah. The pilot was not injured, and passenger sustained minor injuries. The flight originated was originating at the time.

The FAA reported that the aircraft "lost control on takeoff, veered off runway and gear collapsed" from runway 10/28.

The winds at the time were from 200° at 11 knots, gusting 17 knots.

- Weather:

METAR KLGU 222151Z AUTO 20011G17KT 10SM CLR 32/03 A2994 RMK AO2 SLP083 T03170033

METAR KLGU 222251Z AUTO 19007KT 10SM CLR 32/02 A2993 RMK AO2 SLP075 T03170022

Cessna 441 Conquest, N441LS, fatal accident occurred on June 29, 2025, near Youngstown-Warren Regional Airport (YNG/KYNG), Warren, Ohio

• Location: Warren, OH 
• Accident Number: ERA25FA246 
• Date & Time: June 29, 2025, 06:54 Local 
• Registration: N441LS 
• Aircraft: Cessna 441 
• Injuries: 6 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200407/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N441LS

On June 29, 2025, about 0654 eastern daylight time, a Cessna 441, N441LS, was destroyed when it was involved in an accident near Warren, Ohio. The airline transport pilot and five passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the Federal Aviation Administration (FAA) Chronological Summary of Flight Communications, the pilot contacted local control (LC), which was combined with ground control and the pilot was issued an instrument flight rules clearance from Youngstown/Warren Regional Airport (YNG), Youngstown/Warren, Ohio, to Bozeman Yellowstone International Airport (BZN), Bozeman, Montana, which was correctly read back. The flight was issued taxi instructions to runway 32 and about 0651, the local controller issued a takeoff clearance from runway 32, including departure instructions to turn left direct to the destination and gave the wind as from 090° at 4 knots.

Video with sound from the “Terminal Ramp” security camera at YNG captured an increase in sound from the accident airplane about 0652, while video without sound from the military side of YNG captured the airplane rotating just prior to taxiway C, with the estimated point of rotation approximately 4,400 to 4,500 feet down the 9,003-foot runway. The aircraft then climbed to an estimated altitude of about 100 feet above ground level before leveling off and continuing along the runway heading at a consistent altitude until it was no longer visible on camera.

According to Federal Aviation Administration (FAA) Automatic Dependent Surveillance–Broadcast (ADS-B) data, targets were noted during almost the entire takeoff roll and continued to very close proximity to the first identified broken tree limb on the ground associated with the impact sequence. A review of reported barometric altitude data while airborne compared to while on the runway revealed only about 100 ft of altitude gain during the entire flight.

Security camera video from a farm located .40 nm nearly due east from the accident site depicted the airplane emerging from behind trees flying at a low altitude in a westerly direction in a nearly nose-level and wings level attitude. The video with sound depicted the airplane flying for about 7 seconds before going out of view behind trees.

Witnesses who were located about 1.5 nm northwest from the accident site reported hearing the sound of an airplane initiating its takeoff roll. They then heard a noticeable pitch change in the engine sound. They reported that the airplane never appeared above the tree line and that the engine was "roaring." Moments later, they heard the sound of trees breaking, followed by a loud explosion, and observed smoke rising from the area where the airplane had gone down. Video from the military side of YNG also captured smoke from the postcrash fire.

The airplane impacted trees in a heavily-wooded area which separated a major portion of the left wing. The wreckage, consisting of the fuselage, inboard section of left wing, right wing, aft empennage with horizontal and vertical stabilizers, came to rest inverted. The cockpit, cabin, right wing, and separated section of the left wing were heavily damaged by the postcrash fire.

The Enhanced Ground Proximity Warning System (EGPWS) was retained for readout by the manufacturer, while the throttle quadrant, annunciator panel, and inboard section of the right elevator torque tube were retained for examination by the NTSB Materials Laboratory. Both engines, and propellers were also retained for further examination at each manufacturer’s facility with NTSB oversight.

MD Helicopters MD 500E (369E), N411WJ, fatal accident occurred on June 25, 2025, near Meeker, Colorado

• Location: Meeker, CO 
• Accident Number: WPR25FA190 
• Date & Time: June 25, 2025, 10:01 Local 
• Registration: N411WJ 
• Aircraft: MD HELICOPTERS INC 369E 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200397/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N411WJ

On June 25, 2025, about 1001 mountain daylight time, an MD Helicopters 369E, N411WJ, was substantially damaged when it was involved in an accident near Meeker, Colorado. The pilot was fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the airport manager, he did not see the helicopter depart from Meeker Coulter Field Airport (EEO) Meeker, Colorado, but did see that the helicopter dolly was outside the pilot’s hangar. Later in the day he received an inquiry from the wife of the pilot asking about her husband. An alert notification was published by the Federal Aviation Administration (FAA) and a private party search for the pilot began that involved the use of two airplanes. The search continued until dark and resumed on the following day. The wreckage was found on the morning of June 26, 2025.

A review of ADS-B data showed the helicopter in the EEO traffic pattern. The helicopter cycled the traffic pattern twice then departed on the downwind leg during its third pass. The helicopter proceeded to the northeast and began a climb. When the helicopter was about 5 miles from the airport it began a shallow left turn of about 180° and continued to climb to a maximum altitude of about 10,350 ft mean sea level (msl). When the turn was complete, the helicopter was oriented on a heading pointing back to the airport. The helicopter then began a descent that continued to the end of the ADS-B data. The last data point recorded the helicopter about 7,950 ft msl, at an approximate groundspeed of 87 knots and about 1 mile northeast of the accident site.

Examination of the accident site revealed the helicopter impacted rocky, hilly terrain and came to rest on its right side on a northwest heading at an elevation of about 6,842 ft msl and about 200 ft southwest of the first ground scar. The tail rotor assembly and about two feet of the tailboom were separated from the helicopter and were collocated with the first ground scar. 

Fragments of the helicopter were located within the debris path between the fuselage and the tail rotor assembly.

The helicopter was recovered to a secure facility for further examination.