Blog Update 1: August 4, 2025

Recently, there was a noticeable increase in the number of views, and we've got the first *six* comments ever. The blog was shared over three different aviation forums, I believe this caused it to happen. (Figure 1)

For those wondering, yes, I am the same person who used to run the now deleted "Aviation Accidents / This Day in History" also known as "Junior Ga Reporter" Facebook page.

If you have any suggestions and ideas, share them in the comments. I will make three posts tomorrow for the fatals that happened on August 1 after the FAA and NTSB update their databases.

Figure 1: Views data from last 30 days.

Cessna 180J Skywagon, N52009, accident occurred on July 5, 2025, near King Salmon, Alaska

• Location: King Salmon, AK 
• Accident Number: ANC25LA065 
• Date & Time: July 5, 2025, 14:30 Local 
• Registration: N52009 
• Aircraft: Cessna 180J 
• Injuries: 3 Serious, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200464/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N52009

On July 5, 2025, about 1430 Alaska daylight time, a Cessna 180J airplane, N52009, was substantially damaged when it was involved in an accident near King Salmon, Alaska. The pilot and two passengers were seriously injured and one passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The float-equipped airplane departed from the Campbell Lake Seaplane Base (A11), Anchorage, Alaska about 1045 for a bear viewing trip at Katmai National Park and Preserve. While en route, the airplane made a stop at Port Alsworth Airport (TPO) to refuel before continuing to Katmai National Park and Preserve. The airplane departed TPO about 1340.

During a postaccident interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that, given his injuries, he was unable to remember the exact circumstances surrounding the accident. He recalled that he planned to land on Naknek Lake in front of the Brooks Camp Ranger Station. He remembered that he configured the airplane for landing by lowering the wing flaps to 20 degrees, and that the airspeed was between 80-90 knots as the airplane passed through 800 ft mean sea level (MSL). The last thing the pilot remembers is turning a right downwind so he could come over the trees and land closer to the beach to avoid a long taxi to parking.

The airplane subsequently collided with a stand of trees and eventually came to rest in an area of wet, tundra-covered terrain, sustaining substantial damage to the wings, fuselage, and empennage. See figure 1.

A witness at Lake Brooks was loading passengers into his floatplane when he heard the accident airplane fly overhead. He said that the engine sounded like normal cruise power, just before he heard what sounded like the engine going to full power, which was quickly followed by silence. He added that strong gusty southeasterly wind conditions, estimated between 20 to 30 knots prevailed at the time of the accident.

A detailed NTSB wreckage examination is pending after recovery. 

Loss of control in flight: Bell UH-1H Iroquois, N567VF, fatal accident occurred on July 31, 2023, near Oakdale, Illinois

• Location: Oakdale, Illinois 
• Accident Number: CEN23FA340 
• Date & Time: July 31, 2023, 13:11 Local 
• Registration: N567VF 
• Aircraft: RICHARDS HEAVYLIFT HELO INC UH-1H 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 137: Agricultural

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192758/pdf

https://data.ntsb.gov/Docket?ProjectID=192758

On July 31, 2023, about 1311 central daylight time (CDT), a Richard’s Heavylift Helo UH-1H helicopter, N567VF, was substantially damaged when it was involved in an accident near Oakdale, Illinois. The pilot was fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

The pilot was flying an aerial application flight in a pattern consisting of north-south passes starting on the western edge of the field with turns to the east to work the field. ADS-B and onboard GPS devices that recorded the accident flight showed that before the accident, for undetermined reasons, the helicopter turned to the west, descended, and impacted terrain

An examination of the helicopter and its engine did not detect any preimpact anomalies that would have contributed to a loss of control. A visual examination of the nearby power lines did not show evidence of arcing or damage to the lines or power pole.

The pilot’s severe coronary artery disease increased his risk of experiencing a sudden impairing or incapacitating cardiac event, such as arrhythmia, chest pain, or heart attack. The autopsy does not provide evidence that such an event occurred; however, such an event does not leave reliable autopsy evidence if it occurs shortly before death. Even severe coronary artery disease may not cause major symptoms.

Toxicology results indicate that the pilot had used the medication cetirizine. The cetirizine levels in his cavity blood and tissue indicate a possibility that the pilot may have been experiencing some associated impairing effects, such as mild sedation, at the time of the accident. However, it is also possible that the pilot was not experiencing any impairing effects of his cetirizine use.

- Probable Cause: An in-flight loss of control for undetermined reasons.

Loss of visual reference: Cessna 172G Skyhawk, N3992L, fatal accident occurred on December 16, 2023, near Independence State Airport (7S5), Independence, Oregon

• Location: Independence, Oregon 
• Accident Number: WPR24FA057 
• Date & Time: December 16, 2023, 16:54 Local 
• Registration: N3992L 
• Aircraft: Cessna 172G 
• Aircraft Damage: Destroyed 
• Defining Event: Loss of visual reference 
• Injuries: 3 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193533/pdf

https://data.ntsb.gov/Docket?ProjectID=193533

On December 16, 2023, about 1654 Pacific standard time, a Cessna 172G airplane, N3992L, was substantially damaged when it was involved in an accident near Independence, Oregon. The pilot and the two pilot-rated passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot and two pilot-rated passengers were returning to their home airport after they were advised by the pilot's flight instructor not to return due to dense fog that reduced visibility to about 500 ft. During their arrival, the pilot made multiple advisory radio calls that confirmed his intention to land and activated the pilot-controlled runway lights (PCL). Recorded ADS-B data showed that while on the downwind leg, after passing the runway lights,  the airplane veered toward  the runway centerline as it continued the downwind leg. The pilot then performed a 180° base to final turn and overshot the runway centerline twice. The airplane then flew past the runway threshold and off to the side of the runway, where it impacted a power distribution line support pole about 694 ft from the approach end of the runway threshold. A postaccident fire substantially damaged the airplane.

Postaccident examination of the airframe and engine revealed no mechanical malfunctions of failures that would have precluded normal operation. A weather study confirmed that instrument meteorological conditions (IMC) prevailed about the time of the airplane's arrival. The pilot likely lost his ability to maintain visual reference through the fog during the landing approach.

- Probable Cause: The pilot's decision to continue flight under visual flight rules into instrument meteorological conditions, which resulted in collision with an obstacle while landing.

Loss of control in flight: Kubicek BB85Z, N4961D, fatal accident occurred on January 14, 2024, near Eloy, Arizona

• Location: Eloy, Arizona
• Accident Number: WPR24FA072
• Date & Time: January 14, 2024, 07:47 Local
• Registration: N4961D
• Aircraft: Kubicek BB85Z
• Aircraft Damage: Substantial
• Defining Event: Loss of control in flight
• Injuries: 4 Fatal, 1 Serious, 8 None
• Flight Conducted Under: Part 91: General aviation - Other work use

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193647/pdf

https://data.ntsb.gov/Docket?ProjectID=193647

On January 14, 2024, about 0747 mountain standard time, a Kubicek BB85Z balloon, N4961D, was involved in an accident near Eloy, Arizona. The pilot and three passengers were fatally injured, and one passenger sustained serious injuries. The balloon was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 sightseeing passenger and skydiving (commercial) flight.

The balloon departed with the pilot, eight skydivers, and four passengers on a sightseeing passenger and skydiving (commercial) flight. Interviews with the skydivers revealed that after about 35 minutes, the balloon reached an altitude of about 10,000 ft mean sea level (msl) and all 8 skydivers departed from the basket in 4 groups numbering 3, 2, 1 and 2 jumpers, respectively. The four passengers and pilot remained in the basket. After the jumpers exited the basket, the pilot pulled the red rapid deflation valve line 12 times to open the rapid deflation valve. This action resulted in a rapid loss of air that deformed the envelope, causing the deflation system's control lines to drop in and around the basket, which pinched the Red-White line in the flying cables. About 46 seconds later, the pilot attempted to add hot air to the envelope and attempted to close the rapid deflation valve but, was unsuccessful. During the descent the envelope continued to deflate until it was in a streamer-type configuration. Additionally, at times a burner flame under the deflated envelope was observed, as the pilot attempted to inflate the balloon envelope. The balloon continued to descend until it impacted the terrain.

Witnesses saw the balloon descending toward the ground. A review of multiple mobile phone videos revealed that the balloon was descending with the envelope deflated and trailing above the basket. 

Postaccident examination of the balloon did not reveal any preimpact anomalies that would have precluded normal operation. According to the balloon flight manual, the rapid deflation system was designed for fast and efficient deflation of the envelope during landing below 6.5 ft above ground level to prevent the basket from being dragged in windy conditions. If the pilot had used the parachute valve to manage the descent, he likely would have been able to land the balloon without injuries. Several online videos showed the pilot using the rapid deflation system while at high altitudes in other flights, indicating that that this was a common practice for him.

- Probable Cause: The pilot's decision to open the rapid deflation valve during flight as a means of descending, which resulted in the deflation of the envelope and hard impact with terrain.

Fuel exhaustion: Cessna 150M, N6266K, accident occurred on November 18, 2023, near Woodland, Washington

• Location: Woodland, Washington
• Accident Number: WPR24LA039
• Date & Time: November 18, 2023, 15:22 Local
• Registration: N6266K
• Aircraft: Cessna 150M
• Aircraft Damage: Substantial
• Defining Event: Fuel exhaustion
• Injuries: 2 None
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193408/pdf

https://data.ntsb.gov/Docket?ProjectID=193408 

On November 18, 2023, about 1522 Pacific standard time, a Cessna 150M, N6266K, was substantially damaged when it was involved in an accident near Woodland, Washington. The flight instructor and student pilot sustained no injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The student pilot used a fuel dipstick ruler to measure the quantity of fuel in each wing tank and reported 13 and 9 gallons, respectively, during the preflight. Shortly after, the student and the flight instructor departed the local airport to practice steep turns and slow-flight maneuvers, including an introduction to power-off stalls and recovery. About an hour into the flight, during a stall maneuver recovery (with carburetor heat on), the instructor increased the throttle setting but the engine remained at idle. As the power remained unchanged, the instructor decided to execute an off-airport landing to a nearby field. Shortly after touchdown, the landing gear separated and the airplane nosed over, resulting in substantial damage to the aft fuselage.

Postaccident examination of the airframe and engine did not reveal any mechanical anomalies. Flight control and valvetrain continuity were established. No fuel was recovered at the accident site. The fuel system was traced from each wing tank to the carburetor at the engine through the fuel selector, which rotated normally and was unobstructed. The fuel filter bowl remained secured to its mount and had about 2 oz of fuel consistent with 100LL avgas.

Although weather conditions were conducive to serious carburetor icing at cruise power, the flight instructor reported that carburetor heat was applied during the stall maneuvers. The operator reported that the airplane was not refueled after the previous flight or before the accident flight. Based on the engine time that accrued since the last fueling, and the minimal amount of fuel found in the airplane after the accident, the student pilot’s fuel reading was likely incorrect and did not accurately account for the amount of fuel available for the flight.

As a result of the accident, the operator updated their procedures requiring all flight instructors to verify and sign off on the reported fuel level after each student preflight.

- Probeble Cause: The flight instructor’s inadequate preflight planning, which resulted in fuel exhaustion and a total loss of engine power.

Bell 206L-1 LongRanger II, N2611, fatal accident occurred on July 23, 2025, near Thibodaux, Louisiana

• Location: Thibodaux, LA 
• Accident Number: CEN25FA281 
• Date & Time: July 23, 2025, 06:30 Local 
• Registration: N2611 
• Aircraft: BELL HELICOPTER TEXTRON 206L-1 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 137: Agricultural

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200614/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N2611

On July 23, 2025, about 0630 central daylight time, a Bell 206L-1 helicopter, N2611, was destroyed when it was involved in an accident near Thibodaux, Louisiana. The pilot was fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 137 agricultural application flight.

The operator reported the accident occurred during the first flight of the day while the pilot was applying pesticide to a sugar cane field. The field was oriented northeast-southwest (030° - 210°), and the crop was about 6 to 8 ft high. A tree line bordered the west edge of the field. Fields immediately east, north, and northeast of the field being sprayed were fallow.

A set of powerlines was located about 180 ft from the north edge of the field being sprayed.

 The lines consisted of three transmission and two static lines. The static lines were about 85 ft above ground level (agl) at the supporting H-frames. The south static line was broken during the accident sequence.

The fuselage came to rest lying on its left side, oriented on an approximate 115° heading, about 60 ft north of the south static line. The right landing skid forward of the attachment strut was separated and located about 70 ft south of the static line. The upper surface of the separated skid exhibited repetitive abrasion marks consistent with contact to a powerline. The fracture surface appeared consistent with an overstress failure.

The engine and main rotor transmission remained securely attached to the airframe. The engine exhibited impact related damage to the left side but appeared otherwise intact. The main rotor mast was fractured at the transmission housing. The fracture surface appeared consistent with overstress. The separated portion of the mast with the rotor hub and inboard segments of the main rotor blades attached was lying adjacent to the fuselage. The outboard segments of both main rotor blades with the blade tips intact were located about 50 ft north of the fuselage.

The tailboom was separated at the aft fuselage and fragmented. The aft 6-foot section of the tailboom was positioned about 110 ft northeast of the fuselage. The tail rotor blades and transmission remained attached and were intact. A 5-foot section of the tailboom with the horizontal stabilizers attached was located about 150 ft east of the fuselage.

An AgNav unit has been retained for further examination and download.