Controlled flight into terr/obj (CFIT): Bell 206L-4 LongRanger IV, N311MH, fatal accident occurred on July 20, 2023, near Wainwright, Alaska

• Location: Wainwright, Alaska 
• Accident Number: ANC23FA056 
• Date & Time: July 20, 2023, 11:05 Local 
• Registration: N311MH 
• Aircraft: Bell 206-L4 
• Aircraft Damage: Destroyed 
• Defining Event: Controlled flight into terr/obj (CFIT) 
• Injuries: 4 Fatal 
• Flight Conducted Under: Part 135: Air taxi & commuter - Non-scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192675/pdf

https://data.ntsb.gov/Docket?ProjectID=192675

On July 20, 2023, about 1105 Alaska daylight time, a Bell 206L-4 helicopter, N311MH, was destroyed when it was involved in an accident near Wainwright, Alaska. The pilot and three passengers were fatally injured. The helicopter was operated by the pilot as a Title 14 Code of Federal Regulations Part 135 on-demand charter flight.

The helicopter pilot was under contract to the State of Alaska’s Department of Natural Resources (DNR) to transport scientific crews to various remote locations within the North Slope region. The accident flight departed on a visual flight rules flight from Utqiagvik, Alaska, with an anticipated brief stop at the Atqasuk airport, before continuing to remote sites to the east of Wainwright, Alaska, then returning to Utqiagvik. When the helicopter did not arrive back in Utqiagvik, search and rescue was dispatched to search for the missing helicopter.

The partially submerged, fragmented helicopter wreckage was found in the shallow waters of Lake Itinik, about 30 miles east of Wainwright. Lake Itinik was a large, oval-shaped arctic lake more than three miles wide in some areas. The terrain around the lake consisted of flat, featureless, arctic tundra-covered terrain.

Examination of the airframe and engine revealed no evidence of any preaccident mechanical failures or malfunctions that would have precluded normal operation.

Archived satellite tracking data indicated that the helicopter was flying about 88 ft above ground level (agl) at 93 knots shortly before impacting the water. Although there was a possibility of some overcast clouds and restricted visibility in fog/mist over the accident site, there were no observations or forecasts for any significant turbulence, low-level wind shear, convective activity, or icing over the area at the time of the accident. Another pilot in the area of the accident reported clear skies with no restriction to visibility, and weather camera images near the accident site also revealed no cloud coverage and unrestricted visibility.

Flight data from previous flights flown by the accident pilot revealed a pattern of high-speed, low-altitude flights similar to the flight profile of the accident flight.

The helicopter was being operated over water below the operator’s requirement of being within power-off gliding distance from shore.

The pilot’s decision to fly at a low altitude in flat light conditions, which obscured the features of the terrain, likely resulted in a loss of visual clues regarding the helicopter's distance from the ground. A flat, featureless lake offers little in the way of visual references for the pilot. Without terrain, landmarks, or other visual cues to help judge altitude and position, it's easy to become disoriented. This can be particularly dangerous when flying at low altitudes. The flat, reflective surface of the water can create a false horizon illusion, making it difficult for the pilot to accurately perceive the aircraft's attitude. Over a flat, featureless surface like a lake, depth perception can be impaired, making it difficult to judge the distance to the water and increasing the risk of flying too low or contacting the water.

Toxicology results indicated that the pilot had used the medication cetirizine. The measured cetirizine level in blood indicates a possibility that the pilot may have been experiencing some associated impairing effects, such as mild sedation, at the time of the accident. However the investigation was not able to determine what role, if any, the effects of the pilot’s cetirizine use may have had on his operation of the helicopter.

- Probable Cause: The pilot's decision to fly at a low altitude over a large body of water toward featureless terrain, which resulted in a loss of visual clues and controlled flight into terrain.

Ground collision: Airbus A320-212, N361NW, and Boeing 737-932ER (WL), N853DN, accident occurred on July 27, 2024, at Salt Lake City International Airport (SLC/KSLC), Salt Lake City, Utah

• Location: Salt Lake City, Utah 
• Accident Number: DCA24LA245 
• Date & Time: July 27, 2024, 04:25 UTC 
• Registration: N853DN (A1); N361NW (A2) 
• Aircraft: Boeing 737 (A1); Airbus A320 (A2) 
• Aircraft Damage: Minor (A1); Substantial (A2) 
• Defining Event: Ground collision 
• Injuries: 115 None (A1); 139 None (A2) 
• Flight Conducted Under: Part 121: Air carrier - Scheduled (A1); Part 121: Air carrier - Scheduled (A2)

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194782/pdf

https://data.ntsb.gov/Docket?ProjectID=194782

Delta Air Lines flight 2046, a Boeing 737-932ER, N853DN, collided with Delta Air Lines flight 2677, an Airbus A320-212, N361NW, while taxiing to runway 16L for takeoff during night visual meteorological conditions at Salt Lake City International Airport (SLC), Salt Lake City, Utah. There were no injuries to the passengers and crew onboard either airplane, and N361NW sustained substantial damage to the horizontal stabilizer and elevator. Both airplanes were operated under Title 14 Code of Federal Regulations Part 121 as regularly scheduled domestic passenger flights.

Delta Air Lines flight 2677

Delta Air Lines flight 2677 was taxiing in line with other aircraft on taxiway H for takeoff from runway 16L at SLC, and all were stopped on taxiway H awaiting takeoff. The ground controller at the SLC air traffic control (ATC) tower advised all the airplanes that the current winds were 360 @ 5 knots. These conditions exceeded the tailwind limitation of their airplane and required the flight crew to recalculate takeoff performance parameters. The flight crew set the parking brake as the airplane was sitting between taxiways H12 and H13, and the flight crew recomputed takeoff performance calculations. They subsequently heard the crew of Delta Air Lines flight 2046 on the radio stating that they could take an intersection departure from taxiway H12 with the current winds.

Delta Air Lines flight 2046

Delta Air Lines flight 2046 taxied to runway 16L on taxiway H and lined up behind DAL 2677. While awaiting takeoff, the updated winds were relayed to the flight crew. The captain of DAL 2046 requested new takeoff numbers from the company using the updated higher tailwind, and the updated performance numbers allowed their airplane to takeoff from runway 16L at taxiway H12 with a tailwind up to 9 knots.  The flight crew contacted the tower and requested takeoff clearance from runway 16L via taxiway H12. The ATC ground controller queried if DAL 2046 had enough clearance to maneuver behind DAL 2677 onto taxiway H12. The flight crew responded affirmatively and received takeoff clearance from the ATC tower to depart on runway 16L from taxiway H12.

The flight crew of DAL 2677 observed DAL 2046 starting to turn, recognized they were too close, and released the parking brake to move forward several feet. However, the movement forward was not enough to avoid a collision. As DAL 2046 was turning onto taxiway H12, the crew felt a bump, and quickly determined their left winglet had contacted the tail of DAL 2677. Both airplanes safely taxied back to the gate, discharged passengers, and there were no reported injuries on either airplane. Inspection at the gate revealed the left winglet of DAL 2046 struck the horizontal stabilizer of DAL 2677 and had substantially damaged the elevator.

- Probable Cause: Delta Air Lines flight 2046 flight crew's incorrect evaluation of the clearance between their airplane and Delta Air Lines flight 2046 as they turned onto a perpendicular taxiway. 

Part(s) separation from AC: Boeing 767-316(ER)(BDSF), C-FCJU, accident occurred on June 17, 2024, near Milan, Indiana

• Location: Milan, Indiana 
• Accident Number: DCA24LA210 
• Date & Time: June 17, 2024, 00:57 Local 
• Registration: C-FCJU 
• Aircraft: Boeing 767-316 ER 
• Aircraft Damage: Substantial 
• Defining Event: Part(s) separation from AC 
• Injuries: 2 None 
• Flight Conducted Under: Part 129: Foreign

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194480/pdf

https://data.ntsb.gov/Docket?ProjectID=194480

On June 17, 2024, Cargojet Airways flight 1926 experienced an in-flight separation of the auxiliary power unit (APU) doors while climbing through 13,000 feet near Milan, Indiana. The flight crew did an air turnback to Cincinnati/Northern Kentucky International Airport (CVG), Hebron, Kentucky, and landed without further incident. Post flight inspection of the airplane revealed that the APU access doors had separated from the airplane and substantially damaged the lower surface of the left and right elevators (see figure 1). The flight was operated under Title 14 Code of Federal Regulations (CFR) Part 129 as a non-scheduled international cargo flight from CVG to Vancouver International Airport (YVR), Vancouver, British Columbia, Canada.

The flight was operated by two flight crewmembers that consisted of a captain and a first officer (FO). According to the flight crewmembers, the pre-fight inspection, start-up, taxi, and takeoff were uneventful. There were no unusual noises, vibrations, or Engine Indicating and Crew Alerting System (EICAS) messages observed during the takeoff.

After takeoff, the flight was cleared to FL360 by air traffic control (ATC). While the aircraft was passing through 13,000 feet, the flight crew noted an audible “loud bang” followed by airframe vibrations and a FIRE/OVERHEAT SYS EICAS message. Additionally, the lower EICAS displayed an APU FIRE LOOP 1 and 2 status notification.

The flight crewmembers requested and were instructed by ATC to level off at 17,000 feet and reduce their airspeed to 280 kts. Because the vibrations had stabilized in intensity, they requested a climb to FL240, and they informed dispatch of their situation through the Aircraft Communications Addressing and Reporting System (ACARS). As the flight climbed through FL210, the intensity of the vibrations began to increase, so they levelled off at FL240 and requested to return to CVG. The autopilot remained engaged throughout the flight and the aircraft handled normally. The landing and subsequent taxi to parking was uneventful, with no abnormal noises or vibrations noted. During a postflight inspection of the airplane, the flight crewmembers observed that the APU access doors were missing and the lower surface of the left and right elevators were damaged.

There are two (a left and a right) APU access doors that have four latch assemblies (see Figure 2). The right door contains the latch hooks, and the left door contains the U-bolt and engagement pins. Safety features include a trigger action actuator safety and an overcenter toggle action of the latch handle. The latches are designed so that failure of the spring will not cause the latch to open. The APU access door is opened by pushing the trigger in each latch handle, using moderate thumb pressure, to release the latch safety catch and allow the latch handle and hook to begin the movement required to unlatch the door.

Departed sections of the left hand (LH) APU access door were located and recovered. However, the right hand (RH) APU access door, including all four latch hooks, were not recovered. The damaged sections of the LH and RH elevators were removed from the aircraft along with the remaining portions of the LH and RH APU access doors.

The sections of the LH APU access door, a section of the RH APU door, an elevator control rod assembly, an APU door hold open strut, a horizontal stabilizer panel seal, a flexible drive shaft, the LH elevator assembly, and the RH elevator assembly were sent to the Boeing Equipment Quality Analysis (EQA) facility in Seattle, Washington for examination and analysis.

According to Cargojet Airways, their review of the flight data recorder (FDR) data showed that the APU access doors likely began to separate at the onset of the APU fire loop fault indication about 04:56:38Z, at an indicated altitude of 12,011 feet MSL, and an indicated airspeed of about 315 kts. A review of the data also revealed no further anomalies that were related to the occurrence.

Two sections (an aft section and a forward section) of the recovered LH APU door were visually examined at the Boeing EQA. The aft section measured approximately 21 inches along the latch edge and 27 inches along the torn forward edge (see figure 3). The U-bolt, part of the latching mechanism, was visually examined and was unremarkable and typical of an in-service aircraft.

The forward door section measured approximately 38 inches along the forward edge, and 70 inches along the latch edge. The door was distorted and bent, and the skin was wrinkled in multiple areas (see figure 4). The skin was fractured and bent in the outboard direction at the second support rib from the forward edge of the door. Additionally, the skin was separated from the second support rib with portions of the rivet remaining in the second support rib. The three U-bolts on the forward access door section were visually examined with nothing remarkable.

Cargojet Airways maintenance records showed that during the period of June 15 -17, 2024, the APU oil level was checked as part of a weekly and daily service check. This inspection required the opening and closing of the APU doors. The maintenance technician who conducted the pre-departure check for the accident flight stated that he visually observed the APU doors and that they appeared to be latched and secured.

After the event, Cargojet Airways maintenance conducted a fleet campaign to inspect APU latch assemblies on seventeen (17) B757, three (3) B767-200 and twenty-one (21) B767-300’s. The results of the inspection showed that (3) 757 aircraft and (3) B767-300 aircraft needed adjustments to their latch assemblies to bring them within minimum and maximum closure force limits. For the latch assemblies needing adjustment, maintenance attempted, on the ground in a hangar environment, to simulate vibration and external forces to pull open the door. They were unable to duplicate a failure and open the doors when an out of limit latch was correctly closed.

Because the RH APU access door and latches were not recovered and examined, the exact reason why the APU doors opened in-flight cannot be determined. However, based on the examination of the LH access door, it is likely that one or more latches were not fully engaged and closed before departure.

- Probable Cause: One or more latches were not fully re-engaged after a service check which resulted in the auxiliary power unit (APU) doors separating from the aircraft during climb out.

Cessna 150J, N60509, accident occurred on July 31, 2025, at Soldotna Airport (SXQ/PASX), Soldotna, Alaska

• Location: Soldotna, AK 
• Accident Number: ANC25LA080 
• Date & Time: July 31, 2025, 13:00 Local 
• Registration: N60509 Aircraft: Cessna 150J 
• Injuries: 1 Serious, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200679/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N60509

On July 31, 2025, about 1300 Alaska daylight time, a Cessna 150J airplane, N60509, was substantially damaged when it was involved in an accident near Soldotna, Alaska. The instructor pilot sustained minor injuries and the pilot receiving instruction was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

During a postaccident interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the instructor pilot reported that, given his injuries, he was unable to remember the exact circumstances surrounding the accident. He recalled he was conducting a local orientation flight to a pilot visiting Alaska and this was the pilot’s first flight in Alaska. He said that at the time of the accident, they were practicing short and soft field landing maneuvers.

Given the pilot receiving instruction’s serious injuries sustained in the accident, an NTSB interview is pending.

Archived surveillance video data from the Soldotna Airport (SXQ), Soldotna, Alaska, revealed that the airplane departed from runway 7, and it remained at a level attitude as it flew low over the runway as the airplane’s speed continued to increase. As the airplane continued low over the runway, about 50 ft above ground level (agl), and as it approached the end of runway 7, it pitched up aggressively and climbed at a near vertical attitude to about 300 ft agl. As the airplane reached the apex of the vertical climb, it rotated towards the left wing on its yaw axis. The airplane subsequently descended in a near vertical, nose down attitude heading in a westerly direction. The airplane’s nose down descent appears to shallow slightly just before impact with the surface of runway 25.

The airplane sustained substantial damage to the fuselage, wings, and empennage. (See figure 1) 

A detailed NTSB wreckage examination is pending.

Lancair IVP, N49BX, fatal accident occurred on July 30, 2025, near Indy South Greenwood Airport (HFY/KHFY), Greenwood, Indiana

• Location: Greenwood, IN 
• Accident Number: CEN25FA296 
• Date & Time: July 30, 2025, 10:46 Local 
• Registration: N49BX 
• Aircraft: HELMS RICHARD LANCAIR IVP 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200665/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N49BX

On July 30, 2025, at 1046 eastern daylight time, a Lancair IVP airplane, N49BX, was destroyed when it was involved in an accident near Greenwood, Indiana. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

ADS-B data was not available from the FAA as FAA ADS-B data relies on data received by official FAA receivers, and no data was found for the accident flight. However, preliminary ADS-B data from a commercial service that utilizes private receiver data was obtained which depicted the accident flight.

The airplane was also equipped with a Garmin G900X avionics suite which had data recording capability that captured the accident flight. The data recorded by the Garmin system ended about 13 seconds before the ADS-B data. The Garmin and ADS-B data showed that the airplane departed from runway 19 at the Indy South Greenwood Airport (HFY), Greenwood, Indiana, at 1045. After takeoff, the airplane began a climbing left turn. The turn continued for about 30 seconds when the turn radius decreased while continuing to the left. The data then showed a rapid descent to the right. The total duration of the flight from the beginning of the takeoff roll was about 1 minute 30 seconds.

The Garmin avionics also recorded engine parameters. The final portion of the data showed that the engine was at 38 inches of manifold pressure, 2,650 rpm, and a fuel flow of about 44.5 gallons per hour. All engine readings were steady from power application during the takeoff until the end of the recorded data.

Cessna 210-5 (205), N8457Z, accident occurred on July 23, 2025, near Yakutat, Alaska

• Location: Yakutat, AK 
• Accident Number: ANC25LA077 
• Date & Time: July 23, 2025, 17:00 Local 
• Registration: N8457Z 
• Aircraft: Cessna 210-5 
• Injuries: 1 None 
• Flight Conducted Under: Part 135: Air taxi & commuter - Non-scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200628/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N8457Z

On July 23, 2025, about 1700 Alaska daylight time, a Cessna 210-5 (205) airplane, N8457Z, was substantially damaged when it was involved in an accident on a remote beach about 50 miles southeast of Yakutat, Alaska. The pilot was uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 on demand charter flight.

The airplane was being operated by Yakutat Air, transporting a load of fresh fish from a remote beach site to Yakutat.

According to the pilot, while departing from the wet, soft, sand-covered beach site, the airplane didn’t seem like it was accelerating as it should have been. He said that after takeoff the airplane traveled for about 100 ft before the right wing stalled, and the main landing gear wheel struck the sand-covered beach. Subsequently, the airplane bounced, and the right main landing gear contacted a piece of driftwood before being pulled sideways, resulting in substantial damage to the fuselage, wings, and empennage (see figure 1). 

The pilot reported that the airplane’s weight at the time of the accident was 3,231 lbs., or 69 lbs. under the maximum allowable gross weight of the airplane. He stated that the available takeoff space on the beach was 1,500 ft. and that, during the takeoff roll, the engine seemed like it was running fine.

The wreckage has been moved to a secure location and a detailed NTSB examination is pending.

Piper PA-22-150 Pacer, N9642D, fatal accident occurred on July 28, 2025, near New Underwood, South Dakota

• Location: New Underwood, SD 
• Accident Number: CEN25FA289 
• Date & Time: July 28, 2025, 06:04 Local 
• Registration: N9642D 
• Aircraft: Piper PA-22-150 
• Injuries: 1 Fatal, 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200640/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N9642D

On July 28, 2025, about 0604 mountain daylight time, a Piper PA-22-150 airplane, N9642D, was substantially damaged when it was involved in an accident near New Underwood, South Dakota. The pilot was seriously injured and the passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The airplane departed from the Kauer Private Airport (3SD2), Box Elder, South Dakota, for the local area flight. There were no known witnesses to the accident. A search revealed no automatic dependent surveillance-broadcast data for the accident flight.

The airplane impacted a powerline along the perimeter of a pasture about 5 miles eastsoutheast of the departure airfield. The airplane ultimately impacted the pasture and came to rest inverted about 650 ft from the powerline. The initial ground scar was adjacent to a barbed wire enclosure and a wooden fence post on a heading of about 80°. The ground scar contained a fragment of wood and fabric from a wingtip bow along with fragments of red lens material from the left wingtip navigation light lens. Portions of powerlines were found along the debris field and entangled with the wreckage. The airplane sustained substantial damage to both wings, the fuselage, the vertical stabilizer, rudder, and elevator.

Flight control cable continuity was confirmed from the cockpit to each of the flight control surfaces except for a separation in the aileron chain segment and the elevator pushrod.

The Sensenich M74DM aluminum fixed pitch propeller was separated from the crankshaft propeller flange and located in the debris path near ground scars. The propeller exhibited chordwise polishing and bending. The aft face of one blade sustained gouges from impacting a powerline cable.

The engine, a Lycoming O-320-A2A, was removed from the engine mounts and placed on an engine hoist. The engine crankshaft was rotated by hand via the crankshaft flange. Valve train movement was observed at all cylinders. Engine drivetrain continuity was confirmed. Thumb compression and suction were observed at all cylinders. Oil was expelled from one of the oil filter lines that was found compromised when the crankshaft was rotated by hand. The cylinders were borescope inspected, and no anomalies were noted.

The fuel strainer bowl beneath the right front seat remained intact and the sump drain was actuated to produce liquid which was similar in both odor and color with automotive gasoline. The fuel strainer bowl on the firewall was impact damaged and separated from its mount. The firewall strainer screen was partially separated from its mount and was free from blockage. Fuel was collected and tested with water finding paste, with no water found in the sample. Both magnetos remained attached to the engine accessory case. The magnetos were removed and when rotated by hand, spark was observed from all the leads. No pre-impact anomalies were found with the airframe or engine that would have precluded normal operation.

A handheld Garmin GPSMAP 496 unit was found within the wreckage and was sent to the NTSB Vehicle Recorders Laboratory.

The sun’s position at the time of the accident was about 4° above the horizon on an azimuth of 67°.