Beechcraft P35 Bonanza, N463T, fatal accident occurred on September 5, 2025, near Centennial Airport (APA/KAPA), Denver, Colorado

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=N6021E

Check 6 LLC

- Hitstory of Flight:
On September 5, 2025, at about 0622 local time, a Beechcraft P35 Bonanza, N463T, registered to Check 6 LLC out of Spearfish, South Dakota, was destroyed when it impacted terrain near Centennial Airport (APA/KAPA), Denver, Colorado. The two occupants onboard sustained fatal injuries. The local flight originated from KAPA.

According to automatic dependent surveillance-broadcast (ADS-B) data, on the day of the accident, starting from 0544 LT, the airplane conducted 4 touch and go(es) at the airport. At about 0620 LT, the airplane conducted a touch and go on runway 17L. At 06:21:18, the airplane was 8,000 down the runway when it conducted a go-around. At 0621:51, the airplane was at 6,200 ft, 82 knots groundspeed and climbing about 770 feet per minute (fpm) when it conducted a left turn (crosswind turn) towards the pattern. At 0622:14, the airplane was still climbing 200 fpm through 6,400 ft and 83 knots groundspeed. 2 seconds later, the airplane decelerated to about 78 knots (GS) and a began a descending left hand turn from 6,400 ft. The airplane continued to descend, while maintaining about 80 knots (GS) with a notable increase in the average descend rate. The last ADS-B return was recorded at 0623:04, the airplane was at 5,800 ft, 79 knots groundspeed, and descending 1000 fpm. (figure 1)

Figure 1: ADS-B exchange data ran through Flysto

Figure 2: Accident go-around

- Pilot Information:
unknown at this point.

- Aircraft Information:
The The four-seat, low-wing, retractable-gear airplane, serial number D-7083, was manufactured in 1962. It was powered by a single Continental IO-470-N 260-horsepower engine.

According to the Airplane Flight Manual, the recommended landing approach speed was 69 knots, and the indicated stall speed in the landing configuration was 52 knots. The certificated gross weight for the aircraft is 3125 pounds.

- Wreckage and Impact Information:
The airplane came to rest upright in a power-generators parking area about 0.50 mile from the airport. Both wings and tail remained attached to the fuselage and were destroyed by the post crash fire. The engine was twisted aft and remained attached to the airframe along one of the propellers. A generator located to the right of the main wreckage sustained impact and fire damage. The impact appears consistent with a wings level, nose level altitude. (figure 3)

Figure 3

- Airport Information:
Runway 17L is 10001 x 100 ft. The airport field elevation was 5884.9 ft.

- Weather:
(1) Brief:

The reported weather at KAPA, at 0553 (about 30 minutes before the accident) included: wind 120° at 9 knots, 10 statute miles visibility, few clouds (FEW) at 6,000ft AGL, a broken (BKN) ceiling at 10,000ft AGL and 18,000ft AGL, a temperature of 12° C, a dew point of 7° C, and a barometric altimeter setting of 30.17 inches of mercury. The calculated density altitude was 6662 ft.

The reported weather at KAPA, at 0653 (about 30 minutes after the accident) included: wind 120° at 9 knots, 10 statute miles visibility, light rain, few clouds (FEW) at 6,000ft AGL, a broken (BKN) ceiling at 8,000ft AGL and 11,000ft AGL, an overcast ceiling (OVC) at 18,000ft AGL, a temperature of 12° C, a dew point of 7° C, and a barometric altimeter setting of 30.21 inches of mercury. The calculated density altitude was 6622 ft.

(2) METARs:

METAR KAPA 051153Z 12009KT 10SM FEW060 BKN100 BKN180 12/07 A3017 RMK AO2 SLP154 T01220067 10172 20122 55004

METAR KAPA 051253Z 12009KT 10SM -RA FEW060 BKN080 BKN110 OVC180 12/07 A3021 RMK AO2 RAB28 SLP169 P0000 T01170072

(3) Sun and Moon Data:

The sun’s position at the time of the accident was about 2° below the horizon on an azimuth of 79° E, and the the Moon was 27 degrees under the horizon on an azimuth of 266° W. The official sunrise occurred at 0631 LT.

- Additional Information:
no

CZAW SportCruiser, N336SC, fatal accident occurred on September 4, 2025, near Eastern Slopes Regional Airport (IZG/KIZG), Fryeburg, Maine

 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=N336SC

- Hitstory of Flight:
On September 4, 2025, at about 1418 local time, a CZAW SportCruiser, N336SC, registered to 336SC LLC out of Jackson, New Hampshire, was substantially damaged when it impacted trees and terrain near Eastern Slopes Regional Airport (IZG/KIZG), Fryeburg, Maine. The sole pilot onboard sustained fatal injuries. The local flight originated from KIZG.

According to flight-tracking history, on the day of the accident, starting from 1100 LT up until 1220 LT, the airplane conducted 4 different local flights around the airport, and the majority involved touch-and-goes on runway 32. 

According to automatic dependent surveillance-broadcast (ADS-B) data, the accident leg originated at 1415 LT, the airplane departed runway 14 and entered a climbing left turn and entered the left pattern for the departure runway. At 1417:13, the airplane was at 2025 ft, 88 knots groundspeed when it entered the base leg for runway 14. At 18:17:40, the airplane was at 2025 ft, 58 knots groundspeed when it entered the base-to-final turn for runway 14. For the next 8 seconds, the airplane decelerated to about 53 knots (GS) before it started a descending left hand turn. The last ADS-B return point was recorded at the conclusion of the turn. The airplane was at 1750 ft, 81 knots groundspeed, and descending -1280 feet per minute (fpm). (figure 1)

Figure 1: ADS-B exchange data ran through Flysto

- Pilot Information:
unknown

- Airplane Information:
The accident airplane, serial number C0640, was manufactured in 2019. It was a two-seat, fixed tricycle undercarriage, all-metal design, primarily constructed of aluminum with low wings and a conventional empennage. It was equipped with a 100-horsepower Rotax 912 ULS engine and a 3 blade Sensenich propeller.

According to the Pilot Operating Handbook (POH), section 4.10, Approach:

1. Autopilot - disengage 

2. Approach speed - 60 KIAS 

3. THROTTLE - as necessary 

4. Flaps - takeoff position (12°) 

5. Trims - as necessary 

6. Safety harness - fasten

Also, in section 1, Stall Speeds:

Stall speeds:

VS0 – flaps down, power - idle .....................32 [knot] (37 [mph])

VS1 – flaps up, power - idle.........................39 [knot] (45 [mph])

- Wreckage and Impact Information:
The airplane came to rest upright in a heavily wooded area. There was no post crash fire. Both wings and tail remained attached to the airframe. There were no observed tree strikes or debris path leading to the main wreckage.

- Airport Information:
Eastern Slopes Regional Airport is an uncontrolled airport located about 3 miles southeast of Fryeburg, Maine. It features a single asphalt runway 14/34 which is 4200 x 75 ft. The airport field elevation was 454.6 ft.

- Weather Information:
(1) Brief:

The reported weather at KIZG, at 1354 (about 24 minutes after the accident) included: winds 150 at 10 knots, gusting 19 knots, 10 statute miles visibility, few clouds (FEW) at 7,000ft AGL, a temperature of 26° C, a dew point of 9° C, and a barometric altimeter setting of 29.87 inches of mercury. The calculated density altitude was 1918 ft.

The reported weather at KIZG, at 1454 (about 36 minutes after the accident) included: winds variable at 5 knots, gusting 16 knots, 10 statute miles visibility, a scattered (SCT) ceiling at 7,500ft AGL, a temperature of 27° C, a dew point of 9° C, and a barometric altimeter setting of 29.84 inches of mercury. The calculated density altitude was 2067 ft.

(2) METARs:

METAR KIZG 041754Z AUTO 15010G19KT 10SM FEW070 26/09 A2987 RMK AO2 SLP113 T02560094 10272 20122 56021

METAR KIZG 041854Z AUTO VRB05G16KT 10SM SCT075 27/09 A2984 RMK AO2 SLP104 T02670094

(3) Sun and Moon Data:

The sun’s position at the time of the accident was about 47° above the horizon on an azimuth of 216° SW.

(4) Area Forecast Discussion:

Area Forecast Discussion
National Weather Service Gray ME
155 PM EDT Thu Sep 4 2025

.SYNOPSIS...
A trough swinging into the Great Lakes will send a cold front
towards New England, bringing increasing chances for showers
tonight into early Friday morning. Another front approaches for
Saturday perhaps allowing for more substantial rainfall and
thunderstorms over a wider area. High pressure moves in early
next week.

&&

.NEAR TERM /THROUGH TONIGHT/...
Seasonably warm and dry conditions continue this afternoon with
shortwave ridging in place across New England. A tightening gradient
ahead of an approaching cold front will support wind gusts of 20-25
mph at times will make for increased fire sensitivity when combined
with afternoon RH of 35 to 45% across the region.

Going into tonight, no big changes to the forecast. A line of
showers is forecast to reach the CT River around midnight along a
weakening cold front, with showers gradually expanding eastward
through the night but with a decaying trend based on today`s
12Z hi-res guidance. Western and northern NH and into the
western ME mountains stand the better chance of wetting rains
with up to 0.25" possible with amounts decreasing to the south
and east. Moist, southerly flow remains in place, so am
expecting more fog and stratus tonight, especially in western
ME, where fog could be locally dense. However, a limiting factor
to dense fog may be boundary layer flow being a hair more than
last night and this morning.

&&

&&

.AVIATION /18Z THURSDAY THROUGH TUESDAY/...
Short Term...Prevailing VFR today except for RKD, but then IFR
to LIFR restrictions look likely again for many sites this
evening and tonight with fog and/or stratus. Rain showers are
also likely, especially across the western NH terminals through
tonight. Have not introduced precip to any other terminals yet
due to uncertainty in how far the precip will make it. Ceilings
and visibilities will improve on Friday, with NH terminals
expected to reach VFR, but AUG and RKD may hold onto IFR/MVFR
ceilings through the day. Fog and low stratus will be most
likely again for the western ME sites, especially RKD and AUG.

Long Term...
Lowered restrictions are expected from Saturday morning through
Sunday morning. Mostly VFR expected Sunday through the end of next
week.
&&

- Additional Information:
no

Beechcraft K35 Bonanza, N6021E, fatal accident occurred on September 4, 2025, near Cambridge Municipal Airport (CBG/KCBG), Cambridge, Minnesota

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=N6021E

- Hitstory of Flight:
On September 4, 2025, at an unknown time, a Beechcraft K35 Bonanza, N6021E, registered to a private individual out of Shoreview, MN, was destroyed when it impacted terrain while on approach to land at Cambridge Municipal Airport (CBG/KCBG), Cambridge, Minnesota. The sole pilot onboard sustained fatal injuries. The personal flight originated from Anoka County–Blaine Airport (ANE/KANE), Minneapolis, Minnesota, and was destined to KCBG.

According to automatic dependent surveillance-broadcast (ADS-B) data, at 1052 LT, the airplane departed runway 27 and entered a climbing right turn to an altitude of 3,000 ft. The airplane started a descent towards KCBG about 8 minutes into the flight. The coverage stopped as the airplane was about 2 miles from the approach end of runway 36.

The circumstances of the accident are unknown. There were no known witnesses at the time of this writing.

Figure 1: Flightaware data ran through Google Earth

- Pilot Information:
unknown at this point.

The registered owner, aged 41, holds an airline transport pilot certificate (issued/updated 8/17/2023) with a rating for airplane multi-engine land, and commercial privileges in airplane single-engine land, airplane single-engine sea. He also held a flight instructor certificate with ratings for airplane single-engine, mulit-engine, and instrument airplane, and a remote pilot certificate. His second class FAA medical was issued on March 2025. The pilot held type ratings in the B-737, BE-300, BE-400, and MU-300. (It is unknown if this is the accident pilot)

- Airplane Information:
The airplane, serial number D-5919, was a 5-seat, low-wing, with a distinctive V-tail and manufactured in 1959. It was powered by a single Continental IO-470 engine rated at 260 hp.

- Wreckage and Impact Information:
The initial impact point was an open grass field located about 0.35 mile from the approach end of runway 16 (figure 2). There was a little debris field leading up to the main wreckage, which consisted of the entire airplane. The airplane rotated about 180° from the initial impact point. There was no post crash fire. The entire right wing remained attached to the fuselage and sustained impact damage. A small portion of the left wing remained attached to the fuselage. The reminder of the wing sustained extensive impact damage, and was lodged under the cockpit. The engine sustained impact damage and remained attached to the airframe. The cockpit and passenger cabin sustained extensive impact damage to the left (pilot's) side (figure 3). The sequence appears consistent with a left wing first, nose down impact.

Figure 2

Figure 3

- Airport Information:
Cambridge Municipal Airport is an uncontrolled (non-towered) public airport located about 2 miles southwest of Cambridge, Minnesota. The airport field elevation was 945.4 ft. The airport features a single asphalt runway 16/34 that is 4001 ft long and 75 ft wide. There are two instrument approach procedures. An RNAV (GPS) approach for 16, and one for 34.

- Weather:
(1) Brief:

The reported weather at KCBG, at 1055 included: winds 260 at 5 knots, 10 statute miles visibility, few clouds (FEW) at 4,200ft AGL, a broken layer (BKN) at 26,000ft AGL and 28,000ft AGL, a temperature of 12° C, a dew point of 3° C, and a barometric altimeter setting of 29.75 inches of mercury.

The reported weather at KCBG, at 1155 included: winds 290 at 5 knots, 10 statute miles visibility, few clouds (FEW) at 4,500ft AGL, a broken layer (BKN) at 22,000ft AGL and 25,000ft AGL, a temperature of 12° C, a dew point of 3° C, and a barometric altimeter setting of 29.74 inches of mercury.

(2) METARs:

METAR KCBG 041555Z AUTO 26005KT 10SM FEW042 BKN260 BKN280 12/03 A2975 RMK AO2 T01200027 $

METAR KCBG 041615Z AUTO 29005KT 10SM FEW045 SCT220 BKN250 12/03 A2974 RMK AO2 T01230027 $

METAR KCBG 041635Z AUTO VRB06KT 10SM BKN043 12/03 A2973 RMK AO2 T01220029 $

(3) Area Forecast Discussion:

Area Forecast Discussion
National Weather Service Twin Cities/Chanhassen MN
549 AM CDT Thu Sep 4 2025

.KEY MESSAGES...

- Strong Clipper to bring a round of rain & thunderstorms this
  afternoon and evening.

- Very gusty winds will follow the Clipper system across
  western and southern MN Thursday night.

- Cold temperatures continue through the weekend, before
  rebounding next week.

&&

.DISCUSSION...
Issued at 317 AM CDT Thu Sep 4 2025

Today... It`s a chilly morning, with surface temps dropping into
the 30s for a few locations (nearly 10-15 degrees below
normal for this time of year). The Frost Advisory continues for
northern MN/WI. After sunrise, our attention turns to the fast-
approaching Clipper which can already be seen on regional radar
over southeast Saskatchewan. The dynamics still look pretty
impressive with this wave, and it certainly would`ve been a
solid snow producer had it been January instead of early
September. A broad precip shield ahead of the deepening surface
low should track into west central Minnesota during the early
afternoon, and then quickly spread south and east. Many of the
CAMs show the low pivoting somewhere near the Twin Cities metro,
contributing to higher QPF over a narrow strip of counties in
northwest WI. HREF lightning probs suggest some embedded
thunder, though much of the rain should feel more showery than
stormy. Unless if you are southern MN where a little more
instability will be able to build through the day and some
clusters of storms are possible during the late afternoon and
early evening.

The other big component of this Clipper will be the strong winds
associated with it. Western and southern MN will see the
strongest winds with sustained values up to 30 mph and gusts up
to 40 mph. We considered a Wind Advisory, but this looks to be
more of a pressure gradient driven wind rather than a mixing
down stronger winds aloft set up (given it`ll be more at night).
Because of this timing, the best signal for strong winds
remains to our west over the Dakotas.

Friday through Sunday... Our fast moving shortwave will have
made its way east to the Great Lakes, leaving the Upper
Mississippi Valley in yet another strong CAA regime. The 00z
HREF produces mean wind speeds around 15 to 20 mph and gusts up
to 30 mph, though the strongest gusts should become less
frequent throughout the day as the pressure gradient quickly
recovers. Latest NBM continues to trend temps down, suggesting
widespread highs in the 50s and only a few spots sneaking into
the low 60s across southern Minnesota on Friday. Saturday could
feature another shortwave riding down the western periphery of
the deep low over Ontario. Though much more subtle than our
Thursday system! Forecast soundings hint at the chance for light
precip, although we may be too dry in the lower 5-7kft to see
much near the surface. It will not be until Sunday when surface
high pressure moves into the region, clearing skies and shifting
winds out of the south by Sunday night.

Next Week... The eastern trough will start to break down as
heights rise over the central Plains. There is an increasing
signal for some warm air advective showers during the early part
of the week (Monday into Tuesday right now), but otherwise only
sporadic chances for rain. It actually looks like we could
enter a pretty temperate period, with persistent highs in the
70s and lows in the 50s. We do also see moisture build back in
with the majority of ensemble members showing us nearly
doubling our PWATs by Wednesday.

&&

.AVIATION /12Z TAFS THROUGH 12Z FRIDAY/...
Issued at 540 AM CDT Thu Sep 4 2025

Quiet start to the TAF period ahead of a strong clipper that
will arrive in western MN early this afternoon. Main impacts
include periods of vis impacts from -RA and isolated TSRA, cigs
gradually lowering to around 1k-2k ft for many sites late
tonight, and a dramatic increase in winds/gusts in the
clipper`s wake. Gusts up to 40 kts will be possible for a 3 to 5
hour window behind the low, primarily down near RWF and MKT.
Gusty NW winds then linger into Friday morning as the rain
tapers off from west to east.

KMSP...Can`t completely rule out a rumble or two of thunder as
the surface low passes near MSP around 00z. Behind the low, look
for a very rapid shift to gusty northwest winds between 1z and
3z.

/OUTLOOK FOR KMSP/
FRI...VFR. Wind NW 10-15G25 kts.
SAT...VFR. Slight chance MVFR/-RA. Wind NW 10-15 kts.
SUN...VFR. Wind W 5-10 kts.

&&

.MPX WATCHES/WARNINGS/ADVISORIES...
MN...None.
WI...Frost Advisory until 8 AM CDT this morning for Rusk.

&&

$$

DISCUSSION...BED
AVIATION...BED

(4) Hazardous Weather Outlook:

Hazardous Weather Outlook
National Weather Service Twin Cities/Chanhassen MN
150 PM CDT Thu Sep 4 2025

MNZ041>045-048>053-057>063-066>070-076>078-084-085-093-WIZ014>016-
023>028-051900-
Douglas-Todd-Morrison-Mille Lacs-Kanabec-Pope-Stearns-Benton-
Sherburne-Isanti-Chisago-Kandiyohi-Meeker-Wright-Hennepin-Anoka-
Ramsey-Washington-McLeod-Sibley-Carver-Scott-Dakota-Le Sueur-Rice-
Goodhue-Waseca-Steele-Freeborn-Polk-Barron-Rusk-St. Croix-Pierce-
Dunn-Pepin-Chippewa-Eau Claire-
150 PM CDT Thu Sep 4 2025

This Hazardous Weather Outlook is for portions of central
Minnesota...east central Minnesota...south central Minnesota...
southeast Minnesota...west central Minnesota...northwest
Wisconsin and west central Wisconsin.

.DAY ONE...This Afternoon and Tonight.

Isolated thunderstorms will move across the area late this
afternoon through the evening. Severe weather is not expected,
but a few storms could produce gusty winds.
Strong northwest winds are expected behind the cold front,
especially across the western and southern Minnesota. Gusts up to
35 mph will be possible late this evening.

.DAYS TWO THROUGH SEVEN...Friday through Wednesday.

No hazardous weather is expected at this time.

.SPOTTER INFORMATION STATEMENT...

SKYWARN spotter activation will not be needed.

$$

- Additional Info:
No

Cessna 172L Skyhawk, N2860Q, fatal accident occurred on August 14, 2025, near Walters, Oklahoma

• Location: Walters, OK
• Accident Number: CEN25FA320
• Date & Time: August 14, 2025, 09:34 Local
• Registration: N2860Q
• Aircraft: Cessna 172L
• Injuries: 1 Fatal
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200786/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N2860Q

On August 14, 2025, about 0934 central daylight time, a Cessna 172L, N2860Q, was destroyed when it was involved in an accident near Walters, Oklahoma. The pilot sustained fatal injuries. The airplane was operated under Title 14 Code of Federal Regulations as a Part 91 personal flight.

The pilot, who was an independent flight instructor at Lawton-Fort Sill Regional Airport, Lawton (LAW), Oklahoma, was allowed to use the airplane for pilot proficiency purposes by the airport authority. Airport personnel did not know of the pilot’s schedule for any flight training activity on the day of the accident since the pilot would solely maintain that schedule. An airframe and powerplant mechanic at LAW stated the pilot did not report any mechanical discrepancies with the airplane before the accident flight.

Radar data showed the airplane departed from runway 17 at LAW, about 0833, and proceeded eastbound for about 10 miles before beginning a series of turns with relatively constant altitude and no large altitude deviations. During the last minute of radar data, the airplane made a right turn and proceeded northbound, decreasing in altitude and gaining airspeed until the radar data track stopped.

The accident site and impact features of the airplane exhibited an airplane nose-down, highspeed, impact with terrain. The airspeed indicator, which was separated from the main wreckage, indicated about 155 kts. Accident site ground scarring contained a hole several inches deep within the ground consistent with the airplane nose that was surrounded by ground scars of the main landing gear wheels and both wings. The wings, fuselage, empennage, and control surfaces were all contained within the main wreckage. Both wings were crushed inward to their respective main wing spars and their wing flaps were in the retracted position. The airplane pitch trim was about in the neutral position. The propeller was separated from the engine and displayed rotational features of chordwise scratching and twisting.

Beechcraft B300 Super King Air, N534AW, fatal accident occurred on August 5, 2025, at Chinle Municipal Airport (E91), Chinle, Arizona

• Location: Chinle, AZ 
• Accident Number: WPR25FA240 
• Date & Time: August 5, 2025, 12:45 Local 
• Registration: N534AW 
• Aircraft: Beech 300 
• Injuries: 4 Fatal 
• Flight Conducted Under: Part 135: Air taxi & commuter - Scheduled - Air Medical (Medical emergency)

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200716/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N534AW

CSI Aviation Inc

On August 5, 2025, about 1245 mountain daylight time, a Beech 300, N534AW, was destroyed when it was involved in an accident near Chinle, Arizona. The pilot, co-pilot and two medical crew members were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 positioning flight.

Automatic dependent surveillance-broadcast (ADS-B) data and air traffic control radar data showed that the airplane departed Albuquerque International Sunport Airport (ABQ) Albuquerque, New Mexico about 1155, climbed to 18,000 ft mean sea level (msl) and proceeded direct to Chinle Municipal Airport (E91) Chinle, Arizona. About 1229 the airplane began a descent and about 1239, the airplane entered the traffic pattern on the downwind leg for runway 36. About 1240, while about 6,600 ft, the airplane turned right and entered the base leg. The last radar data point recorded the airplane about 6,100 ft, and about 2.8 miles southeast of the runway 36 threshold.

According to a witness, who was located about one quarter mile from the airport, he observed the airplane on a northbound heading over the runway while flying about 180 ft above ground level (agl). The left wing banked erratically multiple times and then leveled off, at which time the airplane pitched up. The left wing then dropped into a knife edge attitude, while the airplane descended to the ground and immediately erupted in flames.

The airplane impacted open terrain about 990 ft west of runway 36 at an elevation of about 5,510 ft. A path of disturbed terrain and vegetation extended about 281 ft from the main wreckage and included multiple airframe components. A postaccident fire thermally damaged the fuselage and wings.

A cockpit voice recorder was recovered from the airplane and shipped to the NTSB Vehicle Recorders Laboratory for download. The airplane was recovered to a secure facility for further examination.

Game GB1 GameBird, N588AF, and Van's RV-8, N931KZ, accident occurred on July 12, 2025, at Gould Peterson Municipal Airport (K57), Tarkio, Missouri

• Location: Tarkio, MO 
• Accident Number: CEN25LA250 
• Date & Time: July 12, 2025, 08:30 Local 
• Registration: N588AF (A1); N931KZ (A2) 
• Aircraft: GAME COMPOSITES LLC GB1 GAMEBIRD (A1); Vans RV-8 (A2) 
• Injuries: 1 None (A1); 1 None (A2) 
• Flight Conducted Under: Part 91: General aviation - Personal (A1); Part 91: General aviation - Personal (A2)

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200531/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N588AF

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N931KZ

On July 12, 2025, about 0830 central daylight time, a Game Composites GB-1 Gamebird airplane, N588AF, was substantially damaged, and a Vans RV-8, N931KZ, sustained minor damage, when they were involved in an accident near the Gould Peterson Municipal Airport (K57), Tarkio, Missouri. Neither pilot was injured. Both airplanes were operated as a Title 14 Code of Federal Regulations Part 91 personal flights.

The airport was hosting the Wing Nuts Flying Circus event on the day of the accident. This included an air show, aircraft flybys, and static aircraft displays. A temporary flight restriction (TFR) was in effect on July 11th and July 12th from 1230 until 1430 each day in conjunction with the event. The TFR consisted of a 5 nm radius centered on K57 from the surface to 15,000 ft mean sea level. A temporary control tower was established at K57 for the event and was in operation at the time of the accident. The airport was normally a non-towered airport.

The pilot of N588AF was the lead in a formation of five airplanes. He reported reaching the base leg in the traffic pattern and was then cleared to land. The approach was without incident until another pilot in his formation instructed him to execute a go-around. He complied immediately; however, that was not in time to prevent a collision with an airplane already on the runway. The airplane sustained substantial damage when the rudder contacted the propeller of the airplane on the runway. The lower aft corner of the rudder was cutoff by the propeller.

The pilot of N931KZ reported that he had landed and was rolling out at the time of the accident. He heard an increase in noise and then a severe vibration as the other airplane passed overhead. The propeller of his airplane contacted the rudder of the other airplane.

A witness reported that he observed the events leading to the accident. He landed about 30 minutes prior and had parked his airplane in a grass area about halfway down the runway. From that vantage point, he observed an airplane on what appeared to be a straight-in final for runway 36. He then observed a second airplane turn from a close-in left base to final as it descended on top of the first airplane on final. He was unable to see if the airplanes continued or if they came into contact with each other. From his vantage point, it did not appear that either plane was in distress.

A witness reported that he observed the events leading to the accident. He landed about 30 minutes prior and had parked his airplane in a grass area about halfway down the runway. From that vantage point, he observed an airplane on what appeared to be a straight-in final for runway 36. He then observed a second airplane turn from a close-in left base to final as it descended on top of the first airplane on final. He was unable to see if the airplanes continued or if they came into contact with each other. From his vantage point, it did not appear that either plane was in distress.

Midair collision: North American T-6G Texan, N2897G, and North American AT-6B Texan, N57418, fatal accident occurred on September 17, 2023, at Reno-Stead Airport (RTS/KRTS), Reno, Nevada

• Location: Reno, Nevada 
• Accident Number: WPR23FA345 
• Date & Time: September 17, 2023, 13:55 Local 
• Registration: N2897G (A1); N57418 (A2) 
• Aircraft: North American T-6G (A1); North American AT-6B (A2) 
• Aircraft Damage: Substantial (A1); Substantial (A2) 
• Defining Event: Midair collision 
• Injuries: 1 Fatal (A1); 1 Fatal (A2) 
• Flight Conducted Under: Part 91: General aviation - Air race/show (A1); Part 91: General aviation - Air race/show (A2) 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193074/pdf

https://data.ntsb.gov/Docket?ProjectID=193074

On September 17, 2023, about 1355 Pacific daylight time, a North American T-6G, N2897G (Race 6), and a North American AT-6B, N57418 (Race 14), were destroyed when they were involved in an accident near Reno, Nevada. The pilots of both airplanes were fatally injured. Both airplanes were operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilots of the accident airplanes were participating in a closed-course air race. Both pilots had just completed the race and entered the airport traffic pattern for runway 8. Several witnesses observed the airplanes, Race 14 and Race 6, collide while Race 14 was on the base leg (a southerly heading) and Race 6 was on the downwind leg (a west-southwest heading). Witnesses, including the pilot of another race airplane, reported that Race 14 was on a wide base leg for the runway, while Race 6 was closer in on the downwind leg for the runway. While the exact flight path of each airplane could not be determined, based upon witness and other pilots’ statements, along with Race 14’s radio transmissions, it’s likely that the wider pattern flown by Race 14, and the tighter pattern flown by Race 6, placed Race 14 to the right of Race 6’s flight path. Given the pilot of Race 14’s transmission “base with gear,” it’s likely that the pilot of Race 6 may have been looking to the left for Race 14.

Sun data at the time of the accident showed that the center of the sun’s disk would have been ahead and slightly to the right of Race 14’s flight path, and to the left of Race 6’s flight path, about 50° above the horizon.

The person who was in the Race Control position reported that he was in the control tower providing advisory functions for the T-6 Gold Race. At the conclusion of the race, after the participants had exited the race course, Race 14 reported midfield abeam for runway 08 (meaning the aircraft was abeam the tower on downwind for runway 8); Race Control then advised Race 14 that he was in the No. 1 position to land. After Race 6 then reported midfield abeam, Race Control advised Race 6 that he was following traffic ahead on downwind. He further stated that when Race 14 reported base and gear, he had cleared him to land on runway 8. Soon after, other aircraft in the cool-down pattern started to report midfield abeam the tower; he advised them of traffic ahead on the downwind. Race Control then observed an aircraft falling from the sky about the location of the base leg for runway 08; he then alerted the people in the tower. Shortly after, he observed a second airplane falling and impacting the ground. A witness located along the edge of airport property captured audio transmissions during the race. The recording includes various transmissions from Race 14 and Race 6. Although there were multiple unintelligible transmissions, no discernible transmissions regarding a traffic alert from Race Control could be identified.

Standard operating procedures outlined the duties for various positions of personnel in the tower at the time of the race along with expected radio transmissions by the pilots and tower controller. The operating procedures provided no distinct procedures for tower personnel to provide traffic separation. Additionally, the air boss stated that it was an expectation but there was no written guidance.

- Probable Cause: The failure of both the Race 14 and Race 6 pilots to see and avoid each other while in the airport traffic pattern. Contributing to the accident was both pilots’ failure to fly the standard downwind and base legs.