Aircraft structural failure: Boeing 737 MAX 9, N27515, accident occurred on October 24, 2024, at Houston-George Bush Intercontinental Airport (IAH/KIAH), Houston, Texas

• Location: Houston, Texas 
• Accident Number: DCA25LA025 
• Date & Time: October 24, 2024, 12:52 Local 
• Registration: N27515 
• Aircraft: Boeing 737-9 
• Aircraft Damage: Substantial 
• Defining Event: Aircraft structural failure 
• Injuries: 145 None 
• Flight Conducted Under: Part 121: Air carrier - Scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195444/pdf

https://data.ntsb.gov/Docket?ProjectID=195444

United Airlines flight 1181 experienced a failure of the number 3 and number 4 tires on the right main landing gear (MLG) during landing on runway 26L at George Bush Intercontinental/Houston Airport (IAH), Houston, Texas. The airplane exited the runway and stopped on a high-speed taxiway, and the passengers were deplaned and bussed to the terminal. Post landing inspection revealed substantial damage to the aircraft fuselage skin.

The captain was the pilot flying and the first officer (FO) was the pilot monitoring for the entire duration of the flight. During preflight preparations for departure from Harry Reid International Airport (LAS), Las Vegas, Nevada, both pilots reviewed the flight release and noted three Minimum Equipment List (MEL) items: the autobrake system, the antiskid system, and a coffee maker. The autobrake and antiskid systems had been deferred earlier that morning due to maintenance issues, specifically an antiskid alert light that failed to test correctly.

Given these deferrals, the crew stated they reviewed the enroute and destination weather conditions and reviewed operational limitations with the MEL items. Weather was visual flight rules (VFR) at both departure and destination airports. The crew determined that all MELrelated limitations were satisfied, including the need for a dry runway, no tailwind, use of flaps 40 for landing, and sufficient landing distance. The aircraft departed LAS without incident.

During descent into Houston, the crew stated they conducted the approach briefing, incorporating the limitations due to the MEL items. The FO noted a slight tailwind component on Runway 26L and requested an opposite-direction landing due to the autobrake and antiskid systems not available. However, Houston approach air traffic control (ATC) was unable to accommodate the request due to traffic volume and airspace restrictions. Winds were later reported as calm, and the crew proceeded with a visual approach to Runway 26L. When the FO did a final wind check with the tower, they were informed of a direct left-to-right crosswind relative to the runway, at 8 knots.

Both the captain and FO described the landing as soft and initially uneventful. The speed brakes deployed automatically, and the captain stated he applied brakes and activated the thrust reversers. However, shortly after the reversers were deployed, the captain perceived an abnormal condition, suspecting a tire failure due to the unusual noise and slight lateral swaying. The FO described the sensation as skidding followed by grinding and noted that the aircraft did not roll smoothly below 10 knots, with a right-wing-down lean. The captain suspected a blown tire and steered the aircraft off the runway and onto a high-speed taxiway.

A review of the FDR data for the landing show that as the pitch angle was reduced, the brake pressure began to rise to about 500 psi, prior to the right MLG air/ground switch changing to “ground”. After the right MLG was on the ground, the brake pressure continued to rise, peaking at about 1500 psi as the left MLG air/ground switch changed to “ground”. Brake pressure then eased to about 1000 psi as the nose gear air/ground switch changed to “ground” and the vertical acceleration peaked at about 1.3g. About one second later, there was a second spike in vertical acceleration to 1.3g, concurrent with an increased roll attitude to about 2 degrees right wing down, consistent with the failure of the right MLG tires.

Since the autobraking and antiskid systems were disabled, the flight crew had to manually apply brakes during the landing. The FDR data showed that the brake application happened before all three landing gear had changed to “ground” status, and likely before the wheels had an opportunity to fully spin up. The early application of the brakes during the landing likely contributed to the failure of the tires on the right MLG.

The ATC tower reported seeing smoke emanating from the aircraft during rollout, prompting the crew to request emergency vehicles. Upon stopping, ground personnel confirmed that both tires on the right MLG were severely damaged. The crew started the auxiliary power unit (APU), shut down the engines, and completed the after-landing and parking checklists. Passengers were informed of the situation and deplaned via air stairs approximately 40–45 minutes after landing. Buses transported all passengers and crew to the terminal. No injuries were reported.

Post landing inspection showed an impact dent on the fuselage above the right MLG. The affected area is identified in the United Airlines structural repair manual (SRM) as a principal structural element and required repair utilizing the techniques identified in the SRM. Inspection of the frames, stringers, and shear ties near the damaged area showed no damage to any adjacent areas. 

- Probable Cause: Brake application before all three landing gears were on the ground, which caused the failure of the right main landing gear tires and resulted in tire fragments impacting the fuselage.

Robinson R44 Raven II, N831VA, accident occurred on September 19, 2025, near Alvord, Texas

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=N831VA

- History of Flight:
September 19, 2025, at about 1007 local time, a Robinson R44 Raven II, N831VA, registered to Travel Systems LLC out of Boerne, TX, and being operated by a FAR 141 Pilot School, sustained unknown, but apparent substantial damage when it was involved in an accident near Alvord, Texas. The two occupants onboard were not injured. The flight originated from Fort Worth Alliance Airport (AFW/KAFW), Fort Worth, Texas, at about 0942 LT.

The FAA reported that: "Aircraft during landing maneuvers, the main rotor blades separated the tail boom from the fuselage."

Figure 1: ADS-B Exchange data of end of track

Cessna 182H Skylane, N2383X, and Grumman American AA-5B Tiger, N81317, accident occurred on September 19, 2025, at Plymouth Municipal Airport (PYM/KPYM), Plymouth, Massachusetts

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=N2383X

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N81317

- History of Flight:
September 19, 2025, at about 0700 local time, a Cessna 182H Skylane, N2383X, registered to Como Aviation LLC out of South Weymouth, MA, and a privately-registered Grumman American AA-5B Tiger, N81317, were involved in a ground collision while both were taxiing for departure at Plymouth Municipal Airport (PYM/KPYM), Plymouth, Massachusetts. The sole pilot onboard each airplane was not was injured. Both airplanes were being operated as a Title 14 Code of Federal Regulations Part 91 personal flights.

The FAA reported that the Grumman was on the ramp taxiing for departure when its propeller struck the right wing of the Cessna. The Grumman sustained minor damage, and the Cessna sustained substantial damage.

Vanilla Unmanned VA-001, N246VU, accident occurred on August 20, 2025, near Ninilchik, Alaska

• Location: Ninilchik, AK 
• Accident Number: ANC25LA091 
• Date & Time: August 20, 2025, 06:32 Local 
• Registration: N246VU 
• Aircraft: VU HOLDINGS LLC/DBA VANILLA UN VA 001 
• Injuries: 2 None 
• Flight Conducted Under: Public aircraft

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200833/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N246VU

On August 20, 2025, at about 0632 Alaska daylight time, a Platform Aerospace VA 001 Unmanned Aerial System (UAS), N246VU, was substantially damaged when it was involved in an accident on a beachside cliff near Ninilchik, Alaska. The aircraft was unmanned. The aircraft was operated under Title 14 Code of Federal Regulations as a Public Use Armed Forces Aircraft on a Certificate of Authorization (COA) Waiver.

According to the operator, the airplane was returning to Kenai Municipal Airport in Kenai Alaska after a 72-hour continuous flight to Shemya Island. While flying over open water at an altitude of 5500 ft msl, less than an hour from its expected return, the UAS experienced a total loss of engine power and began an uncommanded descent. While troubleshooting, the flight crew was able to briefly restore partial power after opening the wing fuel drain solenoid. However, this was not enough to maintain altitude. After further attempts to restore engine power were unsuccessful, the flight crew shutdown the engine, to arrest the descent rate, and began a power-off glide towards shore for an off-airport emergency landing. During the emergency landing, the UAS impacted a beachside cliff which resulted in substantial damage to the wings and fuselage.

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

MD Helicopters MD 500 (369D), N5072F, fatal accident occurred on September 11, 2025, near Jim Thorpe, Pennsylvania

• Location: Jim Thorpe, PA 
• Accident Number: ERA25FA344 
• Date & Time: September 11, 2025, 14:02 Local 
• Registration: N5072F 
• Aircraft: Hughes 369D 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 133: Rotorcraft ext. load

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200985/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N5072F

On September 11, 2025, about 1402 eastern daylight time, a Hughes (McDonnell Douglas) 369D helicopter, N5072F, was destroyed when it was involved in an accident near Jim Thorpe, Pennsylvania. The commercial pilot and line technician were fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 133 external load flight.

According to the operator, the helicopter departed a landing zone about 1400 with 45 gallons of Jet-A fuel, to perform work near a 120-ft-tall transmission tower about 1 mile away. The purpose of the flight was to measure and mark sections along a fiber optic wire, located above the transmission wires. Anti-galloping devices (dampers) were to be installed at a later time, on the conductor wire below the fiber optic wire markings. To accomplish this task, the line technician would be positioned on a skid plate, on the left outside of the helicopter, behind the pilot seat, with colored tape. The line technician would then adhere a section of colored tape to the fiber optic wire at the position where the anti-galloping device was to be installed.

There were no known witnesses to the accident sequence. Other line technicians, working about 2 miles away, reported feeling and hearing vibrations in the lines about the time of the accident.

The wreckage came to rest in a vertical nose-down position adjacent to the transmission tower with severed fiber optic wire, oriented about a 210° magnetic heading. The fuel tank had been breached during impact. A strong odor of Jet-A fuel was present at the accident site. Additionally, residual fuel was noted in the tank and on the ground near the wreckage.

Four of the five main rotor blades (MRB) separated from the hub and the tailboom also separated. One MRB remained partially attached to the hub and was curled around the wreckage. Two other MRBs were located in the forward vicinity of the main wreckage. One MRB was bent downward about mid-span, and the other MRB was curled downward near the tip. A section of the fourth MRB was located in a tree aft of the main wreckage, and the fifth MRB was found aft of that, on the ground. The fifth MRB exhibited buckling near the outboard leading edge. A smaller outboard section of MRB was also found about 200 ft forward of the main wreckage.

The upper vertical and horizontal stabilizer were located about 70 ft aft of the main wreckage. Sections of the tailboom, tailrotor driveshaft, tailrotor gearbox, lower vertical stabilizer, and separated tailrotor were located together about 40 ft aft of the main wreckage. The tailrotor hub had separated from the tailrotor gearbox and one tailrotor blade remained attached to the hub. It was bent about 45° near the inboard one-third section. The other tailrotor blade separated about 4 in from the root and the inboard leading edge area of the separated section exhibited an impact scrape indentation.

The pilot held a commercial pilot certificate with a rating for rotorcraft-helicopter. He reported a total flight experience of 11,700 hours on his most recent application for a Federal Aviation Administration second-class medical certificate, dated November 25, 2024. According to the operator, of the pilot’s total flight experience, 2,626 hours were in the same make and model as the accident helicopter. 

The helicopter was manufactured in 1981 and equipped with an Allison (Rolls-Royce) 250-C20R/2, 450-shaft-hp engine. The helicopter was maintained under a manufacturer’s approved inspection program. Its most recent 100-hour inspection was completed on June 21, 2025. At that time, the airframe had accrued 7,985 total hours of operation and the engine had accrued 6,009 total hours of operation. The helicopter had flown 78.2 hours between the inspection and the accident. 

The wreckage was retained for further examination. 

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

• Location: Englewood, CO 
• Accident Number: CEN25FA366 
• Date & Time: September 5, 2025, 06:23 Local 
• Registration: N463T 
• Aircraft: Beech P35 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200946/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N463T

On September 5, 2025, about 0623 mountain daylight time, a Beech P35 airplane, N463T, was destroyed when it was involved in an accident near Englewood, Colorado. The pilot receiving instruction and flight instructor were both fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The pilot receiving instruction was receiving familiarization training as he planned to purchase a similar airplane. ADS-B data for the accident flight showed the airplane departed from runway 35R at the Centennial Airport (KAPA), Englewood, Colorado, about 0543, remained in the traffic pattern. and performed several landings. 

Archived tower audio recordings captured that after performing a stop and go landing to runway 17L, one of the pilots said they were “on the roll”. This was the last recorded radio transmission from the airplane. When the tower controller cleared them “the option” no response was recorded. The tower controller later requested the pilots “ident” if they heard the transmission and the tower controller replied, “ident observed.” No distress calls were recorded from either pilot.

ADS-B data showed at 0622:15, the airplane stopped a climb and began to descend. At 0622:43, data recorded the airplane’s ident. The descent continued until the last recorded point of 0623:05 when the airplane was about 5,900 ft mean sea level, and 77 knots groundspeed.

A firefighter located about 1.5 miles south of the accident site heard the airplane fly overhead and heard the engine stop completely. A woman who lives in a neighborhood south of the airport was walking when she saw the airplane flying on a different flight path and lower than she was used to normally seeing. She heard the engine go silent and looked up to observe the airplane in a “hard” left bank towards the airport and in a descent. The airplane appeared normal, and she thought the airplane was conducting training.

Cameras from businesses around the accident site captured low-resolution video which showed the airplane descending in a left bank. Just before ground impact, the airplane banked right. 

The airplane impacted a paved driveway of an industrial facility. Initial impact points were scrapes on the asphalt aligned on a 280° heading towards the accident site. The main wreckage consisted of a majority of the airplane. Portions of the right wing were scattered to the south of the debris path. The left wing was fractured near the wing root and was found folded aft. The remainder of the airplane remained in its expected orientation. Signatures were consistent with the airplane colliding with several concrete pole barriers in front of a generator unit before coming to rest on a 060°heading. 

Flight control continuity was established from the cockpit to the aileron bellcranks and ruddervators. The dual control wheel chain was observed with the aileron yoke chain around its sprocket. The landing gear and flaps were both found retracted. The propeller remained attached to the engine which was displaced aft into the cockpit area. 

The airplane was retained for further examination. 

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

• Location: Fryeburg, ME 
• Accident Number: ERA25FA332 
• Date & Time: September 4, 2025, 14:18 Local 
• Registration: N336SC 
• Aircraft: Czech Sport Aircraft Sportcruiser 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200944/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N336SC

On September 4, 2025, about 1418 eastern daylight time, a Czech Sport Aircraft Sportcruiser, N336SC, was substantially damaged when it was involved in an accident near Fryeburg, Maine. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot’s son, who had flown with him earlier in the day, reported that the purpose of the flight was to reposition the airplane from Eastern Slopes Regional Airport (IZG), Fryeburg, Maine, to Moultonborough Airport (4MB), Moultonborough, New Hampshire, as IZG was scheduled to close on September 10th for construction. He reported that after the morning flight they washed the airplane, and added 8 gallons of non-ethanol unleaded gasoline, 4 gallons to each wing tank. This brought the total amount of fuel to 13 gallons, 7 gallons in the left wing fuel tank and 6 gallons in the right wing fuel tank. He then departed IZG to drive to 4MB prior to the airplane departing as it was about a 1-hour drive and only about a 20-minute flight. 

Preliminary ADS-B data showed the airplane departed runway 14 at IZG then made a climbing left turn to a maximum altitude of about 2,100 ft mean sea level (msl) on a flight track of about 300°. Two minutes and 26 seconds after the first ADS-B target the airplane stopped climbing at 2,100 ft msl on a flight track of about 210°, and 5 seconds later began about a 500 ft/min descent. About 15 seconds later the airplane began a left turning descent which continued until the ADS-B data ended. The final data point reported the airplane at an altitude about 1,700 ft msl on a flight track of 025° with a descent rate of about 1,300 ft/min. Witnesses on the ground reported hearing a “loud pop” sound, which made them look up, and observe the airplane “in a dive” with the ballistic parachute recovery system partially deployed. One witness who was working at the airport described hearing a “bang” then seeing the accident airplane about 1,000 ft above ground level (agl) in a left spin pointed “straight into the ground.” 

The airplane came to rest in a wooded area just off a firebreak about 1 nautical mile (nm) from the departure airport. The wreckage was oriented on a magnetic heading of 118° and an elevation of 433 ft msl. All major components were contained within about a 40 ft radius from the main wreckage site. The initial impact point was about 30 ft above ground level on a tree located about 50 ft east of where the main wreckage came to rest. The initial ground impact scar was about 25 ft from the initial impact tree, the scar contained rocks which exhibited blue paint transfer consistent with wingtip impact. A larger ground impact crater consistent with impact of the airplane’s engine was observed about 15 ft from the initial ground impact scar. The airplane came to rest about 10 ft from the large impact crater.

The fuselage was impact crushed up and aft. The cockpit canopy was impact separated and found near the airplane. The canopy latch attachment points were torn in a manner consistent with the canopy being closed and latched at the time of impact. The vertical stabilizer, rudder, and right horizontal stabilizer were undamaged. The left horizontal stabilizer, elevator, and pitch trim were displaced forward consistent with impact with a tree during the accident sequence. Both wings remained attached at the main wing spars. The leading edge of the right wing outboard of the fuel tank was impact crushed up and aft. The left wing was impact crushed up and aft and was bent upwards. Control continuity was established from all flight control surfaces to the flight controls in the cockpit through fractures in multiple rod ends consistent with overload impact separation.

Both fuel tanks were breached. The left wing fuel tank contained no fuel and about 1.5 gallons of fuel was drained from the right wing fuel tank via the wing fuel sump. Both the left and right wing fuel tank caps were secured in place and both fuel tank finger screens were unobstructed. The fuel selector was found set to the right fuel tank and continuity of the fuel system was confirmed from the wing tanks through the fuel selector. The fuel line from the fuel selector to the fuel strainer was impact separated. The fuel strainer exhibited impact damage and contained no fuel; the strainer screen was unobstructed. Fuel was drained from the lines of the electric fuel pump and fuel bypass. The fuel was collected in a clear container and tested for water; the presence of water was not detected. An external electrical source was connected to the electric fuel pump, and when the intake was placed in a bucket of water, the fluid pumped with no anomalies. Air was blown through the electric fuel pump fuel bypass, and it was unobstructed. The fuel flow transducer was removed and when air was blown through, it was unobstructed, and the wheel spun smoothly.

The airplane was equipped with a ballistic parachute recovery system (BPRS) which was partially deployed. The red BPRS activation handle in the cockpit was out of its mount consistent with an inflight deployment. The BPRS motor launch tube was mounted to the firewall, and the parachute and other packing materials were stored in a bag which located in a bracket mounted horizontally to the firewall. All 4 parachute harness mounts were secure to the aircraft, and the airframe harness was partially deployed. The harness remained attached to the parachute riser and the riser was partially deployed. The suspension lines remained attached to the riser with a portion of the lines still undeployed in the sleeve. The parachute remained attached to the suspension lines and was partially deployed from the sleeve. The drogue chute was entangled in the parachute sleeve and suspension lines and remained attached to the sleeve. The rocket motor and cable attachments remained attached to the drogue and the rocket motor was found inside the baggage compartment. The nose of the rocket motor had paint transfer consistent with the entry hole in the top aft portion of the fuselage.

Postaccident examination of the engine showed both carburetors had been impact separated from the engine; one remained attached to the wreckage through the throttle control cable and the other was imbedded in the air intake housing. The reduction gearbox sustained impact damage, and the propeller shaft was forced aft into the crankcase. The large gear within the gearbox was also displaced aft, into the crankcase, which displayed gear tooth stamp marks with no rotational scoring signatures. Once the gearbox was removed, both the propeller shaft and crankshaft rotated freely. The cylinder piston and valve faces were examined using a lighted borescope and exhibited lead buildup on the piston face and intake valves. The rocker covers were removed from each cylinder head, and all rocker arms, valve springs, and valves functioned normally. All top and bottom sparkplugs were removed and examined. The spark plugs were yellow, consistent with the use of 100 LL aviation fuel and lead deposits were observed on the electrode. The engine driven fuel pump and right carburetor bowl contained fuel, and the presence of water was not observed when tested with water finding paste. The oil filter adapter and oil filter were impact separated from the crankcase and remained attached to the engine via safety wire. The oil filter was removed and cut open. No debris was noted in the oil filter pleats.

The airplane was equipped with avionics capable of recording and retaining flight and engine data. These units were removed and sent to the National Transportation Safety Board Vehicle Recorders Laboratory for data extraction.

The airplane was retained for further examination.