Piper PA-28-140 Cherokee, N6711J, fatal accident occurred on January 18, 2026, near Holly Springs-Marshall County Airport (M41), Holly Springs, Mississippi

• Location: Holly Springs, MS 
• Accident Number: CEN26FA093 
• Date & Time: January 18, 2026, 16:40 Local 
• Registration: N6711J 
• Aircraft: Piper PA-28-140 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Instructional 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202312/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N6711J

On January 18, 2026, about 1640 central standard time, a Piper PA28-140 airplane, N6711J, was destroyed when it was involved in an accident near Holly Springs, Mississippi. The flight instructor and student pilot were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

According to the airport manager, the airplane had departed Holly Springs-Marshall County Airport (M41), Holly Springs, Mississippi, after doing several touch and go landings. There was no ADS-B data available for the accident flight.

The airplane impacted terrain in a wooded area about 693 ft east of the departure end of runway 18 at M41. The first identified impact point was a pine tree about 185 ft south of the main wreckage. The airplane struck numerous pine trees along the impact path. Five branches were located at the site varying from .75 to 2 in diameter with clean cut marks and black paint transfer consistent with the airplane’s propeller. No ground impact marks were found at the accident site. A post-impact fire consumed a large portion of the airframe. The flight instruments and flight controls were thermally damaged or destroyed. The manual flap selector was thermally damaged and was found in the full flap (40 degree) position. The fuel selector valve was selected to the right fuel tank position and functioned normally when tested with low-pressure air.

Flight control continuity was confirmed for the flight controls. The stabilator trim cables were continuous from the empennage to the forward cabin location. The stabilator trim actuator control rod was extended 1.6 in on the top side of the actuator, which was consistent with a partial nose up trim position.

The airplane was equipped with a Lycoming O-320-E3D reciprocating engine. The engine remained attached to the engine mount. The propeller assembly was partially embedded in soft dirt. Engine control cable continuity was confirmed from the firewall forward to both the mixture and throttle arms of the engine’s carburetor. The mixture was found halfway between lean and rich while the throttle arm was found at a partial power setting. The engine primer control was found within the wreckage in the forward and locked position.

The spark plugs were removed from their respective cylinders. The spark plugs had normal wear patterns, and the coloration was consistent with normal engine operation. The lower plugs on cylinder Nos. 1 and 2 were oil soaked consistent with the oil drained from each cylinder upon removal. The lower spark plug for cylinder No. 3 was found impact fractured below the ignition harness nut. Examination of each cylinder was completed with a borescope with no anomalies found. Thumb suction and compression was confirmed on all cylinders by rotating the propeller in the direction of engine rotation. With all rocker box covers removed, all rocker arms moved freely and through their full range of motion with no anomalies found.

The oil lines to the oil cooler were found attached. The oil filter was found attached to the accessory section and safety wired but thermally damaged. The filter was removed, cut open, and inspected. The filter element had burned, but no metallic particles were noted between the remains of the filter pleats. The oil suction screen plug was found tight and secured to the oil sump with safety wire. Once removed, the screen was found free and clear of any debris. The oil filler neck was consumed by fire with only the metal dipstick remaining within the engine case. Oil was present in the oil sump, but total quantity was not determined.

Both magnetos were present, secure, and exhibited varying degrees of thermal damage to their aluminum housing. The magnetos were removed and an attempt to rotate them by hand was made. During the attempt, friction was present and both magnetos would bind during rotation. The left-hand magneto was disassembled, and thermal damage was noted internally. The right-hand magneto suffered a higher degree of thermal damage to its aluminum housing and was not disassembled.

The engine driven fuel pump was found attached to the rear accessory section of the engine and exhibited thermal damage. All fuel lines were found attached, but the aluminum housing showed signs of melting and deformation. During disassembly of the engine driven fuel pump, the gaskets and diaphragms were found thermally damaged. The fuel pump activation rod was found present within the accessory case and moved freely with rotation of the engine’s crankshaft.

The airplane was equipped with a Power Flow Systems Exhaust. The exhaust system was cut free from the engine at each cylinder and checked for blockage. The exhaust system was found free of any blockages or anomalies. All intake pipes were removed and found free and clear of blockage or debris.

The carburetor remained attached to the lower side of the engine. The airbox and air duct hoses were found impact or thermally separated. The carburetor was removed from the engine and examined. The float bowl was removed from the carburetor, and no fuel or fluid was found in the bowl. No sediment was present and the brass floats were free of damage or deformation. The needle and seat were present. The seat was free and clear of any damage but showed discoloration consistent with thermal damage. The needle tip was deformed consistent with exposure to the post impact fire.

The propeller assembly was found partially embedded in the ground. Both blades remained attached to the propeller hub and the propeller was largely intact. The propellor exhibited slight thermal discoloration to one blade on the cambered side. No observable bending or deformation was noted to either blade. Slight chordwise scratches and smears were noted and consistent with cut pine branches found at the accident site.

The wreckage was retained for further examination.

Bell 206L-1 LongRanger II, N138DD, accident occurred on January 18, 2026, near Timber Lakes, Utah

• Location: Kamas, UT 
• Accident Number: WPR26FA082 
• Date & Time: January 18, 2026, 15:10 Local 
• Registration: N138DD 
• Aircraft: BELL HELICOPTER TEXTRON 206L-1 
• Injuries: 1 Serious, 3 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202313/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N138DD

On January 18, 2026, about 1510 mountain standard time, a Bell 206L-1, N138DD, was substantially damaged when it was involved in an accident near Kamas, Utah. The pilot and three passengers received minor injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilot of the 206L-1, he and another pilot planned to fly their respective helicopters to a mountain lodge for lunch. The other pilot was operating a Robinson R66 helicopter with two passengers onboard. Preliminary ADS-B data retrieved from a commercially available third-party source showed the 206L-1 departing from Skypark Airport (BTF), Bountiful, Utah about 1236. The pilots proceeded to Daniels Summit Lodge, Heber, Utah, where they arrived about 1300 and remained until about 1450. After departing the lodge, the flight-of-two proceeded to Wolf Creek Summit.

The R66 pilot stated he landed first in a large snow-covered area when they arrived at Wolf Creek Summit. According to the 206L-1 pilot, he prepared to land by conducting a power check and determined that the wind was light, and the helicopter had adequate power. The 206L-1 pilot then landed about 100 ft behind the R66. Upon touchdown, the skids teetered aft, so he brought the helicopter to a hover, then increased power to depart. While about 150 ft above ground level and above effective translational lift, the helicopter began to rotate clockwise about its vertical axis despite full application of left anti-torque pedal and lowering the collective. The helicopter impacted trees and descended to the snow-covered terrain.

Multiple videos, captured by witnesses near the accident site, recorded the helicopter in the air, rotating about its vertical axis before it impacted trees and descended to the ground.

Postaccident examination revealed the helicopter came to rest on its left side on soft snow, surrounded by trees of about 40 to 50 ft in height, at an elevation of about 9,450 ft mean sea level. All major components remained on or near the main wreckage. The tailboom separated from the fuselage. The aft end of the tailboom, that included the tail rotor gearbox and tail rotor assembly, separated from the tailboom. One tail rotor blade was about 50 ft from the main wreckage. The other tail rotor blade was not recovered. At least one main rotor blade fractured into multiple sections, while the other was partially buried in the soft snow.

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

Airbus A320-232, N605JB, incident occurred on October 30, 2025, over the Gulf of America, USA

• Location: Gulf of America, GM 
• Incident Number: ENG26LA004 
• Date & Time: October 30, 2025, 17:48 UTC 
• Registration: N605JB 
• Aircraft: Airbus A320-232 
• Injuries: 22 Minor, 102 None 
• Flight Conducted Under: Part 121: Air carrier - Scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201942/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N605JB

On October 30, 2025 at 1748 UTC, JetBlue Airways Flight 1230 (N605JB) experienced a pitch excursion while cruising at 35,000 feet in smooth air and clear weather over the Gulf of America. The pitch excursion resulted in an approximate altitude loss of 100 feet. The flight crew elected to divert to Tampa International Airport (KTPA), Tampa, FL, and the remainder of the flight was uneventful. As a result of the pitch excursion, four flight attendants and 18 passengers sustained minor injuries. The scheduled passenger flight was operating under Title 14 Code of Federal Regulations Part 121 from Cancun International Airport (MMUN) to Newark Liberty International Airport (KEWR).

The NTSB was notified of this incident on October 30, 2025, and the investigation was formally opened on October 31, 2025.

The flight data recorder (FDR) and cockpit voice recorder (CVR) were sent to the NTSB Vehicle Recorder Laboratory in Washington, D.C. for data retrieval. The elevator and aileron computers (ELACs) were sent to Thales in Chatellerault, France and examined in the presence of the NTSB investigators. Additional components were removed from the incident airplane and sent to their respective manufacturers for potential data recovery and functional testing.

A preliminary technical assessment of the A320 flight control system architecture conducted by Airbus identified a concern with ELAC software design as a possible contributing factor to the incident. In response to this finding, Airbus released Alert Operators Transmission (AOT) A27N022-25 Revision 00 and Revision 01 on November 28, 2025, followed by Revision 02 on November 29, 2025. AOT A27N022-25 was subsequently mandated by European Union Aviation Safety Agency (EASA) Emergency Airworthiness Directive (EAD) 2025-0268-E on November 28, 2025, and by Federal Aviation Administration (FAA) EAD 2025-24-51 on November 28, 2025.

The NTSB appointed the following organizations as qualified parties to the investigation: FAA, JetBlue Airways, and Air Line Pilots Association. Pursuant to International Civil Aviation Organization (ICAO) Annex 13, the Bureau d'Enquêtes et d'Analyses (BEA) was asked to provide an Accredited Representative. One was appointed, with Airbus, Thales, and EASA acting as technical advisors. Later, Bundesstelle für Flugunfalluntersuchung (BFU) was also notified, and an Accredited Representative was appointed with Northrop Grumman LITEF acting as their technical advisor.

This NTSB led investigation is ongoing.

Cub Crafters CCX-1865 Carbon Cub FX, N126C, fatal accident occurred on January 27, 2026, near Black Canyon, Idaho

 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=N126C

- History of Flight:
On January 27, 2026, at about 1058 local time, a Cub Crafters CCX-1865 Carbon Cub FX, N126C, registered to N126C LLC out of Yakima, Washington, was substantially damaged when it clipped a powerline and impacted the frozen surface of the Payette River near Black Canyon, Idaho. The two occupants onboard sustained fatal injuries. The local flight originated from Emmett Municipal Airport (S78), Emmett, Idaho, at 1043 LT.

Preliminary ADS-B data shows that the airplane was flying over the lake at 2125 ft when it flew into a powerline.

The wreckage came to rest inverted directly under the powerline and there was no post crash fire. Both main gear were sheared off the main airframe. The tail sustained little to no damage. Both wings remained attached to the airframe and sustained substantial impact damage. The bottom section of the fuselage was crushed and impact damaged. The impact appears consistent with a controlled flight into the powerline and subsequent out of control impact with the lake surface.

While the powerlines did not have any orange balls attached to them, they were marked on the VFR chart and visible from a distance (see figures).

Figure 1: Powerline and path location on VFRMAP, note that powerline is black path across the lake.

Figure 2: Overview of ADS-B exchange track ran through Google Earth

Figure 3: Google Street view with end of track datapoint seen (note extend to ground option disabled)

Figure 4: Another view

Figure 5: Witness photo (above) and Google Earth Street View (below)

Figure 6: Powerline Information on openstreetmap

Figure 7: Powerlines as seen from news coverage.

- Pilot Information:
The pilot, aged 67, held a commercial pilot certificate (issued/updated on 12/2/2024) with a rating for airplane single engine land, airplane multi engine land, and a glider rating. He also held a remote pilot certificate. The pilot's FAA BasicMed Course was dated 12/1/2024.

One FAA remark states: "The carriage of passengers for hire in airplanes on cross-country flights in excess of 50 nautical miles or at night is prohibited."

- Airplane Information:
The accident aircraft, serial number CCX-1865-0016, was manufactured in 2016. It is a two-seat, high-wing, conventional landing gear (taildragger) experimental aircraft powered by a CubCrafters CC340 engine.

- Wreckage and Impact Information:
Description was provided in history of flight.

Figure 8: Investigators looking at the wreckage after it was pulled from the river. In this photo they are looking into one of the propeller blades. The other propeller blade remained attached to the propeller hub and was undamaged.

- Weather:
(1) Brief:

Weather conditions at the time were unremarkable.

(2) METARs:

METAR KBOI 271753Z 16007KT 10SM CLR 02/M06 A3042 RMK AO2 SLP325 T00221061 10022 21072 51007 $

METAR KEUL 271756Z AUTO 00000KT 10SM CLR M01/M05 A3046 RMK AO2 SLP341 T10061050 11006 21089 51008 FZRANO

METAR KONO 271753Z AUTO 00000KT 10SM CLR M04/M07 A3048 RMK AO2 SLP353 I6000 T10391067 11039 21094 50009

(3) Sun And Moon Data:
The sun’s position at the time of the accident was about 25° over the horizon on an azimuth of 154° SSE, and the the Moon was -9 degrees under the horizon on an azimuth of 45° NE. The official sunrise occurred at 0743 LT. The official meridian occurred at 1237 LT. The moonrise occurred at 1243 LT.

(4) Area Forecast Discussion:

Area Forecast Discussion
National Weather Service Boise ID
951 AM MST Tue Jan 27 2026

.DISCUSSION...High clouds are streaming into the region again
this morning, with mostly sunny skies allowing our very cold
observed temperatures before sunrise to steadily climb. A cold
front is still anticipated to move through the area tomorrow
morning, bringing light snow amounts of generally less than an
inch to the region. Some uncertainty remains in the ability of
the cold front to overcome the dry surface air in valleys, but
more confidence exists in the dominant precipitation type being
snow (if it falls) for most locations. A low chance (<30%
chance) of freezing rain exists in lower elevation valleys near
Ontario, OR and Caldwell, ID but confidence remains low. No
forecast updates needed, snow amounts and temperatures look to
be on track.

&&

.AVIATION...VFR today. Conditions degrading tonight as winter precip
moves W to E through the area between Wed/06Z-18Z. IFR-LIFR and mtn
obscuration in snow. A 30% chance of freezing rain/wintry mix in
Lower Treasure Valley Wed/09Z-14Z. Surface winds: variable up to 12
kt. Winds aloft at 10kft MSL: W to SW 10-20 kt.

KBOI...VFR today through 09Z tonight. Then... a 30 percent chance of
IFR/LIFR in snow or wintry mix Wed morning. Best chance of precip
Wed/12Z-16Z. Lingering low ceilings through late Wed morning before
improving to VFR. Surface winds: light and variable, then SE 5-10 kt
this afternoon.

&&

.PREV DISCUSSION...
SHORT TERM...Today through Thursday night...An upper level
ridge moves across the region today as a Pacific trough
approaches the coast. This transition will bring increasing mid
and high level clouds across southeast Oregon and southwest
Idaho later today.

A cold front will sweep through the area Wednesday morning,
bringing a shift to breezy northwest winds and brief snow
showers. Gusts between 25 and 35 mph are expected across the
Magic Valley and the higher terrain of the Owyhee Mountains.
Ensemble guidance shows the Treasure Valley with a 20 to 30
percent chance of precipitation between 5 and 10 AM MST on
Wednesday. However, confidence remains low regarding how
guidance is handling the persistent dry boundary layer and
limited warm air aloft. The latest HREF shows only four members
with any precipitation falling in Boise. If precipitation
occurs, it is likely to be snow in the valleys due to overnight
cold temperatures paired with lingering cold air from the
inversion. Any snow accumulations look to be less than a tenth
of an inch, with mountains seeing less than one inch.
Temperatures will remain near or slightly above seasonal normals
today before cooling toward seasonal averages behind the front
on Wednesday.

The ridge of high pressure rebuilds Thursday, though not enough
to completely remove the threat of showers across our northern
zones. Temperatures will warm back above seasonal normals
through the end of the period.

LONG TERM...Friday through Tuesday...An upper level ridge will
re-strengthen across the western U.S. Friday through Sunday,
supporting mostly dry conditions and above normal temperatures
across the forecast area. A weak, shortwave trough will pass through
northern Idaho on Friday that has a 30% chance of clipping Baker
County and west-central Idaho with precipitation, with snow levels
at approximately 4500 ft MSL. A second weak trough will attempt to
break through the upper ridge Monday and Tuesday, creating another
opportunity for precip. However, models are struggling with the
southern extension of this trough, elevating forecast uncertainty in
the precip location and how much cooling influence it will have
across the area next week.

- Additional Information:
On January 27

Cirrus SR22 GTS G5 turbo, N228RS, incident occurred on January 27, 2026, at Flying Cloud Airport (FCM/KFCM), Minneapolis, 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=N228RS

- History of Flight:
On January 27, 2026, at about 2043 local time, a Cirrus SR22 GTS G5 turbo, N228RS, registered to West Aviation Group LLC out of Gainesville, Florida, sustained unknown damage following a runway excursion at the Flying Cloud Airport (FCM/KFCM), Minneapolis, Minnesota. The sole pilot onboard was not injured. The flight originated from John C. Tune Airport (JWN/KJWN), Nashville, Tennessee, at 1606 LT, and was destined to KFCM.

The FAA reported: "Aircraft landed and veered off runway striking runway lights and incurring a prop strike." ADS-B data indicates the airplane landed on runway 28L and veered off the departure end going around 39 knots (groundspeed) and came to rest in the grass. Winds at the time were from 280° at 6 knots. Runway 28L is asphalt/grooved 5001 x 100 ft.

Figure 1: Approach and landing at KFCM

Figure 2: Runway excursion/overrun

Piper PA-28-161 Warrior II, N51467, incident occurred on January 27, 2026, at Van Nuys Airport (VNY/KVNY), Van Nuys, California

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=N51467

- History of Flight:
On January 27, 2026, at about 1325 local time, a Piper PA-28-161 Warrior II, N51467, registered to and being operated by Ascent Aviation Academy, sustained minor damage when it was involved in an incident at Van Nuys Airport (VNY/KVNY), Van Nuys, California. The sole pilot onboard was not injured. The local flight originated from KVNY.

The FAA reported: "Aircraft right main landing gear fell off on departure."

Diamond DA40 NG Diamond Star, N708BL, accident occurred on January 27, 2026, near Bay Minette Airport (1R8), Bay Minette, Alabama

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=N708BL

- History of Flight:
On January 27, 2026, at about 1039 local time, a Diamond DA40 NG Diamond Star, N708BL, was substantially damaged when it impacted trees and terrain while on approach to Bay Minette Airport (1R8), Bay Minette, Alabama. The flight instructor and student pilot suffered minor injuries. The cross-country training flight originated from Pensacola Regional Airport (PNS/KPNS), Pensacola, Florida, at 1010 LT.

The FAA reported: "Aircraft crashed under unknown circumstances short of the runway." Local law enforcement reported that the aircraft suffered a loss of engine power and came down in a wooded area short of the airport due to "low altitude."

ADS-B data indicates the airplane was on approach to land on runway 26. The last ADS-B return was recorded 1.30 miles short of the airport.

- Weather:

METAR K1R8 271615Z AUTO VRB04G10KT 10SM CLR 01/M11 A3059 RMK AO2

METAR K1R8 271640Z AUTO 32003KT 10SM CLR 01/M11 A3058 RMK AO2 <<

METAR K1R8 271650Z AUTO 00000KT 10SM CLR 02/M12 A3057 RMK AO2 <<

METAR K1R8 271710Z AUTO VRB03KT 10SM CLR 03/M10 A3055 RMK AO2

Figure 1: Final portion of flight on ADS-B exchange