Monday the 28th of September, 2026

NTSB Prelim: Consolidated Aeronautics Inc. Lake LA-4-200

The Flight Track Data Was Consistent With The Airplane Performing Low Approaches Or Landings At Multiple Lakes During The Flight

Location: Ithaca, NY Accident Number: ERA26FA317
Date & Time: August 30, 2026, 12:50 Local Registration: N6185V
Aircraft: Consolidated Aeronautics Inc. Lake LA-4-200 Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On August 30, 2026, about 1250 eastern daylight time, a Consolidated Aeronautics Inc., Lake LA-4-200, N6185V, was substantially damaged when it was involved in an accident near Ithaca, New York. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to preliminary ADS-B data received from the FAA, the airplane departed Ithaca Tompkins International Airport (ITH), Ithaca, New York about 1156. The flight track data was consistent with the airplane performing low approaches or landings at multiple lakes during the flight. According to FAA air traffic control audio recordings provided by the FAA, the pilot contacted ITH air traffic control tower, and reported that he was 8 miles west of the airport.

The pilot was instructed by the controller to report when the airplane was 4 miles from the airport. At 1233:01 the final segment of the flight track showed the airplane began a gradual descent from 2,300 ft mean sea level (msl) at 113 knots ground speed. At 1233:30 the airplane continued its descent through 2,200 feet msl and began a 180º right turn and had decelerated to 87 knots ground speed. At 1234:18 the airplane continued descending through 1,500 ft msl and stabilized at 61 knots ground speed. At 1234:25 the last track data point showed the airplane on a westerly ground track, at 1,401 ft msl (about 300 ft above the elevation of ITH), and 61 knots ground speed.

The wreckage was located in a wooded, rural area at the end of a gravel driveway. The airplane came to rest in a nose-down attitude, and all major components of the airplane were accounted for at the accident site. The final approach heading was about 262º magnetic. Broken branches were observed in a tree that was about 40 ft high and 120 ft before the initial ground impact point.

The airplane fuselage was a hull-type designed for water landings. The nose of the airplane was substantially damaged, with aft crushing and crumpling. The empennage remained attached to the fuselage and sustained no damage. The engine was mounted above the fuselage on a structural pylon located aft of the cabin and between the wings and drove a twoblade pusher propeller. The forward engine cowlings were impact-fractured and cracked.

The outboard section of the right wing was impact fractured and crushed along the leading edge and contained embedded vegetation. The left wing exhibited aft crushing along the leading edge, buckling at the midpoint, and was torn at the rivet line above the left-wing float. The instrument panel was fragmented. Flight control continuity was established from the flight control surfaces through impact-fractured control tubes and cables to the cockpit area. The fuel valve was positioned to ON, and fuel line continuity was established from the main fuel tank to the engine.

The airplane fuel system consisted of a bladder-type 40-gallon main tank under the pylon and two 7-gallon auxiliary tanks located in each of the wing floats. The tanks were intact with no evidence of breaching. No fuel was present in the main tank or auxiliary tanks. The finger screen was observed at the bottom of the main tank, was clear of debris, and was unobstructed.

The three electrically-operated boost pumps were tested with a 12-volt power source and operated normally. The fuel lines were tested for restriction by blowing air through them from the main tank to the engine they were found to be unobstructed. After wing removal, the auxiliary fuel lines from the wing float tanks to the fuselage were tested for restriction by blowing air through them and they were found to be unobstructed; however, the auxiliary fuel lines could not be tested from the fuselage to the main tank Mechanical continuity of the engine was established by rotating the propeller by hand. Thumb compression and suction were confirmed on all cylinders during post-accident examination of the engine. The engine was equipped with two standard magnetos that remained secured in their housing and both produced spark on all the leads when tested. Oil was present in the oil sump, and no contamination or metal particles were present inside the oil filter. Trace amounts of fuel were observed within the engine-driven fuel pump and fuel servo inlet line. No fuel was observed in the flow divider. All of the fuel injection nozzle lines were secure and the injection nozzle lines and nozzles were unobstructed.

The wreckage was recovered and retained for further examination.

FMI: www.ntsb.gov

 

 

NTSB Prelim: Para-Ski VX

Aircraft Impacted Terrain, Collided With A Barbed Wire Fence, And Came To Rest On Its Side With Substantial Damage To The Fuselage

Location: Westport, SD Accident Number: CEN26LA296
Date & Time: August 19, 2026, 19:20 Local Registration: C-IFBY
Aircraft: Para-Ski VX Injuries: 1 Fatal, 1 Serious, 1 Minor
Flight Conducted Under: Part 91: General aviation - Personal

On August 19, 2026, about 1920 central daylight time, a Para-Ski VX powered parachute, CIFBY, was substantially damaged when it was involved in an accident near Westport, South Dakota. The pilot sustained serious injuries, passenger 1 sustained fatal injuries, and passenger 2 sustained minor injuries. The powered parachute was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A witness reported that they observed the accident aircraft depart from a field towards the west. The witness looked away for about one minute, and when the witness looked back the aircraft had already impacted terrain. The aircraft impacted terrain, collided with a barbed wire fence, and came to rest on its side with substantial damage to the fuselage.

Initial reports revealed that the pilot was seated in the front seat with passenger 1 seated in his lap and passenger 2 was seated in the rear seat. The accident aircraft does not meet the requirements as outlined in Title 14 Code of Federal Regulations Part 103 to be considered an ultralight vehicle. The aircraft fuel capacity exceeded 5 gallons and is configured for operation for more than a single occupant. The pilot holds an FAA remote pilot certificate for small unmanned aircraft systems.

The powered parachute was retained for further examination.

FMI: www.ntsb.gov

 

 

NTSB Final Report: Cirrus Design Corp SF50

The Airplane “Lurched Hard” When It Impacted The Snowbank Along The Left Side Of The Runway

Location: Spearfish, South Dakota Accident Number: CEN25LA069
Date & Time: January 3, 2025, 23:38 Local Registration: N603AP
Aircraft: Cirrus Design Corp SF50 Aircraft Damage: Substantial
Defining Event: Abnormal runway contact Injuries: 6 None
Flight Conducted Under: Part 91: General aviation - Personal

Analysis: The pilot reported the flight proceeded uneventfully until landing. The air traffic controller advised that the runway was covered with 1/8” of wet snow and braking action was reported as good. The pilot noted the airport was in sight about 4 miles out, and he executed a straightin approach to runway 13. He  verified that the landing gear was down. His intention was to touchdown at the landing reference speed (Vref) to minimize the need for braking. The airplane was lined up with the extended runway centerline and the pilot disconnected the autopilot about 2 miles from the runway.

The pilot recalled that during landing, about 8 to 10 feet above ground level (agl), he received an aerodynamic stall warning with the stick shaker. At first, the touchdown seemed normal, but then the airplane started to drift to the left. The pilot’s efforts to maintain directional control were not successful. The airplane “lurched hard” when it impacted the snowbank along the left side of the runway. When the airplane came to rest, the pilot shut down the engine, and the airplane was evacuated.

One of the passengers confirmed 3-green landing gear down lights while on approach. The airplane appeared to be slightly left of the runway centerline and quickly drifted to the left after it touched down. When left wing caught the snowbank the airplane departed the left side of the runway. The wind was almost calm when the passenger exited the airplane. Another passenger estimated about 2 to 3 inches of snow was covering the runway when they evacuated the airplane.

An examination of the accident site revealed runway wheel marks (compressed snow) corresponding to the airplane beginning about 150 ft before the touchdown zone (1,000-ft) markers. At touchdown, the left main wheel was 6 to 8 ft from the left side of the runway (about 30 ft left of centerline), and the airplane appeared to depart the left side of the runway about 140 ft after the beginning of the wheel tracks. The snowbanks on each side of the runway were 2 to 3 ft high.

Onboard data indicated that the airplane crossed the runway arrival threshold at 92 KIAS. The airplane touched down about 5 seconds later at 85 KIAS. It subsequently departed the left side of the runway and came to rest about 1,400 ft from the threshold. The data did not record any activation of the stall warning system.

Postaccident examination revealed damage to the outboard right wing. The left main landing gear remained extended; however, the right main landing gear was retracted in the wheel well. Further examination revealed the right main landing gear actuator housing was fractured along the length of the housing. The fracture surface exhibited features consistent with an overstress failure. Additionally, the housing was deformed outward at the fracture consistent with an overpressure event.

It is likely that the right main landing gear down lock was moved to the unlocked position when the airplane encountered the snowbank during the runway excursion. Without the down lock engaged, sideloading of the landing gear resulted in excessive hydraulic pressure within the actuator, an overstress fracture, and outward deformation of the housing. Once the hydraulic pressure was relieved due to the actuator failure the right main landing gear collapsed. The right tire likely went flat during this time. The airplane flight manual specified approach speeds of 91 KIAS and 96 KIAS with 50% flaps and operating weights of 5,000 lbs. and 5,550 lbs., respectively. Aerodynamic stall speeds with 50% flaps and 0° angle of bank were noted at 72 KIAS and 74 KIAS at operating weights of 5,200 lbs. and 5,550 lbs., respectively.

The available information revealed that the landing approach was performed at an appropriate airspeed and the airplane touched down under control. However, it touched down left of the runway centerline due to the snow-covered runway and night lighting conditions. Once the left wing and left main landing gear struck the snow bank bordering the runway, the pilot was unable to maintain directional control and the airplane departed the runway. The data did not indicate any mechanical failures or malfunctions with respect to the airplane that would have precluded normal operations.

Probable Cause and Findings: The National Transportation Safety Board determines the probable cause(s) of this accident to be -- The pilot’s failure to land on the centerline of the snow-covered runway at night, which resulted in the left wing impacting a snowbank, a subsequent loss of directional control, and runway excursion.

FMI: www.ntsb.gov