Monday the 26th of October, 2026

NTSB Prelim: Piper PA-28-140

The Airplane Owner Stated That The Airplane Had Not Received A Current Annual Inspection Under CFR Part 91.409 At The Time Of The Accident

Location: Abita Springs, LA                      Accident Number: CEN27LA013
Date & Time: October 12, 2026, 15:40      Local Registration: N9859W
Aircraft: Piper PA-28-140                           Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

On October 12, 2026, at 1540 central daylight time, a Piper PA-28-140 airplane, N9859W, sustained substantial damage when it was involved in an accident near Abita Springs, Louisiana. The private pilot was uninjured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The pilot stated that he topped off the airplane fuel level for a personal flight that was to remain in the local area. He stated the engine runup for the flight was performed with a left fuel tank selection, the runup was normal, and he did not change fuel tank positions for the duration of the flight. He then performed two full stop takeoff and landings without incident prior to attempting a third takeoff. During the third takeoff roll and rotation, the engine instrument indications were normal. While the airplane climbed through 700 ft above ground level and entered a left turn for the downwind leg of the airport traffic pattern, the engine “sputtered.” The pilot stated that he verified the mixture control was in the full rich position and the fuel pump was on and “checked the carburetor heat with no apparent effect.” Shortly afterwards, the airplane experienced a total loss of engine power. The pilot stated that he engaged the engine starter, heard the starter operate, and saw the propeller turn, but the engine did not restart. He initially turned the airplane toward the departure runway but determined that the airplane would not have sufficient altitude to clear the trees along the return course. He identified an open field to his right, with a dirt road running through it, and selected that area for landing. During landing, the airplane impacted terrain and sustained substantial damage to the airplane’s left wing.

The airplane owner stated that the airplane had not received a current annual inspection under CFR Part 91.409 at the time of the accident.

The airplane was retained for further examination.

FMI: www.ntsb.gov

 

 

NTSB Prelim: Costruzioni Aeronautiche Tecnam P92 Tail Dragger

As He Initiated The Left Turn, Both Main Landing Gear Folded Underneath The Fuselage

Location: Toughkenamon, PA Accident Number: ERA26LA354
Date & Time: September 29, 2026, 09:45 Local Registration: N575TA
Aircraft: Costruzioni Aeronautiche Tecnam P92 Tail Dragger Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

On September 29, 2026, about 0945 eastern daylight time, a special light-sport Costruzioni Aeronautiche Tecnam P92 Tail Dragger, N575TA, was substantially damaged when it was involved in an accident near Toughkenamon, Pennsylvania. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that he had completed one takeoff and landing uneventfully on runway 24 at New Garden Airport (N57) Toughkenamon, Pennsylvania. After landing, he taxied the airplane off the runway and along a taxiway to initiate another takeoff on runway 24. As he neared the beginning of the runway, he initiated a right turn, but the movement of the airplane felt unusual, possibly due to a brake issue, and he stopped. He let the airplane roll and tried to turn right again, but the anomaly was still present, so he stopped again. Rather than continue to turn right onto the runway, he decided to turn left and taxi to a runup area where he could shut down the engine, exit the airplane, and inspect the landing gear. As he initiated the left turn, both main landing gear folded underneath the fuselage.

Examination of the airplane by an FAA inspector revealed that it came to rest upright on the taxiway and sustained substantial damage to the fuselage. The inspector stated that the damage was consistent with the right main landing gear collapsing first, followed by the left.

The right main landing gear strut was retained for further examination.

FMI: www.ntsb.gov

 

 

NTSB Final Report: American Champion Aircraft 7ECA

Where The Airplane Was Based Is Classified As An Area Of Having Moderate Corrosive Exposure For Aircraft Structures

Location: Longview, Texas                                       Incident Number: CEN25LA086
Date & Time: January 16, 2025, 17:00 Local           Registration: N798L
Aircraft: American Champion Aircraft 7ECA           Aircraft Damage: Substantial
Defining Event: Flight control sys malf/fail             Injuries: 2 None
Flight Conducted Under: Part 91: General aviation - Instructional

Analysis: After the uneventful instructional flight landed, the airplane was shut down on the ramp. A second flight instructor and student pilot then completed a preflight inspection before their planned instructional flight. During their preflight inspection, the lower hinge for the rudder was found fractured from the vertical spar tube.

Examination of the rudder and the lower hinge attachment hardware revealed the lower hinge barrel fractured from fatigue cracking that initiated along the toe of the weld that joined the hinge barrel and the rudder post. Cracking started on both the outer and inner surfaces of the lower rudder post, propagating into the post cross section, consistent with reverse-bending fatigue. The inner surface cracking initiated from small corrosion pits on the inside surface, and the outer surface fatigue cracking initiated along geometrical features at the weld toe that acted as stress concentration sites. The fatigue cracking propagated from the top down the left and right sides until the final overstress detached a small downward-facing ligament of the post at an unknown time.

A black protective coating had been applied to the frame of the rudder post. This layer was consistent with the prescribed black powder coating from manufacture. A successive series of paint layers were present on top of this black coating: white, red, white, and then blue on the exterior.

The white layers were likely primer.

The blue and white paint layers covered areas of the post where cracks had developed. However, worn surfaces on the hinge knuckles were also covered with blue paint, indicating the rudder post had operated for some time before the paint was applied. The presence of corrosion pitting suggests that the paint and other coatings were either not sufficient to protect the underlying alloy surfaces or were compromised during the rudder’s life.

The rudder is expected to accommodate the variable loads that stress the upper and lower hinge knuckle attachments during normal operation. However, the contact that produced wear at the hinge barrels could have contributed to elevated stress at the attachment locations. The vertical stabilizer carries vertical and lateral loads from rudder accelerations and surface pressures through the upper and lower hinges.

The weld toes between the hinge barrels and the rudder post would concentrate these variable stresses at this location; additionally, both hinge barrels' lower surfaces were worn, indicating prolonged surface contact with an associated increase in stress. While fatigue cracking had initiated at both the inner and outer surfaces of the rudder post, the extent of crack growth propagating from the exterior surface indicates the primary initiation area was along the toe of the weld.

According to the FAA, where the airplane was based is classified as an area of having moderate corrosive exposure for aircraft structures.

Based on the available evidence, the lower hinge barrel likely failed due to fatigue cracking at an unknown time. Contributing to the failure of the lower hinge barrel was increased stress from end face contact likely associated with worn bushings or displaced needle bearings. After the incident, the operator and the airframe manufacturer both expanded their inspection requirements for these areas by using magnification glass visual and dye penetrant inspections, which will likely enhance future crack detection by maintenance personnel.

Probable Cause and Findings: The National Transportation Safety Board determines the probable cause(s) of this incident to be -- The failure of the lower hinge barrel due to fatigue cracking. Contributing to the failure of the lower hinge barrel was increased stress from end face contact likely associated with worn bushings or displaced needle bearings.

FMI: www.ntsb.gov