Tuesday the 26th of May, 2026

NTSB Prelim: Mooney M20J

The Airplane Banked Right Then Quickly Rolled Left And Descended Behind Trees

Location: Union, SC Accident Number: WPR26FA160
Date & Time: April 17, 2026, 17:50 Local Registration: N1151H
Aircraft: Mooney M20J Injuries: 4 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On April 17, 2026, about 1750 eastern daylight time, a Mooney M20J, N1151H, was destroyed when it was involved in an accident near Union, South Carolina. The pilot and 3 passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A review of preliminary ADS-B data revealed that during cruise flight about 1 hour and 13 minutes into the cross-country flight, the airplane diverted south and landed on runway 5 at Union County Airport (35A), Troy Shelton Field, Union, South Carolina. Surveillance video from the airport security system showed the accident airplane taxi to the airport fuel pumps after landing. The occupants disembarked and the pilot refueled the airplane. About 30 minutes after landing, the occupants boarded the airplane and then taxied to the departure end of runway 23. A few minutes later another video captured the airplane during climbout about 1,000 ft from the departure end of runway 23, about 200 ft above ground level. The airplane banked right then quickly rolled left and descended behind trees.

Subsequently, a plume of smoke rose from the trees. No one was reported to have witnessed the accident flight. The accident site was located in wooded and hilly terrain about 1,270 ft from the departure end of runway 23. The accident site was at an elevation of about 520 ft mean sea level (msl) and on a magnetic heading of about 223? from the departure end of runway 23. The debris field was on slightly sloping terrain and all of the wreckage remained within a radius of about 40 ft from the main wreckage. The majority of the wreckage was consumed by postimpact fire. All primary flight controls were observed during the accident site examination. Small portions of the vertical stabilizer and rudder were observed attached to the empennage, which exhibited excessive thermal damage and remained attached to the main wreckage.

The wreckage was relocated to a secure facility for further examination.

FMI: www.ntsb.gov

 

 

NTSB Prelim: Beechcraft F33A

Shortly After The Airplane Departed Runway 32, The Pilot Said, “Abort, Abort, 32X.” Air Traffic Control Told The Pilot That He Was Cleared To Land On Any Runway

Location: Minneapolis, MN Accident Number: CEN26FA172
Date & Time: April 25, 2026, 11:51 Local Registration: N8032X
Aircraft: Beechcraft F33A Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On April 25, 2026, about 1151 central daylight time, a Beechcraft F33A airplane, N8032X was destroyed when it was involved in an accident near Minneapolis, Minnesota. The pilot and passenger were fatally injured. The airplane was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight.

The day before the accident, the pilot flew the airplane from Park Rapids Municipal AirportKonshok Field (PKD) Park Rapids, Minnesota, to Crystal Airport (MIC) Minneapolis, Minnesota. The pilot filled the airplane with 18.7 gallons of 100 LL aviation fuel after landing at MIC. According to the pilot’s son, the pilot and his passenger were flying back to PKD when the accident occurred.

Air traffic control (ATC) cleared the pilot to depart runway 32 at MIC and climb out on runway heading. The pilot correctly read back the instructions, and the airplane departed runway 32. A recording of ATC communications revealed that, shortly after the airplane departed runway 32, the pilot said, “abort, abort, 32X.” Air traffic control told the pilot that he was cleared to land on any runway. Airport video surveillance captured the airplane turn left before it descended behind trees. Shortly after, a large plume of black smoke appeared from behind the tree line. The airplane impacted a park within a residential community about 900 ft northwest of the departure end of runway 32. A postimpact fire ensued.

Four video cameras at and around the airport captured audio and video of the airplane. The first video camera mounted on the side of a hangar on the north side of MIC captured the airplane take off and climb out. The airplane’s wings were level as it climbed out. A video camera on a residential structure across the street from the park captured the impact sequence. The airplane’s engine is heard before the airplane comes into frame. The engine sound gets louder the closer the airplane gets to the camera. The airplane comes into the frame then impacts trees and then the ground at a near vertical nose down attitude. A video camera on the other side of the same property captured the airplane bank to the left before it impacted the trees. A fourth video camera from a residential structure on the departure end of runway 32 captured the airplane fly over the property and then turn left before it disappeared from the frame. In all four videos, the engine sound can be heard.

Two witnesses who were at the airport on the day of the accident said they saw the airplane at the time it departed. The first witness was on the north side of the airport when he noticed the airplane. He said it was about 150 ft in the air, and he thought it was unusual that the landing gear was still down when the airplane was that high on the departure. Then he saw the airplane make a left turn. He thought that the airplane was returning to the airport, but then he saw the airplane lose altitude. He lost sight of the airplane but could still hear the airplane’s engine. Then he heard an explosion. The second witness had just landed his airplane and was taxiing his airplane to the fuel pump when he saw the accident airplane takeoff. He reported that the takeoff did not seem abnormal; however, he thought the airplane looked low and was not climbing.

Control cable continuity for the elevator and the ailerons were traced back to the control column. Both elevator trim tab actuators measured about 1.7 in, which equated to 15° trailing edge down (nose up position.) Only the right flap track was observed, and both flap rollers were in the retracted position. Rudder control cable continuity was established from the rudder to the left cockpit bellcrank. Control cable continuity was established for the autopilot cables and bridal attach points.

One of the videos that captured the airplane just before impact showed that the landing gear was down. The postaccident examination of the airplane confirmed that the landing gear was down upon impact. The nosewheel detached in the accident sequence and was found about 40 ft away from the main wreckage. The left and right main landing gear were still attached to the fuselage and were thermally damaged.

All fuel lines were damaged, but the fuel selector was on the right tank. When the engine was being lifted for transport, oil, gold in color, leaked from the engine. The engine driven fuel pump was removed, and the drive coupling was intact. All b-nut fittings on the flexible fuel hoses were tight. The spark plugs were removed and appeared to be unremarkable. Crankshaft continuity was established using the thumb compression method. All cylinders were borescoped and were unremarkable. The fuel metering valve and throttle assembly were thermally damaged. The fuel injector nozzles were unremarkable. The fuel manifold was disassembled and the liquid inside was consistent in smell with 100 LL aviation gas. The screen was free of debris. Both magnetos supplied a spark to all terminals when rotated.

The 3-bladed constant speed propeller separated from the crankshaft flange, and all blades exhibited polishing and chordwise scratches. Two of the blades were bent and/or twisted.

The airplane was retained for further examination.

FMI: www.ntsb.gov

 

 

NTSB Prelim: Cessna 421

Pilot Acknowledged The Descent Clearance And Informed The Controller That His Pitot Tube Was Iced Up And That He Was Using Backup Gauges

Location: Wimberley, TX Accident Number: CEN26FA174
Date & Time: April 30, 2026, 23:03 Local Registration: N291AN
Aircraft: Cessna 421 Injuries: 5 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On April 30, 2026, about 2303 central daylight time, a Cessna 421C airplane, N291AN, was destroyed when it was involved in an accident near Wimberley, Texas. The private pilot and four passengers were fatally injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight.

A review of ADS-B and air traffic control recordings showed that the airplane departed River Falls Airport (H81), Amarillo, Texas, about 2110, and received an instrument flight rules clearance to New Braunfels National Airport (BAZ), New Braunfels, Texas. While enroute, the pilot reported to Houston Center that his pitot heat was inoperative and requested an altitude check which the controller provided. Houston Center gave a frequency change for Austin Approach and the pilot acknowledged. While on the descent to the airport, the pilot radioed Austin Approach control at 2257:54, and informed them that he was in a descent to 8,000 ft.

The Austin controller cleared the pilot down to 4,000 ft. The pilot acknowledged the descent clearance and informed the controller that his pitot tube was iced up and that he was using backup gauges. He wanted to get to a lower altitude to “warm back up”. At 2259:47, the approach controller provided a radio frequency change which the pilot acknowledged. No further radio transmissions were made by the pilot. Shortly after the pilot’s last radio transmission, ADS-B information showed the airplane turned left, made a near 180° right turn, then maneuvered to the south followed by a descending right turn. The last ADS-B return occurred at 2302:07. A homeowner heard the airplane impact terrain, saw the wreckage on fire, and notified first responders.

The wreckage was located in a wooded area near a private residence at an elevation of about 1,205 ft MSL. The distribution of wreckage was consistent with an inflight breakup. The total debris field measured about 1.25 miles, oriented generally northeast. Starting with the furthest southwestern piece of the left elevator, the left horizontal stabilizer, right elevator, left wing, right horizontal stabilizer, and left aileron led towards the main wreckage. The main wreckage consisted of the fuselage, empennage, the inboard left wing to the engine pylon, the entire right wing, the vertical stabilizer, and a portion of the rudder. To the northeast of the main wreckage were the left engine with the propeller still attached, and the right engine with its propeller impact separated.

The airplane was retained for further examination.

Documents on file with the Federal Aviation Administration (FAA) showed that the pilot received his private pilot certificate for single engine land on February 3, 2025. He received his instrument airplane rating on June 9, 2025, and multi-engine land rating on July 9, 2025. Preliminary weather information found that during the last 15 minutes of the accident flight, the airplane flew just above the freezing with temperatures between -2°C to -6°C. Models showed the potential for icing with moderate accumulation rates and the potential for supercooled large droplets.

FMI: www.ntsb.gov

 

 

NTSB Prelim: Piper Aircraft Inc PA-28-181

About 25 Minutes After Departure, The Airplane Experienced A Loss Of Engine Power

Location: Indiantown, FL Accident Number: ERA26LA180
Date & Time: April 18, 2026, 21:15 Local Registration: N643FT
Aircraft: Piper Aircraft Inc PA-28-181 Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Instructional

On April 18, 2026, about 2115 eastern daylight time, a Piper PA-28-181, N643FT, was substantially damaged when it was involved in an accident near Indiantown, Florida. The private pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

According to the pilot, the purpose of the flight was to perform a night flight to a non-towered airport, then return to the departure airport, as part of his flight training curriculum. He arrived at Melbourne Orlando International Airport (MLB), Melbourne, Florida, around 1400 to plan the flight. The flight plan was completed then reviewed by the flight school’s dispatch staff. About 1915, the pilot performed a preflight inspection of the airplane and did not observe any anomalies. Based on the electronic fuel gauges and by visual inspection of the fuel tanks, the pilot determined he had full fuel; however, he separately reported 40 gallons (the airplane’s total fuel capacity was 50 gallons). He then started the engine, taxied the airplane to the active runway and performed an engine runup. The engine runup was normal and included a check of the magnetos and carburetor heat functionality. The pilot departed from MLB at 1941 and landed at Palm Beach County Park Airport (LNA), West Palm Beach, Florida, after an uneventful flight, about 2045.

The pilot taxied back to runway 10 and departed at 2051, for the return flight to MLB. After departure, he maneuvered to the west to avoid nearby controlled airspace and then proceeded northbound. He climbed to 3,500 ft above mean sea level (msl) then performed the cruise checklist. About 25 minutes after departure, the airplane experienced a loss of engine power. The pilot reported that the engine rpm suddenly decreased from 2,600 to 800. He attempted to troubleshoot but was unable to restart the engine. The pilot stated that he thought he changed the fuel tanks after the loss of engine power, but that he “could be wrong.” He then declared “mayday” to air traffic control, secured the engine and prepared for a forced landing. The pilot initially attempted to divert to a nearby airport but determined that the airplane could not reach the airport and then prepared for an off-airport landing on a road. Shortly before landing, the pilot noticed cars driving on the road. The airplane subsequently touched down in a marsh, nosed over and came to rest inverted. The pilot exited the airplane through a window.

A postaccident examination of the airplane by an FAA inspector found substantial damage to the empennage and fuselage. The inspector “rocked” the wings of the airplane and heard liquid sloshing back and forth in both fuel tanks, but was unable to open the tanks due to the position of the airplane. First responders noted fluid leaking from both wings.

The wreckage was recovered and retained for further examination.

FMI: www.ntsb.gov