Monday the 3rd of August, 2026

NTSB Final Report: Zenith CH601

Witnesses Reported That The Airplane Descended Rapidly And Impacted A Wooded Area

Location: Bristol, Indiana Accident Number: CEN24FA170
Date & Time: April 30, 2024, 14:18 Local Registration: N6271F
Aircraft: Zenith CH601 Aircraft Damage: Substantial
Defining Event: Loss of control in flight Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

Analysis: The private pilot and pilot-rated passenger were returning to their home airport following a personal flight. About 7 miles from the destination airport, the airplane’s airspeed increased, and it entered a steep descent. Witnesses reported that the airplane descended rapidly and impacted a wooded area. Witnesses also reported conflicting observations regarding whether the engine was operating normally. The engine examination did not reveal any preimpact anomalies, and the shattered and widely dispersed wooden propeller blade fragments were consistent with engine power at impact. The airframe examination did not reveal any preimpact mechanical malfunctions or failures that would have precluded normal operation.

Toxicological testing of the pilot identified ethanol at low levels in several of the specimens and was not detected in brain tissue. Based on these results, some or all of the small amount of detected ethanol may have been from postmortem production rather than alcohol consumption, and it is unlikely that ethanol effects contributed to the accident. As a result of his heart disease, the pilot was at some increased risk of a sudden impairing or incapacitating cardiac event, such as chest pain, arrhythmia, or heart attack. The autopsy identified no evidence of such an event. However, an acute cardiac event occurring immediately before death may leave no reliable autopsy evidence. Whether the pilot’s heart disease contributed to the accident could not be determined.

Toxicological testing of the pilot-rated passenger identified two oral medications commonly used to treat diabetes. People with medication-treated diabetes are at risk for both abnormally high blood sugar (from diabetes) and abnormally low blood sugar (from medication effects). Short-term effects of high blood sugar may include decreased cognitive performance, including slower information processing speed, decreased executive function and attention.

Low blood glucose may cause difficulty concentrating, impaired task performance, and, in extreme cases, diminished consciousness, seizure, and death. The pilot-rated passenger’s postmortem urine glucose concentration is inconsistent with a markedly high antemortem blood glucose; however, it provides no information about whether his blood sugar may have been low. It also is unknown if the pilot-rated passenger had less severe symptoms of diabetes, such as fatigue or blurred vision or chronic complications associated with diabetes, such as vision loss, neuropathy, or kidney disease.

As a result of his heart disease, the pilot-rated passenger was at some increased risk of a sudden impairing or incapacitating cardiac event, such as chest pain, arrhythmia, or heart attack. The autopsy identified no evidence of such an event. However, such an event does not leave reliable autopsy evidence if it occurs immediately before death. It is unknown what role the pilot-rated passenger had, if any, in aircraft operations and flight safety. Whether the effects of the pilot-rated passenger’s use of metformin and glipizide or his heart disease contributed to the accident cannot be determined.

Although either occupant could have experienced a sudden incapacitating medical event while manipulating the flight controls during the descent, the remaining occupant may have had insufficient time or opportunity to recover the airplane before impact. However, the investigation could not determine which occupant, if either, was manipulating the flight controls at the time of the accident. Therefore, whether either occupant experienced an incapacitating medical event that contributed to the accident could not be determined.

Probable Cause and Findings: The National Transportation Safety Board determines the probable cause(s) of this accident to be -- The pilot’s loss of control during the descent for reasons that could not be determined, which resulted in a steep descent into terrain.

FMI: www.ntsb.gov

 

 

NTSB Final Report: Rotorway Scorpion 133

Witness Heard A Loud “Bang” And Observed Debris Separating From The Helicopter As It Descended To The Ground

Location: Andale, Kansas Accident Number: CEN24FA248
Date & Time: July 5, 2024, 08:01 Local Registration: N51017
Aircraft: Rotorway Scorpion 133 Aircraft Damage: Destroyed
Defining Event: Mast bumping Injuries: 1 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

Analysis: The pilot departed from his residence on a local area flight to practice maneuvers in the experimental helicopter. A witness heard a loud “bang” and observed debris separating from the helicopter as it descended to the ground. Surveillance camera audio captured the sound of the helicopter’s experimental engine at a constant high-power setting, followed by a momentary reduction in power. Shortly thereafter, the audio captured multiple impacts and the helicopter came into view inverted, then descended to the ground. A postimpact fire consumed the wreckage.

Postaccident examination of the wreckage found that the aft tailboom had separated from the helicopter and was located about 150 yards from the main wreckage. An impact mark consistent with the shape of a main rotor blade was noted at the right side of the tubular structure at the separation area, consistent with a main rotor blade impact. While no mechanical anomalies were found during the airframe and engine examination, the examination was limited due to extensive fire damage.
The throttle control cable was found thermally separated from the collective control and the snap-out ball joint was not in the safety position; it was found separated from the carburetor.

However, the surveillance audio of the engine’s reduction and increase of rpm before the main rotor’s impact with the tailboom are consistent with an intact throttle control and indicate that the throttle cable likely separated from the carburetor during the impact with terrain. The pilot did not hold a helicopter rating. His last solo endorsement was October 07, 2022, and was valid until January 05, 2023. The accident occurred 18 months after the expiration of the last solo endorsement, and the pilot was not authorized to conduct solo flight operations at the time of the accident.

The pilot previously reported that he felt uncomfortable performing autorotations and requested additional training from a flight instructor; however, it was unknown what maneuvers he was performing during the accident flight.

Teetering main rotor systems, such as the one on the accident helicopter, are particularly susceptible to main rotor mast bumping during the low-G conditions that result from abrupt forward (nose-down) cyclic inputs. Based on the available evidence the pilot likely applied abrupt control inputs while performing an unknown maneuver, which resulted in main rotor mast bumping during a low-G condition and subsequent main rotor blade contact with and subsequent separation of the tailboom.

Probable Cause and Findings: The National Transportation Safety Board determines the probable cause(s) of this accident to be -- The pilot’s abrupt control inputs, which resulted in a low-G condition, main rotor mast bumping, and subsequent severing of the tailboom by the main rotor blades.

FMI: www.ntsb.gov

 

 

NTSB Final Report: ICON A5 A Total Loss Of Engine Power Due To Oil Starvation

A Total Loss Of Engine Power Due To Oil Starvation

Location: Levittown, Puerto Rico Accident Number: ERA26LA176
Date & Time: April 15, 2026, 10:25 Local Registration: N558BA
Aircraft: ICON A5 Aircraft Damage: Substantial
Defining Event: Loss of engine power (total) Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

Analysis: As the amphibious airplane was approaching the destination airport, the engine lost oil pressure shortly before losing power completely. Unable to glide to the airport, the pilot elected to conduct a forced landing to a nearby bay. Due to the rough water conditions, the landing was hard, which resulted in substantial damage to the left wing and empennage.

Postaccident examination of the wreckage revealed that that the oil line that connected the oil pump housing to the oil cooler had separated from the oil cooler adapter at the barbed end of the B-nut assembly. The respective clamp, which was supposed to secure the oil line past the barbed fitting, was not recovered. It is possible that the clamp was not completely secured past the barbed fitting when the new, upgraded engine was installed onto the airplane about 1 year prior to the accident; however, the clamp could not be located after the accident, so the preseparation position and condition of the clamp could not be determined.

Probable Cause and Findings: The National Transportation Safety Board determines the probable cause(s) of this accident to be -- An oil line separation at a barbed fitting in an experimental airplane, which resulted in a total loss of engine power due to oil starvation.

FMI: www.ntsb.gov