May 3, 2024, Houston, Texas
Embraer EMB-145LR
At about 1800 Central time, the regional jet was substantially damaged in a hard landing. Of the three crew and 21 passengers aboard, one crew member sustained minor injuries. The aircraft was operated by Delux Public Charter as a public charter under FAR 135 as a nonscheduled passenger flight. It originated in Dallas, Texas.
As the airplane approached Runway 4, surface winds were reported from 130 degrees at 16 knots, gusting to 24 knots. Over the threshold, the flight crew described a feeling that there was something wrong and the captain, who was the pilot flying, called for a go-around. The aircraft landed hard shortly thereafter; instrumentation recorded the touchdown at 3.9 G. The left main landing gear collapsed and punctured the wing’s upper skin.
May 5, 2024, Palmyra, Va.
Rockwell International 690A
The airplane was destroyed at about 0854 Eastern time when it broke up in flight. The pilot and passenger were fatally injured.
According to the FAA, the airplane was in cruise at FL200 when it reversed course. The pilot reported, “We have lost autopilot.” There were no further communications from the airplane. A witness saw the accident aircraft flying “on its left side and on fire in the middle of the airplane.” It then impacted trees and terrain across the street from his house.
The airplane was heavily fragmented and scattered along a debris path extending 3.5 miles. The main wreckage included the left wing, left engine, left propeller and empennage. The right wing separated at the wing root and was located about 0.25 miles north of the main wreckage. The right wing was fire-damaged. The right engine and right propeller were not located. The vertical and horizontal stabilizers were located about 3/4-mile north of the main wreckage.
Satellite imagery depicted cloudy conditions from the surface to above 30,000 feet and included the potential for rime and mixed icing from 12,000 feet to FL250.
May 10, 2024, Three Forks, Mon.
Cessna 182H Skylane
Shortly after liftoff, the airplane pitched down unexpectedly and bounced on the runway. The pilot realized the control lock device was still installed but was unable to remove it before the aircraft impacted the runway firmly enough to collapse the nose gear. During the preflight inspection, the pilot failed to remove the modified flight control lock.
The NTSB has already issued a probable cause finding: “The pilot’s inadequate preflight inspection, which resulted in an attempted departure with the flight control lock device installed, and subsequent nose landing gear collapse.”
May 12, 2024, Marianna, Ark.
Piper PA-46-500TP Malibu Meridian
At about 1956 Central time, the airplane was destroyed when it apparently broke up in flight. The pilot and passenger were fatally injured.
At about 1945, the pilot began a descent out of FL280. The pilot reported continuous moderate chop to ATC while descending through FL240. About 1955, the airplane entered a rapid descent and spiraling right turn. The airplane’s last observed track was at 1956:12. The calculated descent rate during the final portion of the turn was more than 17,000 fpm. The airplane’s fuselage came to rest about 0.1 nm northwest of the airplane’s last recorded position.
Black witness marks consistent with wing-mounted de-ice boots were found on the right side of the aft fuselage. The left horizontal stabilizer, vertical stabilizer, rudder, elevator, right aileron, right flap and the outboard portion of the right wing were not located at the accident site. At the time the NTSB’s preliminary report was prepared, no additional components had been located.
May 15, 2024, Franklin, Tenn.
Beech V35TC Bonanza
The airplane was destroyed at 1202 Central time when it broke apart in flight. The private pilot and the two passengers were fatally injured.
The airplane departed Gonzales, Louisiana, on an IFR flight plan at about 0850, with Louisville, Kentucky, as its destination. While en route at 9000 feet msl, the pilot was assigned a 360-degree heading, with, “On course in about fifteen miles.”
Preliminary weather data show the airplane entered an area with depicted moderate to heavy precipitation. It then made a right turn to the northeast for several miles before initiating a right descending turn to a track of 213 degrees. Groundspeed increased from 180 knots to 214 knots, and vertical speed reached 4000 fpm in the descent. The ADS-B data for the final moments of the flight show the airplane entered a 5000-fpm descent as groundspeed decreased to 43 knots, and then the descent rate increased to more than 15,000 fpm.
Several witnesses reported hearing a loud “pop.” One witness recorded a video showing pieces of the airplane descending through the overcast clouds above.
The wreckage was distributed in a fan-like pattern oriented on a 262-degree heading spread over more than ½-mile. The first pieces recovered were the separated ruddervators. Both wings separated from the fuselage and were found about 2000 feet further west, followed by the main fuselage.
The pilot purchased the airplane in December 2023. His logbook showed he had accumulated 366 total hours of flight experience, 14 of which were in the accident airplane make/model.
May 17, 2024, Nondalton, Alaska
Taylorcraft BC12-D
At about 1145 Alaska time, the wheel-equipped airplane was substantially damaged when it collided with the surface of a lake. The non-certificated pilot and passenger were fatally injured.
The flight departed Port Alsworth, Alaska, at about 1130, with Nondalton, Alaska, its destination, a distance of about 20 nm. At 2000, the airplane was reported overdue, and a search was initiated. The partially submerged wreckage was found at about 2130, two to three miles southeast of Nondalton, in Six Mile Lake. The airplane wreckage was recovered, and exhibited significant damage to the lower fuselage, belly and main landing gear, consistent with a high-speed collision with the water. No pre-accident mechanical anomalies were found. Witnesses in the area reported low clouds, fog and reduced visibility along the accident airplane’s anticipated flight route at the time of the accident.
The accident pilot had recently purchased the airplane. Neither the pilot/owner nor his passenger held a pilot or medical certificate.
May 17, 2024, Culpeper, Va.
M-Squared Breese 2 ESLA
The airplane collided with terrain at about 1430 Eastern time, for unknown reasons. The solo commercial pilot was fatally injured.
A representative of the flying club that owned the accident airplane and the pilot performed about an hour-long preflight inspection, with no anomalies noted. The representative observed the ground operations and captured video of the takeoff and initial climb, all of which appeared normal. The engine sound was continuous throughout the video. The representative later lost sight of the airplane but could still hear its engine. An off-airport witness took a picture of the airplane as it flew past, which showed the airplane in a right bank with all major portions intact.
Shortly afterward, the airplane collided with terrain, coming to rest in a compact area, with its empennage folded forward on top of the airplane. The nosewheel and forward airframe support was crushed aft, consistent with a steep vertical descent into terrain. Flight control continuity was established from all primary flight control surfaces to the center airplane structure.
A whole airframe parachute system was installed on the airplane. The activation handle’s “Remove Before Flight” pin was found installed. The rocket and parachute had deployed from the canister but remained folded, consistent with deployment on impact.
The airplane was issued a special airworthiness certificate in July 2019 and had accumulated 25.9 flight hours through July 2022. The previous owner had not documented completion of phase 1 flight tests. The accident flight was the airplane’s first since 2022.
May 19, 2024, Bandera, Wash.
Extra EA 300/L
At 1648 Pacific time, the airplane was substantially damaged when it collided with terrain under unknown circumstances. The solo pilot was fatally injured.
The pilot was planning to attend an aerobatic training camp in Ephrata, Washington, and held the required FAA aerobatic waiver for the event. As such, he was under some pressure to be in Ephrata the day of the accident.
The airplane departed Arlington, Washington, at 1627 and flew south-southeast until intersecting Interstate I-90. It followed the highway through a mountain pass at roughly 1500 feet agl. At 1647, it initiated a 1500-fpm climb, reaching 7000 feet msl. The airplane then began a descent, leveled off briefly and then began another, steeper descent. The airplane had turned left at a groundspeed of 185 knots at the last recorded data point.
The airplane came to rest on a steep slope at about the 3100-foot elevation in mature woodlands. Numerous branches directly above the main wreckage displayed fresh breaks and none of the nearby trees showed evidence of impact, consistent with a near-vertical descent. Flight control continuity could not be established due to airframe damage.
Numerous pilots flying in the same area of the accident site earlier that day reported isolated areas of heavy rain and poor visibility with moderate turbulence in the pass, with cloud tops at 10,000 feet msl, dissipating to the west.
May 26, 2024, Hope Mills, N.C.
Piper PA-28-151 Warrior
The airplane was substantially damaged at 1100 Eastern time when it failed to gain altitude after takeoff and collided with terrain. The private pilot sustained minor injuries; the two passengers were seriously injured.
According to the pilot, the fuel tanks had been filled to their 48-gallon capacity before takeoff. There were no anomalies during the taxi, run-up or the takeoff, While still in its initial climb, at 400 to 500 feet msl, the pilot noticed airspeed had decreased and he was unable to maintain altitude. He pitched for best glide speed but, while he looked for a suitable landing area, the airplane impacted trees and terrain about 1/2-mile from the airport. The pilot and a passenger evacuated themselves and the other passenger as the airplane caught fire. The pilot later reported he had calculated weight and balance before the flight, which showed the airplane was 200 to 300 lbs. below its maximum takeoff weight and that “everything was within limits.”
May 31, 2024, Laurel Hill, Fla.
Temco/Lazier TT-1 Experimental
At about 1909 Central time, the airplane was substantially damaged when it was landed off-airport after its engine flamed out. The commercial pilot and passenger were not injured.
The pilot later reported he departed with the fuel tanks topped off. After 33 minutes cruising at 12,500 feet msl, he initiated a descent to the destination. At 1905, the “fuel pressure low” annunciator illuminated. Remedial actions were performed but the engine flamed out. Multiple attempts to restart the engine were unsuccessful. Unable to glide to an airport, the pilot performed a forced landing to a nearby field, with landing gear retracted and full flaps. The airplane touched down and was damaged due to the uneven terrain. There was no fire. The pilot and passenger egressed the airplane and were met by first responders.
The airplane’s aft fuselage and empennage had separated during impact. The wing-tip fuel tanks were partially separated from the wings. The remainder of the airplane, including the wings, was intact except for scraping damage to the lower fuselage.
