Piper PA-46 (Malibu/Meridian/Mirage/Matrix/M-Class)

Same Day Service

Axis Label

Okoboji Air

N85PG

Ronaldo Padilha dos Santos

Bryants Aviation

Upward Aviation

Alsa Aviation

RTM Aviation

Procoff

Icarus Management

3 Siblings

Anthony O. McCarty

Midwest Partitions Flight Services

Steven W. Smith

SCT Enterprises

Steven A. Brown

Lakala Aviation

Chad Allen Wilson

Gold Aero Aviation

Quadrant Investments 1

Shortly after takeoff from Olathe-Johnson County (New Century) Airport, while in initial climb, the pilot reported problems to ATC. He was immediately cleared to land when he lost control of the airplane that crashed in a prairie, bursting into flames. The aircraft was destroyed and the pilot, sole on board, was killed.

Private Mexican

En route, the pilot encountered engine problems and elected to make an emergency landing on a motorway. Upon landing, the aircraft impacted the road bank, lost its left wing and came to rest. All six occupants evacuated with minor injuries and the aircraft was damaged beyond repair.

Cowboy Air

The pilot, sole on board, departed Cody, Wyoming, on a private flight to Steamboat Springs. While approaching Steamboat Springs-Bob Adams Airport by night, the pilote encountered limited visibility due to low clouds. On final, the airplane impacted trees and crashed in a wooded area located on the slope of Mt Emerald, about 6 km south of airport runway 32. The aircraft was destroyed and the pilot was killed.

Opium Events

Upon landing on runway 22 at Courchevel Altiport, the single engine aircraft crashed and came to rest, bursting into flames. Fire was quickly extinguished but the airplane was damaged beyond repair. One occupants was killed while two others were seriously injured.

ZeroAvia

The crew was completing a local test flight at Cranfield Airport on this aircraft equipped with a hydrogen engine. On approach, the aircraft crashed in unknown circumstances in an open field near the airfield. Both occupants evacuated uninjured while the aircraft was severely damaged.

Mark Andregg

On April 23, 2021, about 1701 central daylight time, a Piper PA-46-310P airplane, N461DK, was destroyed when it was involved in an accident near Danville, Arkansas. The pilot and three passengers sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. The airplane had departed the Muskogee-Davis Regional Airport (MKO), Muskogee, Oklahoma, about 1622 destined for Williston Municipal Airport (X60), Williston, Florida on an instrument flight rules flight plan. On the flight plan, the pilot indicated a planned cruise altitude of FL230. According to archived air traffic control (ATC) information, about 10 minutes after departure, ATC advised the accident pilot about moderate precipitation along the route of flight. About 1658, after reaching 20,200 ft, the airplane began to descend on a southeast heading. No further radio communications were received from the pilot. About 2 minutes after the descent began, the airplane initiated a right descending turn to the northeast and continued on that heading for about 30 seconds. The flight path then became erratic before the data ended. A search was immediately initiated, but due to the terrain, the airplane was not located until the next morning. The airplane was found in an area of densely forested terrain at an elevation of about 930 ft above mean sea level on a heading of about 010°. During the on-scene portion of the investigation, it was determined that the right wing, right aileron, right horizontal stabilizer, and right elevator had separated in flight and was not located within the vicinity of the main wreckage. Although an aerial search commenced, to date, these components have not been located. The airplane was equipped a Continental Motors TSIO-550 series engines. Detailed wreckage and engine examinations are pending.

IST Solutions

On February 13, 2021, about 1627 Pacific standard time, a Piper PA46R-350T airplane, N40TS, was destroyed when it was involved in an accident near Tehachapi, California. The pilot was fatally injured. The airplane was operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Preliminary flight track data revealed the airplane departed from Camarillo Airport (CMA), Camarillo, California, earlier that afternoon and traveled northeast climbing to about 10,000 ft mean sea level (msl). About 20 minutes into the flight, the airplane’s ground speed decreases followed by the airplane’s altitude decreasing to about 8,000 ft msl. The flight continued for about 12 minutes before dropping off radar. The final portion of the track showed the airplane in a steep descending left spiral. Weather in the area of the accident site was reported as marginal visual flight rules (mvfr) due to low ceilings and visibility in light rain and mist with winds reported at 40 knots. The National Weather Service had advisories current for turbulence over the region and included G-AIRMET Tango and a Center Weather Advisory (CSA) which bordered the area for severe turbulence below 15,000 ft. Concerned family members contacted the Federal Aviation Administration the following day and an Alert Notice (ALNOT) was issued for the missing airplane. The airplane was found on the morning of February 15th, in rugged steep terrain. According to a family member, the pilot had flown this regular flight to Mammoth Yosemite Airport (MMH), Mammoth Lakes, California, where he had a home in the area. The family member also stated that the pilot had flown his helicopter for about an hour with his flight instructor before departing on the accident flight. A postaccident examination of the accident site revealed that the airplane impacted a steep north facing slop. The airplane was found in several sections and postcrash fire damage was concentrated to the cabin section and inboard wings. All of the airplane’s flight controls were found at the accident site.

Forza Management Company

On February 2, 2021, about 1645 eastern daylight time, a Piper PA-46-350P, N221ST, was substantially damaged when it was involved in an accident near Leicester, Massachusetts. The commercial pilot and two passengers received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that the airplane was on approach to runway 11 at Worcester Regional Airport (ORH), Worcester, Massachusetts. During that time, “a little ice” began to build up on the wings and he activated the deicing system (boots) twice upon entering clouds. The elevator then began to shake and become ineffective. In an effort to avoid a stall, the pilot applied forward yoke control and the airplane contacted a tree and came to rest upright in the front yard of a residence about 3 miles from the runway 11 threshold.

Plane Fun Inc.

On December 19, 2020, about 1216 eastern standard time, a piper PA-46-310 airplane; N662TC, was substantially damaged when it was involved in an accident near Naples, Florida. The pilot and passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight originated at Sarasota / Bradenton international Airport (SRQ), Sarasota, Florida destined for Key West International Airport (EYW), Key West, Florida. According to the pilot, on the morning of the day of the accident, the pilot and his passenger went to SRQ. The pilot filed an instrument flight rules (IFR) flight plan for the flight to EYW, and had the airplane towed to the fixed base operator’s ramp, then conducted a preflight including draining both tanks to check for water. No water was visible, and both fuel tanks contained about 50 gallons each (100 gallons total). The fuel selector was on the right tank, and the engine started without any delay. The pilot then received his IFR clearance and took off at 1139. After takeoff the pilot was cleared by air traffic control to climb to 7,000 feet above mean sea level (msl) and the flight continued until it was near Southwest Florida International Airport (RSW), Fort Myers, Florida and then was cleared direct to EYW. Until this point, the engine was running smooth and was leaned to 50° lean of peak. About 1213, the pilot switched the fuel selector to the left fuel tank. Immediately after switching fuel tanks, the engine started to sputter and lost power. The pilot switched back to the right fuel tank but there was no change. He then tried different power settings, Set the mixture to full rich, and switched tanks again without result. The pilot then advised ATC that he was having an engine problem and needed to land at the nearest airport. ATC then had him contact the control tower at Naples municipal Airport (APF), Naples, Florida. APF tower then cleared him to land on runway 5 but, the pilot realized that he was already well below 5,000 feet msl, so he advised the tower that he could not make it to the airport and that he was heading for the beach and would land in the water. The pilot now focused on his attitude, the best glide, and airspeed and touched down on the water. The airplane came to a sudden stop and was floating. Apart from the propeller, he could see no visible damage. He then unlatched his seatbelt and opened the upper part of the airstair door and egressed. He then helped his passenger to egress and they both started swimming towards the beach. The airplane continued to float. The pilot saw a helicopter circling overhead, and then after 10 to 15 minutes of swimming they were picked up by a boat. They were later transported to the hospital. The airplane eventually sank and came to rest in 6 feet of water. It was later recovered, and cursory examination by a Federal Aviation Administration inspector, revealed that the propeller, wings, and aft fuselage, had been substantially damaged.

Aero-Mobil

After takeoff from Rottweil-Zepfenhan Airport, while climbing, the crew encountered technical problems. The pilot reduced his altitude and attempted an emergency landing in an open field located in Dauchingen, about 15 km southwest of Rottweil Airport. The aircraft landed gear down but and eventually came to rest on a path with its undercarriage and both wings partially torn off. Both occupants were slightly injured.

Indigo Aviation

On the morning of the day of the accident, the pilot, accompanied by a passenger, flew under IFR flight mode from La Môle (83) to Quiberon (56). The flight took 3 hours and 40 minutes and the return was scheduled in the afternoon. After landing in Quiberon, the pilot learned that there was no possibility to refuel with AVGAS, information that was not specified by NOTAM. The pilot then decided to refuel at Vannes-Meucon Airport before leaving to St Tropez-La Môle. He said he was upset by this situation and by the bad weather conditions in the area. During the pre-flight visit to Quiberon, the pilot added oil. He indicates that he also carried out a pre-flight inspection before takeoff from Vannes. During the takeoff roll from runway 22 at Vannes-Meucon Airport, the rotation took place in the first third of the runway. Just after liftoff, he saw the engine cowling open. He immediately thaught he forgot to tighten the dipstick and decided to abort the takeoff and landed on the remaining runway. The runway being long, he believed he can stop before the runway end. He put the power levers in the "full, reduced and choke" position and tried to land the plane quickly. As the aircraft already reached a high speed, it landed 200 metres short of runway end and deviated longitudinally and crossed the runway end safety area, known as RESA. It came to a stop a 100 metres further on an embankment. The left wing was partially torn off and the aircraft was damaged beyond repair. There was no fire. Both occupants escaped uninjured.

Maria Squared Aviation

On October 2, 2020, about 1512 central daylight time (CDT), a Piper PA-46-500TP, N62ZM, was substantially damaged when it was involved in an accident near Lake Elmo, Minnesota. The airline transport pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. The pilot reported that shortly after takeoff from runway 32 at the Lake Elmo airport (21D) and following landing gear retraction, he noticed a “hiccup” in the engine power and immediately started a turn back towards the airport. During the turn, all engine power was lost and the pilot executed a forced landing into a field of standing corn. The airplane impacted the terrain, bounced, and came to rest upright in the corn about ½ mile northwest of the departure end of runway 32. The airplane sustained substantial damage to the right wing as a result of the impact and post-crash fire. The airplane was equipped with a Pratt & Whitney PT6A turboprop engine.

KMAC Bravo

On September 20, 2020, about 1050 central daylight time (CDT), a Piper PA-46-310, N236KM, was substantially damaged when it was involved in an accident near Hilltop Lakes, Texas. The commercial pilot and 3 passengers sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. While in cruise flight at 19,000 ft mean sea level (MSL), the pilot declared an emergency to air traffic control (ATC) and stated that the airplane had lost engine power and that he needed to divert. The pilot elected to divert to Hilltop Lakes Airport (0TE4), which was about 5 miles south of his position. Archived FAA automatic dependent surveillance-broadcast (ADS-B) data revealed that when the airplane was about 5 miles west of 0TE4, a descent was initiated from 19,000 ft and the airplane proceeded directly to, and circled around, the airport while descending. ADS-B data was lost about 3 miles northeast of the airport, as the airplane descended below the floor of the ADS-B reception capability. Commercially available flight track data, which aggregates and georeferences FAA data sources, continued to receive aircraft data as the airplane turned to a final approach segment. The last data point showed the airplane about 1 mile north of the approach end of runway 15 at 0TE4 at an altitude of 1,250 ft, 169 knots ground speed and on a ground track of 145°. Witnesses located about ¼ mile south of the end of runway 15 reported seeing what they described as the airplane taking off, before noticing the propeller was not turning. They stated they saw the airplane in a left bank just prior to the nose dropping and the airplane impacting the ground in a near vertical attitude. The airplane came to rest along a road about 200 ft south of the airport property. The airplane impacted the terrain in a nose low, near vertical attitude and sustained substantial damage to fuselage and both wings. The airplane was equipped with a Pratt & Whitney PT6A turboprop engine that had been installed in accordance with Supplemental Type Certificate ST00541SE.

Drive Line

The instructor pilot reported that while practicing an engine-out landing in the traffic pattern, the pilot-rated student overshot the turn from base leg to final rolling out to the right of the runway centerline. The student pilot attempted to turn back toward the runway and then saw that the airplane’s airspeed was rapidly decreasing. The instructor reported that when he realized the severity of the situation it was too late to do anything. The student attempted to add power for a go-around but was unable to recover. The airplane stalled about 10 ft above the ground, impacted the ground right of the runway, and skidded onto the runway where it came to rest. Both wings and the forward fuselage were substantially damaged. Both pilots stated there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.

Triple 4 Aviation

On March 3, 2020, about 1634 eastern standard time, a Piper PA-46-310P, N43368, was destroyed when it was involved in an accident near Bishop, Georgia. The pilot and two passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot filed an instrument flight rules (IFR) flight plan and was in contact with air traffic control (ATC) shortly after departure from Columbia Metropolitan Airport (CAE), Columbia, South Carolina, at 1529. A review of the ATC communications and radar data provided by the Federal Aviation Administration revealed that the airplane was on a westerly track from CAE, about 6,000 ft mean sea level (msl), en route to Tuscaloosa Regional Airport (TCL), Tuscaloosa, Alabama. The pilot contacted the Atlanta Terminal Radar Approach Control (TRACON) about 1613, and was provided the current altimeter setting. The controller also broadcast AIRMETs for IFR and mountain obscuration, turbulence and freezing levels. About 1616, the controller advised the pilot that the flight would need to go north or south over Atlanta. After a few seconds, the pilot advised north, and also said that he could fly at a higher altitude as well. The controller advised the pilot that flying over Atlanta's airspace probably would not work, but he would try and get him as close as possible. The controller subsequently issued a new clearance to the pilot, which included two intersections on the north side of Atlanta, and then direct to TCL. About 1621, the pilot requested to deviate left for weather, the controller approved the request and advised the pilot he would be past the line of weather in about 15-20 miles. About 1629, the controller advised the pilot there was a gap in the line of weather in about 8 miles with light precipitation, that he would turn him north to get through it, and once north of the weather the pilot could proceed on course. About 1630, the controller instructed the pilot to fly a heading of 300°. The pilot acknowledged, then a few seconds later advised that heading was directly toward a convective cell that was "pretty big." The controller explained that he would be keeping him south of the heavy precipitation and turning him north through the line where there was currently about 3 miles of light precipitation. The pilot then stated that the area seemed to be closing in fast. The controller acknowledged and advised him that alternatively he would need to fly south around Atlanta, and the pilot then stated that he would turn right. The controller advised the pilot to fly a 300° heading that would keep the airplane out of the moderate precipitation. The pilot stated "I thought I was gonna shoot this gap here, I got a gap I can go straight through." The controller acknowledged and advised that was fine if it looked good to him, but that he showed moderate precipitation starting in about 1 mile extending for about 4 miles north bound; the pilot acknowledged. About 1633 the controller asked the pilot what his flight conditions were, the pilot responded, "rain three six eight." There were no further transmissions from the pilot.

Mailworks

On September 15, 2019, at 1146 central daylight time, a Piper PA-46-350P, N218MW, lost engine power while maneuvering over the Gulf of Mexico, and the pilot was forced to ditch. The private pilot was not injured. The airplane was registered to and operated by Mailworks, Inc., Spring Valley, California, under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions existed near the accident site at the time of the accident, and the flight was operated on a visual flight rules flight plan. The flight originated at 0830 eastern daylight time from Space Coast Regional Airport (TIX), Titusville, Florida, and was en route to Ozona Municipal Airport (OZA), Ozona, Texas. His final destination was Gillespie Field Airport (SEE), El Cajon, California. According to the pilot's accident report, he departed TIX with 140 gallons of fuel. After crossing Gulfport (GPT), Mississippi's Terminal Radar Service Area (TRSA) at 10,500 ft, he initiated a slow descent over Boothville, Louisiana, and proceeded southbound towards the mouth of the Mississippi River, descending to 1,500 ft. He then configured the airplane for climb. The engine did not respond to the application of power and the airplane began losing altitude. After going through the emergency checklist, he was unable to restore engine power, and declared an emergency to Houston air route traffic control center (ARTCC) and on frequency 121.5 mHz. He also activated the emergency locator transmitter (ELT) prior to ditching. After ditching, the pilot put on his life jacket, exited the airplane, and remained on its wing until it sank. About an hour later, a U.S. Coast Guard helicopter rescued the pilot and transported him to a hospital in New Orleans, Louisiana. He was discharged a few hours later. The airplane has not been recovered.

Akron Aerostar

On July 19, 2019, about 1440 eastern daylight time, a Piper PA46-310P, N811SK, was substantially damaged during a forced landing while on approach to Hudson Valley Regional Airport (POU), Poughkeepsie, New York. The private pilot and two passengers were seriously injured, and one passenger sustained minor injuries. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight that originated at Akron-Fulton International Airport (AKR), Akron, Ohio, about 1248. The airplane was owned and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The personal flight was originally destined for North Central State Airport (SFZ), Pawtucket, Rhode Island. Preliminary radar and voice communication data obtained from the Federal Aviation Administration (FAA) revealed that the airplane departed AKR, and about 25 minutes later had climbed to 19,000 ft, where it remained in cruise flight for about 1 hour and 10 minutes on a heading between 080 and 085°. At 1428:21, the pilot requested a diversion from his filed destination to POU to utilize a restroom. The Boston air route traffic control center controller approved the diversion to POU and issued altitude and heading clearances. About 1432, the radar target identified as the accident airplane had descended to 13,200 ft, where it turned slightly right and tracked directly toward POU. At 1433:38, the airplane was located 2 miles west of POU, about 12,000 ft, and in communication with the New York Terminal Radar Approach Control when the pilot stated, "…we are getting a ah fuel emergency light at this time so ah just want to expedite our approach in there." The controller acknowledged the low fuel warning and cleared the airplane to descend from its assigned altitude of 6,000 ft to 3,000 ft. The airplane crossed directly over POU at 11,700 ft and continued its easterly heading. At 1435:37, the airplane was about 5 miles east of POU at 8,100 ft, when the pilot requested a turn back to the airport. At 1435:46, the controller advised a direct turn back at "your discretion," and 2 minutes later cleared the airplane for a visual approach. At 1436:32, the airplane was at an altitude of 6,300 ft and about halfway through the course reversal back to POU, which was 7.4 miles to the west. Sky Acres Airport (44N), Lagrangeville, New York was 3.7 miles directly in front of the airplane at that time. After completing the course reversal, the airplane tracked parallel to its eastbound track on a westerly heading. At 1437:46, about 5 miles northeast of POU at 3,550 ft, the pilot advised the POU tower controller that he was performing a visual approach to runway 24. At 1438:44, 2 miles northeast of the airport about 1,500 ft, the airplane turned towards POU as it intercepted the inbound course to the landing runway. At 1439:32, the tower controller advised the airplane that its landing gear appeared to be retracted. The pilot responded, "we are too low we are not going to make it." There were no further communications with the airplane, and the final radar target was depicted at 350 ft about .75 miles from the landing runway which was at 163 ft elevation. The pilot held a private pilot certificate with ratings for airplane single engine land, multiengine land and instrument airplane. His most recent FAA third class medical certificate was issued May 15, 2019 and he reported 1,300 total hours of flight experience on that date. At 1453, the weather recorded at POU included clear skies, 10 miles visibility, wind from 220° at 8 knots, gusting to 15 knots, temperature 3°C, dew point 23°C, and an altimeter setting of 29.82 inches of mercury. Initial examination of the airplane at the accident site was performed by an FAA inspector. The airplane came to rest upright among trees and brush. The was no evidence of fuel, no fuel spillage, and no odor of fuel. The location of the wreckage precluded further examination at the accident site. Examination of photographs provided by the sheriff's department revealed the airplane's right wing displayed significant impact damage, was separated at its root, and came to rest immediately adjacent to the fuselage. The left wing appeared attached and largely intact.

Gregory G. Boll

On June 7, 2019, about 1333 eastern daylight time, a Piper PA 46-350P, N709CH, broke up in flight following an encounter with weather near Castalia, North Carolina. The private pilot, a pilot-rated passenger, and two other passengers were fatally injured. The airplane was destroyed. The airplane was registered to the pilot and was operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day, instrument meteorological conditions prevailed in the area, and an instrument flight rules flight plan was filed for the flight. The flight originated at Naples, Florida (APF) and was destined for Easton Airport (ESN), Easton, Maryland. According to preliminary air traffic control radar and voice communication information from the Federal Aviation Administration, the flight was on a northeasterly ground track at flight level (FL) 270 over eastern North Carolina when the pilot reported that there was weather ahead on his radar. After discussing the weather with the controller and reviewing options, the flight was eventually cleared direct to the Franklin VOR. About two minutes prior to the accident, the pilot reported that they were entering an area of rain. The airplane was then observed climbing to FL273, followed by a rapidly descending right turn and loss of radio and radar contact. The controller made numerous attempts to contact the pilot, to no avail. A postaccident review of recorded weather radar data indicated that the airplane was in the vicinity of heavy rain and thunderstorms at the time of the accident. The airplane impacted wooded terrain about 4 miles northeast of the town of Castalia. The outboard sections of the wings and a section of the elevator were found about 1.4 miles northeast of the main wreckage. Several components of the empennage have not been located due to the dense forest in the area. The main wreckage consisted of the entire fuselage and the inboard sections of the wings. The fuselage was found inverted on a heading of 045°. There was no fire.

Southern Aircraft Consultancy

On 01 May 2019 at 0723, the aircraft departed CYYR on a VFR flight plan direct to BGBW. The ferry pilot, who was the pilot-in-command, occupied the left seat while the co-owner occupied the right seat. The aircraft climbed to 2000 feet ASL and proceeded on a direct track to destination. The altitude and heading did not change significantly along the route, therefore it is likely that the autopilot was engaged. At 0816, the aircraft collided with a snow-covered hill 2250 feet in elevation, located 35 nautical miles (NM) southeast of Makkovik Airport (CYFT), Newfoundland and Labrador. The impact happened approximately 200 feet below the top of the hill. The aircraft came to rest in deep snow on steep sloping terrain. The aircraft sustained significant damage to the propeller, nose gear, both wings, and fuselage. Although the cabin was crush-damaged, occupiable space remained. There was no post-impact fire. The ferry pilot was seriously injured and the co-owner was fatally injured. The Joint Rescue Coordination Centre (JRCC) in Halifax received an emergency locator transmitter (ELT) signal from the aircraft at 0823. The ferry pilot carried a personal satellite tracking device, a personal locator beacon (PLB) and a handheld very high frequency (VHF) radio, which allowed communication with search and rescue (SAR). Air SAR were dispatched to the area; however, by that time, the weather had deteriorated to blizzard conditions and aerial rescue was not possible. Ground SAR then deployed from the coastal community of Makkovik and arrived at the accident site approximately 4 hours later because of poor weather conditions and near zero visibility. The ferry pilot and the body of the co-owner were transported to Makkovik by snowmobile. The following day, they were airlifted to CYYR.

Lennard Properties

The instrument-rated private pilot and passenger departed into instrument meteorological conditions with a 600-ft cloud ceiling in an airplane that was about 550 lbs over gross weight. Air traffic control data showed the airplane in a climbing left turn that continued beyond the assigned heading. After reaching 1,400 ft msl, the airplane continued turning left and its altitude and speed began to vary. The airplane continued in a left spiral, completing more than two full circles, then decelerated in a right turn and rapidly descended until impact with terrain. Examination of the flight control system revealed no evidence of mechanical malfunctions and downloaded engine data indicated normal engine operation. Downloaded data from the autopilot system revealed three in-flight error codes. The first error code, which likely occurred about 1 minute after takeoff, would have resulted in the autopilot, if it was engaged at the time, disengaging. The subsequent error codes likely occurred during the erratic flight profile, with the autopilot disengaged. Before the accident flight, the pilot had informed a mechanic, who is also a pilot, of intermittent issues with the autopilot system and that these issues were unresolved. The mechanic had flown with the accident pilot previously and assessed his instrument flying skills as weak. The flight instructor who provided initial flight training for the turbine engine transition stated the pilot's instrument flying proficiency was poor when he was hand flying the airplane. Toxicology testing revealed that the pilot had used marijuana, and his girlfriend stated the pilot would take a marijuana gummy before bedtime to sleep more soundly. However, given that no psychoactive compounds were found in blood specimens, it is unlikely that the pilot was impaired at the time of the accident. The instrument conditions at the time of the accident, the airplane's erratic flightpath, and the pilot's reported lack of instrument proficiency when flying by hand support the likelihood that the pilot experienced spatial disorientation sometime after takeoff. In addition, given the reports of the intermittently malfunctioning autopilot that had not been fixed, it is likely the pilot experienced an increased workload during a critical phase of flight that, in combination with spatial disorientation, led to the pilot's loss of airplane control.

Vivid Hosting

On February 6, 2019, about 1530 Pacific standard time, a Piper PA 46-350P, N997MA, was substantially damaged when it was involved in an accident near Aurora, Oregon. The private pilot and flight instructor were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The pilot reported that the purpose of the flight was to practice commercial pilot maneuvers. After practicing slow flight, chandelles, lazy eights, and eights on pylons, they returned to the airport and discussed how to conduct a practice a power-off 180° landing as they entered the traffic pattern. When the airplane was abeam the 1,000-foot runway markings, the pilot reduced the power to idle and started a left turn toward the runway. He stated that he realized that the airplane was “probably not going to make the runway” and that the airplane was “not on final course.” He recalled the airplane turning sharply to the left as he was pulled up on the control yoke and added right rudder. He could not recall whether he applied power. The pilot did not report any mechanical malfunctions or anomalies with the airplane. A video of the event showed the airplane in a left turn as it descended toward the runway. The airplane’s left bank decreased to a wings-level attitude before the airplane entered a steeper left bank, followed immediately by a right bank as the airplane descended into the ground short of the runway. The airplane’s right wing and fuselage sustained substantial damage.

Southern Aircraft Consultancy

The pilot of N264DB flew the aircraft and the passenger from Cardiff Airport to Nantes Airport on 19 January 2019 with a return flight scheduled for 21 January 2019. The pilot arrived at the airport in Nantes at 1246 hrs on 21 January to refuel and prepare the aircraft for the flight. At 1836 hrs the passenger arrived at airport security, and the aircraft taxied out for departure at 1906 hrs with the passenger sitting in one of the rear, forward-facing passenger seats. Figure 1 shows the aircraft on the ground before departure. The pilot’s planned route would take the aircraft on an almost direct track from Nantes to Cardiff, flying overhead Guernsey en route (Figure 2). The Visual Flight Rules (VFR) flight plan indicated a planned cruise altitude of 6,000 ft amsl and distance of 265 nm. The aircraft took off from Runway 03 at Nantes Airport at 1915 hrs, and the pilot asked Air Traffic Control (ATC) for clearance to climb to 5,500 ft. The climb was approved by Nantes Approach Control and the flight plan was activated. The aircraft flew on its planned route towards Cardiff until it was approximately 13 nm south of Guernsey when the pilot requested and was given a descent clearance to remain in Visual Meteorological Conditions (VMC). Figure 3 shows the aircraft’s subsequent track. The last radio contact with the aircraft was with Jersey ATC at 2012 hrs, when the pilot asked for a further descent. The aircraft’s last recorded secondary radar point was at 2016:34 hrs, although two further primary returns were recorded after this. The pilot made no distress call that was recorded by ATC. On February 4, 2019, the wreckage (relatively intact) was found at a depth of 63 meters few km north of the island of Guernsey. On February 6, a dead body was found in the cabin and recovered. It was later confirmed this was the Argentine footballer Emiliano Sala. The pilot's body was not recovered.

Kenneth L. Reed

The aircraft impacted the Atlantic Ocean near Mayport, Florida. The private pilot and pilot-rated passenger were fatally injured. The airplane was destroyed. The airplane was privately owned and operated under the provisions of Title 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed at the time and the flight was operating on an instrument flight rules (IFR) flight plan. The personal flight originated from Kissimmee Gateway Airport, Orlando, Florida, about 0821, and was destined for Princeton Airport, Princeton/Rocky Hill, NJ. According to preliminary air traffic control radar and voice data provided by the Federal Aviation Administration (FAA), at 0859:02, one of the airplane's occupants contacted the Jacksonville Air Route Traffic Control Center (ZJX ARTCC) R-73 sector controller and reported passing through Flight Level (FL) 220 for FL230. The controller advised the pilot there were moderate and some heavy precipitation along the route of flight extending for 200 nautical miles. The occupant acknowledged the controller and advised they would be watching the weather. FAA radar data indicated at 0900:22 the flight reached FL227. Preliminary review of weather data revealed that this altitude was above the freezing level, and at that time the flight entered an area of weather radar returns with intensities between 10 to 30 dBZ (which equated to light to moderate precipitation). While in the weather radar-indicated precipitation, the flight climbed to FL230. At 0902:14, while at the edge of the precipitation, the airplane started a slight left turn before entering a right turn at 0902:28 at FL226. The turn had not been directed by the controller or announced by either occupant. Between 0902:28 and 0903:10, the airplane descended from FL226 to FL202. At 0903:10, the airplane was descending through FL202 when the controller attempted to contact the flight, but there was no reply. The controller attempted to communicate with the flight several more times, and at 0903:27 in response to one attempt, while at 14,500 feet mean sea level (msl), an occupant advised, "were not ok we need help." The controller asked the pilot if he was declaring an emergency and "whats going on." At 0903:35, while at 12,600 feet msl an occupant stated, "I'm not sure whats happening", followed by, "I have anti-ice and everything." At 0903:40 the controller asked the flight if it could maintain altitude, an occupant responded that they could not maintain altitude. The controller provided vectors to a nearby airport west of their position, but the flight did not reply to that transmission or a subsequent query. At about 0904:32 (which was the last communication from the airplane), while at 3,300 feet msl, an occupant advised the controller that the airplane was inverted and asked for assistance. The last radar recorded position with altitude read-out of the flight was at 0904:40, at an altitude of 1,700 feet msl, and 30.40069° north latitude and -81.3844° west longitude. The U.S. Coast Guard initiated a search for the missing airplane, but the wreckage was not located and the search was suspended on December 22, 2018. A privately-funded search for the airplane was initiated and the wreckage was located and recovered on February 6, 2019. The recovered wreckage was retained for further investigation.

Keystone Aviation

Shortly after takeoff, the pilot smelled smoke. As he began to turn the airplane back to the airport, the engine lost total power. He conducted a forced landing in a field just short of the airport, during which the airplane struck a metal fence and pipe. All occupants egressed, and the pilot then noticed that a fire had erupted under the airplane's engine cowling. Postaccident examination revealed that the airplane sustained fire damage to the roof and forward end of the baggage compartment along with the engine accessory area between the firewall and aft air baffles. Further examination revealed that one of the engine exhaust crossover pipe assemblies was misaligned at the slip joint. An engine manufacturer service bulletin (SB) called for inspections of the exhaust system slip and flange joints to identify misaligned exhaust components. The last maintenance event occurred about 7 1/2 flight hours before the accident, during which the SB was performed and resulted in the replacement of crossover pipes. The mechanic who had performed the most recent maintenance did not follow the correct procedures for reinstallation of the crossover pipe, and the inspector who reviewed his work did not examine the installation as it progressed but instead inspected the pipes after they were installed and essentially hidden from view by their protective heat shield. As a result of the misaligned engine exhaust crossover pipe, hot exhaust gases escaped into the engine compartment and started a fire, which compromised critical engine fuel and oil lines, and resulted in the loss of engine power.

1st Avenue Malibu Services LLC

According to the pilot, about 15 minutes before reaching the destination airport during descent, the engine lost power. The pilot switched fuel tanks, and the engine power was momentarily restored, but the engine stopped producing power even though he thought it "was still running all the way to impact." The pilot conducted a forced landed on a highway at night, and the right wing struck an object and separated from the airplane. The airplane came to rest inverted. According to the Federal Aviation Administration (FAA) aviation safety inspector (ASI) that performed the postaccident airplane examination, the fuel lines to the fuel manifold were dry, and the fuel manifold valves were dry. He reported that the fuel strainer, the diaphragm, and the fuel filter in the duel manifold were unremarkable. Fuel was found in the gascolator. The FAA ASI reported that, during his interview with the pilot, "the pilot changed his story from fuel exhaustion, to fuel contamination." The inspector reported that there were no signs of fuel contamination during the examination of the fuel system. According to the fixed-base operator (FBO) at the departure airport, the pilot requested 20 gallons of fuel. He then canceled his fuel request and walked out of the FBO.

BelleAire

The pilot performed a preflight inspection of the turboprop airplane and an engine run-up with no anomalies noted. The takeoff roll and lift off from the runway were normal; however, when the pilot initiated a landing gear retraction, the engine torque decreased, but the rpm did not change. The torque then surged back to full power and continued to surge as the pilot attempted to return to the runway. The left wing of the airplane struck the ground, and the airplane came to rest in the grass on the side of the runway. Examination of the engine, engine accessories, and propeller revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation before the accident. The reason for the partial loss of engine power could not be determined based on the available information.

Malibair

The single engine airplane departed Zurich Airport Runway 28 at 1134LT bound for Hamburg-Helmut Schmidt Airport, carrying one passenger and one pilot. After passing over the city of Konstanz at an altitude of 16,750 feet in IFR conditions, the airplane entered an uncontrolled descent and eventually crashed in the Konstanz Lake, about 200 metres off Mainau Island. The wreckage was found at a depth of 60 metres and both occupants were killed.

Park City Aviation

The commercial pilot and three passengers departed on an instrument flight rules crosscountry flight. While on approach to the destination airport, the pilot indicated to the air traffic controller that the airplane was passing through areas of moderate-to-extreme precipitation. After clearing the airplane for the approach, the controller noted that the airplane descended below its assigned altitude; the controller issued a low altitude alert, but no response was received from the pilot. The airplane subsequently impacted terrain in a level attitude about 12 miles from the airport. Examination of the airframe, engine, and system components revealed no evidence of preimpact mechanical malfunction that would have precluded normal operation. An area of disturbed, flattened, tall grass was located about 450 ft southwest of the accident site. Based on the images of the grass, the National Weather Service estimated that it would take greater than 35 knots of wind to lay over tall grass as the images indicated, and that a downburst/microburst event could not be ruled out. A downburst is an intense downdraft that creates strong, often damaging winds. About 6 hours before the flight, the pilot obtained weather information through a mobile application. Review of weather data indicated the presence of strong winds, heavy precipitation, turbulence, and low-level wind shear (LLWS) in the area at the time of arrival, which was reflected in the information the pilot received. Given the weather conditions, it is likely that the airplane encountered an intense downdraft, or downburst, which would have resulted in a sudden, major change in wind velocity. The airplane was on approach for landing at the time and was particularly susceptible to this hazardous condition given its lower altitude and slower airspeed. The downburst likely exceeded the climb performance capabilities of the airplane and resulted in a subsequent descent into terrain. It is unknown if the accident pilot checked or received additional weather information before or during the accident flight. While the flight was en route, several PIREPs were issued for the area of the accident site, which also indicated the potential of LLWS near the destination airport; however, the controller did not provide this information to the pilot, nor did he solicit PIREP information from the pilot. Based on published Federal Aviation Administration guidance for controllers and the widespread adverse weather conditions in the vicinity of the accident site, the controller should have both solicited PIREP information from the pilot and disseminated information from previous PIREPs to him; this would have provided the pilot with more complete information about the conditions to expect during the approach and landing at the destination.