Investigation Archives - Aviation Today

Alaska, United States: The US National Transportation Safety Board (NTSB) has released its final investigation report into the fatal crash of Bering Air Flight 445, concluding that degraded pilot situational awareness, inadequate airspeed management, operation above the aircraft's maximum allowable weight, shortcomings in Bering Air's safety management, and insufficient Federal Aviation Administration (FAA) oversight combined to cause the accident. The report also identified deficiencies in weather forecasting for supercooled large droplet (SLD) icing and issued new and reiterated safety recommendations aimed at improving commuter airline safety. The accident occurred on February 6, 2025, at about 3:20 p.m. Alaska Standard Time when a Textron Aviation Cessna 208B Grand Caravan EX, registration N321BA, operating as Bering Air Flight 445, crashed onto pack ice in Norton Sound while approaching Nome Airport, Alaska. The Part 135 scheduled commuter flight had departed Unalakleet Airport on the final leg of a three-flight rotation carrying one pilot and nine passengers. All ten occupants were killed. According to the NTSB, the pilot and dispatcher reviewed weather conditions before departure, with forecasts indicating instrument flight conditions, light snow and occasional moderate icing. However, no official weather products warned of the severe supercooled large droplet icing conditions the flight would later encounter. Air traffic control advised the pilot that both runways had been temporarily closed for snow and ice removal and suggested slowing the aircraft to avoid arriving before they reopened. The pilot reduced engine power, causing the aircraft's airspeed to decrease. Around the same time, the aircraft entered moderate-to-severe icing conditions containing supercooled large droplets. Flight data showed the aircraft's airspeed continued to fall despite increased engine power. At about 3:19 p.m., the Low Airspeed Awareness (LAA) system activated and automatically disengaged the autopilot after airspeed dropped below approximately 99 knots. Within seconds, the aircraft's speed fell further, its pitch increased, and it entered an aerodynamic stall before rapidly descending. Air traffic control instructed the pilot to climb after observing the aircraft's low altitude and later issued a low-altitude alert, but no response was received. The aircraft impacted pack ice about 12 miles offshore of Norton Sound and approximately 32 miles east of Nome. Because the aircraft was not required to carry a cockpit voice recorder or flight data recorder, investigators reconstructed the accident using Garmin G1000 avionics data, ADS-B tracking, air traffic control communications and examination of the wreckage. The evidence enabled investigators to establish the sequence of events leading to the fatal loss of control, forming the basis of the NTSB's final findings and safety recommendations. In its final report, the NTSB concluded that the aircraft experienced an aerodynamic stall after the pilot failed to maintain adequate airspeed while operating in icing conditions. Investigators found that following the automatic disengagement of the autopilot, the pilot did not effectively monitor the aircraft's rapidly decreasing airspeed or increasing angle of attack, resulting in a loss of control from which recovery was not possible. The investigation determined that the aircraft encountered supercooled large droplet (SLD) icing, a hazardous condition beyond the certification limits of the Cessna 208 B's TKS ice protection system. Although post-accident examinations found no evidence of any pre-impact mechanical failure and confirmed the TKS system functioned as designed, the icing conditions exceeded those for which the aircraft was certificated. The NTSB also identified operational shortcomings at Bering Air. Investigators found the aircraft departed above the maximum allowable gross take-off weight for flight into known or forecast icing conditions. The report stated that the operator had routinely used an increased maximum take-off weight permitted under a supplemental type certificate, even though the aircraft's flight manual prohibited that higher weight in icing conditions. The Board further concluded that Bering Air's safety management system failed to adequately identify and mitigate operational risks, while internal weight-and-balance practices and oversight were insufficient. The investigation also criticised the FAA's oversight of the operator, concluding that inspectors failed to identify or correct Bering Air's use of improper weight limitations during operations in icing conditions. Additionally, the Board found shortcomings in Alaska's aviation weather products, noting that available forecasts did not adequately communicate the potential for supercooled large droplet icing despite meteorological conditions supporting its development. As part of its final report, the NTSB issued multiple safety recommendations to the FAA, National Weather Service and Bering Air. These include strengthening oversight of Part 135 operators, improving compliance with aircraft weight limitations, enhancing pilot training for operations in severe icing, expanding weather products that identify supercooled large droplet icing in Alaska, and improving operational risk management to help prevent similar accidents.

NTSB Final Report Cites Pilot Error, Icing And FAA Failures In Fatal Bering Air Crash

Aviation Today News Desk July 31, 2026

Alaska, United States: The US National Transportation Safety Board (NTSB) has released its final investigation report into the fatal crash of

CENIPA Blames Icing, Crew Errors And Safety Culture In Fatal Voepass ATR 72 Crash

Aviation Today News Desk July 25, 2026

Vinhedo, Brazil: Brazil’s Aeronautical Accident Investigation and Prevention Center (CENIPA) has released its final investigation report into the August 9, 2024

New Jersey, United States: The US National Transportation Safety Board (NTSB) has released its preliminary report into the fatal April 10, 2025 crash of a Bell 206L-4 helicopter (registration N216MH) that broke apart in flight before plunging into the Hudson River near Jersey City, New Jersey, killing all six people on board. The report, published by the NTSB on July 16, 2026, provides investigators' first official reconstruction of the accident while emphasizing that the findings are preliminary and subject to change. The accident involved a Part 91 aerial observation (air tour) flight that departed Downtown Manhattan/Wall Street Heliport (JRB) at about 2:58 p.m. EDT. The helicopter was destroyed, the pilot and five passengers were fatally injured, and investigators continue examining recovered wreckage to determine the cause of the in-flight breakup. According to the preliminary report, ADS-B flight tracking data showed the helicopter initially flew south of the Statue of Liberty in a teardrop pattern before proceeding north along Manhattan's east side of the Hudson River. It continued past the George Washington Bridge, performed a U-turn, and then headed south along the New Jersey side of the river toward Jersey City. During the helicopter's final minute of flight, it approached the Holland Tunnel ventilation towers near Jersey City while flying between 625 and 650 feet above mean sea level. Investigators said the aircraft briefly climbed to 675 feet before entering a rapid descent. ADS-B data ended at 3:14:54.5 p.m., with the helicopter's final recorded altitude at 125 feet. The report states that multiple witnesses heard several loud "bangs" before seeing the helicopter break apart. Investigators also reviewed surveillance video, which captured the aircraft flying south before it suddenly separated into three major sections: the fuselage, including the engine; the main rotor system, including both rotor blades, transmission and roof-beam structure; and the tail boom with the tail rotor. The helicopter then descended uncontrollably into the Hudson River. The Smithsonian Institution's Feather Identification Laboratory determined that a mixed flock of Brant and Canada geese struck the helicopter's rotor blades and rear section. Investigators also found that a Great Black-backed Gull was struck by debris from the helicopter's tail assembly with enough force to severely damage the bird, causing one of its wings to separate before landing on a rooftop alongside other wreckage. According to the laboratory's report, which forms part of the NTSB's investigation docket, specialists identified the bird remains through comparisons with preserved feather specimens, microscopic examination of distinctive feather characteristics, and DNA analysis. The six victims included the pilot and a family of five from Spain, two parents, both employed by Siemens, and their three children. Investigators documented where the wreckage came to rest. The fuselage was found inverted in approximately 6 feet of water north of the Holland Tunnel ventilation towers. The separated main rotor assembly and tail boom were recovered farther north in approximately 30 feet of water. Additional debris was located floating on the river and on the rooftop of a transit building in Hoboken, New Jersey. The NTSB reported that the Bell 206L-4 was not equipped with onboard video or flight-data recording devices. However, photographs taken before departure showed the pilot wearing computer-augmented smart glasses capable of recording video and audio. Those glasses were not recovered, meaning investigators were unable to obtain any potential recordings from them. The pilot held a commercial pilot certificate with rotorcraft-helicopter and instrument helicopter ratings and possessed a current FAA first-class medical certificate. Records showed he had accumulated 790.2 total flight hours, including 48.6 hours in the Bell 206L-4. The report noted that he had returned to work after 10 days off under a 10-days-on/10-days-off schedule. The accident flight was the eighth sightseeing flight operated by the same pilot that day. Maintenance records reviewed by investigators indicated the helicopter most recently underwent an Event 2 progressive 300-hour inspection and a 100-hour inspection on February 27, 2025. At that inspection, the airframe had accumulated 12,975 hours, while the engine had logged 23,305 hours. By the time of the accident, the helicopter had flown approximately 50 additional hours since that maintenance event. Weather was not considered adverse at the time of the accident. Conditions at Downtown Manhattan Heliport included 10 miles visibility, broken clouds at 7,500 feet, and winds from 150 degrees at 10 knots, gusting to 18 knots, although a peak gust of 36 knots had been recorded about 30 minutes earlier. The flight was conducted under visual meteorological conditions (VMC) without a filed flight plan. The NTSB said the wreckage has been recovered and retained for additional examination as investigators continue to determine what caused the helicopter to break apart in flight. The preliminary report does not identify a probable cause, stressing that the investigation remains ongoing and that the information is subject to revision as further evidence is analyzed. The investigation is being led by Investigator-in-Charge Leah Read with participation from the Federal Aviation Administration (FAA), Bell Helicopter, Rolls-Royce, and the Transportation Safety Board of Canada. The NTSB also confirmed that its investigators traveled to the accident scene. The NTSB's investigation docket, comprising more than 2,000 pages of factual material, does not identify the cause of the accident. The final report, which will include the official probable cause, is expected later this year.

NTSB Preliminary Report Finds Bird Strike Evidence In Fatal Hudson River Helicopter Crash

Aviation Today News Desk July 18, 2026

New Jersey, United States: The US National Transportation Safety Board (NTSB) has released its preliminary report into the fatal April 10,

New Delhi, India: More than a year after the crash of Air India Flight AI171 near Ahmedabad claimed 260 lives, India's Aircraft Accident Investigation Bureau (AAIB) has informed the Supreme Court that the investigation is entering its final stages, with the draft final investigation report expected to be ready in October 2026 after the completion of technical analysis and mandatory international consultations. In a detailed affidavit filed jointly by the Ministry of Civil Aviation and the AAIB, the Centre said the investigation activities are expected to be completed within approximately six weeks, subject to the resolution of a few remaining external dependencies. Once the analysis phase is concluded, investigators will prepare the draft final report before circulating it to participating States under international aviation rules. Air India Flight AI171, a Boeing 787-8 Dreamliner operating from Ahmedabad to London Gatwick, crashed shortly after takeoff on June 12, 2025, striking a residential area near the airport. The accident killed 241 of the 242 people on board, along with 19 people on the ground, taking the total death toll to 260. It became one of India's deadliest aviation disasters in decades. Under ICAO Annex 13, accident investigations are intended solely to improve aviation safety and prevent future accidents, not to determine civil or criminal liability. The AAIB reiterated before the Supreme Court that it is India's sole statutory authority for investigating aircraft accidents and argued there is no legal basis for a court-monitored or parallel investigation, opposing petitions seeking an independent probe. The matter is scheduled to be heard by the Supreme Court on July 17. The affidavit states that 49 of the 66 mandatory investigative procedures applicable to a major international accident have already been completed. These include preservation of evidence, recovery and examination of the flight recorders, technical analysis of aircraft systems, participation of accredited international representatives and consultations with stakeholders. The remaining work primarily involves completing technical analysis and fulfilling international procedural requirements before the draft report can be finalized. The AAIB explained that the final report could not be completed within one year because of the investigation's complexity and the involvement of multiple international agencies. In accordance with ICAO rules, when an investigation cannot be completed within 12 months, the investigating authority must issue an interim statement describing the progress made. Accordingly, the AAIB released an interim statement around the first anniversary of the accident rather than a final report. Earlier in the investigation, the AAIB's preliminary findings revealed that both engine fuel control switches moved from the RUN position to CUT OFF within seconds of takeoff, causing both engines to lose thrust. Cockpit voice recordings captured one pilot asking why the switches had been moved, while the other responded that he had not done so. The switches were subsequently returned to the RUN position, but the aircraft was unable to regain sufficient thrust before crashing. Those findings answered some questions while leaving investigators with significant unresolved issues regarding how the switches moved and whether any mechanical, human or other factors were involved. According to the latest affidavit, investigators are still completing analysis of the remaining technical evidence before reaching final conclusions. Once the draft report is prepared, it must be circulated to the participating States under ICAO Annex 13, including the U.S. National Transportation Safety Board (NTSB) as the accredited representative for the State of Design and Manufacture of the Boeing 787. Those States are entitled to provide "significant and substantiated comments," a consultation process that the Centre said could take 30 to 60 days, depending on the complexity of the responses received. Only after those comments are considered can the AAIB finalize and publish its investigation report. The AAIB also defended maintaining strict confidentiality over sensitive investigative material, including cockpit voice recorder recordings and transcripts, witness statements, air traffic control communications, medical records and draft report contents. It said these protections are mandated by both Indian law and ICAO standards to preserve the integrity of safety investigations.

AAIB Says Air India AI171 Crash Investigation To Reach Draft Report Stage In October

Aviation Today News Desk July 15, 2026

New Delhi, India: More than a year after the crash of Air India Flight AI171 near Ahmedabad claimed 260 lives, India’s

SACAA Preliminary Report Details Cessna 172 Cockpit Fire And Student Pilot’s Escape

Aviation Today News Desk July 14, 2026

Secunda, South Africa: The South African Civil Aviation Authority (SACAA) has released its preliminary accident report into the crash of a

Cathay Pacific A350 Tail Strike During Go-Around In Hong Kong Under Investigation

Aviation Today News Desk July 11, 2026

Hong Kong, China: Hong Kong’s Air Accident Investigation Authority (AAIA) is investigating a serious runway contact involving a Cathay Pacific Airbus

NTSB Preliminary Report Finds No Engine Failure In Fatal Missouri Skydiving Plane Crash

Aviation Today News Desk July 9, 2026

Missouri, United States: The U.S. National Transportation Safety Board (NTSB) has found no evidence of engine failure or any pre-impact mechanical

Beijing, China: Chinese authorities have concluded that the pilot who deliberately flew a light aircraft into Beijing's tallest skyscraper last week had long struggled with mental health issues and had repeatedly written about "ending his life" in a personal diary, according to findings released on Thursday. The investigation determined that the June 26 crash, which killed the pilot and injured 13 people on the ground, was caused by "personal reasons," ending days of speculation over the rare aviation incident that shook China's tightly controlled capital. The pilot, identified only by his surname Liu, was a 66-year-old Beijing resident. According to a statement issued by Beijing's Chaoyang district government, Liu suffered from chronic insomnia and anxiety, had no fixed employment, was divorced, lived alone, and had made multiple references to ending his life in his diary. Authorities said these findings formed the basis for concluding that the crash stemmed from personal circumstances. Officials said Liu initially conducted a flight with another individual aboard the two-seat training aircraft before taking off alone from a general aviation airport on the outskirts of Beijing. During the solo flight, the aircraft deviated from its approved flight path, after which air traffic controllers lost contact with the pilot. The aircraft subsequently struck the 108-storey CITIC Tower, also known as China Zun, at approximately 5:55 p.m. local time on June 26. The aircraft crashed into the tower's glass façade in Beijing's Central Business District, creating a large hole in the exterior and sending debris onto surrounding streets. Liu, who was the only occupant of the aircraft, died at the scene. Authorities confirmed that 13 people on the ground were injured, although none sustained life-threatening injuries. Officials added that one injured person has already been discharged from hospital. The crash caused limited structural damage to the skyscraper, including shattered glass panels, while emergency services quickly secured the area and launched rescue operations. The crash prompted widespread discussion because such incidents are extremely uncommon in Beijing, where China maintains some of the world's strictest airspace controls. The 528-metre (1,732-foot) CITIC Tower is located roughly 7 kilometres (4.3 miles) east of Zhongnanhai, the heavily protected government compound housing China's top leadership. The aircraft's entry into a restricted urban airspace triggered questions over aviation oversight and security procedures in the capital. Chinese authorities sought to dispel speculation by publicly releasing details of the investigation. Reports also indicated that online discussions and images related to the crash were subject to censorship on Chinese social media platforms. Investigators concluded that the incident resulted from the pilot's personal circumstances rather than mechanical failure or any broader security threat. Authorities stated that Liu had obtained his pilot licence in recent years and that evidence recovered during the investigation including diary entries documenting suicidal thoughts supported their conclusion that the crash was intentional. No indication has been provided that any passengers or additional aircraft were involved.

Beijing Tower Crash Probe: Pilot Deliberately Crashed Aircraft Over Personal Reasons

Aviation Today News Desk July 2, 2026

Beijing, China: Chinese authorities have concluded that the pilot who deliberately flew a light aircraft into Beijing’s tallest skyscraper last week

$Adelaide, Australia: A fractured nose landing gear actuator has emerged as a significant focus of the Australian Transport Safety Bureau's (ATSB) investigation into the fatal Diamond DA42 training aircraft crash at Parafield Airport, South Australia, which killed two pilots and injured nine people on the ground. The findings were released on June 23, 2026, in a preliminary report into the April 29 accident involving Diamond DA42 Twin Star aircraft VH-YQP, operated by Flight Training Adelaide (FTA). The ATSB emphasized that the report is preliminary and does not determine the final cause of the accident. The aircraft departed Runway 03 Left at Parafield Airport at approximately 2:08 p.m. local time while conducting a training flight involving simulated engine-failure exercises. On board were a 24-year-old pilot under instruction and 29-year-old flight instructor Robert Hoyle. According to investigators, the aircraft initially climbed normally before CCTV footage showed it deviating left of the runway centerline. The aircraft was briefly realigned before veering left again. During the climb, the main landing gear retracted, but the nose landing gear remained extended. Approximately 27 seconds after takeoff, at about 115 feet above ground level, the instructor transmitted an "engine failure" radio call. No further transmissions were received. The aircraft continued climbing and reached a maximum recorded altitude of approximately 161 feet above ground level before entering a loss-of-control sequence. Investigators said the aircraft subsequently pitched up, rolled left, and descended steeply before colliding with a Flight Training Adelaide classroom and hangar complex. The impact triggered a major fire that destroyed the aircraft and damaged several others on the ground. Both occupants were fatally injured. Nine people on the ground sustained injuries, including several who required hospitalization. A key discovery during the wreckage examination was a fractured nose landing gear actuator rod end. ATSB investigators determined that the component had separated from the landing gear assembly. Preliminary examination found evidence of progressive fatigue cracking before the final fracture occurred. "The circumstances of the accident were consistent with pre-accident fracture of the rod end, resulting in the nose landing gear being observed down while the main gear was retracted," the ATSB stated. Investigators are examining whether the detached actuator may have interfered with the aircraft's steering and rudder control systems. The ATSB noted that Diamond Aircraft Industries had previously identified similar failures and issued mandatory service bulletins in 2013 and 2019 following other nose landing gear actuator fractures in DA42 aircraft. One previously documented occurrence described by the manufacturer involved a fractured actuator moving out of position and interacting with rudder controls, causing an uncommanded left rudder deflection. In that case, the pilot regained control after extending the landing gear. ATSB Chief Commissioner Angus Mitchell highlighted the significance of that earlier event. "In the DA42, re-extending the landing gear after take-off may not be a usual action considered by pilots, but as noted in the manufacturer's service bulletin explanation of a previous incident, this action allowed the pilot to regain aircraft control," Mitchell said. As a result of the findings, the ATSB has issued Safety Advisory Notice AO-2026-074-SAN-001 to alert DA42 operators to the increased risk of uncommanded left rudder deflection following a nose landing gear actuator fracture. The investigation is also focusing on the aircraft's engines. Examination of the wreckage found that the left engine showed no indications of producing power at impact, while the left propeller was found in the feathered position. Investigators have not yet determined whether the engine issue was genuine, simulated as part of the training exercise, or developed during the flight. The ATSB stated that multiple scenarios remain under consideration. The preliminary report also highlighted that Flight Training Adelaide's procedures required simulated engine-failure exercises after takeoff to be conducted no lower than 400 feet above ground level. The accident aircraft never exceeded 161 feet. To date, investigators have examined the wreckage, reviewed maintenance and operational records, obtained air traffic control data, analyzed ADS-B flight tracking information, collected CCTV footage, and interviewed witnesses. Further work will include detailed metallurgical examination of the fractured actuator component, engine analysis, review of recorded data, maintenance documentation, operational procedures, survivability considerations, and comparisons with related occurrences. The ATSB stressed that its role is to improve transport safety rather than assign blame. "The ATSB is also considering other scenarios to explain the accident sequence," the bureau said. The investigation remains active, and a final report is expected following completion of the technical analysis. The ATSB said any critical safety issues identified before then will be communicated immediately to relevant parties so corrective action can be taken.$

ATSB Finds Fractured Landing Gear Component In Fatal DA42 Training Aircraft Crash

Aviation Today News Desk June 23, 2026

Adelaide, Australia: A fractured nose landing gear actuator has emerged as a significant focus of the Australian Transport Safety Bureau’s (ATSB)

New Mexico, United States: The National Transportation Safety Board (NTSB) has released its preliminary findings into the fatal crash of a medevac Beechcraft King Air C90 in New Mexico, revealing that the crew experienced a loss of GPS navigation capability while military GPS jamming operations were active in the region. The accident occurred shortly after midnight on May 14, 2026, near Lincoln, New Mexico. The aircraft, registration N249CP, was operating as an air ambulance flight under Part 135 regulations. The flight was being conducted by Generations Jets on behalf of Trans Aero Medical Services. All four people aboard the aircraft, two pilots and two flight nurses were killed. The aircraft was destroyed by impact forces and a post-crash fire. According to the NTSB, the flight departed Roswell Air Center at approximately 11:52 p.m. local time on May 13 and was headed to Sierra Blanca Regional Airport in Ruidoso to pick up a patient for transport to Albuquerque. Investigators found that military GPS jamming activities were underway during the flight and encompassed the route being flown. Shortly after departure, the crew informed Albuquerque Air Route Traffic Control Center that the aircraft had lost GPS capability and requested heading guidance from controllers. The crew initially planned to fly the RNAV (GPS) approach into Ruidoso but later requested the ILS Runway 24 approach after losing satellite-based navigation. During the same period, several other aircraft in the region also reported GPS disruptions, with one pilot requiring additional assistance to identify a ground-based navigation aid. Air traffic controllers contacted military authorities and requested that GPS jamming be suspended. Controllers subsequently provided radar vectors toward the airport. At approximately 12:08 a.m., while about 31 miles northeast of Ruidoso, the flight crew reported that they had the airport area in sight and could proceed visually. Controllers cleared the aircraft for a visual approach and advised that the crew could cancel IFR once established. No further communications were received from the aircraft. Flight tracking data showed the aircraft turning southwest toward Sierra Blanca Regional Airport and beginning its descent. The route crossed the Capitan Mountains, a rugged terrain area with peaks exceeding 10,000 feet. The aircraft descended to roughly 9,400 feet before initiating a slight climb. The final recorded position placed the airplane at about 9,823 feet and traveling approximately 150 knots. Seconds later, the aircraft struck terrain at an elevation of about 9,950 feet near the Capitan Mountains Summit Radio Facility. The impact occurred only a few hundred feet from the aircraft's final recorded position and triggered a post-crash fire that later spread into a forest fire. The preliminary report also revealed that pilots had been provided notices warning of GPS interference before departure. The flight briefing package contained a NOTAM advising that GPS, WAAS, GBAS and ADS-B services could be unavailable across a large area of New Mexico due to military operations. Additional notices indicated that Sierra Blanca Regional Airport's automated weather observation system was out of service. Investigators noted that no METAR or TAF weather reports were available for the airport at the time of the accident. The NTSB emphasized that the report is preliminary and that no probable cause has yet been determined. Investigators continue to examine the role of GPS interference, flight crew actions, navigation challenges, terrain clearance and other operational factors. A final report establishing the probable cause of the accident is expected following completion of the investigation.

NTSB Preliminary Report Details GPS Interference Before Fatal New Mexico Medevac Crash

Aviation Today News Desk June 19, 2026

New Mexico, United States: The National Transportation Safety Board (NTSB) has released its preliminary findings into the fatal crash of a

Investigation

NTSB Final Report Cites Pilot Error, Icing And FAA Failures In Fatal Bering Air Crash

CENIPA Blames Icing, Crew Errors And Safety Culture In Fatal Voepass ATR 72 Crash

NTSB Preliminary Report Finds Bird Strike Evidence In Fatal Hudson River Helicopter Crash

AAIB Says Air India AI171 Crash Investigation To Reach Draft Report Stage In October

SACAA Preliminary Report Details Cessna 172 Cockpit Fire And Student Pilot’s Escape

Cathay Pacific A350 Tail Strike During Go-Around In Hong Kong Under Investigation

NTSB Preliminary Report Finds No Engine Failure In Fatal Missouri Skydiving Plane Crash

Beijing Tower Crash Probe: Pilot Deliberately Crashed Aircraft Over Personal Reasons

ATSB Finds Fractured Landing Gear Component In Fatal DA42 Training Aircraft Crash

NTSB Preliminary Report Details GPS Interference Before Fatal New Mexico Medevac Crash

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