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The Goal: Me 262 to Oshkosh.
Helicopter remains anyone?
Sabre 361 now a worthwhile sight at the SAAF Museum.
Airlink introducing more Nairobi and Lusaka flights this month.
Humanitarian Aviation to be featured at AirVenture 2025.
Beyond Aero refines its hydrogen-electric light jet, secures industry endorsements and advances certification.
Sikorsky successfully flies rotor blown wing UAS in helicopter and airplane modes.
UK electric air taxi service on the horizon.
Delta, JetZero partner to design the future of air travel by advancing first-of-its kind, 50% more fuel-efficient aircraft for domestic and international routes.
This week in history - The first three North Korean aircraft destroyed by U.S. forces were shot down by F-82 Twin Mustangs
Worldwide Incidents and Accidents
Bonus video - SAC Gauteng Regionals Heidelberg 20 01 24
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The Goal: Me 262 to Oshkosh
The Military Aviation Museum in Virginia Beach, Virginia, has a big goal in mind for an “Only at Oshkosh” moment in 2025: The arrival of its Messerschmitt Me 262 fighter jet reproduction at Wittman Regional Airport in July. If it occurs, it would be a first for one of the few aircraft types that has not made an appearance at EAA AirVenture Oshkosh.
“We can think no place better to bring the Me 262 reproduction than to Oshkosh, because of the great appreciation EAA members and attendees have for historic aircraft,” said Keegan Chetwynd, the Military Aviation Museum’s director and CEO. “We all know the story with old airplanes, however – they have their own schedules regardless of what plans we might set. We’re investing in this project to make it happen, so any result won’t be for lack of trying.”
The work to create hyper-accurate, new-build Me 262s began in 1993, using an original airframe as a template to work from – this being the National Naval Aviation Museum’s Me 262B-1a/U1 WNr.121448. To solve the powerplant’s reliability issues in the original aircraft, the replica Me 262s all feature modern, de-rated General Electric CJ610 jet engines. The Military Aviation Museum’s aircraft first flew in 2011.
“This magnificent Me 262 would fit perfectly with our 2025 programming that is focusing on the remarkable leaps of aviation technology that occurred between the end of World War II and the early days of the Korean War,” said Rick Larsen, EAA’s vice president of communities and member programs, who coordinates AirVenture features and attractions. “We understand the challenges of not only preparing this reproduction for a trip to Oshkosh, but the logistical needs along the way. We appreciate the Military Aviation Museum’s efforts to make it happen and will eagerly follow its steps on the flightpath to Oshkosh.”
EAA and the Military Aviation Museum will track the progress of the Me 262 reproduction as it prepares for the historic journey. Those updates will be available through social media and regular web updates.
The Messerschmitt Me 262 was the world’s first operational jet-powered fighter aircraft. Its initial conception actually predates World War II, but problems with the engines delayed its Luftwaffe service until mid-1944. The aircraft’s design was perhaps the most technologically advanced of the war. It had two primary roles: the Me 262 A-1 Schwalbe (Swallow) served as a defensive interceptor, while the Me 262 A-2 Sturmvogel (Stormbird) acted as a fighter-bomber.
The background of the reproduction’s historical markings is available through the Military Aviation Museum’s website. It recognizes Hans Guido Mutke, who in April 1945 landed the original aircraft in neutral Switzerland as the war was nearing its end.
Helicopter Remains Anyone?
Armscor, via its Defence Disposal Services (DDS), plans to dispose of the remains of an Agusta A109 light utility helicopter that crashed in 2016, by way of a contract issued this month (March). Kim Helfrich/Guy Martin www.defenceweb.co.za
The 87 Helicopter Flying School aircraft, tail number 4013, crashed while on a night training flight in the vicinity of Clocolan in the Free State province on the Lesotho border on 7 November 2016. One occupant was seriously injured while two others sustained moderate injuries.
The wreckage, according to Armscor contract EDSS/2024/150, is at Air Force Base (AFB) Bloemspruit, home to 16 Squadron and its Rooivalk combat support helicopters. The contract, issued on 5 March with a closing date of 11 April, gives no indication of damage caused by either impact or fire nor is there provision for inspection. The tender notice says disposal is of a “burned out wreck”. Email inquiries can be addressed to DDS@armscor.co.za.
The SA Air Force (SAAF) acquired 30 A109 helicopters from the then Italian manufacturer Agusta, now part of the Leonardo group, in the late 1990s to replace the Alouette fleet as part of the Strategic Defence Procurement Package (SDPP).
The A109 fleet has suffered a relatively high loss rate in SAAF service. defenceWeb knows of more than half a dozen involved in crashes of varying levels ranging from hard landings to tail rotor failure.
On 12 May 2009, an A109 (4022) crashed into Woodstock Dam, near Bergville in Kwazulu-Natal. All three crewmembers on board died (Lieutenant Simon Baloyi, Flight Sergeant Moné Zuidmeer, and Captain Bongani Mdluli). The aircraft was in formation with two other A109s en route from Swartkop to Dragon Peak Park in the Bergville area to take part in a scheduled weeklong mountain training exercise. The formation was in nap-of-the-earth flight at the time, and the crash was judged to be caused by pilot error.
Another two helicopters were damaged in November and December 2010, but with no loss of life. An A109 (4024) was badly damaged in a hard landing near Potchefstroom in the Northwest Province on 24 November 2010. The crew were not seriously injured. On 15 December 2010, an A109 (4021) made a crash landing near Ballito on the KwaZulu-Natal north coast while assisting the police and Business Against Crime. Two crew suffered light injuries, while another sustained a broken back and pelvis. The aircraft was seriously damaged.
Following the December crash, all the A109s were grounded, pending inspection. The 2010 crashes were determined by the SAAF to be due to tail rotor failure and a broken swash plate control rod, but all mechanical problems were reportedly solved by 2012.
However, further crashes claimed more airframes. On 30 March 2013, an A109 (4018) on an anti-poaching operation in the Kruger National Park crashed at night, killing all five on board, including the flight crew. Pilot error was judged to be the cause of the accident, as SAAF investigators found that the flight crew (Captain Phil Chabalala and flight engineer Sergeant Gene Ruiters) were not experienced enough to undertake a low-level night flight with passengers. The passengers were Captain Jakes van Rensburg and Sergeant Paulus Ndishishi of 5 Special Forces Regiment and medical orderly Lance corporal Bheki Petros Cele.
An A109 was lightly damaged on 5 February 2014 when a student pilot attempted to land with the undercarriage still up. Although the landing was aborted, the aircraft suffered minor damage to its belly.
The most recent SAAF A109 crash came on 18 April 2019 when 4006 crashed near the R101 next to the Swartkop Golf Estate near Air Force Base Swartkop (now SAAF Mobile Deployment Wing) after a technical malfunction. Both occupants were seriously injured.
Military aviation authority Dean Wingrin told defenceWeb he was not aware of the current status of crashed A109s. “I have no information as to whether repairs to airworthy status were done or if the aircraft were written off,” he said.
At least three badly damaged A109s (including 4021) were in 2023 seen in a hangar at SAAF Mobile Deployment Wing. Judging by the layer of dust on them, the aircraft had been standing for years.
In SAAF service, it has been reported that the A109 can neither carry operational loads in high heat conditions nor fly in strong wind. Hundreds of kilograms of extra equipment was added to SAAF A109s, limiting hot and high performance.
According to the SAAF, typical missions for the A109 includes training, search and rescue, rope extraction & rappelling, trooping, medical evacuation (casevac), cargo transport, border patrol, peacekeeping, communications and urban operations.
Sabre 361 Now a Worthwhile Sight at the SAAF Museum
Eight years ago “the somewhat dilapidated state” of ex-SA Air Force (SAAF) Canadair CL-13B Sabre Mk 6 (361) at the Air Force Museum headquarters outside Pretoria saw an enthusiastic group of newcomers to the Friends of the SAAF Museum (FSAAFM) decide to make the jet fighter a properly presentable static exhibit.
Montagu Thorne and Matthew Olivier were two of the newcomers who took on Sabre 361 and they report, now the project is done and dusted, they were “relatively green” when it came to working on static – “or any” – aircraft.
“It was,” the pair wrote “an idea born out of our passionate enthusiasm for aviation and this piece of heritage”.
“We thought – naively – that it would be a relatively straightforward cosmetic restoration being a predominantly bare metal aircraft with relatively minimal markings left on the airframe. A proposal was drafted and after getting approval for commencement of the project we set about completing the first task on the list – polishing the oxidised exterior of the aircraft.
“It became evident that we required a far larger work force than initially estimated, so we gradually recruited interested members of the FSAAFM and acquired more appropriate equipment to complete this first task. After starting polishing, we started to remove and replace visibly rusty panel screws from the exterior of the aircraft.
“Why replace the screws? What’s the use of putting all the effort of polishing all the aluminium for it to be marred by rusty screws? This was the second shock particularly because 361 had spent a reasonable portion of its time at the SAAF Museum as an outside display, leaving plenty of time for exposed steel fasteners to rust solid. As time went on we became well-practiced in rusty screw removal which gave us the confidence to start removing fairings and panels that needed more focused care than just polishing.
“At this point we reached out for assistance to those who had far more knowledge in terms of practical aircraft restoration than we had at the time and after meeting with and discussing our restoration plans with some SAAF Museum technical staff, we were delighted by how willing they were to help us in our mission and pass their valuable skills onto us and other members involved.
“It cannot be stressed enough how valuable these SAAF Museum personnel were during the practical restoration process, pointing us in the right direction in terms of correct techniques used in basic sheet metal work, panel-beating, corrosion treatment and final repainting of restored parts. In summary, the tasks completed on the project included polishing, panel beating, priming, painting, restoration and replacement of corroded fasteners, stencilling and replacement of the old, sunbaked canopy with a newer one kept in storage.
“Naturally, the project had numerous challenges. Base lockdowns imposed as a result of the COVID-19 pandemic, project members immigrating, retirement of some SAAF Museum technical staff and politics within the project all delayed progress, but did give us opportunity to further finetune our process and plan out the next set of restoration project tasks along the way and in what order to complete them.
“Post 2020 we decided to focus our recruitment drive on junior aviation and military enthusiasts, a demographic which was under-represented in many restoration projects at the time. As a result, we met numerous individuals whose contributions were crucial and formed life-long friendships in the process.”
The final conclusion, according to Thorne and Olivier, was a February 2025 function at the SAAF Museum to thank all involved in the restoration of Sabre 361 during “the six odd years of its duration”. The function also honoured a pair or former 1 Squadron Sabre pilots – ‘Billy Boys’ John Boardman and Toby Adelaar.
“They gladly shared a few favourite anecdotes about their times in service in Sabre cockpits, including the new static display-worthy 361, 70 years ago.” The Billy Boys was a nickname adopted by 1 Squadron personnel during World War II with sister fighter squadron – 2 Squadron – earning the Flying Cheetahs label. This later proved particularly apt for the squadron, based at what was Air Force Base (AFB) Louis Trichardt, now AFB Makhado, flying French-built Mirages until October 1990 when the first South African Cheetahs arrived. In 1993 the unit became the sole front line combat jet squadron in the SAAF.
On behalf of the entire FSAAFM team which took on the Sabre 361 project, Thorne and Olivier thanked SAAF Museum personnel, represented by Major Kedi Moagi, “without whom completing the project would not have been possible”.
“This restoration project is dedicated to those who served our country in both 1 and 2 Squadrons, past and present and we hope restoration of this aircraft for public display at the SAAF Museum serves as a token of our continued appreciation,” they said.
Airlink Introducing more Nairobi and Lusaka Flights this Month
Airlink, Southern Africa’s premier airline, will boost its Nairobi and Lusaka services with additional flights from 30 March 2025. Three weekly night-time return flights will operate between Johannesburg and Nairobi.
These augment Airlink’s daily service launched in 2023 when the airline became the first private-sector carrier to compete on the route.Airlink will also add morning and afternoon flights to its popular Johannesburg-Lusaka service, increasing the schedule from 13 to 21 return flights a week.
“The additional Nairobi and Lusaka flights are scheduled to provide business and leisure travellers with greater choices and convenient connections, through Airlink’s Johannesburg hub, with our other domestic and regional services as well as long-haul flights provided by our global airline partners,” said Rodger Foster, Airlink’s CEO and Managing Director.
Humanitarian Aviation to be Featured at AirVenture 2025
Public benefit flying will be a prominent theme at EAA AirVenture Oshkosh 2025, as the event spotlights the aircraft, crews, and organizations that supply aid to victims of natural disasters, war, famine, and other emergencies around the globe. The 72nd edition of the EAA fly-in will be held on July 21-27 at Wittman Regional Airport in Oshkosh.
“When disaster strikes, aviation is often the first mode of transportation to the areas that have been hit the hardest,” said Rick Larsen, EAA’s vice president of communities and member programs, who coordinates AirVenture features and attractions. “The crews that embark on these missions are dedicated to helping others when they need it the most. We welcome them to Oshkosh as we highlight the humanitarian side of aviation.”
The last DC-8 registered in the United States, owned by the international Christian relief organization Samaritan’s Purse, will spend the week on Boeing Plaza as the anchor of the display. The airplane has carried nearly 9 million pounds of cargo on 200 missions since 2016. The DC-8 has an impressive range of 7,000 nautical miles – equal to a nonstop flight from Charlotte, North Carolina, to Tokyo, Japan. As part of the Boeing Plaza display, Samaritan’s Purse will also bring a field hospital and a water purification system used in developing nations.
Located near the DC-8 on Boeing Plaza will be a selection of GA aircraft also involved in public benefit flying. These aircraft will represent a variety of pilot groups. The Air Care Alliance (ACA) is also scheduled to appear. ACA is a nonprofit organization that represents more than 50 volunteer pilot groups. These groups provide an array of services including disaster/emergency relief, animal transport, and transporting ambulatory patients.
Beyond Aero Refines Its Hydrogen-Electric Light Jet, Secures Industry Endorsements And Advances Certification
Beyond Aero, a pioneer in hydrogen-electric aviation, has unveiled a refined concept for its light jet, incorporating key engineering advancements validated by industry experts. These refinements mark a significant step toward certification and commercialisation, reinforcing Beyond Aero’s position as the leading manufacturer on track to deliver the first certified hydrogen-electric light jet by 2030.
Since introducing the initial concept at Le Bourget in June 2023, Beyond Aero has made critical refinements to de-risk hydrogen power plant and accelerate certification and industrialization. The BYA-1 is the first electric light jet designed for hydrogen propulsion, featuring a clean-sheet architecture optimized for gaseous hydrogen. Key design enhancements include:
Battery-free hydrogen fuel cell system with built-in redundancy: The modular architecture, featuring two electric engines powered by independent power plant channels, enhances failure resilience and scalability while exceeding industry safety standards. The fuel cell stack capacity has been increased to 2.4MW.
Optimised gaseous hydrogen tank placement for enhanced safety: The 700-bar fuel tanks are integrated above the wing box structure, improving crash worthiness. By eliminating high-pressure fuel lines inside the pressurised cabin, this design minimises risk and aligns with aerospace safety protocols.
Advanced thermal management system for electric ducted fans: Integrated electric ducted fans (EDF) optimize propulsion efficiency and performance under extreme conditions. A custom-designed FADEC (Full Authority Digital Engine Control) ensures precise performance across all flight phases. This system will be certified under a TC Engine framework, establishing a new benchmark in electric propulsion.
These engineering decisions also result in significantly lower maintenance and operational costs. The BYA-I light jet benefits from a simplified all-electric power train with 90% fewer moving parts, eliminating the need for a high-temperature turbine and proposes a modular engine swap system for streamlined overhaul. This design significantly lowers maintenance complexity, cutting operational costs by up to 55% while ensuring higher reliability for business jet operators. Hydrogen fuel is expected to cut fuel costs by 65% vs. Power-to-Liquid SAFs by 2025 and 17% vs. Jet A-1 by 2030, making it a cost-efficient option for corporate clients and operators transitioning to lower-carbon aviation.
To validate the program’s feasibility and accelerate certification, Beyond Aero has assembled an expert advisory committee composed of top executives and engineers from leading aerospace firms and aviation stakeholders. This committee has confirmed the technical viability of the refined aircraft, emphasising its readiness for certification and market adoption.
Sikorsky Successfully Flies Rotor Blown Wing UAS in Helicopter And Airplane Modes
Sikorsky, a Lockheed Martin company (NYSE: LMT) has successfully validated the advanced control laws to successfully fly a ‘rotor blown wing’ uncrewed aerial system (UAS) in both helicopter and airplane modes. Powered by batteries, the 115 pounds (52kg) twin prop-rotor prototype has demonstrated operational stability and maneuverability across all flight regimes, and the potential to scale the unique vertical take-off and landing (VTOL) design to larger sizes requiring hybrid-electric propulsion.
“Combining helicopter and airplane flight characteristics onto a flying wing reflects Sikorsky’s drive to innovate next-generation VTOL UAS aircraft that can fly faster and farther than traditional helicopters,” said Sikorsky Vice President and General Manager Rich Benton. “Our rotor blown wing platform is a prime example how we are leveraging the breadth of our 102-year aviation heritage to develop new designs that meet the emerging missions of commercial and military operators.”
Sikorsky Innovations, the company’s rapid prototyping group, heads the effort to develop and mature the rotor blown wing design. In just over a year, Sikorsky Innovations has progressed through preliminary design, simulation, tethered and untethered flight to gather aerodynamic, flight control and quality data.
Breakthrough was achieved in January 2025 with the 10.3-ft composite wingspan aircraft when Sikorsky Innovations successfully completed more than 40 take-offs and landings. Notably, the aircraft performed 30 transitions between helicopter and airplane modes, the most complex maneuver demanded of the design. In horizontal flight mode, the aircraft reached a top cruise speed of 86 knots. Simultaneous wind tunnel tests were conducted on a 1:1 scale model providing valuable validation of the newly developed control laws by correlating them with real-world experimental data.
“Our rotor blown wing has demonstrated the control power and unique handling qualities necessary to transition repeatedly and predictably from a hover to high-speed wing-borne cruise flight, and back again,” said Sikorsky Innovations Director Igor Cherepinsky. “New control laws were required for this transition maneuver to work seamlessly and efficiently. The data indicates we can operate from pitching ships decks and unprepared ground when scaled to much larger sizes.”
Applications of future UAS rotor blown wing aircraft include search and rescue, firefighting monitoring, humanitarian response, and pipeline surveilling. Large variants will enable long range intelligence, surveillance and reconnaissance, and piloted drone teaming (crewed/uncrewed teaming) missions.
All rotor blown wing variants will include Sikorsky’s MATRIX™ flight autonomy system to navigate the aircraft during flight.
Joby - UK Electric Air Taxi Service On The Horizon
Joby Aviation, Inc. (NYSE:JOBY), a California-based company developing electric air taxis for commercial passenger service, today announced a partnership with Virgin Atlantic, a premium long-haul UK airline, that will see the companies partner on the launch of Joby’s revolutionary air taxi service in the UK.
The partnership builds on an existing agreement between Joby and Delta Air Lines – which owns a 49 percent stake in Virgin Atlantic – to launch service in the US and UK, and brings together brands committed to innovation, customer service and challenging the status quo.
The partnership aims to offer seamless, zero-emission, short-range journeys across the UK, starting with regional and city connections from Virgin Atlantic’s hubs at Heathrow and Manchester Airport. Virgin Atlantic will support Joby’s go-to-market efforts in the UK through marketing the service to their customers, engaging regulators alongside Joby and helping to build support for the development of landing infrastructure at key airports.
Joby’s electric air taxi is designed to carry a pilot and up to four passengers at speeds of up to 200 mph and the partnership means Virgin Atlantic customers will be able to reserve a seat on Joby’s aircraft through Virgin Atlantic’s app, website and other channels.
Shai Weiss, CEO of Virgin Atlantic, said: “As a leader in sustainability and with innovation firmly in our DNA, we are delighted to be partnering with Joby to bring short-haul, zero-emission flight to airports and cities throughout the UK. Our strategic partnership combines Joby’s expertise in design, engineering and technology with the power of Virgin Atlantic’s brand and award-winning customer experience. We look forward to working together to bring Joby’s service to the UK and to deliver greater connectivity for our customers.”
JoeBen Bevirt, Founder and CEO of Joby, commented: “Virgin Atlantic’s commitment to delighting its customers reflects our experience with Delta and we couldn’t imagine a better partner to work with in the UK. Together, we are committed to delivering faster options for mobility across the country, including for Virgin Atlantic and Delta customers as they head to the airport or move between UK towns and cities.”
Joby’s electric air taxi utilizes six tilting propellers that allow it to take off and land vertically with a fraction of the noise produced by today’s helicopters. The aircraft is optimized for rapid, back-to-back flights and is expected to be deployed on routes of up to 100 miles. Joby has completed thousands of test flights, including exhibition flights in New York City, Japan and Korea.
Journeys in the UK could include a 15-minute flight from Manchester Airport to Leeds, or an 8-minute journey from Heathrow Airport to Canary Wharf, instead of 80 minutes by car. Over time, Joby expects to build out a network of landing locations that offer rapid and convenient travel around cities and communities throughout the UK. Joby expects to offer prices that are comparable with existing premium ground ride sharing options at launch.
In 2022, Joby and Delta Air Lines announced a multi-city, commercial and operational partnership to pioneer community-to-airport transportation for customers. While the Joby/Delta partnership is mutually exclusive across the US and UK for at least five years following commercial launch, the partnership has been extended to include Virgin Atlantic in the UK.
Delta, Jetzero Partner to Design the Future of Air Travel by Advancing First-Of-Itskind, 50% More Fuel-Efficient Aircraft for Domestic and International Routes
JetZero is partnering with Delta Air Lines on a revolutionary, more sustainable aircraft that looks and feels like nothing flying today’s commercial skies. JetZero’s vastly more fuel efficient blended-wing-body (BWB) design is at the center of the collaboration and is one facet of Delta’s ongoing journey to advance industry innovation, drive down cost through increased fuel-savings, elevate the customer experience and achieve net-zero emissions by 2050.
On the heels of the airline celebrating 100 years of flight, the partnership underscores Delta’s commitment to shape what the future of flight looks like for centuries to come. Delta’s formal partnership with JetZero comes after the start-up received a grant from the U.S. Air Force in 2023 to help facilitate building a full-scale demonstrator for first flight in 2027. Delta will play a crucial role in the development by providing the operational expertise to help make this technology viable.
“Working with JetZero to realize an entirely new airframe and xperience for customers and employees is bold and important work to advance the airline industry’s fuel saving initiatives and innovation goals,” said Amelia DeLuca, Delta’s Chief Sustainability Officer. “While Delta is focused on doing what we can today to address our carbon footprint, it’s critical we also work with a variety of partners to advance revolutionary technologies, like JetZero’s blended-wing-body aircraft, to solve for a significant portion of future aviation emissions.”
As the newest member of Delta’s Sustainable Skies Lab, JetZero has the direct support of the global carrier’s world-class talent and access to its industry-leading operations. That includes the right maintenance and operational footprints to prove out and accelerate the commercialization of the BWB airframe technology – which is expected to be up to 50% more fuel efficient than the tube-and-wing designs1 customers experience.
Today. The partnership with JetZero marks Delta’s fourth “revolutionary fleet” partnership outlined in its Sustainability Roadmap launched in 2023: a groundbreaking, transparent roadmap by which Delta aims to reach net-zero emissions by 2050.
Delta will also help design an interior experience of the future to ensure a best-in-class customer and employee experience. The uniquely shaped airframe, that differs from today’s tube-and-wing shape, offers endless possibilities. Customers can expect cabin changes that enhance their experience, including dedicated overhead bin space for each passenger, accessible seats and lavatories, and fewer rows.
“JetZero is working to change the world by bringing to market an aircraft that aims to fly this decade and make immediate and marked progress toward reducing airline energy costs, and the associated emissions,” said Tom O’Leary, JetZero cofounder and CEO. “The ability to realize such significant efficiency gains in the near future meaningfully impacts the industry’s commitment to reach net-zero emissions by 2050 and will serve as the foundation on which other technologies and efficiencies can be realized. Delta was one of the first carriers to partner with us, supporting us behind the scenes since 2023, and we look forward to their continued support of our program through their deep knowledge and expertise.”
27 June 1950
The first three North Korean aircraft destroyed by U.S. forces were shot down by F-82 Twin Mustangs
The North American F-82 Twin Mustang, the last USAF an piston-engined fighter ordered into production, is based on the North American P-51 Mustang, and was designed as an escort for the Boeing B-29 Superfortress in World War II. However, the war ended well before the first production units were operational.
In the postwar era, Strategic Air Command used the aircraft as a long-range escort fighter. Radar-equipped F-82s were used extensively by the Air Defense Command as replacements for the Northrop P-61 Black Widow as all-weather day/night interceptors.
During the Korean War, Japan-based F-82s were among the first USAF aircraft to operate over Korea.
The first three North Korean aircraft destroyed by U.S. forces were shot down by F-82s, the first being a North Korean Yak-11 downed over Gimpo Airfield by the USAF 68th Fighter Squadron.
Portugal, E or Porto: TAP Portugal flight TP1356, an Airbus A321-251NX, was en route at FL360 when smoke entered the cabin. The flight diverted to Porto Airport (OPO). Nine passengers received medical attention for smoke inhalation.
USA, near Wedgefield, FL: A Cessna TU206G Turbo Stationair, N27GP, sustained substantial damage in a forced landing near Wedgefield, Florida. The pilot and passenger were not injured. The airplane is operated by an aerial mapping company. Preliminary information indicates the airplane was climbing through 1800 ft when it experienced a loss of engine power. The airplane conducted a 180 turn and landed beside a canal, where it struck trees. The airplane came to rest upright, and there was no post crash fire.
USA, near Mesquite Metro Airport (KHQZ), Mesquite, TX: A Cessna 525A Citation CJ2+, N525CZ, was destroyed when it impacted terrain shortly after takeoff from Mesquite Metro Airport (KHQZ), Mesquite, Texas. The sole pilot onboard sustained fatal injuries. According to ADS-B data, at 0729:16, the airplane began taxiing from the apron towards runway 18. At about 0732:48, the airplane started the departure from runway 18. At 0733:21, the airplane had accelerated to about 133 knots ground speed and lifted off runway 18. The airplane conducted a right turn, climbed to about 950 ft before it began a rapid descent towards the ground. The last ADS-B return was recorded at 0733:52, the airplane was at 196 knots ground speed and descending 2750 fpm.
USA, near Pitt–Greenville Airport (PGV/KPGV), Greenville, NC: A Beechcraft A36 Bonanza, N566C, was destroyed when it impacted terrain shortly after takeoff from runway 2 at Pitt–Greenville Airport (PGV/KPGV), Greenville, North Carolina. The two occupants onboard sustained fatal injuries.A preliminary review of the dependent surveillance-broadcast (ADS-B) data revealed that, at 0742:55, the airplane taxied from the apron to runway 2 via taxiway A1. At 0745:33, the airplane started its takeoff from runway 2. At 0747:08, the airplane was climbing through 425 ft when it conducted a right turn towards the west. At the conclusion of the turn, the autopilot was engaged. According to the data, the selected altitude was 3000 ft during the takeoff/climb portion. At roughly 0747:19, after the autopilot was engaged, the airplane descended to about 100 ft baro. At point during this sudden descent, the airplane had an average rate of about -3200 fpm. At 0747:22, the airplane was able to recover from the rapid descent and entered a climb to about 925 ft. At 0747:52, the airplane was observed on a right turn towards east, likely heading back towards runway 26 at KPGV. 3 seconds later, the autopilot was engaged again. For the next 12 seconds, the airplane remained at 925 ft baro. At 0748:07, the airplane was observed on a climbing right turn towards 1050 ft. At 0748:16, the autopilot was disengaged, and the airplane entered a rapid descent, which turned into an out of control spiral. The last ADS-B return was recorded at 0748:28, the airplane was at 275 ft, 132 knots ground speed, and descending 3600 fpm about 0.15 miles from the approach end of runway 26. At 0730, about 18 minutes before the accident, the KPGV automated surface observing system reported a 5 knot wind from 040, 10 miles surface visibility, 500 ft above ground level (agl) overcast ceiling, temperature 8°C, dew point 8°C, and an altimeter setting of 30.08 inches of mercury. Distant lightning from the south was also mentioned.At 0750, about 2 minutes after the accident, the KPGV automated surface observing system reported a 6 knot wind from 070, 10 miles surface visibility, temperature 8°C, dew point 8°C, and an altimeter setting of 30.08 inches of mercury.
Honduras, ff Juan Manuel Gálvez International Airport (RTB/MHRO), Roatán: A LANHSA British Aerospace BAe-3212 Jetstream 31, flight LNH018, impacted the sea shortly after takeoff Juan Manuel Gálvez International Airport (RTB/MHRO), Roatán. The fire department reported that twelve of the eighteen occupants had died in the accident. There are five survivors and one occupant is missing and the aircraft was destroyed. The flight took off from runway 07 and made a right turn before impacting the water.
Switzerland, The single-engine Extra EA-400 propeller aircraft had taken off from Samedan Airport at 5.20 p.m. bound for Roskilde, Denmark, according to a press release issued on Tuesday morning. Two minutes later, it crashed on the northern edge of the village of La Punt Chamues-ch in a residential area and burnt out completely. All the occupants of the aircraft, presumably three people, died. The aircraft had arrived from Denmark on 13 March and was on its return flight. The formal identification of the fatalities is still pending. The aircraft with the registration D-EXIK took off from Copenhagen on 13 March 2025 and was on its return flight. The Extra EA 400 is one of only 28 aircraft still in operation.
