ARIZONA SAFETY ADVISORY GROUP

The following are the reports of aviation accidents, and incidents that have occurred in Arizona from August thru September. We hope to use the following detailed accident/incident information to develop safety programs, briefings, and posters/flyers that would help pilots learn from the mistakes being made by others, and be able to take the necessary action to prevent them from having similar

The Accident/Incident report is a bit long this time, and the number of FAA reported incidents are again rather significant.

In continuing with the expanded scope of the report, we’re using information from the Aviation Safety Network (ASN), FAA, NTSB, and APA Members. This more inclusive information source should suit our purpose of trying to get an idea of what is happening out there so we can help make flying safer.

Shortly after departure the pilot reported an open door, and made a safe landing. After landing a window was discovered missing, and was found in the RWY Safety Area.

 

Date: August 18, 2025

The Cirrus was observed taxing on the airport infield, then corrected, and departed on the assigned RWY without incident.

 

The Cessna experienced a tail strike while departing, and landing. The aircraft then taxied to the FBO and reported damage to the tail guard.

The airplane experienced engine issues, and made a precautionary landing in a field near Lake Havasu City, and corrected the issue.

The Pipistrel Alpha departed Glendale airport and sustained substantial damage when it overturned following a forced landing in desert terrain near Wickenburg.

The Cessna departed Marana airport, and had a power failure near Lake Havasu, and made a forced landing in a field substantially damaging the airplane.

These pilot deviations need to be examined to determine if a common thread exists that we should address to help reduce the number of deviations that continue to occur, and thus enhance aviation safety.

In the reporting period from August 13, 2025 thru September 11, 2025 there were eighteen pilot deviations reported by the FAA SDL FSDO. These deviations were committed by pilots with certificates ranging from Student Pilot thru ATP/CFI, and there were five out of state pilots, a foreign pilot, and a military helicopter pilot that committed some of these deviations. Of the eighteen deviations reported, there were eight Brashers issued.

Obviously pilots don’t get the message to be more careful in their flying. Some of these deviations could be attributed to out of state pilots that may not be accustomed to flying in some of the complex/ crowded airspace that we have in Arizona. I would certainly like to think that the information presented has been valuable to all pilots out there, and will make them safer pilots. Pilots must listen carefully to ATC instructions and comply with them, and if they can’t comply, tell ATC why they can’t. Also, when flying in controlled airspace, pilots should never do something on their own, but always talk to ATC before they do anything that may differ from instructions given. Pilots must always be aware of what type of airspace they are flying in, or may be about to enter, and know what may be expected of them. Always observe the airport, and runway markings, and signs and obey them. Fly with care and forethought, and don’t be part of the problem.

The Gulfstream was inbound to PHX via the PINGG arrival and descended through 5,000 to 4,700, and the controller recognized a problem and issued a climb to maintain 5,000. The Gulfstream continued the flight, and landed safely at Sky Harbor. PHX ATCT issued the Brasher to the pilot after landing.

The Citation climbed above his assigned altitude of 4,000 feet, resulting in a loss of separation with an air carrier inbound to Phoenix Sky Harbor. The Citation was later climbed to 6,000, and put on course. The TRACON controller issued the Brasher prior to a frequency change.

The Mooney violated the Phoenix Class Bravo Airspace by transitioning from the northeast towards the southwest, and the aircraft crossed over Phoenix Sky Harbor Airport without radio communication with PHX ATCT or the TRACON. It was tagged as an airspace violator by a controller at the TRACON, and the aircraft callsign was obtained through ADS-B data. Communication attempts were made by the TRACON on the Guard frequency and the PHX ATCT frequency without any response. The aircraft could not be visibly located, as it appeared to have its lights off. The aircraft continued to fly southwest bound. A Brasher warning could not be issued.

The Bonanza departed Chandler airport VFR squawking 1200, and was northbound. They climbed to 6,500 ft. into the 4,000-9,000 shelf of the Phoenix Class Bravo Airspace without first receiving a clearance. When they were level at 6,500 they called the Phoenix TRACON for flight following to Payson. They were issued the Brasher warning. The pilot stated the ink was smeared on his pilot certificate and he didn’t know the number.

The Carbon Cub entered the Phoenix Class Bravo Airspace without authorization. The location was Tolleson.

9/6 Entering Class Bravo Airspace Without First Having Authorization

8/23 Entering Class Delta Airspace Without First Establishing Two-Way Radio Communication

A Piper entered the Chandler Class Delta Airspace from the north at 2,600 ft., and exited the airspace at 2,800 ft on the south without first contacting Chandler ATC. The Phoenix TRACON was notified, and they were able to communicate with the Piper, and they had the Piper contact the Chandler tower. Chandler tower issued a Brasher notice to the pilot who was on a student solo flight.

8/31 Entering Class Delta Airspace Without First Establishing Two-Way Radio Communication

The Cessna was approximately five miles southwest of Deer Valley Airport, and the aircraft entered the Deer Valley Class Delta Airspace without first establishing communication with a Controller.Multiple attempts were made to contact the Cessna, and communication was eventually established. Once contact was made, the aircraft was issued a landing clearance and the Cessna landed without incident and taxied to parking.

9/6 Entering Class Delta Airspace Without First Establishing Two-Way RadioCommunication

A Bonanza entered the Scottsdale Class Delta Airspace without establishing two-way radio communications. Scottsdale ground control contacted Deer Valley ATC to advise them of the situation and requested that Deer Valley issue a Brasher warning to the Bonanza upon it’s landing. Deer ValleyTower issued a Brasher Warning to the Bonanza.

The tower controller instructed the Gulfstream to line up and wait, and the read back was correct. The Gulfstream began the departure roll, and the controller observed the Gulfstream rolling and issued a takeoff clearance. After the Gulfstream was airborne, the pilot asked if they were initially given a takeoff clearance, and the controller let them know they were not. The Controller issued a Brasher.

The Piper did a full stop and taxi back, and on the taxi back they requested taxiway A2. He was given, taxi to A2, and was told how many feet of RWY was remaining. The Piper then proceed directly onto the runway at A2, and attempted to takeoff. The aircraft was advised they were not cleared for takeoff. and they taxied to A3, and off the RWY. Another aircraft was on a right base to the RWY. A Brasher was issued.

The deviation was reported when the Piper was only cleared to land, with a good read back, but after landing the aircraft started to take off again as part of a touch & go procedure. 

8/17 Entering A Runway Without Authorization

A Piper was holding short at the end of the RWY, waiting to cross to parking. A student solo was holding short of the approach end of the RWY waiting to depart, and another aircraft was on a 1- 1/2 mile final. The controller issued crossing instructions to the Piper, and received 2 read backs. The controller once again instructed the Piper only to cross, and again received two read backs. At this point, the ground controller noticed the Piper crossing at the departure end and informed the controller. The controller responded by sending the aircraft on final around. The aircraft holding for takeoff had mistakenly taken the instructions for Piper, and had crossed the runway. The controller then instructed student to continue the crossing, make a 180° turn, and hold short of the RWY. The student then reached out on the Ground Control frequency, and was reissued the Hold Short instructions. Upon receipt of the read back, the student was instructed to monitor the tower.

 

8/18 Entering A Runway Without Authorization

The Piper called the controller inbound requesting multiple touch and goes. The controller instructed the Piper to enter left base for the left runway, and the read back was correct. On short final for the left runway, the Piper asked the controller if they were cleared to land on the left runway. The controller replied affirmative, cleared to land, but the Piper conducted a touch and go. The controller issued a Brasher warning.

A Stearman landed on a taxiway after being cleared to land on the adjacent RWY. The Stearman overflew two aircraft: A Cessna and a Piper who were both holding short of the RWY. No other aircraft were utilizing the taxiway as the Stearman completed it’s landing roll out, and taxied to the ramp without further incident.

The Mitsubishi Turbo Prop was instructed to taxi to the RWY via Taxiway Y, Y2, B, and to hold short of taxiway G, with a good read back. The Mitsubishi was observed taxing on Taxiway Y directly to

Taxiway G. Ground Control attempted to hold the Mitsubishi before entering Taxiway G, but they were not on frequency, or failed to respond. The Mitsubishi was observed turning onto Taxiway G and then contacting the tower for departure.

The controller had cleared the Blackhawk Helicopter for the option on RWY 12, and approved a sidestep to the Jet Center. When the Blackhawk was on an approximate 1/2 mile final for the RWY, the pilot advised the controller that they were breaking off the RWY arrival, and heading directly to the Jet Center. The controller informed the Blackhawk that landing at the Jet Center would be at their own risk. The pilot read back their callsign, and the Blackhawk landed on a taxiway in front of an airplane taxiing south on the same taxiway.

There was a Near Mid Air Collision incident reported during the reporting period from August 13, 2025 thru September 11, 2025.

A Van’s RV-7 was departing and was given a left downwind departure, and a Diamond Aircraft was on the downwind to the same RWY. The RV-7 took off and started his left turn early, and it appeared to the controller that he may be in conflict with the Diamond on the downwind. When queried by the controller, the RV-7 provided his altitude, and that he had the Diamond in sight, and it was passing behind him.