ERA26FA310

On August 20, 2026, about 1300 eastern daylight time, a Diamond Aircraft Ind Inc DA20-A1, N83RF, was substantially damaged when it was involved in an accident near Bristol, Maine. The pilot was fatally injured, and the pilot-rated passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot-rated passenger reported that the flight originated from Brunswick Executive Airport (BXM), Brunswick, Maine, with intentions of overflying points of interest before landing at its intended destination of the Knox County Regional Airport (RKD), Rockland, Maine. About 20 minutes after departure, they observed a low engine oil pressure indication and the pilot elected to divert to RKD. Shortly thereafter, they experienced several “buffets” from the engine along with an odor of smoke in the cockpit, which was followed by a total loss of engine power. The pilot initiated a right turn and performed a forced landing on a state park road about 24 miles southwest of RKD. During the landing, the airplane traversed a grassy area, impacted trees and shoreline rocks, and then came to rest inverted in about 4 ft deep water along the Pemaquid Harbor shoreline. The identified touchdown point was three linear tire impressions in the grass about 50 ft in length, consistent with main and nose landing gear, about 40 ft from the road on a 220° magnetic course, and about 540 ft from the main wreckage. The airplane impacted a sign about 65 inches above ground level and 80 ft from the tire impressions. A green wingtip navigation light was observed at the base of the sign. The airplane then struck a raised wooden structure surrounding a horseshoe pit and two trees that were located about 40 ft apart near the shoreline (see figure 1). All major components of the airplane were located at the accident site. Figure 1. – Annotated Google Earth image of the accident site. The airplane was recovered to a secure facility, and a postaccident examination was conducted. The left wing exhibited impact damage to its outboard leading-edge and aft wing root. The right wing was separated from the fuselage with impact damage noted to its outboard leading-edge. The flaps were observed fully extended, consistent with a landing configuration. Impact damage was noted to the top of the horizontal stabilizer. Rudder and elevator control continuity was established from the flight controls in the cockpit to the respective flight control surfaces in the empennage. Aileron control continuity was established from the flight controls in the cockpit to the left aileron and the right aileron impact separated control tube. The engine cowlings and canopy were fragmented. The pilot and copilot 4-point restraints remained attached and could be latched and unlatched without any anomalies. Both engine propeller blades were fractured with no rotational abrasions or leading-edge damage. The engine’s reduction gear box was fractured from impactforces. The crankshaft could not be rotated by hand. Examination of the engine revealed the No. 4 cylinder exhaust valve face was separated from the stem, and a hole was observed in the piston dome with impact damage noted to the interior of the cylinder and head. Residual oil was noted in the interior of the crankcase and about 2 quarts of oil was present in the reservoir. The oil pump rotated freely when actuated by hand. There was no evidence of an in-flight or postaccident fire. The wreckage was retained for further examination.