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| Date: | Wednesday 15 May 2024 |
| Time: | 20:39 |
| Type: |  Cessna 150L |
| Owner/operator: | Private opb KCPT Flyers |
| Registration: | N1701Q |
| MSN: | 15073001 |
| Year of manufacture: | 1971 |
| Fatalities: | Fatalities: 1 / Occupants: 1 |
| Other fatalities: | 0 |
| Aircraft damage: | Destroyed |
| Category: | Accident |
| Location: | near Godley, TX -
 United States of America
|
| Phase: | En route |
| Nature: | Training |
| Departure airport: | Cleburne Regional Airport, TX (KCPT) |
| Cleburne Regional Airport, TX (KCPT) | |
| Investigating agency: | NTSB |
| Confidence Rating: |  Information verified through data from accident investigation authorities |
On May 15, 2024, about 2039 central daylight time, a Cessna 150L airplane, N1701Q, was destroyed during an accident near Godley, Texas. The student pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.
According to Automatic Dependent Surveillance – Broadcast (ADS-B) data, at 1948, the airplane departed from runway 15 at Cleburne Regional Airport (CPT), Cleburne, Texas. The airplane entered a right traffic pattern for runway 15 at CPT and completed one landing before it departed to the south.
At 1959:20, the airplane entered a right turn and flew west over Lake Pat Cleburne before turning toward the south-southwest.
Between 2001:40 and 2004:49, about 5 nautical miles (nm) south-southwest of CPT, the airplane completed a series of left-and-right 360° turns between 3,200-3,300 ft mean sea level (msl). After completing the turns, the airplane continued to fly toward the south-southwest.
At 2007:30, the airplane entered a right turn and proceeded west-northwest while climbing to a maximum altitude of about 4,100 ft msl. About 2017:00, the airplane turned to the west.
Between 2018:24 and 2022:15, about 4 nm south-southeast of Grandbury, Texas, the airplane completed a series of descending left-and-right turns. After the turns, the airplane continued to descend while it flew east-northeast toward the Brazos River near DeCordova, Texas.
Between 2025:50 and 2028:56, about 1.25 nm south-southwest of DeCordova, Texas, the airplane completed a series of descending left-and-right turns over the Brazos River near the west edge of Lake Granbury. The airplane descended as low as 2,200 ft msl (1,500 ft above ground level) before it entered a climb. After the turns, the airplane continued in a climb to about 2,600 ft msl while it flew east over Lake Granbury. After crossing over the eastern edge of Lake Granbury, the airplane continued toward CPT to the east-southeast.
Between 2033:38 and 2038:08, there was no FAA ADS-B data recorded for the airplane; however, data obtained from another source, ADS-B Exchange, indicated that the airplane continued toward the east-southeast with a ground speed (GS) between 5-50 knots.
When FAA ADS-B data coverage resumed at 2038:08, the airplane was about 1 nm westnorthwest of the accident site. At 2038:10, the airplane entered a climb from about 1,950 ft msl and, at the start of the climb, the airplane’s GS and calibrated airspeed (CAS) were 55 knots and 75 knots, respectively. The airplane remained on an east-southeast ground track while in a 400-500 feet per minute (fpm) climb until another loss of FAA ADS-B data coverage after 2039:08. At that time, the airplane was climbing through 2,300 ft msl with a GS and CAS of 48 knots and 69 knots, respectively.
For the next 28 seconds, there was no FAA ADS-B data recorded for the airplane; however, limited airplane position data was recorded by ADS-B Exchange that showed the airplane entered a left turn toward north while its GS decreased to as slow as 13 knots.
When FAA ADS-B coverage resumed at 2039:37, the airplane was in a rapid descent about 300 ft southeast of the accident site location. During the final 7 seconds of recorded ADS-B data, the airplane’s GS was between 5-60 knots and the vertical speed varied between -6,000 and - 10,000 fpm. At 2039:44, the final ADS-B datapoint, the airplane was descending at -7,500 fpm through 1,000 ft msl (75 ft agl) with a GS of 42 knots and a CAS of 79 knots.
A witness and her daughter were driving in their truck, less than ¼ mile from the accident site, when they saw the airplane flying lower than what the witness thought was normal. They could not hear the airplane because they were inside their truck at the time, but they saw the airplane flying very slow, almost “hovering,” before it suddenly entered a spiraling nosedive. The airplane completed at least 6-8 rotations in the descending spiral before it descended behind a hill. They subsequently called 911 to report the accident to local law enforcement after they saw smoke and fire ascending from the accident site.
The accident site was in an open grass pasture near Godley, Texas. The airplane came to rest upright and wings level on a south-southeast (125° True) heading. There was evidence of a significant postimpact fire that destroyed the entire cabin and cockpit. The cockpit and instrument panel, including all avionic devices, were destroyed during the fire. All flight control surfaces were located at the accident site. The fixed nose landing gear remained attached to the engine mount. The engine was canted down and to the right.
The empennage was thermally separated from the aft fuselage but, otherwise, remained relatively intact and displayed minor impact-related damage. Similar to the engine, the empennage was displaced to the right. The vertical stabilizer with attached rudder and the left and right horizontal stabilizer with attached elevators remained attached to their respective attachment points.
All primary (elevators, ailerons, and rudder) flight control surfaces with their appropriate trim tabs and flaps were accounted for at the wreckage examination. Cable continuity of all primary flight control cables was confirmed from the cockpit to their respective flight control surface. Continuity of the elevator trim control cables were confirmed from the cockpit to the flight control trim surface. Continuity was confirmed by either visual and/or pulling the cable at one end to see the other same cable end and/or control surface move.
The cockpit control column (Y-shaped) assembly exhibited thermal damage associated with the postimpact fire. The aileron chain remained intact and on each control column sprockets. The aileron forward bellcrank/arm assembly remained attached to the control column with attached cables. The elevator push/pull tube remained attached to the control column. The elevator forward bellcrank was destroyed during the postimpact fire, only leaving the steel clevises and attaching hardware intact, including a small piece of the elevator forward bellcrank.
The left and right ailerons remained attached to their respective wing attachment points. The rudder remained attached to its attachment points. The rudder stop assemblies did not exhibit any evidence of overtravel. The rudder surface was displaced to the right due to impact-related damage.
The elevator trim actuator extension was about 1.8 inches, which corresponds to an elevator trim tab position about 7º trailing edge up. The elevator remained attached to its attachment points.
The flap handle was destroyed during the postimpact fire. The flap actuator/motor jackscrew was found in the fully extended, 5.9 inches, consistent with the wing flaps fully extended (40° down) at impact. The left- and right-wing flaps remained attached to their respective attachment points except for those areas that were destroyed by fire.
The left metal fuel tank remained attached to the left wing and exhibited hydraulic deformation along the forward and bottom surfaces. The left fuel tank was breached due to fire-related damage but contained a blue fluid consistent in odor to 100 low-lead aviation fuel. The right metal fuel tank was found separated from the right wing and exhibited impact and fire-related damage. The right fuel tank contained significant amounts of water from firefighting and rain.
The fuel lines between the wing fuel tanks, fuel shutoff valve, and the engine were destroyed during the fire. The fuel strainer assembly was found separated from its mount and exhibited thermal damage from the fire. The fuel strainer assembly was not disassembled during the examination.
The engine mount remained attached to the engine and the firewall. The oil kidney tank remained attached to the engine crankcase but exhibited impact and fire-related damage. The starter remained attached to the rear of the engine. The rear accessory section was destroyed during the postimpact fire. Both magnetos were destroyed during the postimpact fire. The exhaust manifold remained attached to the engine but was cut to facilitate engine recovery and examination.
The upper spark plugs were removed and exhibited features consistent with normal engine operation. The engine crankshaft rotated by hand through the propeller. Internal engine and valve train continuity were confirmed as the crankshaft was rotated through the crankshaft flange. Compression and suction were noted on cylinder nos. 2, 3, and 4 in conjunction with crankshaft rotation. No cylinder compression was noted on cylinder no. 1. No movement was observed on the cylinder no. 1 exhaust valve in conjunction with crankshaft/camshaft rotation. A borescope inspection of each cylinder did not reveal any anomalies with the cylinders, pistons, valves, valve seats, or lower spark plugs. The spin on type oil filter was found separated and thermally damaged. The oil filter was not disassembled during the examination.
Cylinder No. 1 was removed from the engine crankcase to harvest the intake and exhaust valves and their associated spring assemblies. The three exhaust valve springs were about 0.25 inch shorter than the intake valve springs. The height difference was consistent with the exhaust springs being compressed at impact and taking a new set when they cooled after the postimpact fire. The shorter exhaust valve springs did not allow the exhaust valve to seat, which resulted in the lack of cylinder compression when tested.
There was mechanical continuity between the throttle, mixture, and carburetor heat controls and their respective engine components. The carburetor and airbox exhibited significant thermal damage from the postimpact fire. The carburetor fuel bowl exhibited a half-dollar coin sized hole. The carburetor did not contain any residual fuel. The throttle valve did not rotate due to impact damage.
The fixed 2-blade propeller blade remained attached to the engine crankshaft propeller flange and spacer. One propeller blade exhibited a slight bend/twist about 10 inches from the blade tip, a leading-edge gouge, and minor chordwise scratches. The other propeller blade relatively undamaged and did not exhibit any bends, twists, leading edge damage, or chordwise scratches.
The wreckage examination revealed no evidence of a preimpact mechanical malfunction or failure that would have precluded normal operation.
Accident investigation:
 |
|
Sources:
https://www.fox4news.com/news/1-killed-in-godley-plane-crash
https://www.aol.com/news/plane-crash-18-old-pilot-122718970.html
https://www.wbap.com/2024/05/16/crowley-teen-killed-in-johnson-county-plane-crash/
NTSB
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?NNumberTxt=1701Q
https://www.flightaware.com/live/flight/N1701Q/history/20240516/0118Z/KCPT/L%2032.38808%20-97.54604
https://kcptflyers.com/n1701q.html
History of this aircraft
Other occurrences involving this aircraft
| 26 August 2018 | N1701Q | Private | 0 | Eldorado, TX | |
sub |
| Fuel exhaustion | ||||||
Location
Revision history:
| Date/time | Contributor | Updates |
|---|---|---|
| 16-May-2024 12:48 | gerard57 | Added |
| 16-May-2024 13:37 | gerard57 | Updated [Narrative] |
| 16-May-2024 14:13 | gerard57 | Updated [Aircraft type, Source, Narrative] |
| 16-May-2024 17:03 | AgOps | Updated [Registration, Cn, Departure airport, Destination airport, Source] |
| 16-May-2024 17:48 | RobertMB | Updated [Time, Operator, Location, Nature, Source, Narrative] |
| 16-May-2024 18:15 | Captain Adam | Updated [Source, Narrative, Category] |
| 16-May-2024 22:11 | RobertMB | Updated [Source, Narrative] |
| 30-May-2024 19:19 | Captain Adam | Updated [Time, Operator, Location, Source, Narrative, Category, Accident report] |
Corrections or additions? ... Edit this accident description
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