NTSB Preliminary: Lancair IV-P, N5SV, fatal accident occurred on October 7, 2026, near Hicks Airfield (T67), Fort Worth, Texas

• Location: Haslet, TX 
• Accident Number: CEN27FA006 
• Date & Time: October 7, 2026, 09:52 Local 
• Registration: N5SV 
• Aircraft: Lancair IV 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203959/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N5SV

On October 7, 2026, at 0952 central daylight time, an Lancair IV-P airplane, N5SV, was destroyed when it was involved in an accident near Haslet, Texas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) part 91 personal flight.

A review of commercially available Automatic Dependent Surveillance Broadcast (ADS-B) data revealed that the flight departed Hicks Airfield (T67), Fort Worth, Texas, about 0951. ADS-B data showed that the airplane climbed to 875 ft mean sea level (msl) before it entered a left turn. The airplane climbed to 1,000 ft msl and slowed to 84 kts ground speed before it descended.

Figure 1. N5SV Flight Track

The airplane impacted power lines along the south side of a roadway. Fragments of composite propeller, fiberglass, and acrylic pieces were found under the power lines.  An impact ground scar started about 3 ft from the north edge of the roadway and continued about 6 ft into an adjacent ditch.

An impact crater along with fiberglass debris were located in the bottom of the ditch about 20 ft southwest of the main wreckage. Fire damage to grass and vegetation was observed upslope from the crater.

The main wreckage came to rest upright on the north side of the ditch. It consisted of the fuselage, both wings, engine, and portions of the propeller. The fuselage was aligned along a true heading of 304°. A postimpact fire consumed a majority of the main wreckage.

The horizontal stabilizer and elevator assembly separated from the aft fuselage and came to rest against a brick privacy wall north of the main wreckage. The vertical stabilizer and rudder assembly also separated from the aft fuselage and came to rest at the same privacy wall. The empennage exhibited no evidence of thermal damage.

The wreckage was transported to a secure location for further examination.

Piper PA-28-140 Cherokee, N9859W, accident occurred on October 12, 2026, near St. Tammany Regional Airport (L31), Covington, Louisiana

• Location: Abita Springs, LA 
• Accident Number: CEN27LA013 
• Date & Time: October 12, 2026, 15:40 Local 
• Registration: N9859W 
• Aircraft: Piper PA-28-140 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203995/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N9859W

On October 12, 2026, at 1540 central daylight time, a Piper PA-28-140 airplane, N9859W, sustained substantial damage when it was involved in an accident near Abita Springs, Louisiana. The private pilot was uninjured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. 

The pilot stated that he topped off the airplane fuel level for a personal flight that was to remain in the local area. He stated the engine runup for the flight was performed with a left fuel tank selection, the runup was normal, and he did not change fuel tank positions for the duration of the flight. He then performed two full stop takeoff and landings without incident prior to attempting a third takeoff. During the third takeoff roll and rotation, the engine instrument indications were normal. While the airplane climbed through 700 ft above ground level and entered a left turn for the downwind leg of the airport traffic pattern, the engine “sputtered.” The pilot stated that he verified the mixture control was in the full rich position and the fuel pump was on and “checked the carburetor heat with no apparent effect.” Shortly afterwards, the airplane experienced a total loss of engine power. The pilot stated that he engaged the engine starter, heard the starter operate, and saw the propeller turn, but the engine did not restart. He initially turned the airplane toward the departure runway but determined that the airplane would not have sufficient altitude to clear the trees along the return course. He identified an open field to his right, with a dirt road running through it, and selected that area for landing. During landing, the airplane impacted terrain and sustained substantial damage to the airplane’s left wing. 

The airplane owner stated that the airplane had not received a current annual inspection under CFR Part 91.409 at the time of the accident. 

The airplane was retained for further examination.

Fairchild F-24G Argus, N16902, accident occurred on September 26, 2026, at Eagle Creek Airpark (EYE/KEYE), Indianapolis, Indiana

• Location: Indianapolis, IN 
• Accident Number: CEN26LA333 
• Date & Time: September 26, 2026, 14:30 UTC 
• Registration: N16902 
• Aircraft: Fairchild 24H 
• Injuries: 2 None 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203943/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N16902

On September 26, 2026, about 1430 central daylight time, a Fairchild 24H, N16902, was substantially damaged when it was involved in an accident near Indianapolis, Indiana. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

During the landing rollout shortly after the tailwheel settled to the ground, the pilot reported that the airplane drifted to the right. The pilot pushed the left rudder pedal and the left pedal felt stuck. The airplane departed the right side of the runway into the grass. It continued to the right hit a ditch and hill which resulted in the main landing gear collapse and substantial damage to the fuselage. 

Postaccident examination of the airplane revealed that a bent piece of metal, possibly a bellcrank travel stop, on the airplane’s structure was making contact with the rudder bellcrank near the rudder pedals. Wear marks were present in the bellcrank that indicated the issue had been occurring for some time. The movement and contact between the two parts made a clicking noise and repeated movement of the rudder pedals resulted in the rudder bellcrank sticking during movement. Sometimes it would become lodged and require force to release the pedal. 

The airplane was retained for further examination.