Cleburne, TX, USA
N8149Z
CESSNA 210-5(205)
On December 4, 2022, about 2056 central standard time (CST), a Cessna 210-5 airplane, N8149Z, was destroyed when it was involved in an accident near Cleburne, Texas. The certificated instrument flight instructor and the airline transport pilot were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The crew had departed Fairmont Municipal Airport, Fairmont, West Virginia, about 1116 eastern standard time (EST) enroute to a planned final destination of Granbury Regional Airport (GDJ), Granbury, Texas. A review of archived automatic dependent surveillance broadcast (ADS-B) data revealed that the airplane landed at Upshur County Municipal Airport, Buckhannon, West Virginia, about 1133 EST. It departed about 1209 and returned to the airport about 1215. Fueling records indicate that 41.49 gallons of fuel was purchased at 1142 and an additional 16.96 gallons was purchased at 1220. About 1233, it departed again and flew to the Covington Municipal Airport, Covington, Tennessee, and landed about 1527 CST. About 1615 CST, the airplane departed and landed at Cleburne Regional Airport (CPT), Cleburne, Texas, about 2022 CST. While at CPT, the crew communicated with the owner of the airplane and informed him that they had stopped for additional fuel to ensure they would have enough in the event of a missed approach at GDJ. A fuel purchase receipt showed that the crew purchased 20 gallons of 100LL aviation fuel. An instrument flight rules (IFR) flight plan was filed for a flight from CPT to GDJ. The crew subsequently contacted air traffic control to receive their IFR clearance, which consisted of an assigned heading of 090 and a climb to 3,000 ft above mean sea level (msl). They subsequently departed from CPT about 2055. No further communications from the crew were received by air traffic control. After departure from runway 15, the airplane climbed to an altitude of about 1,775 ft msl and began a right turn. After turning about 90°, a rapid descent began as the airplane continued the right turn. The last ADS-B data point was recorded when the airplane was about 1,275 ft msl (505 ft above ground level). Surveillance video, from about ¾ mile northeast of the accident location, captured audio of the airplane’s departure and both audio and video of the impact. During the video, no abnormal engine sounds were observed. A witness, located about 300 yards southeast of the accident location stated that the airplane appeared to be at a “low altitude, right-hand bank at a high rate of speed” just before the impact. He stated that the engine sounded as if it was operating at a high power setting. The airplane impacted a vacant construction site on a 340° ground track in a right-wing low orientation. The initial point of impact was identified by remnants of the right navigation light lens and right wingtip. The airplane continued on the same track and the main wreckage was located about 80 ft from the initial impact point with the total debris field extending about 240 ft. During impact, the airplane exploded and was mostly consumed by fire. A post-accident examination confirmed flight control continuity from the cockpit to the rudder, elevator and the left aileron through tension separation of the control cables. The right aileron control continuity was partially established with a small section of the direct cable not observed at the time of the examination; the breaks observed were consistent with tension overload and the right aileron cables remained attached to the bellcrank and control chain. The engine was examined with a borescope, with no pre-impact anomalies noted. The wing spar forward and aft attach points were visually inspected with no evidence of fatigue or corrosion present. The vacuum pump was recovered and examined with no preimpact anomalies noted.
Source: NTSB Aviation Accident Database
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