Taylorcraft Aviation CORP. F21 accident near Holliday, Texas, August 7, 2023
On August 7, 2023 at about 1:00 am local time, a 1981 Taylorcraft Aviation CORP. F21, registered N2005J, was substantially damaged in an accident during approach (VFR pattern final) near Holliday, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for reasons that could not be determined, which resulted in impact with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 2023 · about 1:00 am local time
- Place
- Holliday, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Taylorcraft Aviation CORP. F21 NO SERIES, built 1981
- Registration
- N2005J · registry record · serial F-1014
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was landing the airplane at a private runway when he added additional engine power to clear trees and reach the runway. The pilot started to apply the throttle, but the airplane continued to sink. The pilot then applied full engine power to execute a go-around, but realized the engine was not producing power. The pilot observed that the engine did not stop operating but was not responsive to his throttle inputs. The pilot did not hear any abnormal noises from the engine, noting “[t]here were no coughing or sputtering noises to my recollection.” The left wing impacted a tree about 30 ft short of the runway and the airplane came to rest upright on a grass field. The pilot shut down the airplane and the two occupants egressed without further incident. The airplane sustained substantial damage to the fuselage and both wings. Postaccident examination of the airframe and engine found no mechanical anomalies. The pilot reported that the throttle cable might have been the potential cause for the lack of response from the engine, as there was a previous problem with the throttle cable “slipping.” During the postaccident examination, the throttle was found installed, intact, and there were no signs of any missing hardware. Although the pilot reported that he was not using carburetor heat on the approach, he indicated that on the final approach he was “carrying some power.” Additionally, the weather conditions at the time of the accident were not conducive to carburetor icing. Accordingly, the reason for the loss of engine power and the engine’s unresponsiveness to the pilot’s throttle inputs could not be determined.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Unknown or undetermined during approach (VFR pattern final) defining event
- Attempted remediation/recovery during approach (VFR pattern final)
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 535.4 hours in all; 281.7 in this make and model; 100.1 in the last 90 days; 39.5 in the last 30 days; 454.6 as pilot in command
- Last flight review: May 2, 2023
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,388.8 hours
- Last inspection: annual inspection, October 28, 2022
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming Engines O-235-L2C (piston); 1,421 hours total
The flight
- Departed from: Holliday TX
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 170° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 11,000 ft
- Temperature: 106°F (41°C), dew point 59°F (15°C)
- Altimeter: 29.86 inHg
- Observation at 7:55 pm from KCWC, 20 miles away
Weather report (METAR): KCWC 070055Z AUTO 15006KT 10SM BKN110 41/15 A2986 RMK AO2 T04070146
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on April 18, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Accident Photographs | PDF, 5 pages | View Download |
| 3 | Federal Aviation Administration and N2005J Owner/pilot - Statements | PDF, 8 pages | View Download |
| 4 | N2005J - Spark Plug Photographs (Courtesy of Air Salvage of Dallas) | PDF, 4 pages | View Download |
| 5 | N2005J - Airframe Maintenance Records 2011 to Accident | PDF, 7 pages | View Download |
| 6 | N2005J - Engine Maintenance Records 2011 to Accident | PDF, 6 pages | View Download |
| 7 | N2005J - Propeller Maintenance Records 2011 to Accident | PDF, 1 page | View Download |
| 8 | N2005J - Accident Flight Weight and Balance Information | PDF, 4 pages | View Download |
| 9 | Carburetor Icing Probability Chart | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N2005J the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.