Fokker DR1 Replica accident near Frankston, Texas, May 26, 2026

The NTSB's narrative preliminary · quoted from the NTSB record

On May 26, 2026, about 0810 central daylight time, an experimental Fokker DR1 airplane, N54517, was destroyed when it was involved in an accident near Frankston, Texas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. A witness and friend of the pilot, who observed the entire accident flight, was standing near the middle of the runway as the pilot taxied to the west end of the runway to begin the takeoff roll. He stated that this was the pilot’s first flight in the airplane. The takeoff was normal, but the airplane did not appear to climb well, and the pilot made an early right turn toward south and entered the traffic pattern. The airplane continued on the downwind leg at a low altitude, about 400 ft agl or less. The airplane then made a low west to east pass over the runway, which was recorded on video by another witness. The airplane then slowly climbed out and made another low and slow turn toward the south. The airplane remained low enough that his view was obstructed by trees on the south side of the runway. The airplane reappeared very low over the trees headed west-northwest, pitched up slightly, stalled, and made about one and a half rotations before it impacted the runway and exploded. A nearby doorbell camera, about 350 ft south of the accident site, recorded the sound of the engine during the accident flight. During the first lap in the pattern, the engine was operating and there were no audible anomalies noted. A few seconds before the accident occurred, the engine was operating and there were no audible anomalies noted; however, immediately before the sound of the impact, the engine sound decreased significantly. Postaccident examination revealed that the airplane came to rest upright facing east and a postimpact fire consumed a majority of the fuselage and cockpit. The wings remained relatively intact with thermal and impact damage. The wing bracing wires remained intact with the hardware installed. The empennage remained intact and was distorted to the right. The aileron control cables remained attached to the aileron surfaces and were continuous to the control stick attachment hardware. The elevator control cables remained attached to the elevator surfaces on the tail and were continuous to the control stick attachment hardware. The rudder cables remained attached to the rudder surface and tailwheel and were continuous to the rudder pedals. The throttle and mixture levers were found full forward on the power quadrant. The mixture cable and attachment hardware remained attached to the lever. The mixture cable was continuous through the firewall and up to the throttle body where it was found separated. The throttle cable threaded rod end, which connected to the throttle lever clevis, was fractured. The throttle cable was continuous from the threaded rod, through the firewall, and remained attached to the throttle body. The throttle Bowden cable consisted of a twisted/stranded inner wire, and a spiral wrapped outer sheath and metal jackets. The throttle body injector (TBI) was separated from the engine and the throttle mount plate was separated and not located. However, there were remnants of melted aluminum under the plate’s attachment screws. The throttle slide was found in a fully closed position; the slide was difficult to move due to damage to the TBI case. The spray bar remained installed and was positioned such that the holes were pointing 90° from the air inlet. The external fuel regulator sustained thermal damage. The engine was separated from the engine mounts and was resting near the front of the airplane. The engine remained intact with thermal and impact damage. The cylinders were intact with no signs of cracking or other catastrophic damage. The propeller was pulled through multiple times with no signs of engine binding. Seven of the nine cylinders produced suction and compression during the engine rotation. The two remaining cylinders had open valves due to push rod damage. The accessories on the rear of the engine sustained thermal damage. One of the wooden propeller blades sustained impact damage and was shattered. The other blade remained attached to the propeller hub with minimal damage and significant thermal damage on the blade face.

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.

Other NTSB records under N54517 the same tail number, which may have belonged to a different aircraft at the time