Wag Aero CUBY accident near Wimberley, Texas, December 26, 2025
On December 26, 2025 at about 10:30 pm local time, a 2016 Wag Aero CUBY, an amateur-built aircraft,, registered N437WT, was substantially damaged in an accident during enroute near Wimberley, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 26, 2025 · about 10:30 pm local time
- Place
- Wimberley, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Wag Aero CUBY, built 2016, amateur-built
- Registration
- N437WT · registry record · serial 103
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On December 26, 2025, about 1630 central standard time, a Wag Aero Cuby airplane, N437WT, was substantially damaged when it was involved in an accident near Wimberley, Texas. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that while turning from the downwind to the base leg of the traffic pattern, the engine suffered an instantaneous, total loss of power. No indications or abnormalities were observed before the total loss of engine power. The pilot pitched the airplane for the best glide airspeed and set up for a forced landing. He verified that the fuel selectors were both in the “ON” position, the mixture lever was in the full rich position, the carburetor heat was “ON,” and the magneto positions were cycled. The pilot attempted to restart the engine, and engine power was restored for about 3 to 5 seconds before the engine lost total power again. The pilot stated that the airplane did not have enough altitude to reach the first intended landing point and elected a new landing area. He executed the forced landing in a clearing with small cedar trees. The airplane came to rest upright after impacting several trees, resulting in substantial damage to the left wing. Both fuel tanks remained intact with no observed fuel leakage, and there was about 1/3 capacity of fuel in each tank. Flight data logs were recovered from the airplane’s avionics, and the wreckage was retained for further examination.
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
- Loss of engine power (total) during enroute defining event
The aircraft
- Seats: 3
- Landing gear: fixed
The flight
- Departed from: EDC Austin TX at 8:30 pm
- Destination: 4XS9 Wimberley TX
Weather at the time
- Light: daylight
- Wind: from 190° at 11 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 4,000 ft
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 29.94 inHg
- Observation at 4:53 pm from KAUS, 27 miles away
Weather report (METAR): METAR KAUS 262253Z 19011KT 10SM FEW040 SCT300 27/18 A2994 RMK AO2 SLP129 T02720178=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
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.