Piper PA28R and Luscombe 8 mid-air collision near Mckinney, Texas, December 31, 2016
On December 31, 2016 at about 11:25 pm local time, 2 aircraft, Piper PA28R (N4407T) and Luscombe 8 (N2889K), were involved in a mid-air collision near Mckinney, Texas (Aero Country Airport). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's use of an alternate traffic pattern entry procedure, which resulted in his inability to see and avoid the other airplane, which was flying the preferred traffic pattern, and the subsequent midair collision.
The other pilot's use of an alternate traffic pattern entry procedure, which resulted in his inability to see and avoid the airplane, which was flying the preferred traffic pattern, and the subsequent midair collision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 31, 2016 · about 11:25 pm local time
- Place
- Mckinney, Texas · Aero Country Airport · map
- Type
- Accident · mid-air collision
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA28R 200, built 1972 · all PA28Rs on the register
- Registration
- N4407T · no longer on the register · serial 28R-7235089
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Luscombe 8 A, built 1947 · all 8s on the register
- Registration
- N2889K · registry record · serial 5616
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA28R final · quoted from the NTSB record
The pilots were making personal flights in the two airplanes, a Luscombe and a Piper, when the airplanes collided in midair in the traffic pattern of the nontowered airport where both airplanes were based. The Luscombe, with a commercial pilot and a passenger onboard departed from runway 17 at the airport, turned left to an east heading, and then left to a north heading, which placed the Luscombe on the downwind leg of the airport traffic pattern. Meanwhile, the Piper with a private pilot aboard approached the airport from the northwest, turned east, and then crossed the airport near midfield about 1,800 ft mean sea level, the airport's traffic pattern altitude. The Piper collided with the Luscombe, and both airplanes entered uncontrolled descents and impacted terrain about a quarter of a mile apart. Postaccident examination of the wreckage found pieces of the Luscombe with the Piper wreckage and pieces of the Piper with the Luscombe wreckage. Paint and transfer marks on the Luscombe were consistent with the Piper impacting the left rear of the Luscombe. One pilot-rated witness reported that he saw no indication that either pilot saw the other before the airplanes collided, and the radar data showed no indication of maneuvering to avoid a collision by either airplane. The Luscombe's high-wing configuration and the convergence angle of the airplanes that required the Luscombe pilot to look west into a setting sun to see the Piper likely restricted the Luscombe pilot's ability to see the Piper approaching from his left-rear side. The Piper's low wing configuration may also have restricted the Piper pilot's ability to see the Luscombe that was in front of and likely slightly below him. Further, the Piper pilot's decision to use an alternate traffic pattern entry procedure and cross midfield at traffic pattern altitude rather than at least 500 ft above pattern altitude, which is the preferred traffic pattern entry procedure recommended in Federal Aviation Administration (FAA) guidance material, provided less opportunity for him to see the Luscombe. Witnesses reported hearing the Luscombe pilot making radio calls on the common traffic advisory frequency (CTAF). They further reported hearing the pilots of other airplanes making calls on the CTAF, but they were not sure if any of the calls were from the Piper pilot. Therefore, it could not be determined if the Piper pilot was making the FAA-recommended traffic pattern entry radio calls.
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 NTSB's narrative for the Luscombe 8 final · quoted from the NTSB record
The pilots were making personal flights in the two airplanes, a Luscombe and a Piper, when the airplanes collided in midair in the traffic pattern of the nontowered airport where both airplanes were based. The Luscombe, with a commercial pilot and a passenger onboard departed from runway 17 at the airport, turned left to an east heading, and then left to a north heading, which placed the Luscombe on the downwind leg of the airport traffic pattern. Meanwhile, the Piper with a private pilot aboard approached the airport from the northwest, turned east, and then crossed the airport near midfield about 1,800 ft mean sea level, the airport's traffic pattern altitude. The Piper collided with the Luscombe, and both airplanes entered uncontrolled descents and impacted terrain about a quarter of a mile apart. Postaccident examination of the wreckage found pieces of the Luscombe with the Piper wreckage and pieces of the Piper with the Luscombe wreckage. Paint and transfer marks on the Luscombe were consistent with the Piper impacting the left rear of the Luscombe. One pilot-rated witness reported that he saw no indication that either pilot saw the other before the airplanes collided, and the radar data showed no indication of maneuvering to avoid a collision by either airplane. The Luscombe's high-wing configuration and the convergence angle of the airplanes that required the Luscombe pilot to look west into a setting sun to see the Piper likely restricted the Luscombe pilot's ability to see the Piper approaching from his left-rear side. The Piper's low wing configuration may also have restricted the Piper pilot's ability to see the Luscombe that was in front of and likely slightly below him. Further, the Piper pilot's decision to use an alternate traffic pattern entry procedure and cross midfield at traffic pattern altitude rather than at least 500 ft above pattern altitude, which is the preferred traffic pattern entry procedure recommended in Federal Aviation Administration (FAA) guidance material, provided less opportunity for him to see the Luscombe. Witnesses reported hearing the Luscombe pilot making radio calls on the common traffic advisory frequency (CTAF). They further reported hearing the pilots of other airplanes making calls on the CTAF, but they were not sure if any of the calls were from the Piper pilot. Therefore, it could not be determined if the Piper pilot was making the FAA-recommended traffic pattern entry radio calls.
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 for the Piper PA28R from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during approach (VFR pattern downwind) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 815.2 hours in all
- Last flight review: September 24, 2016
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: unk
- Injury: fatal
The aircraft
- Airframe total time: 1,989.3 hours
- Last inspection: annual inspection, February 1, 2016
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming I0360 SER (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: T31 Mckinney TX
- Flight plan: none
- Runway 17, 4,352 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 43°F (6°C)
- Altimeter: 29.76 inHg
- Observation at 10:53 pm from KTKI, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Luscombe 8 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during approach (VFR pattern downwind) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot of other aircraft
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Medical certificate: Sport Pilot
- Injury: fatal
Passenger
- Seat: unk
- Injury: fatal
The aircraft
- Airframe total time: 3,841.4 hours
- Last inspection: annual inspection, November 25, 2016
- Maximum gross weight: 1,351 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-85 (piston); 0 hours total
The flight
- Departed from: T31 Mckinney TX
- Destination: T31 Mckinney TX
- Flight plan: none
- Runway 17, 4,352 ft by 60 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.