Piper PA-28-161 accident near Mckinney, Texas, June 24, 2000
On June 24, 2000 at about 4:30 pm local time, a Piper PA-28-161, registered N8427K, was substantially damaged in an accident near Mckinney, Texas (Mckinney Municipal airport). It was an instructional 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
The flight instructor's inadequate supervision of the landing resulting in the loss of directional control by the student pilot.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 24, 2000 · about 4:30 pm local time
- Place
- Mckinney, Texas · Mckinney Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N8427K · registry record · serial 28-8116299
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During landing roll, approximately 45 knots, the airplane veered left. The flight instructor took the controls and applied right rudder; however, the airplane continued to the left and exited the runway. The left main landing gear collapsed, the left wing struck the ground, and the airplane came to rest. The lower end of the left main landing gear strut housing/cylinder was found separated. The manufacturer representative reported that the separation area was 'symmetrical with no evidence of corrosion or pre existing damage noted.' Inside of the cylinder there were 'impact marks around the forward side of the cylinder in the area where the top of the inner strut tube would normally be when it's near the extended position.' The 'damage was consistent with landing gear impacting a solid object at a time when there was little or no weight on the landing gear and the strut was near full extension.' The attachment bolts 'appeared to have separated cleanly from excessive shear force.'
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
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,355 hours in all; 362 in this make and model; 141 in the last 90 days; 53 in the last 30 days; 1,270 as pilot in command; 990 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 11,500 hours
- Last inspection: 100-hour inspection, May 1, 2000; 65 hours since
- Maximum gross weight: 2,440 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D36 (piston); 0 hours total
- Operator: Classic Aviation
The flight
- Departed from: ADS Addison TX at 3:30 pm
- Destination: TKI
- Flight plan: none
- Runway 17, 7,001 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket 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.