Aviat A-1 accident near Harwood, Texas, May 29, 2004
On May 29, 2004 at about 7:40 pm local time, a Aviat A-1, registered N623KD, was substantially damaged in an accident near Harwood, Texas (Coover Flying Field). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airspeed sufficient for flight resulting in an inadvertent stall/spin during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 29, 2004 · about 7:40 pm local time
- Place
- Harwood, Texas · Coover Flying Field · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Aviat A-1
- Registration
- N623KD · registry record · serial 1274
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff, a witness observed the airplane depart to the south and climbed vertically at an approximate 85 degree angle, with the rudder deflected to the right. When it reached the apex of the climb, approximately 200-250 feet above ground level, it began to "fly backwards like a kite," and the engine was "throttled back." The airplane then made a descending left hand turn in an approximate 45-50 degree nose down attitude. While in the descent, the elevator was deflected to the full up position. The witness then observed the left wing "drop" and the upward deflection on the elevator decreased. At this point, and while still in the descent, the right aileron was deflected to the full up position, and the airplane's wings leveled out, while the engine "throttled back up to full power." The right aileron stayed deflected, and the airplane turned to the right and contacted the ground with the right wing tip first followed by the engine. Another witness reported that the 410-hour pilot "almost always" performed this type of take-off, and he has observed the pilot perform this maneuver "recently and frequently." Flight control continuity was established throughout the airplane at the accident site. No mechanical anomalies were noted with the engine or airframe. The airplane was found to be within weight and balance limits.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 410 hours in all; 282 in this make and model; 37 in the last 90 days; 14 in the last 30 days
- Last flight review: May 2, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: fatal
The aircraft
- Airframe total time: 451.1 hours
- Last inspection: annual inspection, April 11, 2004; 23.1 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A1P (piston); 0 hours total
The flight
- Departed from: PVT Harwood TX at 7:40 pm
- Flight plan: none
- Runway 18, 1,700 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 22 knots, gusting 25
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 70°F (21°C)
- Altimeter: 29.72 inHg
- Observation at 7:35 pm from HYI, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.