Monocoupe Aircraft 90A accident near Fort Worth, Texas, February 28, 1999
On February 28, 1999 at about 5:23 pm local time, a Monocoupe Aircraft 90A, registered N11760, was substantially damaged in an accident near Fort Worth, Texas (Hicks Airfield). It was a personal 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 pilot's failure to maintain directional control during the landing roll, which resulted in an inadvertent ground loop/swerve. A factor was the crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 28, 1999 · about 5:23 pm local time
- Place
- Fort Worth, Texas · Hicks Airfield · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Monocoupe Aircraft 90A
- Registration
- N11760 · registry record · serial A-689
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing roll on runway 14, the right wing of the tailwheel-equipped airplane lifted, and the right main landing gear came off the ground. The airline transport rated pilot reported that the application of full right aileron had no effect 'due to calm winds and aircraft being slowed down.' The pilot stated that the aircraft 'never departed heading.' However, damage to the airplane and skid marks and scrapes on the runway indicated the airplane swerved to the right, the left main landing gear folded under the fuselage, and the left wing contacted the ground. The pilot reported the winds were calm. Recorded winds 30 minutes before the accident were from 230 degrees at 7 to 9 knots (right crosswind). Recorded winds 30 minutes after the accident were calm to variable at 4 knots.
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: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,300 hours in all; 60 in this make and model; 120 in the last 90 days; 40 in the last 30 days; 3,370 as pilot in command; 116 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,000 hours
- Last inspection: annual inspection, December 8, 1998; 4 hours since
- Maximum gross weight: 1,585 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-290-D2 (piston); 0 hours total
The flight
- Departed from: T67
- Flight plan: none
- Runway 14, 3,740 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from FTW, 6 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.