Canadian Car & Foundry HARVARD MK IV accident near Mckinney, Texas, June 13, 1999
On June 13, 1999 at about 7:15 pm local time, a Canadian Car & Foundry HARVARD MK IV, registered N59TS, was substantially damaged in an accident near Mckinney, Texas (Mckinney Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain directional control on landing. Contributing factors were the elevator control restriction, the pilot's inadequate preflight, the ditch, and gusty conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 13, 1999 · about 7:15 pm local time
- Place
- Mckinney, Texas · Mckinney Municipal · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Canadian Car & Foundry HARVARD MK IV HARVARD MK · all HARVARD MK IVs on the register
- Registration
- N59TS · registry record · serial CCF4-109
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot lost control of the airplane during a touch and go landing on runway 35. The pilot stated that he was wearing a new parachute the day of the accident, which placed him 4 inches farther forward in the seat than normal. In addition, the parachute's buckle was positioned beneath the 4-point restraint system buckle, adding 2 inches of girth to the pilot. The pilot added that he did not notice the limited aft control stick movement during the preflight. During the touch and go landing, the pilot came in a 'little hot' on final approach. He was unable to obtain a full stall landing due to the limit of aft control movement. Upon touchdown, the pilot retracted the flaps for the takeoff. At the same time, the right wing raised up and the nose pitched up. The pilot stated that the airplane veered to the right, exited the runway, and impacted a drainage ditch along the right side of the runway. The airplane came to rest inverted and a fire ignited. The weather observation facility at the airport reported the wind from 320 degrees at 7 knots. The pilot reported that the wind was from the southwest at 12 knots gusting to 18 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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,098 hours in all; 50 in this make and model; 62 in the last 90 days; 10 in the last 30 days; 852 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 6,467 hours
- Last inspection: annual inspection, November 15, 1998; 51 hours since
- Maximum gross weight: 5,300 lb
- Seats: 2
- Landing gear: retractable
- Engine: P&W R-1340-S3H1 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: TX05 Mckinney TX at 6:30 pm
- Destination: TKI
- Flight plan: none
- Runway 35, 6,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 4,400 ft
- Temperature: 88°F (31°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 6:54 pm from TKI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.