# NTSB SEA94FA085: Douglas DC-3C, N3433Y, Spokane, WA, March 18, 1994 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: March 18, 1994, 01:56 local (09:56 UTC) - Place: Spokane, WA - Location: 47.6150° N, 117.5559° W: Placed by OpenAirDocs from NTSB’s distance and direction from SPOKANE INTL (GEG), within about a mile (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=47.6150&lon=-117.5559&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report December 2, 1994 - Report: Approved by Office Director - NTSB case key (mKey): 41799 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA94FA085 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/41799/pdf - Page: https://openairdocs.org/ntsb/SEA94FA085 ## Probable cause THE FAILURE OF THE PILOT-IN-COMMAND TO MAINTAIN AIRSPEED. FACTORS TO THE ACCIDENT WERE: CYLINDER FATIGUE, DARK NIGHT AND STALL ENCOUNTERED. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - mech failure/malf, takeoff - 1 engine - engine assembly,cylinder - fatigue (contributing factor) - Loss of control - in flight, maneuvering - turn to landing area (emergency) - light condition - dark night (contributing factor) - airspeed - not maintained, pilot in command (cause) - stall - encountered, pilot in command (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - open field ## Analysis SHORTLY AFTER TAKEOFF, THE CO-PILOT REPORTED THAT THE FLIGHT WAS RETURNING WITH THE RIGHT ENGINE SHUT DOWN. SECONDS LATER, THE TOWER CONTROLLER SAW A FIRE. THE AIRPLANE COLLIDED WITH LEVEL TERRAIN, 3,450 FEET FROM THE END OF RWY 21 IN A 75 TO 80 DEGREE NOSE DOWN ATTITUDE. THE RIGHT ENGINE PROPELLER WAS FOUND IN THE FEATHERED POSITION. THE LEFT ENGINE INDICATED EVIDENCE THAT IT WAS PRODUCING POWER AT THE TIME OF IMPACT. A FATIGUE CRACK WAS FOUND THAT SEPARATED THE HEAD FROM THE BARREL ON THE NUMBER EIGHT CYLINDER OF THE RIGHT ENGINE. NO OTHER EVIDENCE WAS FOUND TO INDICATE A MECHANICAL FAILURE OR MALFUNCTION. ## Factual narrative HISTORY OF FLIGHT On March 18, 1994, at 0156 Pacific standard time, a Douglas DC- 3C, N3433Y, operated by Salair Inc., as Flight 2991, collided with the terrain after the pilot reported shutting the right engine down shortly after takeoff from the Spokane Airport, Spokane, Washington. Visual meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed for the cargo flight that was conducted under 14 CFR 135. The airplane was destroyed by a post crash fire and the certificated Airline Transport pilot and commercial pilot were fatally injured. The flight was en route to Portland, Oregon. The Air Traffic Controller on duty at the tower reported that shortly after the airplane took off on runway 21, the pilot reported that the flight was returning to the airport and that the number two engine was shut down. The controller cleared the flight to any runway and asked if they required emergency equipment. The flight crew did not respond. PERSONNEL INFORMATION The airline transport certificated Captain had accumulated approximately 3,877 hours of total flight time in all aircraft and 3,114 hours in the Douglas DC-3. A representative from Salair reported that the Captain had been employeed with the company since January 17, 1990. On the day of the accident, it was reported that the pilot had been on-duty for one hour and fifty-five minutes. The day before the accident, the pilot had been on-duty for ten hours, with four hours and twenty minutes of flight time. Fourteen hours of rest period were recorded from the days previous flight. The commercially certificated co-pilot had accumulated approximately 1,050 hours of total flight time in all aircraft and 530 hours in the Douglas DC-3. The co-pilot had been employed with Salair since February 25, 1994. On the day of the accident, the co-pilot had been on-duty one hour and fifty-five minutes. The day before the accident, the co-pilot had been on- duty for eleven hours, with four hours and twenty minutes of flight time. Thirteen hours of rest period were recorded from the days previous flight. The co-pilot's resume indicates that the co-pilot had been employed by Salair in August 1986 to April 1987, as a mechanic on the DC-3. AIRCRAFT INFORMATION On February 21, 1994, the right engine experienced a misfire and loss of power while on final approach. The airplane was grounded for maintenance and the right engine was removed and replaced with an overhauled engine from Precision Airmotive, Everett, Washington. Precision Airmotive reported that the overhaul was completed and approved for service on December 20, 1993 and preserved for short term storage. Prior to the overhaul, Precision Airmotive reported that the engine had been "on the shelf in long term storage." At the time of the accident, the operator reported that the engine had accumulated a total time of 15 hours since the overhaul. METEOROLOGICAL INFORMATION At 0103 hours, a complete preflight weather briefing was obtained from the Spokane Flight Service Station (FSS). The specialist reported the current weather at Spokane was a measured overcast ceiling at 4,000 feet. Visibility was ten miles with light rain. The temperature was 41 degrees, with a dewpoint of 37 degrees. The wind was from 160 degrees at 12 knots, and the altimeter was 29.60" Hg. At 0157 hours, a weather observation was taken by the FSS and it was reported that the overcast ceiling was at 3,300 feet. Visibility was ten miles with light rain. The temperature was 40 degrees with a dewpoint of 38 degrees. The wind was from 170 degrees at eight knots, and the altimeter was 29.58" Hg. COMMUNICATIONS At 0148 hours, the Captain made contact with Spokane Tower and reported that the flight's destination was Portland. The controller responded that the flight was cleared to Portland as filed, and the flight was to maintain 10,000 feet. At 0149 hours, the Captain read the clearance back to the controller and requested takeoff on runway 21 at intersection Foxtrot. The controller instructed the flight to taxi to runway 21. At 0153 hours, the Captain reported to the controller that the flight was ready for takeoff on runway 21. The controller instructed the flight to, after takeoff, fly a heading of 215 degrees to Portland, and it was cleared for takeoff. At 0154 hours, the Captain requested a wind check, and the controller responded that the wind was from 160 degrees at 12 knots. At 0155 hours, the Co-pilot reported to the controller that the flight was returning, and that the number two engine was shut down. The controller responded "runway of your choice, cleared to land, wind 150 degrees at eight knots." The controller then asked if the flight needed equipment, however, there was no response. Seconds later, the controller reported seeing the fire and notified the emergency response team. NOTE: The re-recorded tower tape was made avaible to personnel at Salair to identify the flight crews voices. It was noted that all ground communications were made by the Captain. The last transmission was made by the Co-pilot. WRECKAGE AND IMPACT INFORMATION The airplane collided with the terrain in an open level field located 3,450 feet from the end of runway 21 and 900 feet to the right of runwy centerline. The airplane was lying on its belly, with the main landing gear retracted. The nose of the airplane was positioned on a magnetic bearing of 160 degrees. A search of the surrounding area did not indicate evidence of a wreckage distribution path. The entire fuselage and cargo, cockpit, and inboard section of both wings had been consumed by fire. The empennage was lying on its right side, with the right horizontal stabilizer crushed below the vertical stabilizer that was lying flat on the ground. The left horizontal stabilizer was positioned vertical to the terrain. Both wings remained in place with respect to the fuselage. The left wing displayed rearward crushing along the entire length of the leading edge. The right wing leading edge was undamaged. The wing tips were not damaged. The trailing edge flaps were extended to 10 degrees and remained attached to their respective hinges. The ailerons for both wings were in place and attached. Control continuity was established from the empennage to the forward fuselage, and from both wings to the center of the fuselage. The cockpit was completely destroyed by fire and impact forces. Both engines were imbedded nose first into the soft soil with the rear of the engines visible. The angle of impact was estimated at 75 to 80 degrees nose down. The tip of one propeller blade to the left engine was visible. The remaining propellers were buried in the ground. The right engine was buried under a large amount of the burned cargo. After the engines were removed from the ground, it was found that the propeller from the left engine had separated as a unit from the crankshaft. Two of the propeller blades remained attached to the hub. One of the blades was bent nearly 90 degrees and loose in the hub. The other blade was slightly bent and positioned to a low pitch. The third blade had separated from the hub and was found deep in the hole from which the engine was removed. This blade was also bent, however, less than 90 degrees. The right propeller had also separated from the crankshaft as a unit and all propeller blades remained attached to the hub. All three blades were straight and positioned to a high pitch or feathered position. The tachometer gage was found attached to the instrument panel. The gage read 2,800 RPM for the left engine, while the right engine read 300 RPM. The engines were transported to Day-Air-Inc., Stockton, California, for teardown inspection. It was noted that both engines sustained extensive impact damage and the accessory sections were completely destroyed by fire and impact dama ## Aircraft - Registration: [N3433Y](https://openairdocs.org/deregistered/N3433Y-1995-11-15), registration cancelled 1995-11-15, S/N 43089 (OpenAirDocs) - Reported make and model: DOUGLAS DC-3C - Registry model: [Douglas DC3C](https://openairdocs.org/model/douglas-dc3c) (registry code 3021457) (OpenAirDocs) - Category: Airplane - Serial number: 43089 - Airframe hours: 37190 - Engines: P&W R-1830-92 1200 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Part 135 - Operator: Salair Inc. - Registered owner: Salair Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, March 10, 1994, 15 hours before - Destination: PDX, PORTLAND, OR - Flight plan: IFR - Airport: GEG, Spokane Intl, runway 21, 9,000 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 31; commercial, flight instructor, airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 3,877 total, 3,114 in this make and model, 3,116 as pilot in command, 188 in the last 90 days, 36 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 170° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: 3,300 ft overcast - Temperature: 39 °F, dew point 37 °F - Altimeter: 29.00 inHg - Observed at: GEG, 1 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19940318005609A](https://openairdocs.org/incident/19940318005609A), Mar 18, 1994: Doug DC3C, Spokane, WA, Destroyed, 2 fatal. Returning right engine out. ATC saw fire. Dived into ground on final. Cracked cylinder. Failed maintain airspeed. From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.