Douglas DC-3T accident near Mcmurdo Station, Ay, December 20, 2007
On December 20, 2007 at about 1:23 am local time, a Douglas DC-3T, registered CFMKB, was substantially damaged in an accident near Mcmurdo Station. It was a public-use flight (federal) under public-use (government) rules. 1 person had minor injuries; 9 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The captain's decision to lift off before attaining a proper airspeed, resulting in a loss of control during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 20, 2007 · about 1:23 am local time
- Place
- Mcmurdo Station, AY · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 9 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Douglas DC-3T · all DC-3Ts on the register
- Registration
- CFMKB · no longer on the register · serial 19560
- Damage
- Substantial damage
- Flight
- Public-use flight (federal) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The flightcrew was departing from an area of snow-covered terrain in the turbine-powered, wheel/ski-equipped airplane. The captain said that during the takeoff run, as the airplane neared 70 knots, he moved the airplane's control column aft in an attempt to lower the tail, and attain a flying attitude. Just before the airplane became airborne, the right wing lifted and left wing struck the snow-covered terrain, which pivoted the airplane 90 degrees to the left. Both main landing gear assemblies collapsed and the airplane came to rest on the belly, sustaining substantial damage to the left wing and fuselage. The first officer reported that during the takeoff run, as the airplane neared 60 knots, and as the captain moved the control column aft, she felt the airplane's tailwheel contact the hard packed snow. The first officer said that other captains that she had flown with usually attain a higher airspeed before becoming airborne. The cockpit voice recorder revealed that the highest airspeed that the first officer called out during the takeoff run was 60 knots, about 3 to 5 seconds prior to the crash.
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
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 17,446 hours in all; 357 in this make and model; 60 in the last 90 days; 60 in the last 30 days; 12,500 as pilot in command
- Last flight review: September 26, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,377 hours in all; 597 in this make and model; 136 in the last 90 days; 32 in the last 30 days; 180 as pilot in command
- Last flight review: November 1, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 32,516.2 hours
- Last inspection: 100-hour inspection, April 30, 2007; 67.2 hours since
- Maximum gross weight: 25,591 lb
- Seats: 10
- Landing gear: fixed
- Operator: Kenn Borek Air LTD.
The flight
- Departed from: Mcmurdo Station at 1:23 am
- Destination: MB4 Mt. Paterson Ra
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 28.42 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 3 | ||
| Passengers | 6 |
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.