Douglas DC-3C accident near Anchorage, Alaska, May 24, 1998
On May 24, 1998 at about 8:24 am local time, a Douglas DC-3C, registered N67588, was substantially damaged in an accident near Anchorage, Alaska. It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate in-flight planning/decision which resulted in fuel exhaustion and subsequent loss of engine power. A related factor was the soft, marshy terrain at the forced landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 24, 1998 · about 8:24 am local time
- Place
- Anchorage, Alaska · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Douglas DC-3C · all DC-3Cs on the register
- Registration
- N67588 · no longer on the register · serial 20536
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The captain/operator, the first officer and one passenger, departed on a cross-country positioning flight. The airplane contained about 300 gallons of fuel. After 3.9 hours en route, the flight was cleared for a visual approach to the destination airport. During the approach, both engines lost power about 2,000 feet mean sea level. The pilot stated the right fuel tank was empty. He estimated that 50 to 60 gallons of fuel remained in the left fuel tank. While the airplane was descending toward an area of open water, he attempted to restart the engines without success. He then lowered the landing gear, and made a right turn toward a small airstrip, located about 5 miles northwest of the destination airport. The airplane touched down in an area of soft, marsh covered, terrain. During the landing roll, the airplane nosed down and received damage to the forward, lower portion of the fuselage. An inspection of the airplane by an FAA inspector revealed the left fuel tank contained about 1 inch of fuel. The right fuel selector was positioned on the right auxiliary fuel tank. The left fuel selector was positioned between the left main, and the left auxiliary fuel tanks.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 14,000 hours in all; 7,000 in this make and model; 120 in the last 90 days; 70 in the last 30 days; 13,800 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 34,232 hours
- Last inspection: approved inspection programme, May 22, 1998; 11 hours since
- Maximum gross weight: 26,900 lb
- Seats: 3
- Landing gear: retractable
- Engine: P&W 1830-92 (piston); 0 hours total
- Operator: Galaxy Air Cargo INC.
The flight
- Departed from: UNK Unalakleet AK at 11:30 pm
- Destination: ANC
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: from 180° at 8 knots
- Visibility: 40 statute miles
- Sky: scat at 9,000 ft
- Temperature: 43°F (6°C), dew point 37°F (3°C)
- Altimeter: 29.00 inHg
- Observation at 2:57 am from ANC, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.