Amateur-built DHC-6-200 accident near Chantilly, Virginia, July 20, 1988
On July 20, 1988 at about 8:08 pm local time, a amateur-built DHC-6-200, registered N7267, was destroyed in an accident near Chantilly, Virginia (Dulles Int'L airport). It was a ferry flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT INADVERTENTLY MISUSED THE FLAPS, BY FAILING TO SET THE FLAPS TO THE PROPER SETTING. THE FLAPS WERE SET FULL DOWN. THIS CAUSED THE AIRCRAFT TO PITCH UP STEEPLY AFTER LIFTOFF. ADDITIONALLY, THE FLIGHT CONTROL LOCK WAS PROBABLY INSTALLED DURING SOME PORTION, IF NOT THE ENTIRE FLIGHT, WHICH PREVENTED FLIGHT CONTROL OPERATION. THE PILOT SUBSEQUENTLY FAILED TO MAINTAIN ADEQUATE FLYING SPEED AND THE AIRCRAFT STALLED. CONTRIBUTING FACTORS ARE THE PILOT'S INATTENTION AND HIS FAILURE TO ADEQUATELY USE THE CHECKLIST.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 1988 · about 8:08 pm local time
- Place
- Chantilly, Virginia · Dulles Int'L
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DHC-6-200
- Registration
- N7267 · no longer on the register · serial 195
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THIS WAS THE FIRST FLIGHT AFTER A MAINTENANCE INSPECTION. THE FLAPS WERE LEFT FULL DOWN AFTER A POST-INSPECTION BY COMPANY MECHANICS, BEFORE THE FLIGHT. WITNESSES STATED THE FLAPS WERE DOWN WHEN THE AIRCRAFT TAXIED TO TAKEOFF ON RWY 19L. WITNESSES STATED THE AIRCRAFT CLIMBED STEEPLY AFTER IT LIFTED OFF WITH A PITCH ATTITUDE UP TO 60 DEGREES. ACCORDING TO WITNESSES, THE AIRCRAFT CLIMBED TO 200 TO 500 FT AGL, BEFORE IT STALLED AND DESCENDED NOSE DOWN IN A LEFT TURN. THE AIRCRAFT CRASHED ABOUT 300 FT LEFT OF AND 2000 FT DOWN THE RWY. EXAMINATION OF THE AIRCRAFT REVEALED THE FLAPS WERE FULL DOWN. THE SCROLL TYPE CHECKLIST WAS POSITIONED AT THE BEGINNING OF THE TAKEOFF CHECK. THE FLIGHT MANUAL RECOMMENDS A 10 DEGREE FLAP SETTING FOR TAKEOFF AND PROHIBITS FLAP FULL DOWN TAKEOFF. REVIEW OF PREVIOUS DHC-6 ACCIDENTS INVOLVING FLAP FULL DOWN RESULTED IN A STEEP TAKEOFF CLIMB AND EXCESSIVE PITCH ATTITUDE FOLLOWED BY A STALL. THE POSITION OF THE CONTROL LOCK SUGGESTS IT MAY HAVE BEEN IN THE LOCKED POSITION DRG THE TKOF.
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; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 12,400 hours in all; 120 in the last 90 days; 28 in the last 30 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 10,513 hours
- Last inspection: approved inspection programme, July 19, 1988; 1 hours since
- Maximum gross weight: 11,579 lb
- Seats: 21
- Landing gear: fixed
- Engine: P&W PT-6A-20A (turboprop); 0 hours total
- Fire on the ground
The flight
- Destination: DCA Washington DC
- Flight plan: IFR
- Runway 19L, 11,500 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 10 knots
- Visibility: 8 statute miles
- Sky: broken clouds at 3,400 ft; not recorded
- Temperature: 86°F (30°C), dew point 75°F (24°C)
- Altimeter: 29.00 inHg
- Observation at 7:50 pm from IAD
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.