Douglas DC-3 accident near Capon Bridge, West Virginia, May 19, 1990
On May 19, 1990 at about 3:30 pm local time, a Douglas DC-3, registered N1FN, was destroyed in an accident near Capon Bridge, West Virginia. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
INADEQUATE VISUAL LOOKOUT BY THE PILOTS OF THE DC-3, WHICH RESULTED IN THEIR FAILURE TO SEE-AND-AVOID THE POWERLINES. FACTORS RELATED TO THE ACCIDENT WERE: THE OBSTRUCTION (TRANSMISSION WIRES), AND THE LACK OF VISUAL CUES FOR THE PILOTS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 19, 1990 · about 3:30 pm local time
- Place
- Capon Bridge, West Virginia · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Douglas DC-3 · all DC-3s on the register
- Registration
- N1FN · registry record · serial 11685
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
WHILE SPRAYING GYPSY MOTHES WITH DIMILIN OVER WOODED/HILLY TERRAIN, THE DC-3 COLLIDED WITH POWER LINES IN A VALLEY AREA. WITNESSES IN AN NEARBY OBSERVATION AIRCRAFT REPORTED THE DC-3 ENTERED A GRADUAL CLIMB, WHICH CONTINUED UNTIL THE DC-3 WAS IN A STEEP NOSE HIGH ATTITUDE. THE PILOT OF THE OBSERVATION AIRCRAFT TRIED TO COMMUNICATE WITH THE DC-3 PILOTS, BUT COULD NOT MAKE RADIO CONTACT. THE OBSERVATION PILOT REPORTED THE DC-3 ENTERED A STALL/SPIN AT ABOUT 1200 FT AGL, THEN CRASHED. AN INVESTIGATION REVEALED NO EVIDENCE OF A PREIMPACT FAILURE. THE DC-3 WAS NOT EQUIPPED WITH A WIRE CUTTER KIT.
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, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 22,000 hours in all; 3,000 in this make and model; 21,000 as pilot in command; 6,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 34,906 hours
- Last inspection: approved inspection programme, April 25, 1990; 23 hours since
- Maximum gross weight: 26,200 lb
- Seats: 3
- Landing gear: retractable
- Engine: Wright R-1820 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MRB Martinsburg WV at 3:00 pm
- Destination: W16 Winchester VA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 250° at 8 knots
- Visibility: 25 statute miles
- Sky: broken clouds at 10,000 ft; not recorded
- Temperature: 70°F (21°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 3:50 pm from MRB, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.