Mcdonnell Douglas DC-9-31 accident near Cedar Rapids, Iowa, October 14, 1995
On October 14, 1995 at about 1:51 am local time, a Mcdonnell Douglas DC-9-31, registered N945AX, was substantially damaged in an accident near Cedar Rapids, Iowa. It was flown under scheduled airline rules (Part 121). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate installation of a thrust reverser, driver linkage arm pivot bolt and nut, which resulted in the nut and bolt becoming disconnected. A factor relating to the accident was: the manufacturer's unclear information regarding the type and number of washers to be installed on the pivot bolt assembly.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 14, 1995 · about 1:51 am local time
- Place
- Cedar Rapids, Iowa · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas DC-9-31 · all DC-9-31s on the register
- Registration
- N945AX · no longer on the register · serial 47551
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
Shortly after an intermediate level-off at 13,000 feet, the crew heard a loud bang and felt the airplane shudder. They diverted to a nearby airport. During the landing roll, the engine's thrust reversers were deployed. The right engine thrust reverser deploy light illuminated. The left engine thrust reverser deploy light did not illuminate. Maintenance personnel found the left engine lower thrust reverser door had been struck repeatedly by the top reverser door. An investigation revealed broken and bent thrust reverser linkages. A pivot bolt, washers, castellated nut, and cotterpin associated with a driver linkage arm were missing. Two other company airplanes were found with a missing cotterpin from the pivot bolt. Examination of these assemblies revealed the bolt end did not protrude beyond the nut's outer edge. The result was that the cotterpin could not fit through the hole in the bolt. The manufacturer's parts manual and maintenance manual text indicated that one countersunk washer should have been below the bolt head and one flat washer under the nut. However, the corresponding illustration in the maintenance manual showed an additional washer (2 washers) under the nut.
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; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 10,775 hours in all; 5,250 in this make and model; 140 in the last 90 days; 70 in the last 30 days; 9,000 as pilot in command; 1,400 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 50,975 hours
- Last inspection: continuous airworthiness programme, December 26, 1995; 584 hours since
- Maximum gross weight: 105,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: P&W JT8D-9A (turbofan); 0 hours total
- Operator: Airborne Express INC
The flight
- Departed from: DSM Des Moines IA at 1:43 am
- Destination: ILN Willmington OH
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 240° at 5 knots
- Visibility: 20 statute miles
- Sky: overcast at 15,000 ft; not recorded
- Temperature: 54°F (12°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 1:52 am from CID
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.