Douglas DC3 accident near San Juan, Puerto Rico, April 26, 2009
On April 26, 2009 at about 8:15 am local time, a Douglas DC3, registered N136FS, was substantially damaged in an accident during taxi (to runway) near San Juan, Puerto Rico (Luis Munoz Marin International airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Worn electrical wires and a fuel pressure indicating system hose, which resulted in a ground fire during taxi.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 26, 2009 · about 8:15 am local time
- Place
- San Juan, Puerto Rico · Luis Munoz Marin International · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Douglas DC3 · all DC3s on the register
- Registration
- N136FS · no longer on the register · serial 24405
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
During taxi to a runway, the instrument panel and cockpit floor erupted in flames. Examination of the wreckage revealed that the majority of the wires contained inside the main junction box had very little damage except for two wires that had insulation missing. The damage appeared to be associated with the routing of the two wires. Both wires were connected to the battery relay and ran through wires in and around the exposed terminal studs. Heat damage was noted on the insulation of wires and other components that were in contact with the exposed wires. The wires ran from the battery relay to the forward section of the cockpit, where the fire started. Due to the fire damage that consumed the cockpit, the examination was unable to determine what system the wires were associated with. Further examination revealed that the fuel pressure was a direct indicating system. Fuel traveled directly to the instruments in the cockpit via rigid aluminum lines routed on the right lower side of the fuselage, where more severe fire damage was noted. Review of maintenance records did not reveal any evidence of the fuel pressure indicating system lines and hoses having ever been replaced; however, they were only required to be replaced on an as-needed basis. The electrical system, instrument lines, and hoses through the nose compartment were required to be inspected on a Phase D inspection; the airplane's last Phase D inspection was completed about 9 months prior to the accident and the airplane had accrued 313.1 hours of operation since that inspection.
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
What happened, in order
- Fire/smoke (non-impact) during taxi (to runway) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Electrical power system › (general) › Damaged/degraded
- cause Aircraft › Aircraft systems › Fuel system › Fuel indication system › Damaged/degraded
- Aircraft › Fluids/misc hardware › Misc hardware › Hoses and tubes › Not specified
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instrument: airplane
- Flight time: 50,233 hours in all; 7,000 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 48,800 as pilot in command; 5,000 on instruments
- Last flight review: December 28, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 957 hours in all; 204 in this make and model; 100 in the last 90 days; 24 in the last 30 days; 650 as pilot in command
- Last flight review: October 22, 2008
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 19,952 hours
- Last inspection: approved inspection programme, March 22, 2009; 40 hours since
- Maximum gross weight: 26,900 lb
- Seats: 5
- Landing gear: retractable
- Engine 1: P & W R-1830-90D (piston); 0 hours total
- Engine 2: P & W R-1830-90D (piston); 0 hours total
- Fire on the ground
- Operator: Four Star Aviation Inc
The flight
- Departed from: TJSJ San Juan PR at 8:28 am
- Destination: TIST Charlotte Amali
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 100° at 4 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,600 ft
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Altimeter: 30.04 inHg
- Observation at 8:56 am from TJSJ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 4 |
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.