Douglas DC-6A accident near San Manuel, Arizona, April 28, 1984
On April 28, 1984 at about 11:30 pm local time, a Douglas DC-6A, registered N92860, was destroyed in an accident near San Manuel, Arizona (San Manuel airport). It was a ferry flight under general aviation rules (Part 91, subpart F). 1 person was seriously injured and 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 28, 1984 · about 11:30 pm local time
- Place
- San Manuel, Arizona · San Manuel · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Douglas DC-6A · all DC-6As on the register
- Registration
- N92860 · no longer on the register · serial 44619
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91, subpart F)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT SKIDDED OFF THE DEPARTURE END OF THE RWY COLLAPSING THE LANDING GEAR IN A DITCH AS IT CAUGHT ON FIRE. THIS ACFTWAS ON A FERRY FLT AND HAD SEVERAL MECHANICAL PROBLEMS. AMONG THESE WAS THE PROP REVERSERS WHICH FAILED ON LANDING. THE ANTI-ICE/DE-ICE SYSTEMS FAILED TO WORK PROPERLY WHICH CONTRIBUTED TO THE NEED TO LAND SHORT OF DESTINATION. THE CO-PLT REPORTED THAT SHE DID NOT CHECK THE ANTI-ICING EQUIPMENT ON PRE-FLT. SHE WAS ALSO NOT QUALIFIED TO BE A CO-PLT ON THIS FLT. THE AIRSPEED INDICATORS WERE MALFUNCTIONING DURING LANDING. THE CREW MEMBERS ALL SAID THAT THEY KNEW THE AIRSPEED WAS MUCH TOO HIGH. THE CO-PLT SAID SHE COULD NOT UNDERSTAND HOW THE PLT THOUGHT HE COULD LAND AT SUCH A HIGH SPEED. SHE ALSO SAID HE CALLED FOR REVERSE AND APPLIED BRAKES TOO LATE IN THE ROLLOUT.
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; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,983 hours in all; 3,200 in this make and model; 190 in the last 90 days; 58 in the last 30 days; 4,780 as pilot in command; 590 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 92,200 lb
- Seats: 5
- Landing gear: retractable
- Engine: P&W P-2800 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: PIE St Petersburg FL at 3:24 pm
- Destination: P10 Chandler AZ
- Flight plan: IFR
- Runway 11, 4,200 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 18 knots, gusting 25
- Visibility: 15 statute miles
- Sky: overcast at 4,000 ft; scat at 2,000 ft
- Temperature: 36°F (2°C), dew point 0°F (-18°C)
- Observation at 11:30 pm, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.