Douglas DC-8-61 accident near Covington, Kentucky, March 15, 1994
On March 15, 1994 at about 12:27 pm local time, a Douglas DC-8-61, registered N817CK, was involved in an accident near Covington, Kentucky (Cincinnati airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 1 person was seriously injured; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE CAPTAIN'S IMPROPER DECISION TO CONDUCT FLIGHT AT HIGH ALTITUDE IN AN UNPRESSURIZED AIRPLANE, WHICH RESULTED IN HIS INCAPACITION FROM DEPRESSURIZATION SICKNESS. A FACTOR RELATED TO THE ACCIDENT WAS: MAINTENANCE PERSONNEL FAILED TO PROPERLY SECURE THE EMERGENCY EXIT DOOR AFTER IT WAS REMOVED TO PERFORM MAINTENANCE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 15, 1994 · about 12:27 pm local time
- Place
- Covington, Kentucky · Cincinnati
- Type
- Accident
- Injuries
- 1 person was seriously injured; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Douglas DC-8-61 · all DC-8-61s on the register
- Registration
- N817CK · no longer on the register · serial 45887
- Damage
- Not recorded
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
AT AN EN ROUTE STOP, COMPANY MAINTENANCE PERSONNEL OPENED THE FORWARD OVERWING EMERGENCY EXIT TO GAIN ACCESS TO A NAVIGATION LIGHT THAT NEEDED REPAIR. THE FLIGHT ENGINEER SAID THAT DURING PREFLIGHT INSPECTION, THE EMERGENCY EXIT APPEARED TO BE IN PLACE, THOUGH HE DID NOT PHYSICALLY EXAMINE THE EXITS OR LATCHES. LATER, DURING CLIMBOUT, THE FLIGHTCREW WAS UNABLE TO PRESSURIZE THE AIRPLANE. DESPITE OBJECTIONS FROM THE OTHER CREWMEMBERS, THE CAPTAIN ELECTED TO PROCEED WITH THE FLIGHT. THE CREW DONNED THEIR OXYGEN MASKS & A CLIMB WAS CONTINUED TO A CRUISE ALTITUDE AT FL330. SHORTLY AFTER LEVEL OFF, THE CAPTAIN BECAME INCAPACITATED FROM DECOMPRESSION SICKNESS. THE FIRST OFFICER TOOK COMMAND & THE FLIGHT DIVERTED FOR AN EMERGENCY LANDING AT COVINGTON, KY. AFTER FLIGHT, THE EMERGENCY EXIT DOOR WAS FOUND LAYING INSIDE THE AIRPLANE. WHEN CHECKED, THE EXIT DOOR WOULD NOT FIT PROPERLY IN THE FRAME, & THE DOOR LATCHES WOULD NOT ENGAGE THE LATCH PLATES ON THE FRAME, EVEN WHEN THE HANDLE WAS MOVED TO THE LOCKED POSITION.
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
- Flight time: 20,000 hours in all; 18,000 in this make and model; 149 in the last 90 days; 43 in the last 30 days; 18,000 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 47,167 hours
- Last inspection: continuous airworthiness programme, February 17, 1994; 101 hours since
- Maximum gross weight: 328,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: P&W JT3D-3B (turbofan); 0 hours total
The flight
- Departed from: YIP Ypsilanti MI at 11:33 am
- Destination: ATL Atlanta GA
- Flight plan: IFR
- Runway 36R, 10,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 260° at 14 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 8,500 ft; scat at 6,500 ft
- Temperature: 48°F (9°C), dew point 37°F (3°C)
- Altimeter: 29.00 inHg
- Observation at 12:53 pm from CVG, 55 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.