Douglas DC-3C accident near Petersburg, Alaska, June 26, 1989
On June 26, 1989 at about 7:05 pm local time, a Douglas DC-3C, registered N8042X, was substantially damaged in an accident near Petersburg, Alaska (Petersburg airport). It was a ferry flight under general aviation rules (Part 91). 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
THE PILOT'S IMPROPER DECISION TO DITCH THE AIRCRAFT WHEN IT COULD HAVE BEEN FLOWN BACK TO THE AIRPORT USING THE RIGHT SEAT CONTROLS. CONTRIBUTING FACTOR(S) WAS: THE FAILURE & SEPARATION OF A PORTION OF THE RIGHT AILERON FABRIC, AND THE PILOT'S EXCESSIVE FORCE APPLIED TO THE CONTROL WHEEL WHICH RESULTED IN OVERSTRESSING THE AILERON CONTROL CHAIN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 26, 1989 · about 7:05 pm local time
- Place
- Petersburg, Alaska · Petersburg · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Douglas DC-3C · all DC-3Cs on the register
- Registration
- N8042X · no longer on the register · serial 19041
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
IMMEDIATELY AFTER TKOF AT 200-300 FT AGL, A PORTION OF FABRIC SEPD FROM THE R AILERON. WHILE MANEUVERING THE ACFT THE PLT'S CONTROL WHEEL BECAME FREE, AND HE ELECTED TO DITCH USING FULL RUDDER & DIFFERENTIAL POWER. EXAM OF THE PLT'S CONTROL WHEEL AILERON CONTROL CHAIN REVEALED THAT THE CHAIN FAILED DUE TO OVERLOAD. THE RIGHT SEAT WAS OCCUPIED BY A MECHANIC EMPLOYED BY THE OPERATOR AND HELD A PRIVATE PLT CERT WITH SINGLE & MULTIENGINE RATING. HE STATED THAT HE SUGGESTED TO THE PLT THAT HIS CONTROLS WERE FUNCTIONING NORMALLY, BUT THE PLT DISAGREED & PROCEEDED TO DITCH THE ACFT. EXAM OF THE RIGHT CONTROL YOKE REVEALED AILERON MOVEMENT IN THE CORRECT DIRECTION.
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; instrument: airplane
- Flight time: 9,500 hours in all; 4,000 in this make and model; 115 in the last 90 days; 20 in the last 30 days; 9,300 as pilot in command; 1,500 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 10,762 hours
- Last inspection: inspection type not recorded, June 23, 1989; 7 hours since
- Maximum gross weight: 26,900 lb
- Seats: 33
- Landing gear: retractable
- Engine: P&W R-1830-94 (piston); 0 hours total
- Operator: California Air Tours, INC
The flight
- Departed from: PSG Petersburg AK at 2:00 pm
- Destination: KTN Ketchikan AK
- Flight plan: not recorded
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 010° at 8 knots, gusting 10
- Visibility: 12 statute miles
- Sky: overcast at 12,000 ft; scat at 4,000 ft
- Temperature: 55°F (13°C), dew point 45°F (7°C)
- Altimeter: 29.00 inHg
- Observation at 1:51 pm from PSG, 5 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.