Douglas DC3 N136FS

Summary

On 26 April 2009 at about 08:15 local time, a Douglas DC3 registered N136FS, operated by Four Star Aviation Inc, was involved in an accident near San Juan, United States. 4 people were on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

26 April 2009 at 08:15

Classification

Accident

Location

San Juan, United States

Nearest airport

Luis Munoz Marin International (TJSJ)

Coordinates

18.4394, -66.0019

Aircraft

Douglas DC3

Registration

N136FS

Category

Airplane

Engines

2

Operator

Four Star Aviation Inc

Operating rule

Part 135: Air Taxi & Commuter

Phase of flight

Not recorded

Route

San Juan → Charlotte Amali

Aircraft damage

Substantial

Weather

VMC

Light

Night

NTSB number

ERA09LA266

Nobody was injured.

Worn electrical wires and a fuel pressure indicating system hose, which resulted in a ground fire during taxi.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

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.

Quoted verbatim from the NTSB record.