Douglas DC3C N467KS

Summary

On 21 January 2019 at about 14:12 local time, a Douglas DC3C registered N467KS, operated by AFM Hardware Inc, was involved in an accident near Kidron, Ohio, United States. 2 people were on board and 2 died. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

21 January 2019 at 14:12

Classification

Accident

Location

Kidron, Ohio, United States

Nearest airport

Stoltzfus Airfield (OH22)

Coordinates

40.7556, -81.7769

Aircraft

Douglas DC3C

Registration

N467KS

Category

Airplane

Year built

1942

Engines

2

Operator

AFM Hardware Inc

Operating rule

Part 91: General Aviation

Purpose of flight

Positioning

Phase of flight

Not recorded

Route

Kidron → Akron

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CEN19LA056

2 people died.

The loss of airplane control after an engine flameout and auto-feather system interruption during the takeoff climb, which resulted in an impact with terrain.

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

Read the full NTSB narrative

The two pilots departed in a turbine powered DC-3C at maximum gross weight for a repositioning flight. The airplane was part of a test program for new, higher horsepower engine installation. Soon after liftoff and about 3 seconds after decision speed (V1), the left engine lost total power. The propeller began to auto-feather but stopped feathering about 3 seconds after the power loss. The airplane yawed and banked to the left, descended, and impacted terrain. Recorded engine data indicated the power loss was due to an engine flameout; however, examination of the engine did not determine a reason for the flameout or the auto-feather system interruption. While it is plausible that an air pocket developed in the fuel system during the refueling just before the flight, this scenario was not able to be tested or confirmed. It is possible that the auto-feather system interruption would have occurred if the left power lever was manually retarded during the auto-feather sequence. The power loss and auto-feather system interruption occurred during a critical, time-sensitive phase of flight since the airplane was at low altitude and below minimum controllable airspeed (Vmc). The acutely transitional phase of flight would have challenged the pilots' ability to manually feather the propeller quickly and accurately. The time available for the crew to respond to the unexpected event was likely less than needed to recognize the problem and take this necessary action – even as an immediate action checklist/memory item.

Quoted verbatim from the NTSB record.