# CAB Aircraft Accident Report, Northwest Airlines Flight 293/Supplemental Data

Report released April 21, 1964.
SUPPLEMENTAL DATA
Investigation
The Civil Aeronautics Board was notified of this accident on June 3, 1963. An investigation was immediately initiated in accordance with the provisions of Title VII of the Federal Aviation Act of 1958, as amended. Deposition proceedings were conducted at Minneapolis, Minnesota, on September 16-17, 1963, and Seattle, Washington, on September 19, 1963.
Air Carrier
Northwest Airlines, Inc., is a Minnesota corporation with its principal business office at Minneapolis, Minnesota. The corporation holds a certificate of public convenience and necessity issued by the Civil Aeronautics Board, and an air carrier operating certificate issued by the Federal Aviation Agency.
The Aircraft
N 290, a Douglas DC-7C, was manufactured August 19, 1957, and delivered to Northwest Airlines, Inc., new. It had a total flying time of 17,418 hours. The last major inspection was completed 379 hours before the accident and the last line maintenance inspection was completed 7:30 hours before the accident. The aircraft was powered by four Wright R-3350 988TC18—EA4 engines, and four Hamilton Standard 34E6O propellers. The maintenance records indicated that the aircraft and its powerplants had been maintained in accordance with FAA approved procedures.
Flight Personnel
Captain Albert F. Olsen, age 54, held airline transport certificate No. 31110 issued February 27, 1956, with an airplane multiengine land rating. He held type ratings for DC-3, DC—4, DC-6-7, Boeing 377, and Lockheed Constellation. Captain Olsen had 15,465 hours flying time with 3,665 hours in this type of equipment. His total instrument time as of January 31, 1963, was 1,545 hours. He had seven days rest before commencing this flight. He had flown a total of 239 hours in this type equipment in the preceding 90 days. Captain Olsen checked out in this equipment on March 11, 1957. His last proficiency check in a DC-7 was February 9, 1963, and his last route check from Seattle to Anchorage was September 8, 1962. His ground training and air/sea rescue training was current. His last medical examination was accomplished February 12, 1962, and he received a Class I medical certificate with a limitation that "Holder shall possess corrective glasses for near vision while exercising the privileges of his airman certificate."
First Officer Donald R. Wenger, age 41, held airline transport pilot certificate No. 63364-41 issued November 13, 1961, with an airplane multiengine land rating and type ratings in DC-3, DC-4, DC-6-7, commercial privileges, airplane single engine land, and a flight engineer's certificate No. 1495593 issued May 5, 1961.
First Officer Wenger checked out in this type of equipment on March 13, 1957, as a copilot and December 1, 1962, as a captain. He had a total of 11,489 hours flying time with 635 hours in this type. He had his last proficiency check as a ​captain, DC-7, December 23, 1962. His ground training and air/sea rescue training was current. He received a first-class medical certificate March 15, 1963, with no limitations.
Flight Engineer Kenneth A. Larson, age 47, held flight engineer certificate No. 1148275 issued November 9, 1953, and mechanic certificate No. 356044 with ratings for aircraft and aircraft engines issued January 13, 1949. He had a total flying time of 7,700 hours with 1,431 hours in this type of equipment. He checked out in this type of equipment March 20, 1957, and had his last proficiency check March 26, 1963. His ground training and air/sea rescue training were current. He received a Class II medical certificate October 8, 1962, with the following limitations: "Holder shall wear corrective glasses and shall have available a second pair of corrective glasses while exercising the privileges of his airman certificate."
The cabin attendants, Steward Donald K. Schaap, and Stewardesses Joan V. Morris and Patricia L. Moran, were properly trained for their duties.
This work is in the public domain in the United States because it is a work of the United States federal government (see 17 U.S.C. 105).
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