Texas

Delta Air Lines flight 191 was a regularly scheduled passenger flight between Fort Lauderdale, FL (FLL), and Los Angeles, CA (LAX), with an en route stop at the Dallas/Fort Worth International Airport, TX (DFW). Flight 191, a Lockheed L-1011 TriStar airplane, departed Fort Lauderdale on an IFR flight plan with 152 passengers and a crew of 11 on board at 15:10 EDT. The DFW Airport terminal weather forecast contained in the flightcrew's dispatch document package stated, in part, that there was a possibility of widely scattered rain showers and thunderstorms, becoming isolated after 20:00 CDT. The flight was uneventful until passing New Orleans, Louisiana. A line of weather along the Texas-Louisiana gulf coast had intensified. The flightcrew elected to change their route of flight to the more northerly Blue Ridge arrival route to avoid the developing weather to the south. This change necessitated a 10 to 15-minute hold at the Texarkana, Arkansas, VORTAC for arrival sequencing at the DFW Airport. At 17:35, the flightcrew received the following ATIS broadcast: "DFW arrival information romeo, two one four seven Greenwich, weather six thousand scattered, two one thousand scattered, visibility one zero, temperature one zero one, dew point six seven, wind calm, altimeter two niner niner two, runway one eight right one seven left, visual approaches in progress, advise approach control that you have romeo". Fort Worth Air Route Traffic Control Center (ARTCC) then cleared flight 191 to the Blue Ridge, Texas, VORTAC for the Blue Ridge Nine arrival, and to begin its descent. At 17:43:45, Fort Worth ARTCC cleared flight 191 to descend to 10,000 feet, gave it a 29.92 in Hg altimeter setting, and suggested that the flight turn to a heading-of 250 degrees "to join the Blue Ridge zero one zero radial inbound and we have a good area there to go through.!' The captain replied that he was looking at a "pretty good size" weather cell, "at a heading of two five five ... and I'd rather not go through it, I'd rather go around it one way or the other." Fort Worth ARTCC then gave the flight another heading and stated "when I can I'll turn you into Blue Ridge, it'll be about the zero one zero radial." At 17:46, the center cleared flight 191 direct to Blue Ridge and to descend to 9,000 feet, and flight 191 acknowledged receipt of the clearance. At 17:48, the captain told the first officer, "You're in good shape. I'm glad we didn't have to go through that mess. I thought sure he was going to send us through it." Three minutes later, the flight engineer said, "Looks like it's raining over Fort Worth." At 17:51, Forth Worth ARTCC instructed flight 191 to contact DFW Airport Approach Control. At 17:56:28, Regional Approach Control's Feeder East controller transmitted an all aircraft message which was received by flight 191. The message stated in part, "Attention, all aircraft listening... there's a little rainshower just north of the airport and they're starting to make ILS approaches ... tune up one oh nine one for one seven left." At 17:59, the first officer stated, "We're gonna get our airplane washed," and the captain switched to Regional Approach Control's Arrival Radar-1 (AR-1) frequency and told the controller that they were at 5,000 feet. At 18:00, the approach controller asked American Air Lines flight 351 if it was able to see the airport. (Flight 351 was two airplanes ahead of flight 191 in the landing sequence for runway 17L.) Flight 351 replied, "As soon as we break out of this rainshower we will." The controller then told flight 351 that it was 4 miles from the outer marker, and to join the localizer at 2,300 feet; the controller then cleared the flight for the ILS approach to runway 17L. At 18:00, the approach controller asked flight 191 to reduce its airspeed to 170 knots, and to turn left to 270 degrees; flight 191 then acknowledged receipt of the clearance. Flight 191 had been sequenced behind a Learjet 25 for landing on runway 17L. At 18:02, the approach controller told flight 191 that it was 6 miles from the outer marker, requested that it turn to 180 degrees to join the localizer at or above 2,300 feet, and stated, "Cleared for ILS one seven left approach." The flight acknowledged receipt of the transmission. At 18:03:03, the approach controller requested flight 191 "to reduce your speed to one six zero please," and the captain replied, "Be glad to." Thereafter, at 18:03:30, he broadcast, "And we're getting some variable winds out there due to a shower... out there north end of DFW." This transmission was received by flight 191. At 18:03:46, the approach controller requested flight 191 to slow to 150 KIAS, and to contact the DFW Airport tower. At 18:03:58, the captain, after switching to the tower's radio frequency, stated, "Tower, Delta one ninety one heavy, out here in the rain, feels good." The tower cleared the flight to land and informed it, "wind zero nine zero at five, gusts to one five." At 18:04:07, the first officer called for the before-landing check. The flightcrew confirmed that the landing gear was down and that the flaps were extended to 33 degrees, the landing flap setting. At 18:04:18, the first officer said, "Lightning coming out of that one." The captain asked, "What?" and the first officer repeated "Lightning coming out of that one." The captain asked, and at 18:04:23, the first officer replied, "Right ahead of us." Flight 191 continued descending along the final approach course. At 18:05:05 the captain called out "1,000 feet." At 18:05:19, the captain cautioned the first officer to watch his indicated airspeed and a sound identified as rain began. The captain then warned the first officer, "You're gonna lose it all of a sudden, there it is." The captain stated, "Push it up, push it way up." At 18:05:29, the sound of engines at high rpm was heard on the CVR, and the captain said "That's it." At 18:05:44, the Ground Proximity Warning System's (GPWS) "Whoop whoop pull up" alert sounded and the captain commanded "TOGA". The CVR recording ended at 18:05:58. Witnesses on or near State Highway 114 north of the airport saw flight 191 emerge from the rain about 1.25 miles from the end of runway 17L and then strike an automobile in the westbound lane of State Highway 114. Subsequent investigation showed that the airplane had touched down earlier and became airborne again before striking the automobile. After the plane struck the car and a light pole on the highway, other witnesses saw fire on the left side of the airplane in the vicinity of the wing root. The witnesses generally agreed that the airplane struck the ground in a left-wing-low attitude, and that the fuselage rotated counterclockwise after the left wing and cockpit area struck a water tank on the airport. A large explosion obscured the witnesses' view momentarily, and then the tail section emerged from the fireball, skidding backwards. The tail section finally came to rest on its left side with the empennage pointing south and was subsequently blown to an upright position by wind gusts. One hundred and thirty-four persons on board the airplane and the driver of the automobile which was struck by the airplane were killed in the accident; 27 persons on board the airplane and 1 rescue worker at the accident site were injured, 2 passengers on the airplane were uninjured.

As the aircraft was climbing thru 14,800 feet for 19,000 feet, the pilot reported a rapid decompression. Two minutes later, he reported that he has lost the tail. Aircraft impacted in an inverted flat spin and the tail and a section of empennage were found about 3/4 mile away from main wreckage. Investigation revealed that a skin seam had split open along a 54' span in an area where 2 pieces of 'l' shaped channel had been riveted together to form a stringer. Normally the stringer would be made using a single piece of 't' shaped channel. The non-standard stringer had been fabricated during repairs made on the aircraft following a gear up landing 7 years prior to this accident. Analysis revealed that the rivets holding the 'l' channels together and failed in fatigue due to tensile cyclic loading whenever the aircraft was pressurized. Aircraft had a history of pressurization problems following the repair that was not properly performed or inspected. The pi1lot, sole on board, was killed.

The aircraft was involved in illegal activity when it was intentionally landed in an open pasture. During the landing, the aircraft veered left and struck a 30 inches high concrete culvert. The gear collapsed on contact with the culvert. Unknown personnel subsequently drug the aircraft with a vehicle to a barn. When they attempted to drag the aircraft into the barn, they tore the wings off and damaged the barn.

After approximately 1.5 hours of pipeline patrol flight at a planned altitude of 500 feet agl the aircraft flew into the flat terrain in a landing attitude. The aircraft went through a wire fence, heavy brush and small trees before coming to rest 437 feet from initial ground contact with all 3 gear collapsed. A physical examination and the pilot's statement indicate that the pilot was operating under an extreme amount of stress which may have resulted in chronic fatigue at the time of the accident. According to the pilot, he was accustomed to a very heavy flight schedule. The chief pilot attempted to assign an additional pilot but company budget constraints prevented such an assignment.

On or about 3/25/85, the aircraft was landed on a short private strip. During the landing, it overran the strip, then collided with a dirt bank and a tree. The pilot abandoned the aircraft. Neither he nor the new owner could be found. There was evidence that the aircraft had been set afire after the accident. The aircraft bore a registration of N23LX, but the aircraft data plate and FAA records showed that a registration of N23L should have been displayed. During a seemingly unrelated arrest, police found the records of N23L in another aircraft that was loaded with 1,500 lbs of marijuana. The pilot was presumed to have had no injuries.

The four engine aircraft was completing a training mission from Dyess AFB (Abilene) to the Gray AAF near Killeen, carrying eight crew members. En route, while flying at low height and dropping sand bags, the airplane went out of control and crashed near Fort Hood. All eight crew members were killed.

The aircraft crashed approximately 1.5 miles south of the departure end of runway 17 during an attempted runway 17 NDB approach. The aircraft was cleared for the approach at 2012 cst and the pilot canceled IFR reporting the airport in sight at 2014. A witness located approximately 1 mile south of the airport reported seeing the aircraft lights through the clouds, mist and fog as it was traveling south-southeast. The aircraft impacted the ground on a heading of 035° in a 10° to 15° left bank. Radar data indicates the aircraft was approximately 8 miles from the airport when IFR was canceled. Witnesses stated visibility in the area was about 1/8 of a mile during the time of the accident. The pilot, sole on board, was killed.

No evidence of preimpact mechanical failure or malfunction was noted during wreckage examination. The FAA operations inspector who was on board at the time of the accident stated there were no aircraft problems involved. The pic, who was in the process of taking her type rating checkride in the aircraft, failed to maintain directional control during a simulated engine failure after reaching V1 speed during the takeoff run. The total flight experience for the pic was 2,454 hours, most of which was acquired in multi-engine aircraft, with 387 hours being in the make and model aircraft involved in the accident. All listed experience in this make and model was obtained as second-in-command. All three occupants were killed.

Approximately 7 minutes after takeoff (at 1441), the pilot declared an emergency and said the left engine had lost power. He feathered the engine, diverted back toward the airport and descended to VFR conditions below the clouds. At 1448, the pilot said he had the airport in sight and turned onto a left downwind for runway 15. Reportedly, he extended the landing gear and began a left turn toward the runway. Reportedly, the aircraft was too close in and/or the pilot chose to make a right turn away from the airport to land. Witnesses lost sight of the aircraft during the turn due to low clouds or obstructions. The pilot lost sight of the airport for a short time, then relocated it, but said he had his 'hands full.' Shortly thereafter, the aircraft entered a steep descent, hit the edge (roof) of a building, crashed into a utility pole and the ground and burned. There was evidence the aircraft was inverted just before impact. An exam of the left engine revealed evidence the #6 connecting rod had failed from oil exhaustion. Only one cup of oil was found in the engine and it had a history of high oil consumption. The pilot, sole on board, was killed.

Aerial photos were being taken of the mishap aircraft. Mission called for a simulated water landing (actual water landing prohibited) by flying as close as possible to water. Copilot at controls descended aircraft to about 6 feet, then gradually reduced clearance to 6-12 inches above water, airspeed 105 mph. Copilot inadvertently allowed aircraft to touch water. On touchdown, aircraft decelerated violently and broke up, ejecting several of the occupants and coming to rest inverted. Examination of aerial photos shows aircraft hull at touchdown was slightly nose down vice normal landing attitude; water contact made at location of nose landing gear doors. Photos show outward rupturing of forward hull structure, nose gear doors missing. Hull at rear of step showed two parallel, 3-feet long by 2-in wide, fore-to-aft and outboard-to-inboard penetrations. Floor of shallow lagoon known to have scattered debris from petroleum explorations; however, no positive determination of aircraft contact with submerged object could be made. Seven occupants were killed while three others were injured.