Lockheed L-188 Electra

While in climb at 18,000 feet the crew heard and explosion and lost n°3 and 4 engines. They visually noted that the propellers and portions of the gearboxes were also missing. They then shut down no 2 engine due to erratic indications. They declared an emergency and landed. The gear boxes and propellers were not recovered from the caribbean sea.

While approaching Tegucigalpa-Toncontin Airport in poor weather conditions, the crew failed to realize his altitude was too low when the aircraft struck the south slope of Cerro de Hula (1,600 meters high) located 14 km from runway 01 threshold. The aircraft was destroyed and all three crew members were killed.

After landing at Trelew-Almirante Zar Airport runway 06, the aircraft collided with a truck that was parked at the side of the runway. The left main gear collapsed and the aircraft came to rest. All 23 occupants evacuated safely while the aircraft was damaged beyond repair.

After takeoff from Quito-Mariscal Sucre Airport, while climbing, the left main gear warning light remained on. The captain decided to divert to Taura AFB for an emergency landing. The aircraft belly landed and slid for few dozen meters before coming to rest. All 99 occupants escaped uninjured while the aircraft was damaged beyond repair.

The engine n°2 was inoperative due to technical problems and the crew decided to takeoff on a positioning flight to Quito with only three engines. Shortly after takeoff from Lago Agrio Airport, while in initial climb, the engine n°1 caught fire and exploded. The crew lost control of the aircraft that banked left and crashed, bursting into flames. All seven occupants were killed.

Few minutes after takeoff from Kasongo-Lunda, en route to Kinshasa, the crew encountered engine problems. He completed an emergency landing in the bush about 80 km north of Kasongo-Lunda. The aircraft crash landed and was damaged beyond repair. Two passengers were killed while 12 other occupants were injured.

On approach to Padang-Tabing Airport, both wheels on the right main gear detached and fell on a watch manufacture located in the approach path. The captain decided to divert to Medan-Polonia Airport more suitable for an emergency landing. Following a normal approach, the four engine aircraft belly landed and slid for few dozen meters before coming to rest. All 45 occupants evacuated safely while the aircraft was damaged beyond repair.

During gear retraction after takeoff, the right main gear became jammed in a partially retracted position and the respective in-transit gear light would not extinguish. Attempts to recycle the gear were unsuccessful. The flight crew diverted to Atlanta, GA; then decided to land at Dobbins AFB, where there was a long, wide runway that could be foamed. Foam was applied to approximately 300 feet of runway 29. The aircraft was landed with the nose and left main gear extended and the right main gear partially retracted. Subsequently, the aircraft veered to the right and stopped with the nose gear approximately 70 feet off the runway. Fire erupted in the area of the right main gear; however, the fire was quickly extinguished by fire dept personnel. An investigation revealed the clearance between the main landing gear door hook, pn 803845-1, and the strut roller was excessive. The reason for the improper clearance was not determined. Lockheed service bulletin 88/sb-558 warned that excessive clearance combined with a drop in hydraulic pressure, gust or maneuver could result in the gear jamming. All three crew members were uninjured.

A Galaxy Airlines Lockheed L-188A Electra, registration N5532, was scheduled operate flights from Seattle (SEA) to Oakland as Flight 201, from Oakland to Reno (RNO) as Flight 202, from Reno (RNO) to Minneapolis (MSP) as Flight 203 and finally returning to Seattle using flight number 204. Scheduled departure time for Flight 201 had been 15:30, but had been delayed and the airplane departed Seattle at 20:19 on a ferry flight to Oakland, where it arrived at 22:25. Sixty-five passengers boarded the plane for the flight to Reno. Following ground servicing the ground handler supervisor signalled to the crew that they could commence engine starting. However, after engines one and four were started, he noticed that the other ground handler was unable to disconnect the air start hose. It was stretched taut from the power cart to the airplane’s air start access panel, located on the underside of the right wing leading edge, close to the fillet area. The supervisor gave the flightcrew an emergency stop signal, left his position, and disconnected the hose. None of the two ground crew members remembered closing the air start access door. At approximately 00:59 the first officer requested taxi instructions Reno tower almost immediately thereafter cleared Galaxy 203 to taxi to runway 16R. The aircraft taxied to the runway and at 01:01:32 the first officer requested takeoff clearance. Four seconds later Galaxy 203 was given clearance to take off from runway 16R. While accelerating through V1 speed, a "thunking" type sound was heard, followed by another one just after V2. Heavy airframe vibration started after liftoff. The captain reacted to the airplane’s vibration by reducing power significantly in all four engines, indicating that he believed the vibration was caused by the powerplants or propellers. The airplane reached an altitude of about 200-250 feet and started a right hand turn to return to the airport. The Electra then entered an aerodynamic stall buffet because of insufficient engine power to maintain flight. The Electra crashed into a field, bounced, slid into some mobile homes and burst into flames. Of the 71 occupants, three initially survived the crash. One died on January 29, while the second died of injuries on February 4. The sole survivor, a 17-year-old male, was thrown clear of the airplane onto the adjacent highway.

During arrival to the Kansas City Downtown Airport, the flight was vectored for a VOR runway 03 approach, then was cleared for the approach and to circle and land on runway 36. On final approach, the aircraft was high and was not in a position to land, so the flight was cleared to circle left for another approach to land. The aircrew acknowledged and began circling left which took them in the vicinity of the Fairfax Airport. A short time later, the ATC controller cautioned that the flight might be lining up for the Fairfax Airport. Subsequently, the crew initiated a missed approach and were instructed to turn to 360° and climb to 3,000 feet. The aircraft began a steep climb to 3,100 feet, stalled and entered a steep descent. Before the descent was arrested, the aircraft impacted in a public water treatment plant. CVR recordings indicated that the 1st officer was flying the aircraft during the en route descent, VOR approach and circling approach, then the captain took control during the missed approach. An exam of the wreckage revealed no evidence of an airframe or powerplant problem. Also, there was no evidence that the cargo had shifted. All three crew members were killed.