Charlotte

During the takeoff roll, after the pilot disengaged the nose gear steering, the airplane began to turn to the right. The copilot noticed fluctuations with the engine indications, and called for an abort. Power was reduced to idle, and the pilot corrected to the left using left rudder pedal and braking. The airplane turned to the right again, and the pilot corrected to the left. The airplane continued to turn left, and departed the left side of the runway, tail first, and was substantially damaged. The airplane had accrued 18,040.3 total hours of operation. It was powered by two turbofan engines, each equipped with an electronic fuel computer. Examination of the left engine's wiring harness revealed that the outer shielding on the fuel computer harness assembly was loose, deteriorated, and an approximate 3-inch section was missing. Multiple areas of the outer shielding were also chaffed, the ground wire for the shielding was worn through, and the wiring was exposed. Testing of the wiring to the fuel computer connector, revealed an intermittent connection. After disassembly of the connector, it was discovered that the connector pin's wire was broken off at its crimp location. Examination under a microscope of the interior of the pin, revealed broken wire fragments that displayed evidence of corrosion. Simulation of an intermittent electrical connection resulted in N1 spool fluctuations of 2,000 rpm during engine test cell runs. According to the airplane's wiring maintenance manual, a visual inspection of all electrical wiring in the nacelle to check for security, clamping, routing, clearance, and general condition was to be conducted every 300 hours or 12 calendar months. Additionally, all wire harness shield overbraids and shield terminations were required to be inspected for security and general condition every 300 hours or 12 calendar months, and at every 600 hours or 24 calendar months. According to company maintenance records, the wiring had been inspected 6 days prior to the accident.

The flight was cleared for a localizer approach to runway 32 at Newnan-Coweta County Airport during dark night conditions. About 8 minutes later the pilot reported to air traffic control that he had missed approach and would like to try another approach. The flight was radar vectored to the final approach course and again cleared for the localizer runway 32 approach. The flight was observed on radar to continue the approach until a point about 4 nautical miles from the airport, at which time radar contact was lost. The last observed altitude was 1,600 feet msl. The aircraft collided with 80-foot tall trees, while established on the localizer for runway 32, about 1.3 nautical miles from the runway. About the time of the accident the weather at the airport was reported as a cloud ceiling 200 feet agl, and visibility .75 statute miles. Post crash examination of the aircraft structure, flight controls, engines, propellers, and systems showed no evidence of pre-crash failure or malfunction.

The commercial pilot was on a part 135 cargo flight. Since the destination airport had no weather reporting facility, company policy and far 135 required a VFR descent and landing from the MVA. The pilot requested and received clearance for a localizer approach to the airport, although a nearby airport was reporting 400' broken/3 miles with fog. The pilot reported to ATC that he had missed his first approach, and requested a second approach to the same airport. After executing the missed approach, the aircraft impacted mountainous terrain while aligned with the extended centerline of the localizer. Cap personnel reported that the accident site was obscured in clouds at the time of the accident. The investigation revealed that the aircraft descended about 1,500 feet below a minimum altitude on the first approach attempt. Mode c altitude data was lost during the missed approach. Four years earlier, this pilot descended below glidepath on an ILS approach and crashed into trees with weather below approach minimums. The pilot, sole on board, was killed.

Aircraft was on training flight for initial copilot qualification for commuter air carrier. Instructor and two trainees were on board. The aircraft departed Charlotte at about 2314 edt for the Hickory area for training. At about 0015 edt, it was reported that the crew visited the Hickory FSS. After departing Hickory, the aircraft climbed to 5,500 feet and remained generally between Charlotte. At about 0145 edt, radar data showed the aircraft to be in a steep descent and gaining speed. The aircraft collided with tree limbs, a utility pole and the ground in about 35° angle of descent in a residential area of Conover, NC. Investigation revealed a nose up trim, which was approximately 75% of the available up-trim (3.38° upnose). This is an abnormal setting; so the entire trim unit was retained and sent to the Talley Corp for detailed exam. The ram end fittings were sent to ga tech research for surface fracture analysis. The exam showed ductile overstress and no indication of pre-cracked condition. Pitch trim emergencies are a part of sunbirds c-99 training program (fit 1 & 2). All three occupants were killed.

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.

While in cruising altitude on a cargo flight from Charlotte to Youngstown, the pilot reported engine problems and elected to divert to Charleston-Kanawha Airport for an emergency landing. After being cleared, he initiated the descent when the airplane went out of control and crashed in flames few miles from the airfield. The aircraft was destroyed and the pilot, sole on board, was killed.

On approach to Fort Wayne Airport, the pilot encountered limited visibility due to poor weather conditions (fog, rain falls and low clouds). He reduced his altitude to minimum and lost control of the airplane while completing a steep turn at low altitude. The airplane struck the ground and crashed in flames. The pilot, sole on board, was killed.

Eastern Air Lines Flight 512, a Douglas DD-7B, N815D, crashed during an attempted go-around following an instrument approach to runway 4R at New York International Airport, at 2145 e.s.t., on November 30, 1962 Of the 51 persons aboard, 21 passengers, 3 crew members and an additional crew member occupying the jump seat did not survive. Flight 512, regularly scheduled from Charlotte, North Carolina, non-stop to New York International Airport, entered a fog condition near the threshold of runway 4R. A go-around was initiated; however, the aircraft struck the ground in a slightly nose-high attitude and was virtually destroyed by impact and subsequent fire.

Shortly after takeoff from Charlotte-Douglas Airport, while in initial climb, the seaplane stalled and crashed in flames. A crew member was killed.

Apparently, the crew encountered an unexpected situation and was forced to attempt an emergency landing in a prairie. After landing, the aircraft rolled for few dozen yards and eventually crashed in a farmhouse located 6 miles south of Charlotte. The aircraft was destroyed and the farmhouse was seriously damaged. The crew escaped uninjured.
Thanks to Sam R. Stewart for his contribution and images.