Dallas-Fort Worth

A rejected takeoff was attempted when the slat disagree light illuminated and the takeoff warning horn sounded at 166 knots (V1). The pilot aborted the takeoff, but the aircraft accelerated to 178 knots ground speed before it began to decelerate. The deceleration was normal until 130 knots where an unexpected rapid decay in the deceleration occurred. The aircraft ran off the end of the runway at 95 knots, the nose gear collapsed, and the aircraft came to a stop 1,100 feet beyond the end of the runway. Eight of the ten brake sets failed. Post-accident exam of the brakes revealed that excessive brake wear occurred during the rejected takeoff. Testing showed that dc-10 worn brakes have a much greater wear rate during an rto. The faa does not require worn brake testing. Douglas did not use brake wear data from rto certification tests to set more conservative brake wear replacement limits. New brakes were used for those tests. All 254 occupants were evacuated, among them eight were injured, two seriously. The aircraft was damaged beyond repair.

The copilot was flying the aircraft as it was being ferried after minor maintenance. As they were in a descent and were approaching the destination airport, the captain noted a left engine torque fluctuation of 20% to 30% and elected to secure the engine, although no yawing was noticed. During shutdown, the left propeller did not feather and drag increased until the aircraft would not sustain level flight. An attempted restart of the left engine was unsuccessful, so the captain tried to feather it again. However, the left propeller still did not feather. Subsequently, the pilots were forced to land in an open field on uneven terrain and the aircraft was damaged. An extensive investigation was made, but no cause could be found for the torque fluctuation, nor could the condition be duplicated, however, the investigation did note that the air and ground procedures for engine shutdown were similar. A variation in the ground shutdown procedures allowed for engagement of the start latches.

About 6 minutes after takeoff, at 2138:31 cdt, the pilot reported level at 9,000 feet msl. At 2140:17, he transmitted that he had trouble and said he could not control or disconnect the autopilot (a/p) which was causing the aircraft to descend. At 2141:14, he stated he was descending at 6,000 feet/min. Another company pilot in another aircraft asked if he could find the breaker, meaning the a/p circuit breaker. At 2141:27, the pilot of N8CC replied, 'call you back.' Seconds later, radio and radar contact with N8CC were lost. A search was initiated, but the aircraft was not found until the following morning. An exam revealed the aircraft impacted in a steep, nose down, inverted attitude while at high speed; much of the wreckage was buried. No preimpact part failure/malfunction was found. With the a/p engaged, back pressure on the control column would have caused the a/p to trim nose down. Subsequently, the manufacturer issued a precautionary advisory to all MU-2 owner/operators regarding proper operation of the a/p and the various ways in which it can be disengaged. The pilot, sole on board, was killed.

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.

The aircraft departed Dallas on a regularly scheduled international passenger flight to Montreal, Quebec, Canada, with an en route stop at Toronto, Ontario, Canada. The flight left Dallas with 5 crew members and 41 passengers on board. About 1903, eastern daylight time, while en route at flight level 330 (about 33,000 feet m.s.l.), the cabin crew discovered smoke in the left aft lavatory. After attempting to extinguish the hidden fire and then contacting air traffic control (ATC) and declaring an emergency, the crew made an emergency descent and ATC vectored Flight 797 to the Greater Cincinnati International Airport, Covington, Kentucky. At 1920:09, eastern daylight time, Flight 797 landed on runway 27L at the Greater Cincinnati International Airport. As the pilot stopped the airplane, the airport fire department, which had been alerted by the tower to the fire on board the incoming plane, was in place and began firefighting operations. Also, as soon as the airplane stopped, the flight attendants and passengers opened the left and right forward doors, the left forward overwing exit, and the right forward and aft overwing exits. About 60 to 90 seconds after the exits were opened, a flash fire engulfed the airplane interior. While 18 passengers and 3 flight attendants exited through the forward doors and slides and the three open overwing exits to evacuate the airplane, the captain and first officer exited through their respective cockpit sliding windows. However, 23 passengers were not able to get out of the plane and died in the fire. The airplane was destroyed.

On approach to Oklahoma City-Will Rogers Airport, the twin engine airplane stalled and crashed in flames in Newcastle, about 8 miles south of the airport. The aircraft was destroyed and both pilots were killed.

While on a night mail flight from Amarillo to Dallas-Fort Worth Airport, the pilot encountered very bad weather conditions. The aircraft descended into ground in an area of extremely violent weather and crashed in a mountainous area located near Claude. SAR operations were conducted but eventually suspended few days later as no trace of the aircraft nor the pilot was found. The wreckage was discovered on 29 August 1975 in an isolated area. The aircraft was totally destroyed and the pilot was killed.

On final approach to Bethany Airport by night, the pilot completed a last turn to join the approach path when he lost control of the airplane that crashed in flames few miles from the airfield. A passenger was seriously injured while four other occupants were killed.

The crew was completing a training flight from Amarillo to Dallas-Fort Worth Airport. While climbing to an altitude of 41,000 feet, the crew lost control of the aircraft that entered an uncontrolled descent, dove into the ground and eventually crashed in a field located about a mile southwest of Clarendon, Texas. The aircraft was totally destroyed upon impact and both occupants were killed. Turbulences were reported in the flight area at the time of the accident.

During the takeoff run from Dallas-Fort Worth Airport, the airplane caught fire for unknown reasons. The pilot was able to make an emergency stop and all three occupants escaped with minor injuries. The aircraft was destroyed by fire.