Detroit-Metropolitan-Wayne County

After the pilot was cleared for an RNAV-B approach, the aircraft crashed on hilly terrain approximately 3 miles southeast of the airport at an elevation of 750 feet msl. Impact occurred after the aircraft had turned to the south-southeast and was descending. Minimum descent altitude (MDA) for the approach was 1,680 feet. No preimpact mechanical problems were found. Approximately 4 hours before takeoff, FSS personnel provided a weather briefing. There was no weather reporting station at the destination, but the area forecast was for marginal VMC with isolated visibilities of 3 to 5 miles in light snow showers. Pellston (approximately 25 miles away) was forecast for a chance of 1,200 feet overcast and 3 miles visibility with light snow showers, but this info was not given to the pilot. Later, when the pilot filed an IFR flight plan, he did not update his weather briefing. While en route, he checked the Pellston and Traverse City weather and was advised they had indefinite or obscured ceilings of 1,500 feet or less with gusty winds and light snow squalls. According to witnesses, there were snow showers or squalls in the accident area with 1/4 to 3/4 miles visibility. The missed approach procedure called for: right climbing turn to 3,000 feet, proceed to the IAF (8 miles south of airport) and hold. Both occupants were killed.

About 2050 on March 13, 1986, Simmons Airlines flight 1746, an Embraer Bandeirante, EMB-110P1, operating as a regularly scheduled flight, departed the Detroit Metropolitan Airport en route to Sault Ste Marie, Michigan, with a stop in Alpena, Michigan. The en route portion of the flight to Alpena was uneventful. However, due to the prevailing instrument meteorological conditions, the crew was unable to complete the instrument landing system (ILS) approach and land and they declared a missed approach at 2142. At 2153, the flight was cleared for a second ILS approach to Alpena. At 2156, the crew acknowledged that radar services were being terminated. This was the last transmission from the airplane. About 2215, a motorist reported that the airplane had
crashed. The airplane was found in a wooded area about 300 feet to the left of the extended centerline, and 1 1/2 miles short of the threshold of runway 01 at Alpena. The airplane was destroyed and two of the seven passengers and one of the two crewmembers onboard were killed.

A 100-feet ceiling with 3,000 feet RVR existed at Detroit. The pilot attempted an ILS approach with a 200 feet dh when he struck trees one mile from the runway. He flew the aircraft to the airfield but crashed near the threshold. The only approach plates found onboard were for Detroit and Midway in Chicago. Midway was his final destination after Detroit. He did not have enough fuel to get to Midway. The rest of his approach plates were later found in his personal vehicle back in Pennsylvania. The pilot, sole on board, was killed.

The copilot begun takeoff with 2,700 rpm and 52 to 53.5' of manifold pressure (mp). Water injection was not used although 12 gallons was available. At 150 to 250 feet agl, the left engine lost power and the left propeller auto feathered. The captain took control and took action to verify left engine feathering. Neither pilot moved any of the other engine controls. A turn was initiated to return to the airport, but the aircraft began losing speed and altitude. Subsequently, it crash landed in a partly wooded area short of an open field and burned until firefighting personnel arrived. The impeller was demolished by fire, but evidence of debris from the impeller was found in the left engine intake and on top of its #3 and # 11 piston. The company's stated policy was to use water (wet takeoff), except when precluded by mechanical malfunction or lack of additional fluid; however, 4 dissimilar power charts were found in the aircraft. Takeoff weight was 38,670 lbs. Performance manual showed aircraft capable of 420 fpm climb with 12° of flaps, one prop feathered, landing gear up, dry power (no water). Max power setting was 2,700 rpm and 56' mp for dry takeoff; 2,800 rpm and 59.5' mp for wet takeoff. Both pilots were seriously injured.

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.

United Flight 2885 departed Cleveland at 01:15 for a cargo flight to Los Angeles via Detroit. The DC-8 arrived at Detroit at 01:52. Cargo for Detroit was unloaded, the airplane was refueled, and cargo for Los Angeles was loaded. The engines were started, and then the crew called for taxi instructions at 02:45:58. During the taxi, the flightcrew accomplished the before takeoff checklist. The second officer called "trim" and the first officer responded "set". The flightcrew however, inadvertently overlooked setting the stabilizer trim for takeoff, and the setting of 7.5 units ANU was the previous landing trim setting. At 02:49:16, the captain, the first officer, and the second officer discussed the idea of the first officer switching seats with the second officer. They then switched seats about 02:49:40. United 2885 called for clearance onto runway 21R at 02:49:58 and was cleared for takeoff at 02:50:03. The throttles were advanced for takeoff at 02:51:05 and power stabilized 7 seconds later. Speed callouts "eighty knots" and "Vee One" were called by the captain and the airplane broke ground about 02:51:41. The airplane continued to climb with wings level to about 1,000 feet. The airplane then rolled to the right in a gradual right turn until it was in a wings vertical position (right wing down, left wing up) and crashed into a freshly plowed farm field.

After takeoff from Detroit-Wayne County Airport, while in initial climb, the pilot reported a loss of power on the left engine and elected to return for an emergency landing. He quickly realized he could not make it so he attempted an emergency landing in an open field. The airplane belly landed and slid for few dozen yards before coming to rest, bursting into flames. Both occupants were able to evacuate the cabin and were uninjured. The aircraft was destroyed by fire.

The airplane crashed while landing on runway 09 at Detroit-Metropolitan-Wayne County Airport. The airplane was returning executives of Massey-Ferguson, Inc., to South Bend, Indiana, Detroit, Michigan, and Toronto, Canada, following a meeting at the company's headquarters in Des Moines, Iowa. During the descent, the aircraft flew in light to moderate, occasionally severe icing conditions. Shortly before the Learjet was to land, a McDonnell Douglas DC-9 was cleared for takeoff. Witnesses saw the Learjet cross the threshold in a normal landing attitude and seconds later roll violently. The airplane was in a steep right bank when the wing tip tank struck the runway 2,440 feet from the threshold and the airplane burst into flames. The two pilots and four passengers were killed.

The twin engine airplane departed Detroit-Wayne County Airport at the end of the afternoon on a flight to Saranac Lake-Adirondack Airport, NY. While descending by night and limited visibility due to snow falls, at an altitude of 3,100 feet, the airplane struck tree tops and crashed in a wooded area located on Mt Nye, in The Adirondack Mountain Range, about six miles south of Lake Placid. As the airplane failed to arrive, SAR operations were initiated but eventually abandoned after few days as no trace of the aircraft nor the three occupant was found. Walkers found the wreckage on 29 April 1979, about 16 miles southeast of Saranac Lake Airport.

Just after a night takeoff from Oshawa Airport, while climbing, the twin engine airplane struck trees and crashed in a wooded area. Both pilots were killed. They were en route to Detroit-Wayne County Airport with automobile parts on board. The Rausch Super 18 was a Lockheed AT-18 Hudson NC33367 (msn 7463) with a Lodestar N94538 (msn 18-2095) rear fuselage and tail group.