United States of America

During arrival, the crew of NP flight 1802 contacted the company weather observer at Soldotna who advised the weather was: wind calm, ceiling 600 to 800 feet, visibility 8 to 10 miles, no precipitations. They made an NDB approach, but missed the approach and requested another approach. Approximately one minute later, the crew reported the aircraft had accumulated a heavy load of ice. They could have diverted nearby to Kenai for an ILS approach, but elected to make a VOR approach back to Soldotna. While being vectored, they made two more checks with the weather observer who advised the weather had deteriorated to below minimums and recommended diverting, but the crew did not acknowledge. Subsequently, the aircraft collided with trees on high terrain approximately 1.5 mile southeast of the airport. There was evidence the aircraft was circling when it crashed. Circling was not authorized south of runway 07/25. Investigations revealed recurring problems with the anti-ice system, its 'single' mode was inoperative, two de-ice boots were missing from prop blades. Weather station listed only one lighted marker (1/4 mile away) for visibility reference; minimum landing visibility was one mile; ceilometer was inoperative. No FAA inspection of weather station in 2 years. Icing forecasted. All nine occupants were killed.

The two atp rated pilots were en route back to their home base airport flying on an IFR flight plan in actual instrument weather conditions. Communications with ATC controllers was normal. During a night localizer approach into Millville municipal airport, an ATC specialist observed the aircraft passing through the localizer track and issued a vector for re-interception. The aircraft was subsequently observed tracking inbound on course. The pilot reported crossing the om. This was the last transmission heard from the pilot and was routine. The aircraft crashed into a wooded area just beyond the om and was destroyed in a post impact fire. Post accident examination of the wreckage revealed evidence to indicate the left engine was producing less power than the right engine at impact. Both occupants were killed.

The aircraft crashed after executing a missed approach at Whitefield during IMC weather. The aircraft was seen at 300-400 feet agl during some part of the maneuvering near the airport. The aircraft seemed to be heading for the airport when last seen by ground observers. The only indication of trouble was the low altitude of flight. The aircraft crashed at the 2,800 feet level of twin mountain on a heading of 120° at 2035 hours. It was last seen about 2015 hours. No fuel was found in the engine fuel dividers or fuel lines. The inboard tanks were more than half full of fuel. Normal operation calls for takeoff, climb and descent on the inboard tanks. The outboard tanks are used for non-maneuvering flight during cruise. A passenger was seriously injured while four other occupants were killed.

3-4 inch snow accumulation on aircraft prior to flight. Pilot said he swept snow off except an area he could not reach. Heavy snowfall, wet snow reported as aircraft was prepared for departure, during runup, taxi and takeoff. Pilot advised by tower that visibility was 1/8 mile with fog and snow. Published takeoff minimum for far 135 opn was 1/2 mile. After riking snowplow located 150 feet left of runway, aircraft continued over embankment and came to rest inverted. Ice and snow fnd on upper tail surface. Elevator trim indicated full nose down. Aileron trim ind left bank. Witnesses said engines sounded normal, landing lights on, 600 feet visibility from position of snowplow. Pilot said 35 inches map when descending. Map increased with additional throttle. No engine roughness.

Aircraft was on its runway 29 approach when it collided with ground one mile from the airport. A witness saw he aircraft fly over the airport to the west between 500 to 1,500 feet. Witnesses near the accident site saw the aircraft making abrupt maneuvers at low altitude prior to the accident. Engine sounds was described as 'racing', 'uneven', and 'loud'. Weather condition was described as fog, low ceiling, and light rain. Another pilot in same type aircraft was unable to land due to weather. Examination of the aircraft did not disclosed evidence of malfunction. Flight approach navaid facilities flight checked to be operational. There was no evidence of pilot physical impairment or incapacitation. The aircraft collided with the ground in a near vertical attitude. All four occupants were killed.

During arrival, at 0540:31, the captain was cleared for an rnav runway 05 approach and was told to contact London FSS on 121.6 mhz, 'now.' However, he did not make the radio call until approximately 3 minutes later. The aircraft broke out of the weather at about 1,000 feet and 1 mile from the airport (before the radio call). At that time, the runway lights were not on. The captain then advised the FSS to turn on the runway lights and he made a left pattern to circle back and land. During the next approach, the aircraft was high and fast on final approach and touched down long. The 1st officer recommended that the captain make a go-around, but the captain elected to continue the landing. When the captain realized that he would not be able to stop on the remaining runway, he retracted the gear. The aircraft then slid off the end of the runway, went over an embankment, became airborne for about 140 feet, then impacted in a large ravine area. The weight manifest was found to be in error. After allowing for a 500 lb fuel burnoff, the landing weight was estimated to be 14,668 lbs. The max gross weight limit was 14,500 lbs. All three occupants were injured.

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.

The aircraft crashed into the ocean shortly after takeoff on an unauthorized flight. The pilot was a student pilot who worked as a refueler of aircraft. The student pilot took the unattended parked aircraft without permission and went for a solo flight at sometime around 0200 hours. The flight ended almost as soon as it began as the aircraft crashed into the ocean 300 yards offshore from Key West, FL. The aircraft sank in 10 feet of water. The pilot was slightly injured.

The pilot continued the air taxi flight into adverse weather conditions and struck a mountain. The pilot, sole on board, was killed.