New Jersey

During takeoff ground run, at a speed of 95 knots, the pilot pulled the control wheel back to lift off. The control wheel, according to the pilot, would not go back more than about 2 inches; which is less than half the normal full aft travel. The aircraft reached a speed of about 105 knots and had traveled more than half of the runway length when the pilot aborted the takeoff. The pilot was unable to stop the aircraft on the runway. The aircraft went off the runway and subsequently collided with an occupied car that was on a nearby street. The investigation revealed the left side VOR indicator had loosened from its mounting clamp on the instrument panel and it was laying against the control wheel tube, behind the instrument panel, limiting the control wheel to 2.5 inches of rearward travel. The pilot stated that he removed the control lock before engine start and performed a flight control check before takeoff. All four occupants were injured while on person in the car hit by the aircraft was killed.

A Dassault Falcon 50 jet (N784B) and an Air Pegasus Piper PA-28-181 Archer (N1977H) collided about 1500 feet over the towns of Fairview and Cliffside Park, New Jersey, USA. The Falcon 50 was cleared for a standard instrument approach procedure in visual meteorological conditions and was in a left turn to position itself on the downwind leg to runway 19 at the Teterboro Airport, and the PA-28 was transiting the airport traffic area from west to east when they collided. The accident occurred 4 1/2 miles east-southeast at the edge of the airport traffic area in visual meteorological conditions. Both airplanes had been in radio contact with the Teterboro control tower. The flightcrew, the only occupants aboard the Falcon 50, and the pilot and two passengers onboard the PA-28 were killed. The Falcon 50 crashed into an apartment building killing one resident and seriously injuring two bystanders.

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.

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 was on a night check courier flight. During arrival, the indicated airspeed was well above the legal limit of 250 knots for flight below 10,000 feet. Runway 04R was selected for landing after the crew were advised that their original choice (runway 11) was noise sensitive. They were advised not to descend below 2,000 feet until on final approach. The turn to final was completed about one mile from the runway at an altitude of approximately 700 feet. A steep (5°) final approach was flown with an estimated 1,000 fpm rate of descent. On landing, the aircraft bounced, banked/turned to the right, then it hit the ground, right wing first and burned. An exam of the wreckage revealed the aircraft was configured with the gear extended, the flaps down 20° and the spoilers retracted. No evidence of a preimpact part failure or malfunction was found. The trim was set for a heavy right wing and the fuel switches were set to x-feed fuel. Toxicological checks showed that both pilots had used or been exposed to marijuana and had CO2 in their blood from smoking; use of medication (phenylpropanolamine) by copilot. Evidence of possible fatigue/stress to both. Both pilots were killed.

Aero Commander 560E, N3827C (27C) was returning from Blairstown where it had been flown for minor maintenance. The pilot was on an IFR flight plan, cleared by New York tracon to proceed at 2,000 feet msl on a radar vector of 170° for an ILS approach to the Teterboro Airport. The aircraft was equipped with an altitude encoding transponder that was being used. The pilot was advised of numerous targets at his 12 o'clock position. At approximately the same time, Cessna 182Q, N96402 (402), was on a flight from the Kupper Airport to Ramapo Airport. A direct route between these airports would have intersected the nw edge of the New York TCA where positive control began between 1,800 and 7,000 feet msl. The pilot was proceeding VFR with no flight plan and was not in radio communication with any ATC facility. 402 was equipped with a transponder that was operating, but had no altitude encoding capability. As the aircraft converged, 402 was on a northeasterly heading. The planes collided about 1 mile inside the TCA. Then impacted the ground approximately 1,500 feet apart. A map was found in 402 with a line drawn between the airports and intersecting the TCA. All three occupants in both aircraft were killed.

Prior to flight the spark plugs on both engines were replaced due to minor engine vibration and the landing gear retract system wiring repaired due to the gear not retracting electrically on a prior occasion. After takeoff the gear would not retract electrically and the passenger had to crank up the gear manually. After the parachute jump the pilot shut down the left engine to isolate the vibration. He then started the left engine and feathered the right engine. Unable to unfeather the right engine he elected to land with full flaps and gear down after a straight-in approach. As he approached the threshold a Cessna 150 taxied onto the runway. The pilot executed a go-around while trying to retract the flaps and gear electrically without results. The passenger was attempting to retract the gear manually when the aircraft struck a tree. The pilot stated he did not make his landing intentions known on unicom during the approach. No pre-impact discrepancies were found to preclude normal prop operation. Normal elect power is halved with one generation inoperative.

While in cruising altitude, one of the engine failed. The pilot lost control of the airplane that stalled and entered a spin. It crashed in a field located near Vineland and exploded on ground. All four occupants were killed.

Shortly after takeoff from runway 24 at Teterboro Airport, while climbing, one of the engine caught fire after the exhaust pipe separated. The pilot lost control of the airplane that crashed in flames in Carlstadt, less than 1,2 mile from the runway end. The aircraft was destroyed and all three occupants were killed.

About 2326LT on December 12, 1976, an Atlantic City Airlines, Inc., De Havilland DHC-6 Twin Otter (N101AC) operating as Allegheny Commuter Flight 977, crashed about 4,000 feet short of the approach end of runway 19 at Cape May County Airport, New Jersey. The flight was making a VOR approach to runway 23 with a circle to land on runway 19. Of the 10 persons aboard, 4 died of injuries received in the crash. The aircraft was destroyed. About 10 minutes before the accident, according to official observation logs, at Cape May County Airport the sky was obscured with a 400 feet indefinite ceiling; the visibility was 1 mi in fog; and the wind was from 250° at 6 kns. Visibility was 1 mi to the south and west and 1 1/2
mi to the east and north.