Pennsylvania

As the aircraft was climbing thru 19,000 feet at night, the #2 generator (gen) light came on. The flight crew noted there was no output from the #2 gen and it would not reset. They then checked the #1 gen voltage and noted it was 14 to 15 volts. The crew reduced the electrical load; however, about 5 minutes later, the batteries became discharged and there was a total loss of electrical power. Using a flashlight, the crew diverted to the Chester County Airport which had a 4,600 feet runway. The gear was extended with the emergency system. The elevator trim was inoperative, so both pilots applied back pressure on the yoke to overcome the nose down tendency. After landing about 1/4 of the way down the runway, the crew tried to use the thrust reversers, but the reversers were inoperative. Subsequently, the aircraft continued off the side and beyond the end of the runway, hit a wooden beam and a snowbank, then came to rest in a ditch. An investigation revealed a shaft failure of the #2 gen (starter/gen) and worn brushes in the #1 gen. With total electrical failure, the following were also inoperative: wing flaps, anti-skid, capt's airspeed indicator and altimeter, nose wheel steering, cockpit lighting.

During arrival, the crew of USAir flight 499 landed on runway 24, which was covered with snow. Reportedly, while landing, the aircraft touched down approximately 1,800 to 2,000 feet beyond the displaced threshold. Altho armed, the spoilers did not autodeploy, so the captain operated them manually. He lowered the aircraft's nose, actuated reverse thrust and applied brakes. The brakes were not effective. Subsequently, the aircraft continued off the end of the runway, ran over a runway end id light, struck a fence and came to rest straddling a road. The crew had planned on making an ILS approach to runway 06, but the RVR was only 2,800 feet and a minimum RVR of 4 000 feet was requested for that runway. The crew elected to land on runway 24, since 1/2 mile visibility was sufficient for that runway. However, the approach was made with a qtrg tailwind and approximately 10 knots above Vref. Tailwind landings were not authorized on runway 24 in wet/slippery conditions. The runway braking action was reported as fair-to-poor. The pilot's handbook cautioned the crew to monitor the spoilers when landing on slippery runways, since the spoilers auto-deploy only with wheel spin-up or when the nose wheel is on the ground. A passenger was slightly injured while 22 other occupants were uninjured.

N4877V arrived over Clarion County Airport at about 2100 hours, and commenced a visual approach for landing. Marginal visual weather conditions prevailed at the time of the accident. The flight was observed by another pilot waiting on the ground for the aircraft. This pilot reported that the aircraft was seen through a break in the clouds as it turned left, southwest, as if to establish a left downwind for runway 05. The aircraft was located in a wooded area southwest of the airport. An examination of the wreckage failed to indicate any malfunction or system failure. The aircraft impacted the ground in a nose low attitude and the wreckage was confined to an area indicative with a stall type accident. The pilot, sole on board, was killed.

During arrival, the pilot was advised the destination weather was: estimated 500 feet overcast, visibility one mile with fog, airport below minimums. The pilot elected to make an NDB runway 23 approach, but said he would divert if a missed approach was made. He was provided radar vectors and was cleared for the approach. At the IAF (initial apch fix/tiney intersection), radar service was terminated and the pilot was told to contact tower. On tower frequency, the pilot was again reminded the airport was below minimums. Approximately two minutes later, he reported over the outer marker (OM) which was 4.2 miles past (southwest of) the NSB/final approach fix (FAF) and 3.9 miles northeast of the airport. Seconds later, the tower transmitted info (just recorded from ARTCC) that the aircraft was 2-1/2 mi east of course. Tower tried to notify the pilot, but radio and radar contact were lost. Investigations revealed the aircraft impacted a ridge nearly 4 miles past the NDB and two miles left of course at an elevation of approximately 1,900 feet, but before passing the OM. Minimum descent altitude (MDA) between the NDB and OM was 2,220 feet msl. MDA after passing the OM was 1,940 feet; airport elevation was 1,161 feet. No preimpact aircraft problems were found. The NDB facility operated satisfactorily during flight and ground checks. All five occupants were killed.

The aircraft was observed flying at low altitude along about a 5 mile distance. Some witnesses described the aircraft altitude as just above treetops. Witness heard engine sounds and saw lights on the aircraft. The aircraft flight was on a southeast direction before it collided with rising terrain at a height of about 1,250 feet. The wreckage was scattered along a distance of 375 feet and oriented on a 160° magnetic heading. The destination, Pittsburgh, is located southwest of the departure point, State College. Evidence of aircraft malfunction was not disclosed. The aircraft had 1,902 lbs of cargo including 65 lbs of dry ice which was contained in styrofoam boxes. Autopsy and toxicological findings were negative. The pilot flew nightly, from State College to Pittsburgh and returned the following morning. He operated a business during the day. Witnesses stated the pilot was well rested and in good spirits before the flight.

During a normal IFR cruise flight, the pilot of Air Ohio flight 21, did not respond to ATC instructions. Air Ohio flight 21 continued for 40 minutes with no reply and without deviation in altitude or heading until the discrete target disappeared from radar over lake Erie. The pilot had not slept for approximately 30 hours prior to the loss of communication response. Both occupants were killed.

During an IFR arrival, the aircraft was vectored for an NDB runway 23 approach to the Westmoreland County Airport. At the NDB final approach fix (8.1 miles from the runway), the crew turned inbound and continued to the airport. They contacted the tower and reported over the ILS outer marker (an intermediate point on the NDB final approach, 3.9 miles from the runway). The tower issued the local landing advisories and cleared the aircraft to land. Moments after the copilot advised the captain that they were 15 seconds from the missed approach point, the aircraft collided with trees. Impact occurred 3.8 miles se of the airport at the minimum descent altitude (MDA) of 1,900 feet amsl. An examination of the aircraft records indicated a recurring and current squawk concerning the hsi slaving system. Just before beginning the approach, the Latrobe wind had changed from 230° at 4 knots (a headwind) to a strong quartering tailwind. During arrival the crew were advised the wind was from 340° at 18 knots. They had figured their timing to the missed approach point by using a ground speed of 120 knots. Earlier that day, the same crew and aircraft had terminated the same NDB approach, 1 mile east of the airport. All seven occupants were injured, five seriously.

After landing at Wilkes-Barre Airport, the twin engine airplane was unable to stop within the remaining distance. It overran and went down a 125 feet embankment before coming to rest in flames. All five occupants were killed.

The aircraft crashed during a LOC DME approach. According to ATC the aircraft crashed after making a procedure turn at the faf. The winds in the area were being called 250° at 10 knots gusting to 28 knots. A caution on the approach plate has a remark, 'precipitous terrain - expect turbulence'. Both occupants were killed.

After landing, the aircraft was parked on the ramp for approximately 39 minutes to load cargo. During that time, light freezing drizzle was falling, intermittently mixed with ice pellets and snow. The crew checked the aircraft surfaces from the cockpit and entry door, but observed no ice or snow adhering to the tops of the wings, nose section, windshield or above the door. The captain declined an offer to de-ice, two other aircraft were being de-iced. The takeoff was normal (18° nose up attitude) until just after lift-off, then the aircraft entered an uncommanded left roll and both engines compressor stalled. The captain corrected with left aileron and rudder, then began aborting the takeoff. The aircraft touched down left of the runway on the tail skid and right wing tip, approximately 5,600 feet from the threshold and on a 070° heading. It then traveled another 2,025 feet in a sweeping right arc, hitting 2 runway signs and came to rest heading west with the right pylon bent down. Investigations revealed a thin layer of ice (est 0.15 inch thick) would have been on the wings, raising the aircraft's stall speed. When DC-9-15 aircraft stall, engines are susceptible to compressor stalls.