Baltimore

The pilot was finishing his third round-trip, Part 135 cargo flight. The first round trip began the previous evening, about 2150, and the approach back to the origination airport resulted in a landing on runway 15R at 2305. The second approach back to the origination airport resulted in a landing on runway 28 at 0230. Prior to the third approach back to the airport, the pilot was cleared for, and acknowledged a visual approach to runway 33R twice, at 0720, and at 0721. However, instead of proceeding to the runway, the airplane flew north of it, on a westerly track consistent with a modified downwind to runway 15L. During the westerly track, the airplane descended to 700 feet. Just prior to an abeam position for runway 15L, the airplane made a "sharp" left turn back toward the southeast, and descended into the ground. Witnesses reported the airplane's movements as "swaying motions as if it were going to bank left, then right, and back left again," and "the nose...pointing up more than anything...but doing a corkscrew motion." Other witnesses reported the "wings straight up and down," and "wings vertical." Tower controllers also noted the airplane to be "low and tight," and "in an unusually nose high attitude close to the ground. It then "banked left and appeared to stall and then crashed." A post-flight examination of the wreckage revealed no evidence of mechanical malfunction. The pilot, who reported 6,800 hours of flight time, had also flown multiple round trips the previous two evenings. He had checked into a hotel at 0745, the morning prior to the accident flight, checked out at 1956, the same day, and reported for work about 1 hour before the first flight began.

The pilot supervised the loading of the airplane. According to info from a person that helped load the plane, the bill of loading, and actual weights and measurements of the cargo after the accident, the plane was loaded to a gross weight of 11,979 lbs with the cg 2.7 inches behind the aft limit. At the destination, the flight was vectored for an ILS runway 10 approach. About 3 miles from the runway, the pilot was told to make a missed approach due to inadequate separation from traffic. The pilot acknowledged, but soon thereafter, radar contact with the plane was lost. Witnesses saw the plane descend from a low cloud layer before it crashed. One witness said its wings were moving from side to side and the plane was falling faster than it was moving forward. There was evidence the plane had impacted in a flat attitude with little forward movement. Four cargo straps were found loose with no sign of tensile overload; 3 others and a restraining board were found loose as if they had not been used. No preimpact mechanical problem was found. The wind was from 090° at 21 gusting 32 kts. The pilot, sole on board, was killed.

Witnesses observed the airplane on a 'normal' final approach, then saw it drop 'low and slow, retract the gear and roll to the left into the trees.' Examination of the engines revealed that the left engine failed because of a fatigue failure of a compressor turbine blade. Examination of the right engine revealed no evidence of malfunction that would have prevented the use of full power. The aircrew was experienced and well trained. The radar data confirmed a drop in airspeed just before the airplane contacted the trees. All four occupants were killed.

Shortly after departing from runway 15L at the Baltimore-Washington Intl Airport, the pilot transmitted that he had an emergency consisting of a fire under his side panel. He reported he was going to circle and land. According to witnesses, flames and smoke were in the cockpit area. The aircraft started a gradual descent during a left turn. Subsequently, it crashed into a house. An examination of the wreckage did not reveal the origin of the fire; however, a CB radio was found with evidence that it may have been wired to the aircraft electrical system. The owners stated that the CB was not installed in the aircraft prior to the pilot's use of the plane on that flight. The pilot, sole on board, was killed.

During climb after takeoff, left engine seized. Pilot said he attempted left engine restart; propeller would not rotate or feather. No emergency declared. Pilot stated engine shutdown procedure was used, scientific bus switches were shut off, right generator was recycled and appeared to operate normally. Pilots got immediate vector to return to Martin Airport, but radar contact was lost for about 5 minutes. Electrical problems were encountered and pilots had problems maintaining headings, thus were delayed in diverting to alternate. With left prop unfeathered, they could not maintain altitude. Due to bad weather at Martin, they diverted to Baltimore. Radar and radio contacts were lost and they could not reach Baltimore. During forced landing, aircraft hit tree and crashed short of intended landing area. Teardown of left engine revealed #4 and #5 connecting rods had failed at crankshaft; they were discolored from heat and scored; other rod bearings had indications of oil starvation. Metallic debris from failed engine found in oil system. Several oil feed holes to rod bearings were obstructed with metallic debris. Fire damaged most of the electrical system. Aircraft (modified for environmental testing) not flight tested for drag inducing modifications; written flight crew instructions not avail for modifications. A pilot was killed and three other occupants were injured.

Henson Airlines flight 1517 was cleared for an instrument approach to the Shenandoah Valley Airport, Weyers Cave, Virginia, at 0959 on September 23, 1985, after a routine flight from Baltimore-Washington International Airport, Baltimore, Maryland. Instrument meteorological conditions prevailed at Shenandoah Valley Airport. there were 12 passengers and 2 crew members aboard the scheduled domestic passenger flight operating under 14 CFR 135. Radar service was terminated at 1003. The crew of flight 1517 subsequently contacted the Henson station agent and Shenandoah unicom. The last recorded radar return was at 1011, at which time the airplane was east of the localizer course at 2,700 feet mean sea level and on a magnetic track of about 075°. At 1014 the pilot said, '..we're showing a little west of course...' and at 1015 he asked if he was east of course. At 1017, the controller suggested a missed approach if the airplane was not established on the localizer course. There was no response from the crew of flight 1517 whose last recorded transmission was at 1016. The wreckage of flight 1517 was located about 1842 approximately six miles east of the airport. Both crew members and all 12 passengers were fatally injured.

Zantop ground personnel completed the loading of Flight 931 at 00:40. All cargo was bulk loaded and tied down on the right side of the airplane for the full length of the cargo compartment. Flight 931 departed the gate at Baltimore/Washington International Airport at 01:05 and took off on runway 28 at 01:10. At 01:11:42, Flight 931 contacted Baltimore departure control and was cleared to 13,000 feet. After switching to Washington ARTCC, the flight was cleared further FL220. At 01:32 a no. 2 gyro malfunction made the crew select the no. 1 gyro to drive both approach horizons and the problem appeared resolved. At 01:43:09, Cleveland ARTCC cleared Flight 931 direct to the Dryer VOR. After the turn to the Dryer VOR, the first officer’s approach horizon may have displayed incorrect pitch and roll information. The flightcrew may have received conflicting pitch and roll information from the two approach horizons as they attempted to recover from an unusual attitude. The flightcrew overstressed the airplane in an attempt to recover from the unusual attitude as the aircraft spiralled down. The Electra broke up and falling wreckage damaged some houses; however, most of the wreckage fell in uninhabited, wooded areas.

Approximately 16 minutes prior to the accident the pilot was cleared for the localizer DME approach. The aircraft collided with the mountainous terrain on a heading of about 220° at approx 8.5 dme on a bearing of 051° from the airport. As indicated on the loc/dme runway 23 approach plate, the minimum altitude between the outer marker, 6.6 dme, and 10 dme was 3,000 feet. Elevation at the accident site was 2,000 feet; airport elevation was 776 feet. Post crash fire consumed most of the wreckage but the cabin heater was not in the fire area. The pilot's reported carboxy hemoglobin (co) was 20%. Autopsy revealed multiple extreme impact injuries. Products of combustion were found on fresh air side of cabin heater/heat exchanger. Source of combustion products were not determined. All three occupants were killed.

Shortly after a night takeoff from Windsor Locks-Bradley Airport, while on a cargo flight to Baltimore, the twin engine airplane stalled and crashed in flames. The aircraft was destroyed and the pilot, sole on board, was killed.

While approaching Grand Rapids-Gerald R. Ford Airport on a ferry flight from Baltimore, the twin engine airplane entered an uncontrolled descent and crashed in an open field located in Hastings, about 18,5 miles southeast of the destination airport. The aircraft was totally destroyed, debris scattered on a wide area and all four occupants were killed.