Minneapolis-Saint Paul

During the approach, the 1st officer (FO) asked the captain if he wanted to '...pop the boots?' to remove ice off the wings. The capt responded '...it's going to the hangar. I'll run'em on the ground...' The FO retarded power over the threshold and the sink rate increased; the capt observed 900 fpm. The FO applied additional back pressure on the yoke, but it was inadequate to arrest the high sink rate. Additional back pressure was applied, and the stall horn sounded followed shortly thereafter by the captain stating 'I got it.' During the hard landing the right main landing gear broke, the fuel tank ruptured, and the right wing rear spar bent upward. Aprx 18 hrs after the accident, 3/16 inch of rime mixed with clear ice was observed on the leading edges of the wing, horizontal stab, and vertical stab. The ice had finger-like protrusions positioned vertically to the wing surfaces. The company's line ops manual does not discuss flight characteristics or landing techniques specific to wing ice. Neither pilot had received company's current crm training.

While initiating a cross country flight, the eight place aircraft with nine persons aboard, impacted terrain shortly after takeoff. Ice had been seen on the wings and horizontal stabilizer, and icing conditions were present. The aircraft was over maximum gross weight by a minimum of 258 pounds, and the pilot held an expired student pilot certificate dated august 17, 1984. A copy of a private pilot certificate designating multiengine land and instrument was found in the pilot's personal belongings. Faa officials concluded that it was not a valid certificate. An application for a medical certificate dated may 30, 1991, indicated the pilot had 4,000 hours of flight time. This figure could not be verified. Just prior to takeoff the pilot was observed brushing snow off the wings. Following the accident granular ice was found on the aerodynamic surfaces. The pilot and two passengers were killed while six other occupants were injured.

Pilot was cleared for an ILS approach at his destination, and requested to report altitude of 3,000 feet on the approach. This was the last radio transmission received from the pilot. Aircraft was found in soft field six miles from the airport. Landing gear was up, flaps were down. Fisherman nearby reported hearing the aircraft maneuvering at low altitude. He reported that the engines sounded fine, but the sound was changing in pitch and intensity. He reported that got quiet just a few seconds before he heard the impact. The investigation revealed that there was evidence of a fire in the nose baggage compartment. The cabin heater is located in the nose baggage compartment, and had a recent history of discrepancies. The pilot, sole on board, was killed.

The aircraft had just successfully completed a series of practice approaches to a full stop. The training flight was being conducted to give refresher training to the pilot who had not flown a Lear Jet in over a year and had never flown a lear model 35. The flight instructor requested a practice approach with a missed approach and was cleared for the option. Witnesses stated that the aircraft rolled right and then rolled left to an inverted position. Colliding with the ground shortly thereafter. All three occupants were killed.

Shortly after takeoff, on the last leg on it's flight, the engine of the air cargo aircraft started to sputter. The pilot turned the fuel selector handler from the left tank to another position and turned on the boost pump. The engine stopped running and the pilot elected to land in a public park. The left wing was torn off the aircraft during the emergency landing. Investigation revealed that the fuel selector had been turned to the 'off' position, a check of the fuel quantity in each tank showed less than five gallons in the left tank and about twelve gallons in the right tank. Sole on board, the pilot was slightly injured.

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 airplane departed Appleton, Wisconsin, at 1245LT on a regular schedule service (ZW965) to Lincoln, Nebraska, with an intermediate stop in Minneapolis. En route, while cruising at 12,000 feet, the crew encountered moderate turbulences and precipitation and was cleared to descend to 8,000 feet then later at 6,000 feet. As turbulences were getting worse, the crew was later cleared to descend to 4,000 feet and finally 3,000 feet. While descending to 6,000 feet, massive water ingestion caused both engines to lose power simultaneously. Both engines were restarted but the Metro couldn't recover and struck a muddy field in a slight nose down, right wing-down attitude. The aircraft bounced and hit the ground 288 feet further on. The plane skidded 1,022 feet before coming to rest inverted. There was no fire. Two passengers were seriously injured while 13 other occupants were killed.

While taking off from Minneapolis-St Paul Airport, the airplane suffered an uncontrolled collision with ground, skidded on runway and came to rest. The aircraft was destroyed and all seven occupants were seriously injured.