Delta Airlines

McDonnell Douglas MD-88

The aircraft was landing on runway 13 at LaGuardia Airport (LGA), New York, New York, when it departed the left side of the runway, contacted the airport perimeter fence, and came to rest with the airplane’s nose on an embankment next to Flushing Bay. The 2 pilots, 3 flight attendants, and 98 of the 127 passengers were not injured; the other 29 passengers received minor injuries. The airplane was substantially damaged. Flight 1086 was a regularly scheduled passenger flight from Hartsfield-Jackson Atlanta International Airport, Atlanta, Georgia, operating under the provisions of 14 Code of Federal Regulations Part 121. An instrument flight rules flight plan had been filed. Instrument meteorological conditions prevailed at the time of the accident. The captain and the first officer were highly experienced MD-88 pilots. The captain had accumulated about 11,000 hours, and the first officer had accumulated about 3,000 hours, on the MD-88/-90. In addition, the captain was previously based at LGA and had made many landings there in winter weather conditions. The flight crew was concerned about the available landing distance on runway 13 and, while en route to LGA, spent considerable time analyzing the airplane’s stopping performance. The flight crew also requested braking action reports about 45 and 35 minutes before landing, but none were available at those times because of runway snow clearing operations. The unavailability of braking actions reports and the uncertainty about the runway’s condition created some situational stress for the captain, who was the pilot flying. After runway 13 became available for arriving airplanes, the flight crews of two preceding airplanes (which landed on the runway about 16 and 8 minutes before the accident landing) reported good braking action on the runway, so the flight crew expected to see at least some of the runway’s surface after the airplane broke out of the clouds. However, the flight crew saw that the runway was covered with snow, which was inconsistent with their expectations based on the braking action reports and the snow clearing operations that had concluded less than 30 minutes before the airplane landed. The snowier-than-expected runway, along with its relatively short length and the presence of Flushing Bay directly off the departure end of the runway, most likely increased the captain’s concerns about his ability to stop the airplane within the available runway distance, which exacerbated his situational stress. The captain made a relatively aggressive reverse thrust input almost immediately after touchdown. Reverse thrust is one of the methods that pilots use to decelerate the airplane during the landing roll. Reverse thrust settings are expressed as engine pressure ratio (EPR) values, which are measurements of engine power (the ratio of the pressure of the gases at the exhaust compared with the pressure of the air entering the inlet). Both pilots were aware that 1.3 EPR was the target setting for contaminated runways.As reverse thrust EPR was rapidly increasing, the captain’s attention was focused on other aspects of the landing, which included steering the airplane to counteract a slide to the left and ensuring that the spoilers had deployed (a necessary action for the autobrakes to engage). The maximum EPR values reached during the landing were 2.07 on the left engine and 1.91 on the right engine, which were much higher than the target setting of 1.3 EPR. These high EPR values likely resulted from a combination of the captain’s stress; his relatively aggressive reverse thrust input; and operational distractions, including the airplane’s continued slide to the left despite the captain’s efforts to steer it away from the snowbanks alongside the runway. All of these factors reduced the captain’s monitoring of EPR indications. The high EPR values caused rudder blanking (which occurs on MD-80 series airplanes when smooth airflow over the rudder is disrupted by high reverse thrust) and a subsequent loss of aerodynamic directional control. Although the captain stowed the thrust reversers and applied substantial right rudder, right nosewheel steering, and right manual braking, the airplane’s departure from the left side of the runway could not be avoided because directional control was regained too late to be effective.

Boeing 727-200

Flight DL1141 (Jackson - Dallas - Salt Lake City) left Gate 15 at 08:30 and was instructed to taxi to runway 18L. When first in line for takeoff (at 08:59) the flight was cleared for takeoff. The takeoff was uneventful until the airplane reached the rotation phase (at 154 knots, 6017 feet down the runway). As the main gear wheels left the ground, the airplane began to roll violently, causing the right wingtip to contact the runway (1033 feet after lift-off), followed by compressor surges. The plane continued and struck the ILS localizer antenna array 1000 feet past the end of runway 18L. After impacting the antenna installation, the airplane remained airborne for an additional 400 feet, then struck the ground, traversed a ground depression and slid sideways until it came to rest near the airport perimeter fence, 3200 feet from the runway end. Parts of the aircraft had separated in the slide and a fire had erupted in the right wing area, quickly engulfing the rear, right side of the airplane after it came to rest. Twelve passengers and two crew members were killed. The aircraft was destroyed.

Lockheed L-1011 TriStar

Delta Air Lines flight 191 was a regularly scheduled passenger flight between Fort Lauderdale, FL (FLL), and Los Angeles, CA (LAX), with an en route stop at the Dallas/Fort Worth International Airport, TX (DFW). Flight 191, a Lockheed L-1011 TriStar airplane, departed Fort Lauderdale on an IFR flight plan with 152 passengers and a crew of 11 on board at 15:10 EDT. The DFW Airport terminal weather forecast contained in the flightcrew's dispatch document package stated, in part, that there was a possibility of widely scattered rain showers and thunderstorms, becoming isolated after 20:00 CDT. The flight was uneventful until passing New Orleans, Louisiana. A line of weather along the Texas-Louisiana gulf coast had intensified. The flightcrew elected to change their route of flight to the more northerly Blue Ridge arrival route to avoid the developing weather to the south. This change necessitated a 10 to 15-minute hold at the Texarkana, Arkansas, VORTAC for arrival sequencing at the DFW Airport. At 17:35, the flightcrew received the following ATIS broadcast: "DFW arrival information romeo, two one four seven Greenwich, weather six thousand scattered, two one thousand scattered, visibility one zero, temperature one zero one, dew point six seven, wind calm, altimeter two niner niner two, runway one eight right one seven left, visual approaches in progress, advise approach control that you have romeo". Fort Worth Air Route Traffic Control Center (ARTCC) then cleared flight 191 to the Blue Ridge, Texas, VORTAC for the Blue Ridge Nine arrival, and to begin its descent. At 17:43:45, Fort Worth ARTCC cleared flight 191 to descend to 10,000 feet, gave it a 29.92 in Hg altimeter setting, and suggested that the flight turn to a heading-of 250 degrees "to join the Blue Ridge zero one zero radial inbound and we have a good area there to go through.!' The captain replied that he was looking at a "pretty good size" weather cell, "at a heading of two five five ... and I'd rather not go through it, I'd rather go around it one way or the other." Fort Worth ARTCC then gave the flight another heading and stated "when I can I'll turn you into Blue Ridge, it'll be about the zero one zero radial." At 17:46, the center cleared flight 191 direct to Blue Ridge and to descend to 9,000 feet, and flight 191 acknowledged receipt of the clearance. At 17:48, the captain told the first officer, "You're in good shape. I'm glad we didn't have to go through that mess. I thought sure he was going to send us through it." Three minutes later, the flight engineer said, "Looks like it's raining over Fort Worth." At 17:51, Forth Worth ARTCC instructed flight 191 to contact DFW Airport Approach Control. At 17:56:28, Regional Approach Control's Feeder East controller transmitted an all aircraft message which was received by flight 191. The message stated in part, "Attention, all aircraft listening... there's a little rainshower just north of the airport and they're starting to make ILS approaches ... tune up one oh nine one for one seven left." At 17:59, the first officer stated, "We're gonna get our airplane washed," and the captain switched to Regional Approach Control's Arrival Radar-1 (AR-1) frequency and told the controller that they were at 5,000 feet. At 18:00, the approach controller asked American Air Lines flight 351 if it was able to see the airport. (Flight 351 was two airplanes ahead of flight 191 in the landing sequence for runway 17L.) Flight 351 replied, "As soon as we break out of this rainshower we will." The controller then told flight 351 that it was 4 miles from the outer marker, and to join the localizer at 2,300 feet; the controller then cleared the flight for the ILS approach to runway 17L. At 18:00, the approach controller asked flight 191 to reduce its airspeed to 170 knots, and to turn left to 270 degrees; flight 191 then acknowledged receipt of the clearance. Flight 191 had been sequenced behind a Learjet 25 for landing on runway 17L. At 18:02, the approach controller told flight 191 that it was 6 miles from the outer marker, requested that it turn to 180 degrees to join the localizer at or above 2,300 feet, and stated, "Cleared for ILS one seven left approach." The flight acknowledged receipt of the transmission. At 18:03:03, the approach controller requested flight 191 "to reduce your speed to one six zero please," and the captain replied, "Be glad to." Thereafter, at 18:03:30, he broadcast, "And we're getting some variable winds out there due to a shower... out there north end of DFW." This transmission was received by flight 191. At 18:03:46, the approach controller requested flight 191 to slow to 150 KIAS, and to contact the DFW Airport tower. At 18:03:58, the captain, after switching to the tower's radio frequency, stated, "Tower, Delta one ninety one heavy, out here in the rain, feels good." The tower cleared the flight to land and informed it, "wind zero nine zero at five, gusts to one five." At 18:04:07, the first officer called for the before-landing check. The flightcrew confirmed that the landing gear was down and that the flaps were extended to 33 degrees, the landing flap setting. At 18:04:18, the first officer said, "Lightning coming out of that one." The captain asked, "What?" and the first officer repeated "Lightning coming out of that one." The captain asked, and at 18:04:23, the first officer replied, "Right ahead of us." Flight 191 continued descending along the final approach course. At 18:05:05 the captain called out "1,000 feet." At 18:05:19, the captain cautioned the first officer to watch his indicated airspeed and a sound identified as rain began. The captain then warned the first officer, "You're gonna lose it all of a sudden, there it is." The captain stated, "Push it up, push it way up." At 18:05:29, the sound of engines at high rpm was heard on the CVR, and the captain said "That's it." At 18:05:44, the Ground Proximity Warning System's (GPWS) "Whoop whoop pull up" alert sounded and the captain commanded "TOGA". The CVR recording ended at 18:05:58. Witnesses on or near State Highway 114 north of the airport saw flight 191 emerge from the rain about 1.25 miles from the end of runway 17L and then strike an automobile in the westbound lane of State Highway 114. Subsequent investigation showed that the airplane had touched down earlier and became airborne again before striking the automobile. After the plane struck the car and a light pole on the highway, other witnesses saw fire on the left side of the airplane in the vicinity of the wing root. The witnesses generally agreed that the airplane struck the ground in a left-wing-low attitude, and that the fuselage rotated counterclockwise after the left wing and cockpit area struck a water tank on the airport. A large explosion obscured the witnesses' view momentarily, and then the tail section emerged from the fireball, skidding backwards. The tail section finally came to rest on its left side with the empennage pointing south and was subsequently blown to an upright position by wind gusts. One hundred and thirty-four persons on board the airplane and the driver of the automobile which was struck by the airplane were killed in the accident; 27 persons on board the airplane and 1 rescue worker at the accident site were injured, 2 passengers on the airplane were uninjured.

Douglas DC-9

Following an uneventful flight from Atlanta, the crew started the approach to Chattanooga Airport in poor weather conditions with limited visibility due to heavy rain falls. On short final, the crew failed to realize his altitude was insufficient when the airplane struck approach light located 1,600 feet short of runway 20 threshold. The airplane then struck the ground, lost its left wing and skidded for another 1,200 feet before coming to rest 250 feet to the left of the runway centerline. All 79 occupants evacuated safely and only seven passengers were slightly injured.

Douglas DC-9

As Delta Flight 723 was descending, the approach clearance was given by the controller after a delay, because the controller was preoccupied with a potential conflict between two other aircraft. This caused the flight to be poorly positioned for approach. The aircraft passed the Outer Marker at a speed of 385 km/h (80 km/h too fast) and was 60 m above the glide slope. The flight director was inadvertently used in the 'go-around-mode', which led to abnormal instrument indications. This caused some confusion. The first officer, who was flying the approach became preoccupied with the problem. The DC-9 continued to descend and struck a seawall 3000 feet short of and 150 feet to the right of runway 04R, crashed and caught fire. RVR at the time was 500 m with 60 m overcast. Two passengers survived, one died a day later while the second passed away on December 11, 1973.

Convair CV-880

Flight DL954 from Tampa landed uneventfully at Chicago-O'Hare Airport. The crew was cleared to taxi to the gate and to cross runway 27L when the airplane was struck by a North Central Airlines Douglas DC-9-31 registered N954N. En route to Duluth via Madison, the DC-9 was carrying 41 passengers and a crew of four and his pilot just received the clearance to take off from runway 27L. One of the DC-9's wing struck the tail of the Convair that stopped immediately. out of control, the DC-9 veered off runway and came to rest in flames. The Convair was damaged beyond repair and the DC-9 was destroyed by a post crash fire. Among the 93 occupants on board the Convair, 10 were injured. Among the 45 occupants on board the DC-9, 10 were killed and 35 were injured, some of them seriously.

Douglas DC-9

The crew (three company pilots and a FAA pilot) were completing a local training flight at Fort Worth-Greater Southwest (Amon Carter Field) Airport. Following a normal approach to runway 13, the airplane passed over the threshold when it rolled left and right, causing the right wing struck the runway surface. Out of control, the airplane rolled to the right and crashed in flames. All four crew members were killed.

Convair CV-340

En route, the crew informed ATC about the failure of the left engine and was cleared to divert to Evansville-Dress Airport for an emergency landing. On short final, the captain decided to make a go-around when the airplane stalled and crashed short of runway threshold. All 42 occupants were evacuated among them 10 were injured. The aircraft was considered as damaged beyond repair.

Curtiss C-46 Commando

Weather at New Orleans was below landing minima, so the flight was diverted to Baton Rouge. Weather at Baton Rouge was a ceiling 300 feet overcast, visibility 1,5 miles in light rain and fog, wind 360deg/5 knots. Runway 13 ILS minima were 300 feet ceiling and 3/4 mile visibility, weather was below circling minima. However, the approach was continued and the plane touched down fast 2,500 feet past the runway threshold. Approaching the end of the runway, the pilot attempted to ground loop, but the plane just turned 20° and slid off the runway. Both pilots were evacuates while the aircraft was damaged beyond repair.

Douglas DC-7

Crashed on landing for unknown reason. There were no injuries among the occupants while the aircraft was damaged beyond repair.

Convair CV-880

The flight was scheduled for training for two pilots who were to “check out” in the CV-880. A pilot-trainee occupied the left seat and a qualified instructor-pilot occupied the right. Immediately after liftoff the aircraft assumed an extremely nose-high attitude and banked steeply to the left. It then rolled to a vertical right bank, the nose fell through, and the aircraft struck the ground and burned. Four crew members, the only occupants, received fatal injuries.

Douglas C-47 Skytrain (DC-3)

As the aircraft became airborne the landing gear was retracted. Light rain was encountered at this time. When the air-craft had climbed to 200 to 250 feet, power was reduced to 35 inches of manifold pressure and a shallow right turn was begun. Before a reduction in r.p.m. was made the aircraft began to settle and the airspeed was observed to decrease rapidly from above 105 to 80 knots. The nose was immediately lowered to level flight, & the turn stopped, and full power applied. When this was done, the air-speed returned to about 100 knots and the settling appeared to lessen considerably. The increased airspeed with the attendant better flying characteristics was monetary, however, as the airspeed abruptly dropped to 60 knots and the airplane again began to settle. As the aircraft continued to settle and it became obvious that it was going to strike the ground, the first officer attempted to raise tile nose. Upon feeling the aircraft strike the ground, both throttles were closed. The aircraft then skidded to a stop in a wooded area approximately 600 feet north-west of the far end of runway 21. The airplane was destroyed and both pilots were injured.

Douglas DC-3

Flight 318 departed Dallas, Texas, on a VFR Flight Plan at 1310, on time, for Atlanta, Georgia, with a scheduled stop at Shreveport, Louisiana. The crew consisted of Captain Douglas B. yolk, First Officer James P. Stewart and Stewardess Joanne Carlson; there were 17 passengers including one infant. The aircraft’s gross weight on departure from Dallas was 24,099 pounds, which was within the allowable weight of 25,200 pounds, and the center of gravity was within the prescribed limits. Flight 318 proceeded normally and at 1352 reported to the company station at Longview, Texas, that it was then west of Gladewater, Texas. Longview gave the flight the latest Shreveport weather which was dark scattered clouds at 1,000 feet, ceiling estimated 4,000 feet broken clouds, overcast at 20,000 feet, visibility 10 miles, thunderstorms, light rain showers, wind south 10. Remarks were thunderstorms south, occasional lightning cloud to cloud south. The flight was also advised by the company’s Longview operator that he had been watching thunderstorms east and southeast of the Longview field and suggested that the flight stay well to the north. Flight 318 answered “OK.” At 1408, in the vicinity of Marshall, Texas, the flight made a routine radio contact with Delta’s Shreveport station, during which it was given the Shreveport altimeter setting of 29.78. At this time the flight advised it was changing over to the Shreveport Control Tower frequency. At about 1412, four minutes later, Flight 318 called the Shreveport Control Tower, which cleared it to make a right-hard turn for landing approach to Runway 13 and gave the wind as southeast 10 miles per hour, Flight 318 acknowledged this message and requested the Shreveport weather which was transmitted as dark scattered clouds at 1,000 feet, ceiling estimated 4,000 feet, overcast at 20,000 feet, visibility 10 miles, thunderstorm, light rain shower. The tower also advised of a thunderstorm approximately 15 miles west of Shreveport. This transmission also was acknowledged by the flight. At 1416 the Shreveport Control Tower asked Flight 318 to give a position report. No reply was received, and a number of unsuccessful attempts were then made to contact the flight. At 1428 the tower was advised that an aircraft had crashed near Marshall, Texas. A passenger was seriously injured while 19 other occupants were killed. The aircraft was destroyed.

Douglas DC-4

The takeoff roll and the first part of the climb appeared to be normal until the aircraft and progressed three-quarters of the way down the runway, at which time it had reached an altitude between 150 and 200 feet. Then, while still within the airport boundaries, it assumed a very steep, near vertical, climbing attitude. Airport, tower, and flight personal observing from the ground believed the flight to be in difficulty, and though no distress signal was received from the airplane, the tower promptly telephoned the crash and fire facilities on the field. At an altitude between 500 and 800 feet the airplane appeared to stall, and the nose and right wing dropped. A partial recovery from the stall was made before the aircraft crashed to the ground and burst into flames. A passenger was seriously injured while 12 other occupants were killed.

Douglas DC-3

On final approach to runway 05, while at a height of 10 feet, the DC-3 was hit by a private Vultee BT-13 registered NC55312 and carrying one pilot. Following the collision, both aircraft climbed to a height of 150 feet and then stalled and crashed in a huge explosion. Both aircraft were destroyed and all nine occupants were killed.

Douglas DC-3

The aircraft left Jackson at 1630LT bound for Meridian and the crew obtained the permission to continue at an altitude of 3,000 feet in IFR mode. The approach to Meridian was started in the following weather conditions: ceiling 800 feet, overcast, visibility 3 miles, thunder storm, light rain showers, surface wind northeast 10, thunder storms overhead moving east-northeast, frequent vivid lightning all quadrants. The aircraft was seen to make contact with the runway within the first 1,000 feet, however. it continued rolling down the entire length of the runway with little apparent deceleration. Its forward motion continued beyond the end of the runway and up the western slope of a ditch adjoining the highway adjacent to the airport. on striking this ditch, the aircraft left the ground and bounced over the highway, coming to rest with its nose extended partially over a railroad right-of-way. All 22 occupants escaped unhurt while the aircraft was damaged beyond repair.

Stinson Model A

Crashed in unknown circumstances.

Lockheed 8 Sirius/Altair

The single engine aircraft crashed on landing for unknown reason. The pilot was injured and the aircraft was damaged beyond repair.

Stinson Model A

While flying five kilometers south of Gilmer, a propeller blade on the left engine failed. Crew decided to reduce his altitude to perform an emergency landing. On final approach by night, the three engine aircraft went out of control and crashed in a desert area, killing all four occupants.