Ryan International Airlines

Boeing 727-100

As the cargo jet was taxiing for takeoff in a non movement area, it was struck by an airport employee shuttle bus. The airplane captain was seriously injured. Visual meteorological conditions prevailed, and the collision occurred during predawn hours. The bus driver said he stopped at the stop sign, turned on the 4-way flasher lights, and looked both ways. He saw one inbound aircraft to the right that had stopped. He did not see the airplane approaching from the left as he started across the cargo ramp. The airplane crew stated they did not see the bus until seconds before impact. Airplane skid marks, measuring 22 and 24 feet in length, were noted on the taxiway. No bus skid marks were noted on the roadway.

Boeing 727-100

N425EX was on the takeoff roll when the flightcrew experienced a 'thump' that resounded through the airplane. They also observed erratic engine indications from the n°3 engine. The captain aborted the takeoff and stopped the airplane on the runway. The fire warning system activated on the n°3 engine after the airplane came to rest. The crew attempted to extinguish the fire with the airplane's fire extinguishing system; however, they were unsuccessful. The post accident examination of the n°3 engine revealed the high pressure compressor disk had failed due to a fatigue crack that originated from a corrosion pit. The shrapnel from the disk penetrated the engine nacelle and severed the main fuel line for the engine. The fuel ignited and burned into the fuselage, igniting the 12,600 lbs of cargo (US Mail).

Douglas DC-9

The flight had flown through weather conducive to airframe ice about 40 minutes prior to the accident during descent into Cleveland. During the 35-minute turnaround at Cleveland the crew did not exit the airplane to conduct an exterior preflight inspection to verify that the wings were free of ice contamination. It was snowing while they were on the ground. The airplane stalled and rolled into the ground immediately after takeoff. There was no operator requirement for the preflight. The flight had not been given training regarding the effects of wing contamination on the airplane. The FAA and the manufacturer have been aware for several years of the propensity of the DC-9 series 10 to the loss of control caused by wing contamination, but neither of them took positive action to include related information in the approved airplane flight manual. Both pilots were killed.