ST.MARYS, PA – USA
NOVEMBER 14, 1987
MOONEY 20-C

While getting fuel, the pilot of the Mooney M20C and his 3 pals were attempting to remove frost with paper towels and plastic credit cards after being told by the fuel truck driver that the airport had no ice removal solution. A witness stated that as the attempt was being made to remove the frost and ice, more frost and ice was forming. Witnesses who observed the aircraft on the takeoff stated the roll was very long; the climb and turning bank was steep; and that the aircraft descent angle was steep. The aircraft collided with trees and burst into flames.

TORINO, ITALY
FEBRUARY 16, 2002
F-70

On February 16, 2002, the flight was scheduled to depart from Caselle Airport in Torino at 05.50 UTC for Schiphol Airport in Amsterdam. During the pre-flight inspection the Captain decided that the aircraft needed to be de-iced. After the de-icing operation the aircraft was visually inspected by the Captain.

During rotation the left engine (No.1) developed fan vibration followed immediately by the failure of the right engine (No.2) at lift off. The crew executed a right hand turn at 1.500 feet QNH and proceeded to a holding fix to prepare for a single engine return to Torino. A PAN PAN PAN call was transmitted. When executing the emergency procedure for the failed engine the first officer could not move the fuel lever to the closed position. Apart from the engine failure, the crew had to deal with an Autothrottle alert, Cabin Pressure alert, Fuel Asymmetry alert, Centre Tank Pumps alert, a Vibration High Engine 1 alert and an Icing alert.

Causes:
The crew did not draw the conclusion that the wings were cold soaked and so the formation of clear ice was not suspected. Clear ice was not detected on the upper surface of the wings. Clear ice was not removed from the upper surface of the wings. After the de-icing operation a tactile check was not performed to check for the removal of all ice from the wings.

The primary cause of the event was the ingestion of ice by both engines which caused the right engine to fail completely and the left engine to develop high fan vibration.

Aircraft was in unheated hangar overnight. OAT approx 8 degs F in fog. We removed aircraft from hangar. Added fuel. Startup and taxi normal. Because of the very cold temps, IMC dep (clearance was to pick up IFT at alt because of Truckee's location relative to surrounding high terrain). We performed a very thorough, detailed run-up. We did notice what sounded like a small piece of ice hitting the fuselage when checking the magnetos. This raised the question of whether or not the props had accumulated ice during taxi, even though the prop heat had been on since startup. Because we were able to verify (via prop amps) that prop deice was operative, we assumed there was no significant ice accumulation on the props and taxied onto the runway for departure. Our turn to line up on the runway put sunlight on the copilot side of the aircraft (it was sunrise), and I noticed frost on the wings. The pilot and I discussed this finding and I offered to wipe the frost off.

He shut down the right engine and I found substantial prop and air frame ice accumulations. The air frame icing consisted of frost on upper wing surface and mixed rime and clear ice on engine nacelles, vertical stab, horizontal stab. Of particular interest was the ice accumulation on the underside of the horizontal stab - - the side most critical to flight. There was also frost on the upper surface of horizontal stab. There was significant prop ice, as follows: approximately 1/3 inch on leading edges outboard of prop boots (clear ice), 1/4 - 1/3 inches mixed ice on back of prop blades, some clear ice on front of prop blades.

There are several points to consider about our findings: 1) we assumed the fog was frozen and therefore of no threat as regards air frame or prop icing. Structural ice on the ground (with exception of during precip) had never occurred to me. 2) The aircraft was 200 lbs under max gross wt of 6200 lbs. The takeoff performance would have been compromised - - perhaps seriously - - had we attempted to depart carrying that much ice. 3) Had we experienced even partial power loss, single eng climb would have been unlikely, particularly considering terrain. 4) Not one pilot I've asked would have suspected structural ice in those conditions. 5) An SMT had crashed 1 wk prior to our incident on takeoff under virtually identical conditions (even time of day). I believe the NTSB should consider our (more fortunate) experience in its investigation, particularly if other causes (power loss, etc.) are not conclusive.

Callback conversation with reporter revealed the following info: Reporter states this was the most shocking and sobering experience of his life. Feels if they had tried a takeoff it would not have worked. They were more than 200 lbs under gross but the ice would probably have prevented lift enough to get airborne. In speaking with many other experienced pilots they all are of the same feeling that they would not have expected air frame icing to occur on the ground in such temps. Chipping ice off the air frame in 8 deg WX is not much fun but he is extremely pleased they were able to do that instead of being picked up in pieces. Callback specifically made to suggest to reporter that he contact NTSB with this info since previous accident so similar.

SOMERSET, PA – USA
JANUARY 19, 1982
PA-60

The aircrew intended to depart at 1600 EST, but due to the General Aviation Reservation Restrictions, the flight was delayed until 1700. The pilot reported the takeoff was normal until just before rotation at 85 to 90 kts, when Freezing Rain began to obscure the windshield visibility. At lift-off, the aircraft began to roll left. The pilot applied rudder and aileron to correct the roll, at which time the airspeed dissipated and the aircraft settled back to the runway. He reported initiating rotation again at 90 kts and the aircraft rolled left again. The left main gear struck a frozen snow plow rut and separated when the aircraft touched down beside the runway.

MORRISONVILLE, NY – USA
MARCH 19, 1984
BE-18

The aircraft was on a flight from Morrisonville, New York to Syracuse, New York. The pilot landed on the ice and snow covered runway. After loading 1,512 lbs of cargo in freezing drizzle conditions, he taxied for take-off for an IFR departure. Shortly after rotation, the right wing dropped and the aircraft touched down back on the runway. Visual examination of the aircraft revealed ice accumulations on the leading edges and upper wing surfaces.

The pilot had attempted to get de-icing equipment, which was not available but was offered the use of a hangar which he declined. The airport manager was en-route to check runway conditions for ploughing the ice and snow covered runway when the pilot returned to the aircraft. An unsuccessful attempt was made to remove ice from the leading edges by hand. The pilot decided to attempt another take-off and at this time was almost 30 minutes beyond his scheduled departure time. Lift-off was approximately 20% of the way down the runway and, after flying at 50 ft AGL a climb was initiated. After attaining an altitude of several hundred feet, the aircraft stalled and descended uncontrolled to impact. The aircraft was destroyed by impact and fire and the pilot was fatally injured.

GANDER, NEWFOUNDLAND – CANADA
DECEMBER 12, 1985
DC-8

The accident flight arrived at Gander at 0904. Passengers were deplaned, the aircraft was refueled, and supplies were loaded. Prior to reboarding the passengers, the flight engineer was seen conducting a visual inspection of the external portions of the aircraft. Weather at Gander included light freezing drizzle, snow grains or snow; a ceiling of 366 meters (1,200 feet); and visibility of 16 kilometers (10 miles). OAT was -4 degrees C (26 degrees F). The aircraft was not deiced before takeoff, although airport authorities later reported that other aircraft taking off from Gander that morning had requested deicing. Witnesses to the takeoff reported that the aircraft gained little altitude after rotation. Other witnesses said that the aircraft pitched up and entered a right bank as it crossed over the end of the airfield. The aircraft struck downsloping terrain about one kilometer (3,000 feet) beyond the end of the runway and was destroyed by postaccident fire.

The official accident report concluded that during the aircraft’s approach to Gander, weather conditions were conducive to ice accretion on the leading edges of the wings; and that while on the ground at Gander, the aircraft was exposed to freezing and frozen precipitation capable of causing roughening on the upper wing surfaces. The report cited as the most probable cause of the accident an increase in drag and reduction in lift that resulted in a stall at higher-than-normal airspeed at an altitude so low that recovery was impossible.

The most probable cause of the stall was cited as ice contamination on the leading edges and upper surfaces of the wing. Pilot’s qualifications: AT, IR with 7,001 total hours of flight time, with 1,081 hours in type. Copilot’s qualifications: C, IR with 5,549 total hours of flight time, with 918 hours in type.