Lockheed L-188C incident near Atlanta, Georgia, November 14, 1987
On November 14, 1987 at about 12:30 pm local time, a Lockheed L-188C, registered N861U, suffered minor damage in an incident near Atlanta, Georgia (Atlanta Hartsfield). It was a ferry flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this incident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 14, 1987 · about 12:30 pm local time
- Place
- Atlanta, Georgia · Atlanta Hartsfield
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Lockheed L-188C
- Registration
- N861U · no longer on the register · serial 2018
- Damage
- Minor damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER TWO ABORTED TAKEOFFS FOR A RPM FLUCTATION PROBLEM AT TAKEOFF PWR, THE CREW RETD TO THE CARGO RAMP. THEY PARKED THE ACFT, WITH ENGINES RUNNING, ADJACENT TO THE GND PWR CART USED FOR STARTING THE ENGINES. THE PWR CART HAD BEEN LEFT UNATTENDED WITH THE ENGINE RUNNING AT IDLE PWR. AFTER SOME TROUBLESHOOTING THE CREW DECIDED TO ATTEMPT ANOTHER TAKEOFF. THEY SIGNALED FOR A PUSH BACK. BEFORE THE TUG ARRIVED, THE GND PWR CART WAS STRUCK BY THE NUMBER 3 PROPELLER. THE FLT CREW STATED THAT AT NO TIME WAS REVERSE THRUST SELECTED. THE GND PWR CART TRANSMISSION WAS FOUND TO BE IN REVERSE AND THE HAND BRAKE WAS OFF. A GROUND HANDLER STATED THAT HE NOTED A TIA MECHANIC SIGNAL THE PLT TO 'POWER BACK'. THE PLT REPORTEDLY SHRUGGED AND THE GROUND CREW FELT A WIND THAT SEEMED TO COME FROM REVERSE THRUST. THEY STOPPED THE PUSH BACK. THE #3 PROP WAS FOUND IN REVERSE AFTER THE INCIDENT.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,200 hours in all; 1,300 in this make and model; 100 in the last 90 days; 35 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 42,979 hours
- Last inspection: approved inspection programme; 113 hours since
- Maximum gross weight: 116,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: Allison 501D-13 (turboprop); 0 hours total
- Operator: Trans International Airlines
The flight
- Destination: MCN Macon GA
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 3 knots
- Visibility: 15 statute miles
- Sky: scat at 15,000 ft
- Temperature: 45°F (7°C), dew point 27°F (-3°C)
- Altimeter: 30.00 inHg
- Observation at 11:52 am from ATL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.