British Aerospace BAE-ATP incident near Oshkosh, Wisconsin, April 11, 1993
On April 11, 1993 at about 1:20 pm local time, a British Aerospace BAE-ATP, registered N855AW, was involved in an incident near Oshkosh, Wisconsin. It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 4 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
an inoperative engine nacelle anti-ice system, and ice ingestion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 11, 1993 · about 1:20 pm local time
- Place
- Oshkosh, Wisconsin · map
- Type
- Incident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- British Aerospace BAE-ATP
- Registration
- N855AW · no longer on the register · serial 2029
- Damage
- Not recorded
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The domestic revenue flight was in cruise flight en route to Oshkosh, Wisconsin, when the airplane experienced a loss of power in the right engine. Before the right engine could be relit and power restored, there was a loss of power in the left engine. Both engines were restored to their original power settings. As the pilot was commencing the descent for the final approach, the left engine lost power. The engine relit and recovered. On final approach the right engine lost power. The pilot shutdown the right engine and made a single-engine landing. The investigation revealed a lack of bonding between the nacelle module 3 (engine inlet) and the airframe on both engines. This condition allows a static charge to build up in the module, and when it discharges, it results in interruption of the engine de- ice timer operation. This condition leads to ice ingestion by the engine, and a subsequent loss of power.
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, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,394 hours
- Last inspection: continuous airworthiness programme, April 11, 1993; 10 hours since
- Maximum gross weight: 50,700 lb
- Seats: 66
- Landing gear: retractable
- Engine: P&W PW126A (turboprop); 0 hours total
The flight
- Departed from: ATW Appleton WI at 2:20 pm
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 0.5 statute miles
- Sky: overcast at 400 ft; not recorded at 400 ft
- Temperature: 32°F (0°C), dew point 30°F (-1°C)
- Observation at 1:20 pm
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 |
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.
Other NTSB records under N855AW the same tail number, which may have belonged to a different aircraft at the time
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.