Mcdonnell Douglas DC-9-15 accident near Philadelphia, Pennsylvania, February 6, 1985
On February 6, 1985 at about 4:51 am local time, a Mcdonnell Douglas DC-9-15, registered N926AX, was substantially damaged in an accident near Philadelphia, Pennsylvania (Philadelphia Intl airport). It was flown under scheduled airline rules (Part 121). 2 people were seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. 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
- February 6, 1985 · about 4:51 am local time
- Place
- Philadelphia, Pennsylvania · Philadelphia Intl · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Mcdonnell Douglas DC-9-15 · all DC-9-15s on the register
- Registration
- N926AX · no longer on the register · serial 47002
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
AFTER LNDG, THE ACFT WAS PARKED ON THE RAMP FOR APRX 39 MIN TO LOAD CARGO. DRG THAT TIME, LGT FREEZING DRIZZLE WAS FALLING, INTERMITTENTLY MIXED WITH ICE PELLETS & SNW. THE CREW CHECKED THE ACFT SURFACES FROM THE COCKPIT & ENTRY DOOR, BUT OBSERVED NO ICE OR SNW ADHERING TO THE TOPS OF THE WINGS, NOSE SECTION, WINDSHIELD OR ABOVE THE DOOR. THE CAPT DECLINED AN OFFER TO DE-ICE, THO OTR ACFT WERE BEING DE-ICED. THE TAKEOFF WAS NRML (18 DEG NOSE UP ATTITUDE) UNTIL JUST AFTER LIFT-OFF, THEN THE ACFT ENTERED AN UNCOMMANDED L ROLL & BOTH ENGS COMPRESSOR STALLED. THE CAPT CORRECTED WITH L AILERON & RUDDER, THEN BEGAN ABORTING THE TAKEOFF. THE ACFT TOUCHED DWN LEFT OF THE RWY ON THE TAIL SKID & R WING TIP,APRX 5600' FROM THE THRESHOLD & ON A 070 DEG HDG. IT THEN TRAVELED ANOTHER 2025' IN A SWEEPING RIGHT ARC, HITTING 2 RWY SIGNS & CAME TO REST HDG WEST WITH THE R PYLON BENT DOWN. INV REVEALED A THIN LAYER OF ICE (EST 0.15' THICK) WOULD HAVE BEEN ON THE WINGS, RAISING THE ACFT'S STALL SPEED. WHEN DC-9-15 ACFT STALL, ENGS ARE SUSCEPTIBLE TO COMPRESSOR STALLS.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 7,500 hours in all; 1,800 in this make and model; 41 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: continuous airworthiness programme; 0 hours since
- Maximum gross weight: 91,700 lb
- Landing gear: retractable
- Engine: P&W JT8D-7 (turbofan); 0 hours total
The flight
- Departed from: PHL at 11:49 pm
- Destination: ILN Wilmington OH
- Flight plan: IFR
- Runway 9L, 9,500 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 060° at 9 knots
- Visibility: 2 statute miles
- Sky: overcast at 1,000 ft; not recorded at 1,000 ft
- Temperature: 28°F (-2°C), dew point 25°F (-4°C)
- Altimeter: 29.00 inHg
- Observation at 11:51 pm from PHL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.