Douglas DC-6

The four engine aircraft was completing a personnel transfer flight from Tokyo to Travis AFB, California, with an intermediate stop at Hickam AFB, Honolulu. Few minutes after his departure from Hickam Field, the pilot informed ground he encountered technical issues with the high frequency transmission system and elected to return for a safe landing. Approaching by night from the northwest, the aircraft hit the slope of Mt Waianae located about 18 miles from the airfield. The aircraft disintegrated on impact and all 66 occupants were killed.
Crew:
Lt Cdr Harold M. Oleary, pilot,
Lt Cdr Mark M. Teague, copilot,
Lt Lee A. Thoroux, navigator,
Ad1 Charles L. Osborne,
At3 Charles M. Preston,
An James B. Quinn Jr.
Passengers:
US Air Force Personnel:
T/Sgt Albert E. Dawsey
T/Sgt John T. Powell,
T/Sgt Roland B. Wilhelm,
S/Sgt Samuel J. Alvarado,
S/Sgt William F. Britt,
S/Sgt Carlyle J. Hummel,
S/Sgt Eugene L. Lofton,
S/Sgt Thaddeus F. Shyda,
A1c Willie G. Harrell,
A1c Milton O. Matthews,
A1c Aubrey G. Morgan,
A1c Earl G. Sisson,
A1c Alvin Alxander,
A2c John D. Anthony,
A2c David L. Boyle,
A2c Stanley B. Horton,
A3c Daniel K. Eaton.
US Army:
Cpl Donald B. Anderson,
Pfc Paul B. Bayer,
Cpl Dean C. Bullen,
Pvt Robert E. Delhager,
Sgt Raymond L. Smith,
Sgt Robert L. Thompson,
Sgt Rexie L. Dewesse,
Sgt Larry P. Dieuolo,
Pfc Robert G. Duncan,
Cpl Edward J. Halvey Jr.,
Cpl William B. Hendon,
Pfc Robert E. Hill,
Cpl Kenneth G. Hoffman,
Cpl David A. Horne,
Pvt Charles J. Combs,
Sgt Warren R. Huler,
Pfc John R. Irwin Jr.,
Pvt Charles M. Johnson,
Pfc Bernard J. Kuras,
Pvt Louis F. Montanez,
Pvt John R. Panetti,
Sgt James L. White.
US Marine Corps:
M/Sgt Frederick L. Williamson,
M/Sgt Eugene E. Bennett,
Cpl Richard C. Harrison,
Lt Col C. G. Edwards,
M/Sgt Gordon B. Murray,
S/Sgt Morgan L. Ogden,
Cpl Walter W. Chase,
Cpl Dale L. Lake,
Cpl Michael J. Meszaros,
Cpl Almeron Freeman,
Cpl Cecil A. Brittain,
Cpl Richard R. Brooks.
US Navy:
An Charles Wayne Enloe,
Na William Richard Rimer,
Sa Gerald Joseph Robichaux,
Ae3 Alfred Dewey Schroeder,
Charles Edward Sheehan,
Te1 Nathan Webb,
Mrs. Rita Laverne Webb and her daughter,
Gerald Dean White.

The aircraft departed the Brussels-Haren Airport for Rome at 1717LT on an IFR flight plan. According to radio communications between the aircraft and the area controls at Zurich, Milan and Rome the flight appears to have been normal. The aircraft was in touch with Rome area control at 1929LT and the last message from it was received at 1953LT. At about 1950LT the aircraft after overflying the village of Leonessa and continued on a heading of 163° until it hit the slope of the Mt Costone dell'Acquasanta at an altitude of 1,700 meters after breaking off the tops of trees in a wood in line with the point of impact, near the end of its course. The wreckage was found one week later only and all 29 occupants have been killed, among them the Italian actress Marcella Mariani.

After an uneventful instrument flight involving no Air Route Traffic Control routing and control, Flight 451 reported at 1122 to the Idlewild Approach Control as being aver the Mitchell Radio Range Station at 7,000 feet. The flight was then cleared to enter the Scotland holding pattern (located approximately 13 nautical miles southwest of the airport) and was subsequently "laddered down" to the number one position to approach. Between 1147 and 1159 weather conditions deteriorated below the ceiling minimum of 400 feet for landing on runway 22, the runway then in use. The flight continued to hold. At 1159 reported weather conditions improved and I-LINE was cleared for an approach to runway 22 using the back course of the ILS (Instrument Landing System). At 1218 the flight reported it had discontinued this approach. It was then issued missed-approach instructions and returned to the Scotland holding pattern. Shortly thereafter weather conditions were again reported below minimums for runway 22. They were then reported as: Ceiling 300 feet, broken, 2,500 feet, overcast; visibility 2-1/2 miles, light rain and fog; wind south-southeast 20 knots. While holding, the flight was asked by Approach Control if it would be able to make an approach to runway 4, the ILS runway, considering the tailwind component. The flight accepted runway 4 and was cleared at 1307 for an ILS approach. At 1313 the tower was advised by 451 that the approach had been missed. The flight was next offered, and it accepted, a GCA (Ground Controlled Approach). This approach was abandoned at 1324, a missed-approach procedure was followed, and the flight returned to Scotland. At 1327 the Italian Airlines Station Manager, in a message relayed by the tower, asked the flight its remaining fuel, and received the reply that there was three hours of holding fuel. The Station Manager then suggested that the flight hold for 1-1/2 hours and if unable to land to proceed to Washington, D. C. At 1329 the flight acknowledged this message. At 1349 the flight was again cleared for an ILS approach, the third approach to runway 4 and its fourth to the airport. At approximately 1400 the aircraft struck the left pier. The impact was accompanied by a violent explosion and followed by an intense fire. Tower personnel immediately sounded the crash alarm and initiated emergency procedures. At the time of the accident weather conditions were reported as: Ceiling 200 overcast; visibility 2-1/2 miles, light rain and fog; wind south-southeast 16 knots. Italian Airlines' minimums for ILS approaches to runway 4 are ceiling 200 feet and visibility 1/2 mile. The aircraft was destroyed and all 10 crew members and 16 passengers were killed, six others were injured.

While approaching Amsterdam-Schiphol Airport after an uneventful flight from New York via Shannon, the crew received the permission to descend to 5,500 feet and then 4,500 feet and 3,500 feet respectively. At 1130LT, the four engine aircraft christened 'Willem Bontekoe' disappeared from the radar screens after it crashed into the sea. About five minutes after the disappearance, ATC cleared the crew to descend to 2,500 feet but did not receive any feedback. SAR operations were hampered by poor weather conditions and first debris were found at 1610LT about 37 km northwest of Ijmuiden. None of the 21 occupants survived the crash and less than 50% of the aircraft was recovered.

On final approach to Rome-Ciampino Airport, the crew encountered marginal weather conditions. While descending through clouds at an altitude of 6,500 feet, the crew informed ground about fire on right engine. It is believed that both right engines were on fire at this time. The pilot-in-command reduced his altitude in an attempt to make an emergency landing when, at a height of 650 feet, the airplane plunged into the earth and crashed in a huge explosion in a field located about six km east of Ciampino Airfield. The four engine aircraft disintegrated on impact and all 16 occupants have been killed. A crater was seen at the point of impact and debris were scattered on a wide area.

British Commonwealth Pacific Airlines' Flight 304/44 of October 28. 1953, was scheduled between Sydney, Australia., and San Francisco., California., with intermediate stops at Nadi., Fiji Island, Canton Island., and Honolulu, T. H. The flight to Honolulu was without incident. A routine crew change was effected at Honolulu and the new crew consisted of Captain B. N. Dickson. First Officer F. A. Campbell. Navigator G. R. Murtagh. Radio Officer V. A. Walker, Flight Engineer C. N. Cattanach., Purser W. Knight and Hostesses J. F. Elder and A. K. Lewis. Following a briefing on expected en route and terminal weather by U. S. Weather Bureau personnel: the crew filed an IFR (Instrument Flight Rules) flight plan with ARTC (Air Route Traffic Control) which indicated a rhumb line course was to be flown to San Francisco with Sacramento, California,, the alternate airport. The estimated flying time of the flight was nine hours and 25 minutes and there was 12 hours and 53 minutes of fuel on board. Flight 304/44 departed Honolulu at 2259, October 28, 1953, with 10 adult passengers and one child. According to company records., the gross takeoff weight of the aircraft was 90,166 pounds which was below the allowable gross takeoff weight of 95,200 pounds and the load was properly distributed with respect to the center of gravity of the aircraft. Following departure from Honolulu, the flight called the tower and requested to leave tower frequency. This request was granted. At 2302, the flight again called the tower and reported that it was over Diamond Head requesting permission to return to the airport. At this time the pilot stated, "We're having a little trouble with one of the props." The IFR flight plan was then cancelled. Three minutes later when over the airport the flight reported: "The relay is working okay now; desire to continue flight." Upon receipt of this message., ARTC revalidated the original clearance and the flight proceeded on course. As the flight proceeded toward San Francisco hourly routine position reports were made to OFACS (Overseas Foreign Aeronautical Communication Station). At 0555, the following message was sent by the flight: "VHBPE Position 32.39N 134,40W. Time 13502 (0550). Altitude 11,500. Track 064 degrees. Ground speed 225 knots. Estimating over SFO at 1640Z (0840). Estimating arrival at Blocks 1650Z (0850)." Communications to and from the flight were then changed from CW (code) to voice. In answer to a request from the flight, San Francisco ARTC,, at 0807, cleared it to descend in accordance with Visual Flight Rules and to maintain at least 500 feet on top of clouds. The flight reported that it was starting descent at 0815 and at that time was given the San Francisco 0800 weather: "Measured ceiling 1.200 feet. broken. visibility nine statute miles. temperature 54. dew point 50, wind west 12 knots and altimeter 30.13." As the aircraft approached the coast, it was identified by Western Air Defense Force Radar and released from corridor assignment at 0821. ARTC shortly there after cleared VHBPE as follows: "ATC clears VHBPE to the San Francisco ILS Outer Marker via the Half Moon Bay Fan Marker direct to the San Francisco Outer Marker. Maintain at least 500 feet above all clouds. Contact San Francisco Approach Control after passing Half Moon Bay Fan Marker. Cloud tops reported in the Bay area l.,700 feet." This message was acknowledged and repeated back. The last communication from the flight heard by OFACS was at 0823 when the aircraft reported approximately 60 miles west of the coast. At 0839., the flight called San Francisco Approach Control on 3105 kc., identified itself as "Air Pacific Echo" and advised that it was over Half Moon Bay. 500 on top and was listening on 278 kc. Approach Control acknowledged and gave the following clearance: "Cleared for an ILS approach to the airport, Runway 28, wind west 15; cross the outer marker initial (ly) at least 500 on top, report when inbound; ceiling 1.200, visibility nine. altimeter 30.14." Approximately three minutes later, the flight made a report which was acknowledged by the controller as "Air Pacific Easy., Roger, southeast, turning inbound"; the controller then added. "Cheek passing the ILS outer marker inbound." At 0845, a call to the flight was unanswered as were all subsequent calls. Shortly thereafter, appropriate search and rescue agencies were alerted that the flight was overdue. The wreckage was sighted at 1010, approximately seven and one-half miles southeast of the town of Half Moon Bay. All 19 occupants have been killed.

The crew was performing a flight from England to Florida with an intermediate stop at Hamilton-Kindley Field Airport, Bermuda. On final approach, the four engine aircraft was too low, hit the ground short of runway threshold and came to rest in flames. All 50 occupants were evacuated safely while the aircraft was destroyed by fire.

Shortly after takeoff from Westover AFB, while climbing to a height of 200 feet, the aircraft banked left and crashed in a huge explosion, killing all four crew members.

Transocean Air Lines' Flight 512 departed Guam. M. I., at 0004 on July 12, 1953, for Oakland, California, with planned intermediate stops at Wake Island and Honolulu, T. H. The crew consisted of Captain W. L. Word, First Officer H. A. Hudson, Second Officer L. H. Nowell, Navigator J. R. Hay, Flight Engineer G. C. Haaskamp, Student Flight Engineer P. Yedwabnick, flight Purser H. H. Sargent and Stewardess N. L. Downing. Forty-nine passengers were on board including one infant. The flight to Wake Island was accomplished without incident in five hours and 35 minutes. One passenger boarded the aircraft at Wake Island and since none were discharged at this point, there was a total of 50 passengers on board for the Wake Island-Honolulu segment of the flight. Following a briefing by the U. S. Weather Bureau personnel on the expected en route weather conditions, the crew filed an IFR flight plan. This plan indicated that a rhumb-line course to Honolulu was to be flown at a cruising altitude of 15,000 feet at an air speed of 236 miles per hour. Also that the estimated elapsed time was nine hours and three minutes with 11 hours and 15 minutes of fuel on board. Prior to departure the aircraft was serviced with 2,503 gallons of 100/130 octane gasoline (to a total of 4,069 gallons) and 32 gallons of oil. Takeoff from Wake Island was at 0658, July 12, 1953, with the same crew on board. According to the company's records, the total gross weight of the aircraft at takeoff was 94,397 pounds which was within the allowable gross takeoff weight of 100,000 pounds; the load was properly distributed relative to the approved CG limits. Seven minutes after departure, Flight 512 was cleared from the Wake Island CAA Control Tower frequency. At 0729 the flight made the required 100-mile-east position report and stated that it had reached cruising altitude two minutes earlier. At 0829, one hour and 31 minutes after departing Wake Island, the flight made a scheduled position report as 19 degree 48’ north latitude, 171 degree 48’ east longitude, and cruising at 15,000 feet between cloud layers. This was the last known radio contact with the flight. Since the flight did not report over its next scheduled reporting point, an alert was declared by Wake Island ARTC (Air Route Traffic Control) at 1001. An aircraft flying from Honolulu to Wake Island reported at 1212 that a green flare had been seen. This aircraft's position was 19 degree 23’N and 172 degree 05’E at the time the flare was sighted. The U. S. Coast Guard immediately dispatched several aircraft and a surface vessel to search the area. A Preliminary Accident Notice was filed by Wake Island ARTC at 1643, July 12, 1953.

The four engine aircraft left San Francisco Airport at 2305LT on a VFR flight to Oakland, distant of 10 miles. At this time, weather conditions were considered as good. On approach to Oakland runway 27R, the pilot-in-command descended below the minimum safe altitude of 500 feet when the aircraft hit the water, exploded and sank into the Bay of Oakland. A stewardess and a passenger were rescued while eight other occupants were killed.