Crash of a Rockwell Grand Commander 680FP in Fall City: 1 killed

Date & Time: Aug 27, 1976 at 1550 LT
Registration:
N680FP
Flight Phase:
Survivors:
No
Schedule:
Wenatchee - Seattle
MSN:
680-1322-135
YOM:
1963
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
950
Circumstances:
The pilot started the descent to Seattle-Boeing Field Airport when the left engine failed. The airplane entered a dive, went through the clouds and crashed in flames in Fall City. The pilot, sole on board, was killed.
Probable cause:
Uncontrolled descent following an in-flight powerplant failure for undetermined reasons. The following contributing factors were reported:
- Failed to maintain flying speed,
- Improper operation of flight controls,
- Cause of feathered propeller could not be found,
- Observed spinning out of clouds.
Final Report:

Crash of a Beechcraft UC-45B Mk.3T in Seattle

Date & Time: Dec 5, 1968 at 1410 LT
Type of aircraft:
Registration:
CF-RQL
Flight Type:
Survivors:
Yes
MSN:
5980
YOM:
1943
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
4207
Captain / Total hours on type:
30.00
Circumstances:
On final approach to Seattle-Boeing Field, both engine failed. The airplane lost height, struck electrical wires and crashed in flames in a parking lot. The pilot was injured and the aircraft was destroyed as well as seven cars.
Probable cause:
The probable causes were:
- Engine failure,
- Mismanagement of fuel,
- Fuel starvation,
- Checklist not followed,
- Fuel selector on nose tank.
Final Report:

Crash of a Douglas DC-6A on Mt Rainier: 5 killed

Date & Time: Apr 23, 1965 at 1423 LT
Type of aircraft:
Operator:
Registration:
N6541C
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Seattle – Ogden-Hill
MSN:
45369/984
YOM:
1958
Flight number:
AAX1422A
Crew on board:
5
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
5
Captain / Total flying hours:
6861
Captain / Total hours on type:
4088.00
Copilot / Total flying hours:
17310
Copilot / Total hours on type:
5214
Aircraft flight hours:
18315
Circumstances:
On April 23, 1965, at 1423 P.s.t., an AAXICO Airlines, Inc., Douglas DC-6A, N6541C, crashed on the west slope of Mt. Rainier, Washington. The accident site was 40.2 nautical miles southeast of the Seattle ‘VORTAC, on the 125° radial, at an elevation of 10,200 feet m.s.l. The aircraft was being operated as Logair Flight 1422A, on a Visual Flight Rules (VFR) flight from Boeing Field, Seattle, Washington, to Hill Air Force Base (AFB), Utah. All five crew members received fatal injuries as a result of the crash. The flight was attempting to obtain an Instrument Flight Rules (IFR) clearance when it struck the snow covered glacier. The aircraft was destroyed by impact. There was no fire.
Probable cause:
The Board determines that the probable cause of this accident was the improper correlation of the aircraft position with respect to obstructing terrain while continuing the flight on a VFR flight plan in instrument weather conditions.
Final Report:

Crash of a Boeing 707-227 near Arlington: 4 killed

Date & Time: Oct 19, 1959 at 1620 LT
Type of aircraft:
Operator:
Registration:
N7071
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Seattle - Seattle
MSN:
17691
YOM:
1959
Crew on board:
8
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
5015
Captain / Total hours on type:
369.00
Copilot / Total flying hours:
23563
Aircraft flight hours:
173
Circumstances:
A Boeing Airplane Company test pilot was acting as an instructor-pilot on a demonstration and acceptance flight prior to the aircraft being delivered to the customer. The company was also utilizing this flight time for flight instruction purposes in qualifying airline personnel in the aircraft. The instructor-pilot demonstrated several maneuvers, including Dutch Rolls, to a pilot-trainee, an airline captain who was making his first training flight training flight prior to checkout on the Boeing 707. The instructor-pilot initiated a Dutch Roll in which the roll-park angle of the aircraft reached 40 to 60 degrees. This bank angle is in excess of limitation set by the company for demonstration of his maneuver. The pilot-trainee, who was to make the recovery, rolled full right aileron control while the right rank was still increasing. The instructor-pilot immediately rolled in full opposite aileron. The airplane stopped its right roll at a point well past a vertical bank and then rolled to the left even more violently. Several gyrations followed and after control of the aircraft was regained, it was determined that three of the four engines had separated from the aircraft and it was on fire. The fire rapidly reduced controllability of the aircraft and an emergency landing was attempted, however, the aircraft struck trees and crashed short of the intended landing area because power on the engine remaining had to be shut down to keep the aircraft wings level. The aircraft was destroyed and four crew members were killed while four others were injured.
Probable cause:
The Board determines that the probable cause of this accident was the structural failures induced during an improper recovery attempt from a Dutch Roll which exceeded the angle-of-bank limits prescribed by the company.
Final Report:

Crash of a Boeing B-52D-75-DO Stratofortress near Burns: 5 killed

Date & Time: Jun 23, 1959 at 1200 LT
Type of aircraft:
Operator:
Registration:
56-0591
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Seattle - Seattle
MSN:
17274
YOM:
1956
Location:
Crew on board:
5
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
5
Circumstances:
At 11:05 a.m. on Tuesday, June 23, 1959, Tommy’s Tigator took off from Boeing Field for an experimental low-level flight test. Five employees of the Boeing Airplane Company were on board the B-52D: Lewis E. Moore, commander/pilot; Joseph Q. Keller, copilot; Gerald G. Green, navigator; Charles K. McDaniel and Neil Johnson, flight-test engineers. The aircraft had been making test runs over Eastern Washington, Oregon, and Idaho since April 10, 1959, and was loaded with special electronic equipment for measuring stresses on the airframe and flight surfaces. The bomber was scheduled to fly at lower than 500 feet above the ground on an elliptical course from The Dalles, Oregon, to Malheur Lake, Burns, and back to Walla Walla, Washington, at near maximum speed of 638 miles-per-hour. At 11:30 a.m., Tommy’s Tigator radioed that it was over The Dalles and preparing to descend for the low-level test flight. No further reports were heard from the pilot after it passed the checkpoint. Leslie Heinz, a lineman for the Harney County Rural Electric Cooperative, was an eyewitness to the accident. He was working with a crew on power lines in a remote area approximately 35 miles west of Burns and three miles from the crash site. At about 12:00 noon, he spotted the B-52 flying southeast approximately 300 feet above the desert floor when it suddenly crashed. The aircraft disintegrated on impact and all five crew members were killed:
Crew:
Lewis E. Moore, pilot,
Joseph Quentin Keller, copilot,
Gerald G. Green, navigator,
Neil Johnson, flight engineer,
Charles Kenneth McDaniel, flight engineer.
Source: http://www.historylink.org/File/10063
Probable cause:
The investigation by Air Force and Boeing experts concluded the accident was caused by the catastrophic failure of the horizontal stabilizer (tail plane), affecting the B-52’s longitudinal stability. The plane was not designed for the excessive turbulence of high-speed, low-level flight and began to disintegrate. Minus the horizontal stabilizer, the nose of the plane pitched sharply upward and it stalled, struck a knoll and exploded. At an altitude of 500 feet, there was virtually no chance for the crew to escape.
Final Report:

Crash of a Douglas C-54-DO Skymaster in Seattle: 28 killed

Date & Time: Nov 17, 1955 at 2359 LT
Type of aircraft:
Registration:
N88852
Flight Phase:
Survivors:
Yes
Site:
Schedule:
Seattle – Newark
MSN:
3123
YOM:
1942
Flight number:
PNS17K
Crew on board:
4
Crew fatalities:
Pax on board:
70
Pax fatalities:
Other fatalities:
Total fatalities:
28
Captain / Total flying hours:
5920
Captain / Total hours on type:
1000.00
Copilot / Total flying hours:
5778
Copilot / Total hours on type:
531
Aircraft flight hours:
19630
Circumstances:
Peninsular Air Transport Common Carriage Flight 17K was scheduled to originate at Boeing Field and terminate at Newark, New Jersey, with intermediate refueling stops. The assigned crew consisted of Captain W. J. McDougall, First Officer F. C. Hall, and Steward J. O. Adams. The third pilot, Edward, McGrath, deadheading to Miami, Florida, occupied the jump seat with no crew duties. The flight, scheduled to depart at 2030, was delayed because of a heavy snowfall during the afternoon and early evening of November 17 which delayed passenger arrivals and necessitated removal of snow from the aircraft before departure. At 2332 the flight taxied to runway 13, holding off the runway waiting its turn behind other flights to take off, During this time the crew completed pre-takeoff cheeks and received an IFR (Instrument Flight Rules) clearance. This, in part, instructed them to turn right after takeoff and climb on the northwest course of the Seattle Range to 5,000 feet m. s. 1. (mean sea level). The takeoff was started at 2358 and appeared normal as the landing gear retracted and right turn was begun. When approximately 300-400 feet above the ground the first reduction of power, from takeoff to normal rated power, was made and about five of the 15 degrees of flaps extended, were retracted. At this time the No. 4 propeller surged and engine r. p. m. increased to about 2,800. Unable to reduce the r. p. m. of No. 4 by reducing its power an attempt was made to feather the propeller; this also was unsuccessful. As the aircraft then began to descend takeoff power was reapplied to Nos. 1, 2, and 3 engines and the power from No. 4 was further reduced. This action did not reduce the r. p. m. of No. 4 which surged again and increased to more than 3,000. The aircraft veered to the right and continued to descend. Realising that a crash-landing was imminent Captain McDougall reduced the airspeed until the aircraft was nearly stalled and applied full power to all four engines. The aircraft continued to settle. It then struck a telephone pole and several trees before crash-landing in a nose-high attitude. Fire and rescue equipment was dispatched to the scene from both the Seattle Fire Department and the Seattle-Tacoma Airport. The units arrived promptly and gave first aid to the survivors. Fire which followed the crash was quickly extinguished but not before extensive property was burned and the aircraft was nearly consumed. One crew member and 27 passengers were killed.
Probable cause:
The Board determines that the probable cause of this accident was the excessively high drag resulting from the improperly indexed propeller blades and inability to feather. These conditions were the result of a series of maintenance errors and omissions. The following findings were reported:
- Weather conditions at takeoff were above minim with respect to ceiling and visibility,
- There was no snow or ice on the aircraft when it took off,
- During the first power reduction the No. 4 engine r. p. m. fluctuated, became uncontrollable, and shortly thereafter increased to more than 3,000,
- Efforts to reduce the r. p. m. and feather the malfunctioning propeller were unsuccessful,
- The propeller dome retaining nut was not tightened sufficiently permitting oil to leak around the dome seal,
- The leaking oil resulted in a lack of oil for reducing the r. p. m. or feathering the No. 4 propeller,
- Poor maintenance procedures, omissions during maintenance, and lack of proper inspection were evident in the maintenance work performed by Seattle Aircraft Repair, Inc,
- Improper indexing of the No. 4 propeller blades occurred during the work at Seattle,
- Propeller drag from the overspeeding No. 4 propeller greatly increased by the incorrect indexing of the blades made continued flight difficult if not impossible,
- The aircraft was unairworthy following the Seattle maintenance work.
Final Report:

Crash of a Douglas DC-3C near Cedar Falls: 7 killed

Date & Time: Apr 14, 1953 at 0222 LT
Type of aircraft:
Operator:
Registration:
N65743
Flight Phase:
Survivors:
Yes
Site:
Schedule:
Washington DC – Cleveland – Chicago – Minneapolis – Fargo – Billings – Spokane – Seattle
MSN:
20432
YOM:
1944
Crew on board:
3
Crew fatalities:
Pax on board:
22
Pax fatalities:
Other fatalities:
Total fatalities:
7
Captain / Total flying hours:
5100
Captain / Total hours on type:
2061.00
Copilot / Total flying hours:
1840
Copilot / Total hours on type:
38
Aircraft flight hours:
12185
Circumstances:
The flight departed Washington National Airport, Washington, D. C., at 0007 EST, April 13, with 12 passengers and crew consisting of Captain L. T. Brannan, Copilot O. T. Thorson, and Stewardess A. Long. At Wilkes-Barre, Pennsylvania, 10 additional passengers plus relief crew Captain A. J. Lerette and Copilot W. E. Harshman boarded the aircraft. These pilots were deadheading to Fargo, North Dakota, where they were to relieve the other pilots. The destination for all passengers was Seattle, Washington. The flight stopped at Cleveland, Ohio, for fuel and oil and arrived at Chicago at 0735 CST. Shortly after takeoff at Chicago, the flight returned owing to rough operation of the left engine. The left magneto of this engine was replaced by a spare carried on the aircraft and the flight again departed at 1215 CST for Minneapolis, made a fuel stop there, and arrived at Fargo, North Dakota, at 16140 CST. Captain Brannan and Copilot Thorson left the flight at this point. One of the relief pilots inquired about the availability of an engine mechanic, stating that one of the engines was spitting and coughing. When he was told it would take about 15 minutes to get a mechanic, he said to disregard it. The left engine started with some difficulty. The flight departed Fargo at 1748 CST and made fuel stops at Billings, Montana, and Felts Field, Spokane, Washington. The pilots did not report any mechanical difficulties over this segment. The flight departed Spokane at 0035, April 14, on an IFR flight plan via Green Airway 2,5,000 feet to Ephrata, Washington, 7,000 feet to Ellensburg, Washington, and 8,000 feet to Seattle. Routine position reports were made, the last being over Ellensburg at 0143 and climbing to 8,000 feet from 7,000. At approximately 0200 the Seattle ARTC Center heard a call on 120.3 mega-cycles from an unidentified aircraft which was believed to be N 657143, advising that estimated time of arrival at Seattle was 0227 and that the aircraft was standing by on Boeing Field Tower frequency (118.3 megacycles). At 0207 the pilot of N 65743 reported an engine failure and requested further clearance. Seattle Center advised the aircraft to contact Seattle Approach Control or Boeing Tower as soon as practicable and cleared at to cross Seattle at or above 4,000, no delay expected. Later transmissions from the aircraft were on Boeing Field Tower frequency, rather than the Approach Control frequency of 119.5 megacycles. Signals from the aircraft were weak and difficult to read by both Approach Control (located in the Seattle-Tacoma Tower) and by the Boeing Field Tower. However, Approach Control had less difficulty than Boeing Field Tower in hearing the aircraft on 118.3 megacycles, so the controller cooperated with Boeing Tower in furnishing them with the content of messages through interphone. The pilot could apparently hear Boeing Tower, but not Approach Control. At 0214, Approach Control heard the pilot of N 65743 report that he was icing up and losing altitude. The flight was cleared for an approach to Boeing Field by the Boeing Field controller upon instructions from Approach Control, and was given current Seattle weather conditions. The last transmission from the aircraft was received at 0222, reporting that the flight was at 4,800 feet. Search and rescue activities were instituted shortly thereafter. Two crew members and five passengers were killed while 18 others were rescued. The aircraft was destroyed.
Probable cause:
The Board determines that the probable cause of this accident was the progressive failure of both engines, due to the lack of compliance with proper maintenance standards. The following findings were pointed out:
- The flight returned to Chicago a few minutes after departure owing to malfunction of the left engine, and the left magneto was changed; this magneto was later found to be in a satisfactory condition,
- Although engine malfunctions were again experienced while en route west of Chicago, the pilots failed to have the difficulties corrected,
- First one engine, then the other, progressively failed while the flight was on its last route segment, resulting in a crash in the Cascade Mountains,
- There was evidence that detonation and preignition took place in both engines and that they ultimately failed as a result of master rod bearing failures,
- Spark plugs in both engines had been operated beyond their normal maintenance inspection period and exhibited evidence of a condition conducive to detonation and preignition.
Final Report:

Crash of a Boeing B-50D-110-BO Superfortress in Seattle: 11 killed

Date & Time: Aug 13, 1951 at 1418 LT
Type of aircraft:
Operator:
Registration:
49-0268
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Seattle - Seattle
MSN:
16044
YOM:
1949
Crew on board:
6
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
11
Circumstances:
The crew (three engineers and pilots from Boeing and three USAF officers) were engaged in a local flight from Seattle-Boeing Field to test the airplane that was subject to technical modifications. Shortly after takeoff, while in initial climb, the four engine airplane encountered serious difficulties to gain height when the right wing hit the roof of a brewery located about a mile north of the airfield. Out of control, the aircraft stalled and crashed in a huge explosion on the Lester Apartments building. The airplane was destroyed by impact forces and a post crash fire fed by 4,000 gallons of fuel. All six crew members and five people in the building were killed while 11 other people on the ground were injured. The exact cause of the mishap remains unclear.
Crew:
Lt Lloyd G. Vanderwielen, pilot,
Earl Edwards, copilot,
Cpt Charles A. Dews, radar observer,
M/Sgt Frank A. Dodaro, flight engineer,
Kenneth C. Barrick, flight test analyst 1.

Crash of a Curtiss C-46F-1-CU Commando in Seattle: 7 killed

Date & Time: Jul 19, 1949 at 2101 LT
Type of aircraft:
Registration:
N5075N
Flight Phase:
Survivors:
Yes
Schedule:
Seattle – Chicago
MSN:
22463
YOM:
1945
Crew on board:
4
Crew fatalities:
Pax on board:
28
Pax fatalities:
Other fatalities:
Total fatalities:
7
Captain / Total flying hours:
3743
Captain / Total hours on type:
700.00
Copilot / Total flying hours:
7800
Copilot / Total hours on type:
200
Aircraft flight hours:
255
Circumstances:
The aircraft was chartered to carry 28 US military staff to Chicago. The crew taxied the aircraft to the south end of runway 31, where they parked for a period of 13 minutes to accomplish the before takeoff check list. The engines and other components of the aircraft appeared to operate normally, so at 2058, after receiving clearance from the tower, takeoff was started. Fuel selector valves for both engines had been positioned to the front tanks which contained 91 octane gasoline. Wind was from the northeast at six miles per hour, and visibility was eight miles, under a ceiling of 8,500 feet. Power was advanced to 45 inches of manifold pressure and to 2,700 RPM’s for takeoff. The aircraft rolled approximately 3,500 feet down the runway, then became airborne at an air speed of 105 miles per hour. During the takeoff run one of the engines was heard to sputter and backfire, and an unusual amount of torching or exhaust flame was observed coming from both of the engines. Because the left engine did not seem to be developing full power, Captain Edgerton, at an altitude of about 20 feet, retarded the throttles, and the aircraft settled back to the runway. Runway 31 at Boeing Field is 7,500 feet long. At the time of the accident, the green threshold lights at the north end of the runway had been moved in 1,700 feet for runway had been moved in 1,700 feet for runway repair purposes, in effect reducing the length of the runway to 5,800 feet. However, this north portion of the runway was usable for takeoff. Captain Edgerton after touching down on the runway, approximately 4,500 feet from the start of the takeoff and 1,300 feet from the green threshold lights, did not believe that he had sufficient runway remaining to accomplish a safe stop, so he advanced the throttles to the limit of 52 inches. Both engines responded, but the left continued to misfire. After a momentary ground roll the aircraft again became airborne at an air speed of 105 miles per hour. The landing gear was retracted, air speed increased slowly to approximately 110 miles per hour, and the flight passed over the north end of the runway at about 50 feet above the ground in a nose high attitude. Sufficient altitude could not be obtained to fly over power lines and poles to the north of the airport, and 1,500 feet north of runway 31 the aircraft struck a 56-foot pole two feet below its top. The impact tore away six feet of the right horizontal stabilizer and elevator. A second pole, 1,480 feet from the first, was struck, then a third pole 200 feet from the second. As a result of striking these poles air speed and altitude were lost, and 200 feet from the third pole the aircraft crashed into a three-story frame house. The aircraft carried away the entire top story of this structure, then it plunged into and demolished a single-story brick dwelling. The aircraft came to rest on the foundation of the brick dwelling in an upright position. Many high tension lines, carrying up to 26,000 volts, had been severed. As a result, there was considerable electrical arcing which started several scattered fires in the vicinity of the accident. Fire was started in the area of the aircraft’s fuel tanks immediately after the aircraft had come to a full stop. The tail section aft of the main cabin door and the nose section forward of the flight deck were separated from the cabin portion of the fuselage. Passengers and crew were evacuated through these open ends of the cabin before fire progressed into the fuselage. Two passengers, Pvt Laurence Furio and Cpl Frank Catioca were killed as well as five people in the houses: Pete Chumos, Frank Morgan, Ralph Parker, Olavi Niemi and Ed Brightcamp.
Probable cause:
The Board determines that the probable cause of this accident was the indecision of the pilot in continuing a takeoff after loss of power in the left engine, which loss was probably caused by the use of 91 octane fuel, necessitating the operation of the aircraft’s engines in excess of the approved operating limitations.
The following findings were noted:
- Ninety-one octane fuel was used for takeoff although not authorized in the aircraft specification or in the CAA Approved Flight Manual,
- During takeoff, the power settings used far exceeded the limitations of 91 octane fuel,
- The aircraft, after a takeoff roll of approximately 3,500 feet, became airborne at an air speed of 105 miles per hour and climbed to an altitude of about 20 feet, at which time the left engine failed to develop full power,
- Immediately following the loss of power in the left engine, throttles were retarded after which the aircraft made contact with the runway approximately 4,500 feet from the start of the takeoff run, and 1,300 feet from the green threshold lights at the north end of the runway,
- Following the touchdown on the runway, throttles were advanced for the continuation of the takeoff, and the aircraft became airborne for the second time at an air speed or 105 miles per hour,
- The left engine continued to misfire during the entire takeoff and climb from the airport, but there was not sufficient evidence from which to conclude or estimate the amount of power, if any, which was developed,
- The aircraft struck a 56-foot pole, two feet below its top, which was located 1,500 feet north of the north end of runway 31, after which the aircraft struck other poles and power lines resulting in loss of air speed and altitude, following which the aircraft crashed in a residential area north of Boeing Field, Seattle, Wash.
Final Report:

Crash of a Boeing 307 Stratoliner near Alder: 10 killed

Date & Time: Mar 18, 1939 at 1317 LT
Type of aircraft:
Operator:
Registration:
NX19901
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Seattle - Seattle
MSN:
1994
YOM:
1939
Crew on board:
10
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
10
Aircraft flight cycles:
19
Circumstances:
The four engine aircraft (first prototype) departed Seattle-Boeing Field at 1257LT with engineers and representatives from TWA and KLM on board. At 1312LT, a radio message was transmitted from NX19901 to the Boeing Aircraft Company radio Station located at Seattle, which message gave the position of the aircraft as being between Tacoma and Mount Rainier at an altitude of 11,000 feet. Some two or three minutes later, while flying at a comparatively slow rate of speed in the vicinity of Alder, the aircraft stalled and began to spin in a nose down attitude. After completing two or three returns in the spin, during which power was applied, it recovered from the spin and began to dive. The aircraft partially recovered from the dive at an altitude of approximately 3,000 feet above sea level, during which recovery it began to disintegrate. Outboard sections of the left and right wings failed upward and broke entirely loose from the aircraft. Major portions of the vertical fin and portions of the rudder were carried away by the wing wreckage. The outboard section of the left elevator separated from the stabilizer and both fell to the ground detached. The right horizontal tail surface, being held on by the fairing along the top surface and also by the elevator trim tab cables, remained with the fuselage. The number one engine nacelle also broke loose from the aircraft and fell to the ground separately. The main body of the aircraft settled vertically and struck the ground in an almost level attitude both longitudinally and laterally at a point approximately 1,200 feet above sea level. Watches and clocks aboard the aircraft, which were broken by force of the impact, indicated the time of the accident as approximately 1317LT. The aircraft was destroyed by impact forces and all ten occupants were killed.
Crew:
Julius A. Barr, first pilot,
Earl A. Ferguson, copilot,
Benjamin J. Pearson, alternate copilot,
Harlan Hull, alternate copilot,
Ralph L. Cram, first aerodynamist,
John Kylstra, assistant to aerodynamist,
Albert G. von Baumhauer, assistant to aerodynamist and KLM reprensentative,
Pieter Guillonard, recorder and photographer,
William C. Doyle, operator of the oscillograph,
Harry T. West, engineering officer.
Probable cause:
Structural failure of the wings and horizontal tail surfaces due to the imposition of loads thereon in excess of those for which they were designed, the failure occurring in an abrupt pull-out from a dive following recovery from an inadvertent spin.
Final Report: