Massachusetts

The single engine airplane was engaged in a local flight, carrying one pilot and nine skydivers. After takeoff from New Salem Airstrip, the airplane encountered difficulties to gain height. It struck trees then stalled and crashed in flames in a wooded area. All 10 occupants were injured and the aircraft was destroyed.

The airplane departed Hyannis-Barnstable Airport for a local private flight. While flying at an altitude of about 500 feet, the right engine failed. Due to populated area around his position, the captain decided to attempt an emergency landing on a beach. Upon landing, the airplane struck huge boulders and crashed. All five occupants were injured and the airplane was damaged beyond repair.

En route from Boston to White Plains in normal cruise, both engines failed. The pilot reduced his altitude and attempted an emergency landing when the airplane struck trees and crashed in Framingham. Both occupants were seriously injured and the aircraft was destroyed.

On approach to runway 33L at Boston-Logan Airport, the crew encountered marginal weather conditions with rain falls and a limited visibility to 3/4 mile in fog. While passing from IFR to VFR mode on short final, the captain failed to realize that the airplane lost height when the right main gear struck a dyke and was torn off. The airplane struck the runway surface, veered off runway to the right then lost its undercarriage and came to rest in flames. All 168 occupants were evacuated, six of them were injured. The aircraft was destroyed.

While in cruising altitude on a flight from Pittsfield to Morristown, the pilot informed ATC about an in-flight fire and that smoke spread in the cockpit and the cabin. He was cleared to divert to the nearest airport when, few seconds later, the twin engine airplane entered a dive and eventually crashed in flames in an open field located in West Stockbridge. The aircraft disintegrated on impact and all four occupants were killed.

Pan American World Airways Clipper Flight 160 was a scheduled cargo flight from New York-JFK to Frankfurt (FRA), Germany, with a scheduled stop at Prestwick (PIK), Scotland. At 08:25 the flight departed JFK. The aircraft was carrying 52912 lb (24000 kg) of cargo, 15,360 lb (6967 kg) of which were chemicals. After departure, Clipper 160 was vectored on course while climbing to FL330. At 08:44, Clipper 160's clearance was amended, and it was instructed to maintain FL310 as a final cruising altitude. Clipper 160 reported level at FL310 at 08:50. As the flight approached Sherbrooke VORTAC 100 miles east of Montreal, Canada, at about 09:04, it advised Pan American Operations (PANOP) in New York that smoke had accumulated in the "lower 41" electrical compartment, and that the flight was diverting to Boston. At 09:08, Clipper 160 advised Montreal Center that they were level at FL310 and wanted to return to JFK. Montreal Center cleared Clipper 160 for a right turn to a heading of 180 degrees. At 09:10, Clipper 160 advised PANOP that it was returning to New York and that the smoke seemed to be "getting a little thicker in here." At 09:11, the crew advised PANOP that they were now going to Boston and that "this smoke is getting too thick." They also requested that emergency equipment be available when they arrived at Boston. During this conversation, the comment was made that the "cockpit's full back there." During its return to Boston, the flight was given preferential air traffic control treatment, although it had not declared an emergency. After issuing appropriate descent clearances en route so that fuel could be burned off more rapidly at lower altitudes, at 09:26:30 Boston Center advised Boston Arrival Radar that the flight was at 2,000 feet. At 09:29, Clipper 160 asked Boston Center for the flight's distance from Boston, and added, "The DME's don't seem to be working." The Center answered, "You're passing abeam, Pease Air Force Base, right now, sir, and you're about 40 to 45 miles to the northwest of Boston." The first communication between Clipper 160 and the arrival radar controller was at 09:31:21. The flight was cleared "direct Boston, maintain 2,000." The controller asked if the flight was declaring an emergency; the reply was "negative on the emergency, and may we have runway 33 left?" The controller approved the request, and the flight proceeded to Boston as cleared. At approximately the same time, the captain instructed the crew to "shut down everything you don't need." At 09:34:20, the controller asked, "Clipper 160, what do you show for a compass heading right now?" Clipper 160 answered, "Compass heading at this time is 205." The controller then asked, "will you accept a vector for a visual approach to a 5-mile final for runway 33 left, or do you want to be extended out further?" The crew replied, "Negative, we want to get it on the ground as soon as possible." At 09:35:46, the controller stated, "Clipper 160, advise anytime you have the airport in sight." Clipper 160 did not reply. At 09:37:04, the arrival controller made the following transmission: "Clipper 160, this is Boston approach control. If you read, squawk ident on any transponder. I see your transponder just became inoperative. Continue inbound now for runway 33 left, you're No. 1. There is a Lufthansa 747 on a 3-mile final for runway 27, the spacing is good. Remain on this frequency, Clipper 160." There was no reply from the flight. With flaps and spoilers had been extended for speed reduction, the airplane approached runway 33L. The yaw damper was rendered inoperative by the uncoordinated execution of emergency procedures earlier. This made the 707 extremely difficult to control at low speeds. Control was lost and the airplane struck the ground nose down about 262 feet from the right edge of the approach end of runway 33.Pan American World Airways Clipper Flight 160 was a scheduled cargo flight from New York-JFK to Frankfurt (FRA), Germany, with a scheduled stop at Prestwick (PIK), Scotland. At 08:25 the flight departed JFK. The aircraft was carrying 52912 lb (24000 kg) of cargo, 15,360 lb (6967 kg) of which were chemicals. After departure, Clipper 160 was vectored on course while climbing to FL330. At 08:44, Clipper 160's clearance was amended, and it was instructed to maintain FL310 as a final cruising altitude. Clipper 160 reported level at FL310 at 08:50. As the flight approached Sherbrooke VORTAC 100 miles east of Montreal, Canada, at about 09:04, it advised Pan American Operations (PANOP) in New York that smoke had accumulated in the "lower 41" electrical compartment, and that the flight was diverting to Boston. At 09:08, Clipper 160 advised Montreal Center that they were level at FL310 and wanted to return to JFK. Montreal Center cleared Clipper 160 for a right turn to a heading of 180 degrees. At 09:10, Clipper 160 advised PANOP that it was returning to New York and that the smoke seemed to be "getting a little thicker in here." At 09:11, the crew advised PANOP that they were now going to Boston and that "this smoke is getting too thick." They also requested that emergency equipment be available when they arrived at Boston. During this conversation, the comment was made that the "cockpit's full back there." During its return to Boston, the flight was given preferential air traffic control treatment, although it had not declared an emergency. After issuing appropriate descent clearances en route so that fuel could be burned off more rapidly at lower altitudes, at 09:26:30 Boston Center advised Boston Arrival Radar that the flight was at 2,000 feet. At 09:29, Clipper 160 asked Boston Center for the flight's distance from Boston, and added, "The DME's don't seem to be working." The Center answered, "You're passing abeam, Pease Air Force Base, right now, sir, and you're about 40 to 45 miles to the northwest of Boston." The first communication between Clipper 160 and the arrival radar controller was at 09:31:21. The flight was cleared "direct Boston, maintain 2,000." The controller asked if the flight was declaring an emergency; the reply was "negative on the emergency, and may we have runway 33 left?" The controller approved the request, and the flight proceeded to Boston as cleared. At approximately the same time, the captain instructed the crew to "shut down everything you don't need." At 09:34:20, the controller asked, "Clipper 160, what do you show for a compass heading right now?" Clipper 160 answered, "Compass heading at this time is 205." The controller then asked, "will you accept a vector for a visual approach to a 5-mile final for runway 33 left, or do you want to be extended out further?" The crew replied, "Negative, we want to get it on the ground as soon as possible." At 09:35:46, the controller stated, "Clipper 160, advise anytime you have the airport in sight." Clipper 160 did not reply. At 09:37:04, the arrival controller made the following transmission: "Clipper 160, this is Boston approach control. If you read, squawk ident on any transponder. I see your transponder just became inoperative. Continue inbound now for runway 33 left, you're No. 1. There is a Lufthansa 747 on a 3-mile final for runway 27, the spacing is good. Remain on this frequency, Clipper 160." There was no reply from the flight. With flaps and spoilers had been extended for speed reduction, the airplane approached runway 33L. The yaw damper was rendered inoperative by the uncoordinated execution of emergency procedures earlier. This made the 707 extremely difficult to control at low speeds. Control was lost and the airplane struck the ground nose down about 262 feet from the right edge of the approach end of runway 33. The aircraft was totally destroyed and all three crew members were killed.

As Delta Flight 723 was descending, the approach clearance was given by the controller after a delay, because the controller was preoccupied with a potential conflict between two other aircraft. This caused the flight to be poorly positioned for approach. The aircraft passed the Outer Marker at a speed of 385 km/h (80 km/h too fast) and was 60 m above the glide slope. The flight director was inadvertently used in the 'go-around-mode', which led to abnormal instrument indications. This caused some confusion. The first officer, who was flying the approach became preoccupied with the problem. The DC-9 continued to descend and struck a seawall 3000 feet short of and 150 feet to the right of runway 04R, crashed and caught fire. RVR at the time was 500 m with 60 m overcast. Two passengers survived, one died a day later while the second passed away on December 11, 1973.

The pilot, sole on board, departed Norfolk in the morning on a local pleasure flight. While flying over the ocean, he elected to transfer fuel from the right tank to the left tank when both engines failed simultaneously. Unable to restart them, he attempt to ditch the aircraft few miles off West Falmouth. The aircraft sank and was lost while the pilot was uninjured.

While cruising at low altitude while on a local flight, both engines stopped simultaneously. The pilot made a sharp turn to avoid a collision with a house when the airplane stalled and crashed. Both occupants were killed.

Suffered an accident at South Weymouth NAS. There were no casualties.