Canadair C-4 North Star

On approach to Miami Airport, the crew did not get three greens and decided to return to Sarasota. On approach, engine number one and four were shut down and both other engines at an altitude of 500 feet. The airplane belly landed and slid for 1,800 feet before coming to rest. Both crew members were uninjured while the aircraft was damaged beyond repair.

The aircraft was on a non-scheduled international flight from Manchester to Palma and return. It landed at Palma at 0220 hours GMT, was refuelled and took off for Manchester at 0406 hours GMT. The co-pilot was flying the aircraft from the right-hand seat and the flight was uneventful - between 0856 hours and 0900 hours the aircraft was descending for approach and landing and was being vectored towards the ILS localizer. At 0901:30 hours the flight was informed that it was 9 miles from touchdown and well left of the centre line and it was asked if it was receiving the ILS. The pilot-in-command replied that he was and would turn right a little. Shortly thereafter one engine, most probably No. 4, ceased to deliver power, followed some 15 seconds later by the other engine on the same side. The pilot-in-command took over the controls and just after 0903 hours the Controller told the flight that it was 6 miles from touchdown and asked if it was established on the ILS localizer. This message was not acknowledged by the flight and 7 seconds later the Controller asked if it was still receiving. The pilot-in-command then replied "Hotel Golf is overshooting, we've got a little bit of trouble with rpm". The aircraft's indicated air speed was then only 116 kt and its height 1 838 ft AMSL. The Controller then ordered the pilot-in-command to turn left on to 160'~ and climb to 2 500 ft QNH. He then asked the reason for overshooting and was told "We've a little bit of trouble with rpm, will advise you". At 0903:51 hours the pilot-in-command asked what the left turn was on to. The Controller noted that the aircraft had already turned through 25' to the right instead of to the left, so he ordered the pilot to continue turning right on to 020' and climb to 2 500 ft on QNH. This was acknowledged by the co-pilot. At 0904:41 hours the Controller asked the flight to advise when ready to recommence the approach. By this time the aircraft's IAS had dropped to 111 kt, its height to 1 287 ft ONH, and it had broken cloud and was seen by an eyewitness. Thereafter it flew below cloud in conditions of reasonable visibility. At 0905:26 hours the Controller told the flight that it was 7 miles from the airfield on a bearing of 040' and requested its height. The flight reported at 1 000 ft. This was the first indication to the Controller that the aircraft was faced with an emergency and after checking that the height given was correct he put full emergency procedure into operation at the airfield and ordered the aircraft to turn right on to 180 M, so that it would close the ILS localizer. At 0905:47 hoursthe Controller asked the flight if it could maintain height. The pilot-in-command now at 981 ft AMSL and only some 800 ft above the ground replied "just about". He was told he was 8 miles from touchdown and should continue his right turn on to 200% and maintain as much height as possible. At this point 341 ft of height were lost in 10 seconds after the IAS had fallen to 100 kt and the pilot-in-command said he was not able to maintain height at the moment. The Controller told him that he was 8 miles from touchdown and closing the ILS localizer from the right. At 0907:09 hours, the Controller informed the flight that radar contact had been lost due to the aircraft's low height and asked the pilot to adjust his heading on the ILS and report when established. The co-pilot replied that they had "the lights to our right'' and were at 800 ft, just maintaining height, and the pilot-in- command asked for the emergency to be laid on. At 0907:35 hours the pilot-in-command requested his position and was told 7; miles to run to touchdown. Half a minute later the Controller repeated that he had no radar contact, and cleared the flight for landing, the surface wind being 270°/12 kt. At this stage the PAR Controller, who had overheard that the Approach Controller had lost radar contact, saw a contact at the bottom of his elevation display, and told the flight that it was 6 miles from touchdown. The co-pilot then gave their altitude as being 500 ft. The terrain clearance was only 300 ft and the IAS was below 105 kt and falling. The aircraft was approximately on the line of the ILS localizer and heading for the very centre of the built up area of Stockport. A few seconds after 0909 hours the aircraft struck the ground more or less level in pitch, slightly right wing down, and slightly yawed to the right. From the evidence of two eyewitnesses who saw the aircraft just before the crash it was clear the pilot-in-command deliberately cut the power very shortly before impact and deliberately put the aircraft down on what was the only pocket handkerchief of relatively open space available, immediately before tall blocks of flats, the town hall, the police station, and Stockport Infirmary. Three crew members and 69 passengers were killed while 12 other occupants were injured.

The crew was supposed to make a cargo flight from Rotterdam to Port Harcourt with intermediate stop at Palma de Majorca, Tamanrasset and Fort Lamy, carrying a load of 3,600 machine guns for the Biafra Government. As the official documentation could not be obtained via the Dutch Authorities for exportation to Africa, the crew flew from Rotterdam to Birmingham, UK before continuing to Spain. While in cruising altitude over Cameroun, the crew lost his orientation and was unable to locate his position with certainty. Due to fuel exhaustion, all four engines stopped and the captain decided to attempt an emergency landing. A belly landing was completed in a prairie and while contacting ground, the airplane broke into four pieces before coming to rest. All four crew members were rescued. It was reported the crew failed to obtain the appropriate charts to fly over West Africa.

The crew departed Maiquetía-Simón Bolívar Airport for a local training flight. En route, all four engines stopped simultaneously. The pilot-in-command attempted to ditch the aircraft that crashed into the sea few km off shore. All three crew members were rescued while the aircraft was lost.

The crew was completing a local training flight at Nairobi-Embakasi Airport. On approach, the crew decided to shut down an engine to simulate a failure. By mistake, the instructor feathered the wrong propeller. Due to insufficient speed, the airplane stalled and struck the ground short of runway threshold, bounced and flew for 1,5 mile before crashing in flames. All three crew members were evacuated while the aircraft was destroyed by fire.

Shortly after takeoff from Hall Beach Airport in Sanirajak, the hydraulic pressure failed on engine number four. The captain elected to return to Hall Beach when the oil pressure failed as well on engines number two and three. The crew realized that it would be impossible to reach the airport so the captain decided to make an emergency landing north of the airfield. The aircraft belly landed and came to rest in a snow covered terrain located few km from runway 36 threshold. While all 21 occupants were unhurt, among them Governor General of Canada Raymond Massey, the aircraft was damaged beyond repair. The airplane was involved in a special mission over the North Pole.

After touchdown at Ellinikon Airport in Athens, a tire burst. The airplane skidded on runway for several yards before coming to rest in flames. All 26 occupants were evacuated safely while the aircraft was written off.

Flight 810-9 was a scheduled flight from Vancouver to Toronto. It carried a crew of 3 and 59 passagers. A cruising altitude of 19,000 feet was selected. The aircraft departed Vancouver at 1810 hours Pacific standard time on 9 December 1956 and was cleared by Air Traffic Control to Calgary Airport via Mud Bay, Abbotsford and Cultus Lake (Red 75 and Red 44). The flight made the normal position reports giving altitude and reported icing beginning at 16 000 feet, moderate turbulence 16 000 feet to 18 000 feet, heavy jolts at 19 000 feet and at 1848 requested clearance to 21 000 feet. At 1852, 810 reported a fire in No. 2 engine, that this engine had been shut down and that the aircraft was returning to Vancouver via Cultus and Abbotsford. Shortly afterwards the flight reported difficulty in maintaining height and requested clearance to descend on Green 1. The last altitude reported by Flight 810 was just above 15 000 feet which would be maintained if possible. At 191 0 hours Flight 810 reported passing Hope, the altitude was not given but clearance to descend to 10 000 feet was requested. ATC cleared 810 to cross the Vancouver range at 8 000 feet or above. Flight 810 acknowledged and this was the last radio contact. All through this latter part of the flight the tone of the voice in the radio transmission, as recorded on TCA tape, did not suggest undue concern by the crew of 810. Nothing more was heard of the aircraft until a part was dis- covered by mountaineers on 12 May 1957, when they .were climbing Mt Slesse, at approximately the 7 600-foot level, adjacent to the third highest peak.

The four engine aircraft departed runway 25 at Kano Airport for Tripoli in moderate rain and climbed to an altitude of 250 feet. The aircraft then began to lose height rapidly and although the pilot-in- command ordered full power, the descent could not be checked. Notwithstanding the increased power he was unable to prevent it striking a tree and the aircraft crashed about 1,5 mile from the end of the runway. Three crew members and 29 passengers were killed. At time of takeoff, the reported weather conditions on runway 25 were as follows: cloud 3/8, base at 2,500 feet, wind 270° at 20 knots, visibility 1,500 yards and moderate rain.

On approach to Tripoli Airport by night and poor weather conditions, the crew was unable to locate the runway and decided to make a go around. Three times, the captain decided to abandon the approach procedure for a go around maneuver. During a fourth attempt, he descended below the glide when the aircraft hit trees and crashed 1,200 yards short of runway 11. Two crew members and 13 passengers were killed and the aircraft was destroyed. All other occupants were injured.