Douglas DC-3

The crew was conducting a local training flight at Beauvais-Tillé Airport. On takeoff from runway 31, the airplane encountered difficulties to gain height, hit power cables and crashed in a field. The aircraft was destroyed and all nine occupants were killed.

While descending to Talpa de Allende Airport in marginal weather conditions, the airplane hit the slope of the Cerro del Cabre located about 20 km northwest of the airport. The airplane disintegrated on impact and all 26 occupants were killed.

Flight 792 originated at Boston, Massachusetts, for Berlin, New Hampshire, with stops at concord and Laconia, New Hampshire. The drew consisted of Captain W. P. Carey, First Officer George D. McCormick, Stewardess Mary McEttrick, and Flight Superintendent John C. McNulty. Departure from Boston was at 0930, approximately on schedule, with a company clearance to Laconia under Visual Flight Rules. The first two segments of the flight, Boston-Concord and Concord-Laconia, were routine. Departure from Laconia was on schedule at 1039. The aircraft carried fuel for about four hours., its gross weight was considerably under the max allowable,. and its center of gravity was located within prescribed limits. Scheduled arrival at Berlin was 1112. A minute or so after takeoff the flight requested an IFR clearance f or the 73-mile flight which was at once approved by the company dispatcher at Boston, and Issued by the CAA Air Route Traffic Control Center, "Boston ATC clears Northeast Flight 792 for an approach to the Berlin Airport via Blue 63 to cruise 8,000 feet." At 1103 the flight called the company station at the Berlin Airport and asked for local weather. The station agent immediately gave the 1045 observation: Estimated 3,000 feet overcast; visibility 2-1/2 miles; light snow showers. The flight acknowledged but did not give its altitude and position. The agent then made a special weather observation at 1110 and transmitted the following information to the flight: 2,300 scattered, 39000 overcast; visibility 2-1/2 miles; light snow showers; wind northwest 10; snow showers to the north. (This was close to the Berlin minimums of 2,300 foot ceiling and 2 miles visibility.) The flight's acknowledgement of this transmission was logged at 1114; however, the actual time may have been as much as two minutes earlier as the agent was alone and busy. There was no further contact. No position report was received for North Conway, a company-required reporting point about midway between Laconia, and Berlin. At 1125 the company's Boston station asked by teletype regarding the flight, Accordingly, the Berlin operator called the flight at 1128 but received no reply. At 1130 he sent a special weather report and suggested that, the flight return to Laconia. Again there was no reply. (The accident had already occurred.) This special weather was: Ceiling estimated 1,500 feet broken, 3,000 feet overcast; visibility 2 miles; light snow; wind northwest 10 (below Berlin minimums).

While cruising at an altitude of 18,000 feet in marginal weather conditions, the airplane struck the southeast slope of Mt Jirishanca (,6,094 meters high) located about 200 km north of Lima-Callao Airport. As the airplane failed to arrive at destination, SAR operations were conducted and the wreckage was found on December 4, 1954. All 24 occupants (21 civilians and three crew members) were killed.

Following an uneventful flight and approach, the crew landed at Santos Dumont Airport. After touchdown on a wet runway, the airplane encountered difficulties to stop within the remaining distance, overran and plunged into the Guanabara Bay. While all 31 occupants were quickly evacuated and uninjured, the aircraft was written off.

Crashed in unknown circumstances while performing a cargo flight from Saigon to Hanoi. All three crew members were killed.

While flying about 25 miles northwest of McGrath in marginal weather conditions, the aircraft hit the slope of a mountain. As it failed to arrive, SAR operations were conducted and the wreckage was found few hours later. Both crew members were killed in the crash.

On final approach to Paraparaumu Airport, both engines failed simultaneously. Then captain was able to restart the engine but the aircraft lost speed and height. While trying to climb, the aircraft banked right and hit a house, shearing off 12 feet of the right wing. The airplane passed between two houses and eventually crashed in a wooded area. The aircraft was destroyed, three children were killed and all other occupants were injured, some of them seriously.

The airplane departed Jackson, Michigan, for Atlanta, Georgia, with a planned intermediate stop to discharge cargo at Fairfax Airport, Kansas City, Kansas. This was a cargo flight designated as Trip 40-2011; the crew consisted of Captain William D. Speaks, Pilot in command, Captain Edward F. Kaselak and First officer Byron R. Williams. Prior to departing Jackson, the crew went to the CAA communications Station on the airport and reviewed the weather sequence reports and en route forecast and Captain Speaks also telephoned the U.S. Weather Bureau office at Detroit, Michigan, to obtain more detailed information. Following the review of the weather data, an IFR (instrument Flight Rules) flight plan to Kansas City, Kansas, was filed which indicated a cruising altitude of 10,000 feet, estimated elapsed time of four hour plus 20 minutes with seven hours of fuel on board and Springfield, Missouri, as the alternate airport, According to company records, the weight of the aircraft at takeoff was under the allowable gross weight of 26,900 pounds and the load was distributed so that the center of gravity of the aircraft was within approved limits. Routine position reports were made and when over Burlington, Iowa, at 0536, the flight was cleared to the Liberty Non-Directional Beacon, 16 miles northeast of Kansas City, to descend to and maintain 2,500 feet. At 0627, ARTC (Air Route Traffic Control) cleared the flight to the Kansas City, Missouri ILS (Instrument Landing System) outer marker to maintain 2,500 feet and to contact approach control when over Liberty. Twenty-nine minutes later, at 0656, the flight reported being over Liberty and approach control gave it the 0635 Kansas City, Missouri weather as follows: ceiling measured 600 feet, overcast, visibility 1-1/2 miles, light freezing drizzle, fog, and altimeter setting 29, 89. At this time approach control also verified that the aircraft was to land at the Fairfax Airport, Kansas City, Kansas, and immediately gave it the 0655 Fairfax Airport weather report: ceiling measured 600 feet, overcast, visibility 2 miles, light freezing drizzle, light snow fog and wind northwest 30 m.p.h. This airport is one and one-half miles northwest of the Kansas City Municipal Airport and across the Missouri River. The flight was then cleared to make an ADF approach to Fairfax for a landing on Runway 31 and was requested to report leaving the outer marker. N 49551 reported leaving the outer marker inbound at 0705 and was advised to contact the Fairfax Tower, The flight complied and requested the wind direction and runway in use. The tower replied that the runway was 31, the wind was from the north-northwest 20-30 m.p.h. and gusty, and the altimeter setting was 29.88. A few seconds later the tower also advised that the high intensity approach lights at the Kansas City Municipal Airport were on and if too bright, would be turned down. The flight's acknowledgement was negative and there was no further radio contact. At approximately 0775 the wreckage was located by the Kansas City Municipal Airport Patrol 400 feet north and 156 feet west of the approach and of Runway 17 of that airport.

While cruising in a snowstorm, the airplane hit the slope of a mountain located about 50 km from Herat. The wreckage was found few days later and all 21 occupants were killed.