Douglas DC-3

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.

En route from Camiri to Sucre, the airplane hit the slope of Mt Rodeo Pampa located south of Tarabuco. The wreckage was found few hours later and all 28 occupants have been killed.

The airplane left Monterrey Airport at 0700LT bound for Falcon, Tamaulipas. About ten minutes later, while climbing, the airplane hit the slope of a mountain and crashed into a deep ravine, about 30 km northeast of the airport. All 21 occupants have been killed. Passengers included leading Mexican journalists and entertainers who were on their way to a meeting between President Eisenhower and President Adolfo Ruiz Cortinez of Mexico, taking part to the ceremonies marking the inauguration of the Falcon Dam at the border between USA and Mexico.

The airplane was cleared by the tower at 1723 for takeoff on Runway 25R, for a local VFR flight. On takeoff run at 1725, just when becoming airborne, and near the intersection of Runway 25R with Runway 22-4, it appeared that control of the aircraft had been lost. The right wing dropped and shortly struck the ground. The aircraft was then 15-20 feet high and the right wing remained down and the tail rose. It then veered to the right of the runway cartwheeled over its nose, and came to rest upside down. Fire broke out a few seconds later in the forward portion of the fuselage. Captain Johnson received minor injuries, Copilot Williams was seriously burned, and Company Chief Inspector Stromisky, sitting in the jump seat, was killed. Tower personnel had alerted emergency equipment when the aircraft first appeared to be in trouble, and fire apparatus arrived at the scene within a few minutes and extinguished the fire. The gross weight of the aircraft at the time of takeoff was 21,203 pounds, well below the prescribed maximum of 25,346 pounds, which was distributed within the approved C. G. limits. Weather at the time and place was good, with unlimited ceiling and visibility and a southwest wind at 10 mph.

Flight 318 departed Dallas, Texas, on a VFR Flight Plan at 1310, on time, for Atlanta, Georgia, with a scheduled stop at Shreveport, Louisiana. The crew consisted of Captain Douglas B. yolk, First Officer James P. Stewart and Stewardess Joanne Carlson; there were 17 passengers including one infant. The aircraft’s gross weight on departure from Dallas was 24,099 pounds, which was within the allowable weight of 25,200 pounds, and the center of gravity was within the prescribed limits. Flight 318 proceeded normally and at 1352 reported to the company station at Longview, Texas, that it was then west of Gladewater, Texas. Longview gave the flight the latest Shreveport weather which was dark scattered clouds at 1,000 feet, ceiling estimated 4,000 feet broken clouds, overcast at 20,000 feet, visibility 10 miles, thunderstorms, light rain showers, wind south 10. Remarks were thunderstorms south, occasional lightning cloud to cloud south. The flight was also advised by the company’s Longview operator that he had been watching thunderstorms east and southeast of the Longview field and suggested that the flight stay well to the north. Flight 318 answered “OK.” At 1408, in the vicinity of Marshall, Texas, the flight made a routine radio contact with Delta’s Shreveport station, during which it was given the Shreveport altimeter setting of 29.78. At this time the flight advised it was changing over to the Shreveport Control Tower frequency. At about 1412, four minutes later, Flight 318 called the Shreveport Control Tower, which cleared it to make a right-hard turn for landing approach to Runway 13 and gave the wind as southeast 10 miles per hour, Flight 318 acknowledged this message and requested the Shreveport weather which was transmitted as dark scattered clouds at 1,000 feet, ceiling estimated 4,000 feet, overcast at 20,000 feet, visibility 10 miles, thunderstorm, light rain shower. The tower also advised of a thunderstorm approximately 15 miles west of Shreveport. This transmission also was acknowledged by the flight. At 1416 the Shreveport Control Tower asked Flight 318 to give a position report. No reply was received, and a number of unsuccessful attempts were then made to contact the flight. At 1428 the tower was advised that an aircraft had crashed near Marshall, Texas. A passenger was seriously injured while 19 other occupants were killed. The aircraft was destroyed.

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.

Christened 'St Kieran', the aircraft left Dublin at 0936LT Bound for Birmingham, carrying 22 passengers and a crew of three. While cruising at an altitude of 5,000 feet, both engines lost power. The crew decided to make an emergency landing and the aircraft came to rest in a field located in Spernall. It was damaged beyond repair while all 25 occupants were evacuated safely, except for the copilot who was injured.