Douglas DC-4

The aircraft took off from Ezeiza Airport at 1554LT on a scheduled flight direct to San Carlos de Bariloche with Comodoro Rivadavia as alternate. Six crew and fifty-five passengers were aboard. Clearance was granted by the Regional Centre Control Area for an IFR flight outside airways, with 1 200 metres as safety height as far as Neuquén and 2 400 metres up to the destination aerodrome. The aircraft carried out routine communications with the airport control tower and with the approach control office until it reached Lobos, where it was authorized to use telegraphy. From that moment there was no further information available concerning the flight. It was later established that at 1645 hours the aircraft had crashed 25 km southeast of Bolivar. All occupants were killed and the aircraft was destroyed by the impact and the fire which broke out subsequently.

After takeoff, while climbing to a height of 300 feet, the crew informed ATC that the engine number one exploded and received the permission to return for a safe landing. After completing a circuit, the captain realized it was not possible to reach the airport so he decided to attempt an emergency landing in a paddy field. The aircraft belly landed and slid for dozen yards before coming to rest in flames. All 57 occupants were able to evacuate the cabin before the aircraft would be totally destroyed by fire.

CF-MCF departed London, England at 2148 GMT on 10 August on a charter flight to Toronto, Canada, with planned refuelling stops at Keflavik, Iceland and Goose Bay, Labrador. It carried a crew of 6 and 73 passengers (including 2 infants) The aircraft departed from Keflavik at 0512 GMT on 11 August, after a stop of 1 hour 6 minutes during which it was refuelled to capacity. At 1320 GMT it advised that it would overfly Goose Bay and proceed to Montreal. It arrived over Goose Bay at 1403, nineteen minutes ahead of its ETA, over Seven Islands at 1558 GMT and over Quebec Radio Range at 1807 hours Quebec Radio Range Station relayed a message to the aircraft at 1810 requesting it to contact Montreal Range approaching Rougemont for clearance - this was the last contact with the aircraft. While cruising at an altitude of 6,000 feet, the aircraft went through a thunderstorm area, went out of control and entered a spin. In a 70° nose-down attitude, the airplane struck the ground at a speed of 200 knots and disintegrated in a field located 7 km west of Issoudun. All 79 occupants have been killed.

The DC-4 was on a simulated ILS approach to Pittsburgh when the copilot established visual reference with the runway. The approach was continued visually but the rate of descent was excessive. The captain applied power, but before recovery was complete, the right main gear struck an embankment short of runway. Full power was applied and a go-around was carried out. Severe buffeting and a number three engine fire were experienced as the DC-4 circled for another approach. The landing was carried out safely and all 55 occupants were evacuated. The aircraft was later considered as damaged beyond repair.

The aircraft was on its way from Miramar to Detroit, carrying a crew of seven. They made a stop at Albuquerque to carry the body of a USN pilot who was killed in an accident two days earlier. While descending to Willow Run Airport, the pilot briefed his crew about the minimums and confirmed that if runway was not in sight at 800 feet, they will divert to Grosse Isle NAS. The approach was completed in a low visibility due to snow falls and a ceiling at 550 feet when the airplane hit the ground near a pond, lost an engine and crashed in flames in an open field located about two miles short of runway 05. LCDR William E. Sale was killed while six others were injured. The aircraft was destroyed.

Flight 409 originated at New York, New York, on October 5, 1955, destination San Francisco, California, with intermediate stops including Chicago, Illinois, Denver, Colorado, and Salt Lake City, Utah. The trip to Denver was routine except for traffic delays, caused principally by weather, and the flight arrived there at 0551, October 6, one hour and 11 minutes late. Routine crew changes were made at Chicago and Denver, the last crew consisting of 'Captain Clinton C. Cooks, Jr., First Officer Ralph D. Salisbury, Jr., and Stewardess Patricia D. Shuttleworth. No discrepancies were reported by the former crew and none were found at Denver. While at Denver the aircraft was refueled to a total of 1,000 gallons of gasoline. Prior to departure Captain Cooke was briefed by the company's dispatcher on the en route weather, based on both U. S. Weather Bureau sequence reports and forecasts and the company meteorologist's forecasts and analysis. Following this briefing the flight me dispatched to Salt Lake City via airways V-4, V-118, V-6, and V-32, to cruise at 10,000 feet, and to fly in accordance with Visual Right Rules (VFR). The estimated time en route was two hours and 33 minutes. The only obligatory reporting point along the route was Rock Springs, Wyoming. The flight departed Denver at 0633, with 63 passengers, including two infants. At takeoff, the gross weight of the aircraft was 64,147 pounds, 653 pounds under the allowable weight of 64,800 pounds; an error of 100 pounds in excess of the allowable rear baggage compartment weight 2 was made in loading. Flight 409 reported its time off to the company and this was the last known radio contact with the flight. When the flight failed to report at Rock Springs at 0811, its estimated reporting time, repeated efforts were wade to establish radio contact with it. These were unsuccessful and the company then declared an emergency. A widespread search was immediately coordinated by Air Search and Rescue, which included the Wyoming Air National Guard, the Civil Air Patrol, and United Air Lines. At approximately 1140 the same day the wreckage was sighted near Medicine Bow Peak, 33 miles west of Laramie, Wyoming. The Laramie weather at 0728 was; Scattered clouds, 5,500 feet; visibility 40 miles; wind west-northwest 13 knots; snow showers of unknown intensity over the mountains. The aircraft struck the almost vertical rock cliff of the east slope of Medicine Bow Peak (elevation 12,005 feet) located in the Medicine Bow Mountains. The crash occurred at an elevation of 11,570 feet, 60 feet below the top of that portion of the mountain directly above it. Two large smudge marks were apparent on the face of the mountain. In these marks were four scars, evenly spaced and in a horizontal line, the result of the engines and propellers of the aircraft striking the cliff. At impact the aircraft disintegrated and the wreckage me strewn over a wide area. Some parts were thrown to the mountain top above the crash site, others rested on ledges at various levels, and the remainder fell to the elope below. All 66 occupants have been killed.

Shortly after takeoff from Saint George's-Kindley Field Airport, while climbing by night, the four engine christened 'Estrella de Oriente' stalled and crashed into the sea about 2,5 miles northeast of the airfield. A crew member and three passengers were rescued while 37 other occupants were killed.

After landing, the four engine aircraft encountered difficulties to stop and overran. The airplane hit a drain, lost its undercarriage and came to rest. There were no casualties but the aircraft was heavily damaged. It was later considered as damaged beyond economical repair.

Pan American World Airways’ Flight 526A originated at San Juan and departed there at 1211, April 11, 1952, for New York, New York. The crew consisted of Captain J. C. Burn, First Officer W. T. Hutchins, Second Officer J. R. Laubach, Purser A. Perez, and Steward R. Torres. According to company records, the air-craft at the time of takeoff weighed 31,868 kilograms (70,256 pounds), which was within the allowable gross takeoff weight of 33,113 kilograms (73,000 pounds). The load was properly distributed with respect to the approved center of gravity limits of the aircraft. Prior to departure, the captain filed with Air Route Traffic Control an IFR (Instrument Flight Rules) flight plan to New York International Airport, New York, to cruise at an altitude of 8,000 feet, estimating the flight time as eight hours and three minutes. This flight plan was approved. The crew testified that the aircraft was taxied to the end of Runway No. 9, the pre-takeoff check made, and the takeoff run started. During the takeoff and the initial climb, the aircraft appeared to be sluggish but not to an extent to cause concern. At an altitude of approximately 250 feet with the gear up, the flaps were raised and power was reduced to climb power. Climbing at an indicated air speed of 155 miles per hour, the first officer noticed that the oil pressure of No. 3 engine was falling and the oil temperature increasing. This condition was immediately pointed out to the captain, who requested that the San Juan tower be advised that they were returning to the airport. Accordingly, at 1213 the flight advised the tower of its intentions, and the tower replied, “Roger 526A, cleared to land, Runway 9, wind east one eight, altimeter two nine nine five. I’ll notify your company.” The company was notified and upon request, emergency field equipment was alerted. Because the oil pressure of No. 3 engine continued to drop rapidly and the oil temperature correspondingly increased, the propeller of this engine was feathered and power was increased to rated power on the remaining three engines. By this time the aircraft’s altitude was approximately 350 feet. When power was increased, the No. 4 engine backfired several times; however, immediately following these backfires, the engine continued to run in a normal manner. A climbing turn was initiated to a westerly heading, and the captain said that for best climbing conditions he reduced the aircraft’s air speed during the turn to 145 miles per hour. This reduction in air speed was accomplished by using up elevator. Upon reaching an altitude of about 550 feet, No. 4 engine again backfired and ran rough. Manifold pressure was reduced on this engine to approximately 32-35 inches, and again the engine ran smoothly. Subsequent attempts to operate No. 4 engine at increased power were unsuccessful due to recurrent roughness. At 1217 the tower asked the flight to report its position and received this reply: “We are still quite a way out.” And at 1218, the tower advised the U. S. Coast Guard Rescue Coordination Center at San Juan that the flight was in trouble and gave its position as seven miles, 300 degrees from the tower. The captain gradually reduced the air speed to 135 miles per hour, and at this time the heading of the aircraft was changed slightly to the right to maintain a course approximately parallel to the coast line. Because the aircraft was losing altitude, engines No. 1 and No. 2 were increased to takeoff power. The second officer was sent to the passenger compartment to advise the purser and steward that fuel was to be dumped, and all fuel dump valves were then opened. After the second officer returned to the cockpit, the flight advised the tower, at 1219, that it might have to ditch, and the captain instructed the second officer to alert the passengers. The second officer re-turned to the cabin, indicated that a ditching was imminent, took a forward seat in the cabin and fastened his safety belt. At 1220, an Air Force C-47 flying in the vicinity notified the San Juan tower that a DC-4 seemed to be ditching and accordingly was advised to circle the area. Flight 526A continued to settle, and the throttles of engines Nos. 1 and 2 were advanced to their stops. With the air speed near 120 miles per hour, the flaps were lowered to five degrees. Shortly after this, a landing on the water was made. The landing gear and flaps were lowered, and the fuel dump valves closed. The second officer obtained a life raft, which he carried to the main cabin and launched through a forward emergency exit on the right side. The first officer, after an unsuccessful attempt to loosen another life raft, abandoned the aircraft through a cockpit window. The captain entered the cabin and assisted passengers in evacuating the aircraft through the main cabin door until he was swept overboard by the action of the sea against the door. The aircraft sank approximately three minutes after landing on the water. At the time of the accident the weather was: high broken clouds at 35,000 feet with lower scattered clouds at 3,000 feet, visibility 20 miles and wind from east-southeast, 16 miles per hour.

The approach to Amsterdam-Schiphol Airport was completed in thick fog. The captain told the crew that if the ground was not in sight at a height of 50 meters, he would divert to Brussels. On final approach to runway 23, at a distance of 400 meters from the runway threshold, the four engine aircraft hit the ground in a flat attitude. Upon impact, the undercarriages were sheared off, the airplane crashed and came to rest in flames 300 meters short of runway threshold. All 20 occupants were evacuated safely, except for the stewardess who was seriously injured by fire.
Crew:
O. Schüpbach, pilot,
E. Bill, copilot,
E. Senn, flight engineer,
M. Rüdlinger, radio operator,
M. Hutmacher, stewardess.