Douglas DC-4

While cruising at an altitude of 4,000 feet under visual flight rules, the Cuban four engine aircraft christened 'Estrella de Cuba' collided with a USN Beechcraft SNB-1 Kansan. Registered 39939, the twin engine aircraft was carrying a crew of four who were performing a training sortie from Key West NAS. On impact, the Kansan dove into the sea and crashed few miles off shore while the DC-4 continued for few seconds and then crashed into the sea 1,7 miles from the initial point of impact. Both aircraft were destroyed and all 43 occupants were killed. Weather conditions were good at the time of the collision.

Few minutes after takeoff from runway 13 at Hong Kong-Kai Tak Airport, while in initial climb, the four engine aircraft christened 'City of Ayudhya' hit the slope of a mountain located between Mt Butler and Mt Parker, on the Hong Kong Island. All 24 occupants were killed. At the time of the accident, weather conditions were marginal and the visibility was poor due to low clouds. For unknown reason, the aircraft was climbing at an insufficient altitude.

The four engine aircraft christened 'Ciel de Savoie' left Douala Airport at 1408LT bound for Niamey. Four minutes after takeoff, the crew modified his route and continued to the northwest at an altitude of 8,500 feet. About twenty minutes later, while flying in good weather conditions but facing the sun, the pilot in command realized he was facing a mountain and immediately made a sharp turn to the left when the left wing hit trees. Out of control, the aircraft crashed on the Mt Cameroon and disintegrated on impact. All 29 occupants were killed.
Crew:
Jean Chansel, pilot,
Jean Gavignet, copilot,
Roger Roure, radio navigator,
Paul Frederic, mechanic,
Lina Cotton, stewardess,
Georges Vilard, steward.

National Airlines’ Flight 83 departed Newark, New Jersey, at 1333, January 14, 1951, for Norfolk, Virginia, with a scheduled stop at Philadelphia. The crew consisted of Captain Howell C. Barwick, Copilot Edward J Zatarain, and Stewardess Mary Frances Housley. The aircraft’s total weight at takeoff was 58,601 pounds, which was within the allowable gross takeoff weight of 64,211 pounds, the load was properly distributed. Flight 83 was scheduled to leave Newark at 1300, but was delayed 33 minutes due to the replacement of a malfunctioning generator. The company flight clearance was filed at 1215 for the scheduled departure at 1300, and this clearance was also used for the delayed departure. Attached to it was the weather information for the flight, and a notice that the ILS (instrument landing system) glide path at Philadelphia was inoperative until further notice Immediately before taking off, the pilot requested and received from the tower the latest Philadelphia weather (reported on the 1328 CAA teletype sequence report and received at Newark after he boarded the aircraft), which was ceiling measured 1,000 feet, overcast, wind south-southwest at four miles per hour, and visibility 1 1/2 miles, with light snow and smoke Flight 83 was cleared by the New York Air Route Traffic Control to proceed to North Philadelphia range station via Amber Airway No 7, to maintain 4,000 feet, with Newark designated as the alternate airport. Thirteen minutes after takeoff, at 1346, Air Route Traffic Control issued the flight a new clearance to proceed to the Philadelphia ILS outer marker, to maintain 4,000 feet, and to contact Philadelphia Approach Control when passing the Northeast Philadelphia range station. At 1354 the flight reported over Northeast Philadelphia at 4,000 feet and was cleared by Approach Control to descend, crossing the Philadelphia range station at 3,000 feet, and to advise the tower when leaving the 4,000 and 3,000-foot levels. It was also advised that the altitude was unrestricted after passing the range station, and that it was cleared to make a straight-in approach to Runway 9 With the above clearance, local weather was given precipitation ceiling 500 feet, sky obscured, visibility 1, 1/4 miles, snow and smoke, and wind south-southwest two miles per hour. Following this clearance, the flight descended and reported over the Philadelphia range station at 3,000 feet, was again cleared for an approach to Runway 9, and was advised to report leaving thousand-foot levels. The flight acknowledged and reported leaving 3,000 feet at 1404, but no report of leaving 2,000 feet was received by Approach Control. According to the captain, they then proceeded to the outer marker and executed a procedure turn. At 1408 the flight reported over the outer marker, inbound, and stated that it was at 1,600 feet and descending. A clearance was immediately reissued to land on Runway 9, and the wind was given as south-southwest, three miles per hour. The flight was advised that the glide path was inoperative, that the frequency of the ILS localizer was 110 3 mc, that a 2,000-foot extension to the west end of the runway was under construction, and that braking action on Runway 9 was poor-to-fair. According to tower personnel this transmission was acknowledged. The crew, however, stated that they did not receive it. The flight continued its approach past the middle marker to the airport, and was first observed by ground witnesses beneath the overcast and directly over the intersection of Runways 4/22 and 9/27, located approximately 1,200 feet east of the threshold of Runway 9. Although the aircraft was first seen beneath the overcast and within the boundaries of the airport, the crew stated that they became contact at an altitude of approximately 500 feet, between the outer and middle markers. The aircraft was next seen to descend steeply, flare out for a landing in a normal manner, and float a considerable distance. After making contact with the runway the aircraft continued straight ahead, passed beyond the end of the runway, and crashed into a ditch at the east boundary of the airport. Fire immediately followed. Seven of the twenty-eight occupants did not evacuate the aircraft, and were fatally burned. The airport fire-fighting equipment was dispatched immediately to the scene, but efforts to extinguish the fire and rescue the remaining occupants were futile.

While approaching Gander in poor weather conditions, ATC instructed the crew to divert to Sydney, Nova Scotia. On final approach, the aircraft was too low and hit three approach lights. Immediately, the pilot in command increased power but as both left engines were damaged by obstacle impact, they failed to respond properly. As a result, the left wing stalled and the aircraft crashed in flames few dozen yards short of runway. All 31 occupants were able to evacuate the cabin and the crew extinguished the fire. Unfortunately, thirty minutes later, another fire erupted on the left side of the aircraft, partially destroying the airplane. Carrying 2,5 tons of cargo, the aircraft christened 'Zürich' was performing a regular schedule flight from Zurich to New York via Geneva, Shannon and Gander.

The four engine aircraft christened 'Amana' left Perth Airport runway 29 at 2150LT on a regular schedule service to Melbourne via Adelaide. Shortly after takeoff, the crew encountered technical problems with the engine number four that must be shut down. Later, few other problems occurred on the three remaining engines, and in such situation, the captain decided to return to Perth for a safe landing. During the last turn completed by night and at low height, the aircraft hit trees and crashed in a wooded area located 19 km northwest of York. The aircraft was totally destroyed by impact forces and a post crash fire. A passenger was seriously injured while 28 other occupants were killed. Six days later, the only survivor died from his terrible injuries.

The flight 2501, was scheduled to operate between the terminal points of New York, N. Y., and Seattle, Wash, via intermediate points of Minneapolis, Minn., and Spokane, Wash. At approximately 1931 the flight departed from LaGuardia Airport for Minneapolis with a crew consisting of Robert C. Lind, captain, Verne F. Wolfe, first officer, and Bonnie A. Feldman, stewardess. On board were 55 passengers, 2, 500 gallons of fuel, 80 gallons of oil, and 490 pounds of express, which resulted in an aircraft weight of 71, 342 pounds for takeoff. This was 58 pounds below the maximum permissible takeoff weight, and the load was distributed so that the center of gravity was within approved limits. The flight plan filed with ARTC (Air Route Traffic Control) specified a cruising altitude of 6 000 feet to Minneapolis. An altitude of 4,000 feet had been originally requested because of forecast en route thunderstorms, but denied by ARTC because other traffic was assigned at that level. At 2149, when over Cleveland, Ohio, a cruising altitude of 4,000 feet was again requested by the flight and this time approved by ARTC. Forty minutes later the flight was requested by ARTC to descend to 3, 500 feet because there was an eastbound flight at 5,000 feet over Lake Michigan which was experiencing severe turbulence and difficulty in maintaining its assigned altitude. ARTC estimated that the two flights would pass each other in the vicinity of Battle Creek, Mich., and that the standard separation of 1,000 feet would not be sufficient because of the turbulence. At 2251, Flight 2501 reported that it was over Battle Creek at 3,500 feet, and that it would be over Milwaukee at 2337. When in the vicinity of Benton Harbor, at 2313, the flight requested a cruising altitude of 2,500 feet, however, no reason was given for the request. ARTC was unable to approve this altitude because of other traffic. Acknowledgement that ARTC could not approve descent to 2,500 feet was received at 2315, and this was the last communication received from the flight. At 2337, Northwest Radio at Milwaukee advised the company at LaGuardia and Minneapolis, and ARTC at Chicago, that the flight was ten minutes overdue since they had incorrectly copied the 2251 flight report as 2327. At 2345 Northwest Radio at Milwaukee transmitted to the flight instructions to circle the range station at Madison, Wis., if its radio transmitter was inoperative. During the same period, all CAA (Civil Aeronautics Administration) radio stations in the Chicago-Minneapolis area tried to contact the flight on all frequencies. At 2358, Chicago ARTC, at the request of Northwest Airlines, alerted air-sea rescue facilities in the area, which included the Air Force, Navy, Coast Guard, and the state police of Illinois, Michigan, Wisconsin, and Indiana. The missing aircraft was assumed to have been involved in an accident at 0530 since the fuel supply at that time would have been exhausted. An intensive search of the Lake Michigan area was commenced at daylight June 24. On the following day, at 1830, the United States Coast Guard cutter Woodbine found an oil slick, aircraft debris, and the aircraft log book in Lake Michigan approximately 18 miles north-northwest of Benton Harbor. At 0530, June 25, underwater search operations were conducted with divers and sonar equipment. Divers descended at the points where strong sonar contacts were made. At those locations, the lake bottom was 150 feet below the surface of the water and was covered by a layer of silt and mud estimated to be 30 to 40 feet deep. Visibility was less than eight inches. The possibility of locating anything was slight, and movement was severely restricted. In addition to diving operations, the entire area was dragged with grapnel but without results. After two days of operation, the Navy suspended their search because of the difficult conditions, and because nothing had been found which would indicate that the aircraft could be recovered. Since then, the Coast Guard and aircraft flying in that area have maintained a sea and air surveillance. The only parts of the aircraft that were recovered were those with sufficient buoyancy to float a fuel tank float, foam rubber cushions, arm rests, clothing, blankets, pillows, pieces of luggage, cabin lining, plywood flooring and other wooden parts. The cushions and arm rests, shredded from impact forces and cutting edges of the fuselage, indicated that the aircraft struck the water at high speed. A plywood oxygen bottle support bracket, which had been installed in the forward left side of the fuselage, showed that the inertia forces acted in a forward, downward, and to the left direction. There was no sign of fire found on any parts recovered. All 58 occupants have been killed.

The approach to Bahrain was completed by night. On final approach, the aircraft christened 'Ciel de Gascogne' hit the water surface and crashed into the Persian Gulf, few hundred yards from the runway 29 threshold. First rescuers arrived on site about four hours later. Three crew members and ten passengers were rescued while 40 other occupants were killed.
Crew:
Robert Plamont, pilot, †
Mr. Cartier, copilot,
Mr. Thibaud, radio officer,
Lucien Duval, radio officer, †
Mr Franco, mechanic,
Mr. Gourhaut, steward,
Roland Rimbol, steward, †
Mrs. Hervé, stewardess.

The approach to Bahrain was completed by night and limited visibility (1,370 meters). About 5,200 meters short of runway 29 threshold, the aircraft christened 'Ciel de Picardie' hit the water surface and sank by 12 feet in the Persian Gulf. First rescuers arrived on site about eight hours later. Two crew members, the captain and the radio officer, and four passengers, were rescued while 46 other occupants were killed.
Crew:
J. Sladek, pilot,
Raoul Saury, copilot, †
Yvan Moulis, radio navigator, †
M. Collard, radio officer,
Jacques Michel, mechanic, †
Nicole Combaret, stewardess, †
Roger Bertru, steward, †
Roland Bequet, steward. †

The crew was involved in a local training sortie in Lisbon-Portela de Sacavém Airport. For unknown reason, the four engine aircraft landed hard. All five crew members were unhurt but the aircraft was later inspected and considered as damaged beyond repair.