Lockheed L-049 Constellation

The aircraft was on a scheduled flight from London to Buenos Aires with stops at Paris, Lisbon, Dakar, Recife, Rio de Janeiro, São Paulo and Asunción, carrying 14 passengers and 10 crew. At 0105LT the Constellation called the Asunción control tower who cleared the flight to land on Runway 02 and requested the aircraft to call when on final approach. The last contact with the flight was made at 0115LT. From that time on a control tower employee reported the aircraft moved towards the south-southwest. He tried to sight it and noted that it headed towards the city, made a turn to the left and appeared to initiate its final straight-in approach. When sufficient time for a landing had elapsed the employee called attention to the lack of communication between the aircraft and the control tower. He continued to look out to the south where the aircraft would have appeared and saw a sudden burst of flame near the Paraguay Aero Club, south of the airport. Five passengers and three crew members survived. The aircraft was completely destroyed by fire which broke out immediately after impact.

The approach to Congonhas Airport was completed by night and poor weather conditions. On final, the aircraft was too low and hit trees before crashing in flames in a wooded area located 6,5 km short of runway 34, in the district of Americanópolis. The airplane was totally destroyed by impact forces and a post crash fire and all 17 occupants were killed.

The crew was engaged in a local test flight. On final approach, during the last segment, the crew inadvertently raised the gears. The four engine aircraft belly landed and slid for dozen yards before coming to rest in flames. While all five crew members were unhurt, the aircraft was lost.

Pan American's Flight 151 departed Johannesburg at 0812, June 21, and after a routine flight and scheduled stop at Léopoldville, Belgian Congo, arrived at Accra, Gold Coast, at 2125. Following a mechanical delay which required the changing of several spark plugs and a set of magneto points, the flight was dispatched and cleared to Roberts Field, Monrovia, on an instrument flight plan at 16,500 feet with Dakar, French West Africa, and Accra as alternates Take-off from Accra was at 2352Z. The gross weight at departure was 89,255 pounds, including cargo, mail, 3,340 gallons of fuel, 31 passengers, and a crew of nine. The gross weight of the aircraft and distribution of the disposable load were within the allowable limits. The en route communication system of the flight sector between Accra and Roberts Field is high frequency radio-telephone utilizing ground stations at Accra and Roberts Field as primary guarding stations Normal communication with these two stations was maintained as Flight 151 progressed westward after departing Accra. The flight proceeded in a routine manner, climbing to 16,500 feet MSL in accordance with the flight plan. At 0057 a position report was given over Abidjan, 258 miles west of Accra, and arrival over Cape Palmas, Liberia, 265 miles farther to the west, was estimated as 0156. At 0156 Flight 151 reported over Cape Palmas at 16,500 feet MSL, on instruments, and estimated arrival at Roberts Field as 0246. (A plantation employee in the Cape Palmas area stated that he beard an airplane inland and very high at approximately 0220, that the moon was bright and the sky was clear at the time. Since no other aircraft was known to have been in the area, this is presumed to have been Flight 151). At 0220 Flight 151 requested clearance to descend. Roberts Field radio cleared the flight to descend to 3,000 feet and advised that at 0225 the Roberts Field tower would establish contact on VHF A clear two-way contact was made at 0225 on 118.1 mcs, at which time the tower gave the flight the local weather and altimeter set-ting, cleared it to descend IFR over Roberts Range Station, and indicated that Runway 05 was in use. At 0237 Flight 151 was again given local weather for Roberts Field cloud base estimated 1,000 feet, broken, light drizzle and haze, visibility 3 miles. At 0241 the local wind was given as W-WNW variable 7 miles per hour All of these messages were acknowledged. At 0255, nine minutes after its ETA at Roberts, Flight 151 was heard calling Roberts Field on VHF 118.1 mcs. The tower responded, repeating the call three times. There was no indication that the aircraft heard the tower, whereupon the tower switched to 3270 kcs and requested the flight to give its current position. There was no reply to this call. Immediately following failure of the aircraft to respond to Roberts tower on 3270 kcs, the Roberts Field high frequency radio-telephone facility established contact advising the flight that they were unable to read it on 118.1 mcs and that the flight should reply to the tower's call on 3270 kcs. This message was acknowledged at 0301. At 0305 the flight again contacted Roberts tower on 3270 kcs advising that the Dakar radio beacon was interfering with the Roberts Field radio beacon and that they would "be back in 15 minutes" Roberts tower advised Flight 151 that Dakar would be requested to turn off the beacon and this message was acknowledged (Because of incoming traffic to Dakar, the beacon there was not turned off until 0410) At 0315 Flight 151 again called Roberts tower on 3270 kcs and the latter transmitted the latest weather. The flight did not acknowledge this transmission on 3270 kcs but called Roberts tower on 118.1 mcs Roberts tower then replied on 118 1 mcs but received no acknowledgement. Thereafter, the tower repeatedly called Flight 151 on both 118.1 mcs and 3270 kcs, requesting the aircraft's position and broadcasting the weather However, the incomplete contact at 0315 was the last transmission received from the flight. The wreckage was found a day later near the village of Sanoyie, about 91 km northeast of Monrovia-Roberts Airport. The aircraft was destroyed by impact forces and a post crash fire and all 40 occupants have been killed.

A first approach to Porto Alegre was abandoned due to poor weather conditions. The crew followed a circuit vertical to the city and eventually informed ATC that his fuel reserve was low. During a second attempt to land, while approaching in VFR mode in low visibility, the four engine aircraft was too low when it hit power cables and crashed in flames on the slope of a 200 meters hill located about 15 km from the runway threshold. All 51 occupants were killed. At the time of the accident, the pilot in command was trying to maintain a visual contact with the ground.

As Flight 211 approached Los Angeles, clearance was given to pass over the Los Angeles Municipal Airport, and the tower there relayed to the crew information received from a previous flight to the effect that ground fog conditions in the area were general Shortly after 0540 the tower transmitted a special weather observation as, "Roger 211, special, at 0540 clear, visibility one mile ground fog". Accompanying remarks contained in the Weather Bureau report, "Ground visibility one-half mile, variable from one quarter to three-quarters mile, estimated 10 to 50 feet deep, were omitted. A shallow left turn was made over the airport, after which the prelanding cheek list was accomplished. A procedure turn was then executed east of the field and a landing approach was made to Runway 25L. According to the pilot the runway approach lights remained clearly visible, though small puffs of clouds were encountered during the approach. Flaps were fully extended when the airplane passed over the boundary of the field. Before touching down on the runway, a thick formation of ground fog was encountered. Visibility was reduced to practically zero. Contact with the runway, 2,300 feet from the approach end, was made with sufficient impact force to deform the wing structure and deflect the No. 4 engine nacelle downward to the extent that the No. 4 propeller struck the runway. Following the landing fire was observed in the area of the No. 4 engine nacelle. Brakes were vigorously applied. The aircraft rolled forward in a slight left turn, coming to rest 1,500 feet from the point of landing, and 197 feet from the left edge of Runway 25L. Flames rapidly engulfed the right wing and fuselage but all passengers were deplaned without serious injury. The airplane had been observed by the tower on the landing approach, though fog obstructed it from view just before it passed over the airport boundary. The tower also observed it over the runway, at which time it appeared to be flaring out for a normal landing. After that the airplane could not be observed because of fog. Several calls were made by the tower to Flight 211 but no acknowledgements were received. Noticing a reddish glow on top of the fog approximately where the flight had disappeared, the tower called Pan American Operations, located near Runway 25L, and was informed that something was burning on the runway. At 0558, six minutes after the aircraft landed, the tower called the Los Angeles Fire Department and asked them to investigate. Equipment on the airport was promptly dispatched and it arrived at the scene of the accident about two minutes later. By the time fire equipment arrived, however, the aircraft was practically destroyed. All 23 occupants were rescued.

The descent to Prestwick Airport was completed by night. On final approach to runway 32, the captain encountered strong winds and decided to start a go around and to follow a holding pattern. He later obtained the permission to start an approach to runway 26. On final, the four engine aircraft christened 'Nijmegen' went into few patches of fog when the pilot said on the frequency: 'we hit something, try to get height'. Shortly later, the aircraft crashed in flames in a field located 5 km short of the runway threshold. A passenger was seriously injured while 39 other occupants were killed. The only survivor died from his injuries few hours later.

Pan American's Flight 1-10, originating in San Francisco, California, April 10, 1948, was scheduled to fly around the world to New York, New York. In accordance with company practice the flight changed to a different aircraft, NC-88858, at the Pan American Airways' base in Calcutta, India. The flight took off from Calcutta, April 13, 1948, and continued without incident via Damascus, Syria, and Istanbul, Turkey, to Brussels, Belgium. During a night landing approach at Brussels the fluorescent lighting on the left or pilot side of the cockpit went out. Since the only other lighting immediately available was a chart light which was focused on the automatic direction finder indicator, the flight instruments could not be read, and the remainder of the landing approach was accomplished without visual reference to the flight instruments. An examination was made of the fluorescent lights after the landing. They appeared to operate normally, so the flight departed from Brussels, continuing without difficulty until on the final landing approach into London. When the power was reduced the same pilot's fluorescent lights again went out. This time the chart light was focused on the airspeed indicator. The approach was continued, and the landing was accomplished without incident. A faulty rheostat switch was found to be the cause of the fluorescent light failure, but since a spare switch could not be located, it was not changed at London. An entry describing the defect was placed in the aircraft's Form C, the airplane flight log, and the captain and the flight engineer of the new crew were informed by the company's maintenance supervisor of the condition. Though no actual maintenance was accomplished, the lights again appeared to be operating normally, so the captain, F. C. Jakel, decided to take-off, departing from London at 0035, April 15, 1948, for Shannon. At this time available weather forecasts indicated that at the estimated time of the flight's arrival at Shannon the ceiling there would be 700 feet with a higher cloud layer at 1,000 feet, and visibility 4 miles. At 0159, April 15, 1948, the flight reported being at an altitude of 4,500 feet, contact, over the Limerick Junction fan marker, located 25 statute miles southeast from the Shannon Airport, and requested permission to make a practice approach to the field with the use of the instrument landing system. Shannon Tower cleared the flight for this approach. The tower advised that 3 hours previously the instrument landing system equipment on the airport had been reported faulty, but that it had since been serviced and was operating normally according to its monitoring board, though not flight-checked. At 0210, the flight reported that it was proceeding to the outer marker, 5.2 statute miles northeast of the Shannon Airport, and also made a report, routine for Pan American flights, "mechanical condition okay." In response Shannon Tower advised the flight that the weather over the field was "fog patches, 3 miles visibility, cloud base 400 feet, sky 6/10 covered, wind from 325 degrees at 4 miles per hour." The flight was instructed to land on runway 23, the runway for which the instrument landing system was projected. It was also requested to report when making the 180 degree procedure turn for the inbound instrument approach to the field, and when over the outer marker. The requested position reports were not received by the tower, but at 0220 the flight did report a "missed approach," 2 and advised that it was going around for a second approach. At this time the flight was observed through a break in the clouds by the Shannon Tower, which was the first time that the aircraft had been seen in the vicinity of the Shannon Airport. The aircraft was reported as 500 feet above the ground, over, and in line with runway 23. Power was heard being increased, and the aircraft was observed turning left. On the second approach, at 0227, the flight reported making its 180 degree procedure turn and was cleared for landing by the tower. One minute later, weather conditions at the field were transmitted to the flight as "fog patches, visibility 2 1/2 miles, 6/10 cloud base 400 feet, 4/10 cloud base 300 feet, wind 325 degrees, 3 miles per hour, altimeter 30.29." The flight reported approaching the outer marker at 0231 at which time the tower advised that another flight which had just taken off had reported a ceiling of 500 feet when northwest of the field. Flight 1-10 acknowledged this information, which was the last communication received The aircraft was not observed at any time during the second approach until after it struck the ground. The aircraft struck the ground 2,380 feet northeast of the approach end of runway 23, and directly in line with that runway. Flames followed immediately after impact, and consumed a great portion of the wreckage. A passenger survived while 30 other occupants were killed.

At 1210 the flight called the Wilmington-New Castle Tower and asked to be cleared for an instrument approach to runway one. The flight advised that they would fly law over the field on their first approach, and that they would then circle and land The approach was made, and the aircraft flew low over the field to the immediate right of runway one. After passing the north end of the runway. a climbing left turn was made to an altitude of 400 to 500 feet. The aircraft circled at that altitude until approximately one mile west of the south end of runway one, then it started a gliding left turn, toward the field. One-half mile south of the airport the turn was completed, and the aircraft flew a straight course on final approach toward runway one for landing. This last turn onto final approach was completed at an altitude of 200 to 300 feet. The landing gear was down, but the flaps were not extended. The descent on final approach continued normally until the aircraft had reached an altitude of approximately 50 feet above the ground, at which time it was 500 to 1,000 feet from the approach end of runway one. Then, the aircraft was observed to assume a nose-high attitude and to descend more rapidly. First contact with the ground was made 130 feet Prom the approach end of runway one, and 22 feet in front of a 5-foot embankment. The top of this embankment was level with the runway. Since the embankment was uniformly covered with sod, it was not discernible from the air. The extreme loads which were imposed upon the aircraft structure as it rolled into and over the rising embankment immediately after it had settled to the ground caused considerable damage to the landing gear, fuselage, and wings. Forced back into the air by the rise of the embankment, the airplane landed for the second time on the runway, skidding forward 1,270 feet. The right wing was torn from the fuselage as the aircraft turned over to an inverted position. Fuel spilled from ruptured gasoline tanks ignited, and the wreckage burst into flames.

Flight 121 departed from Karachi at 1537 June 18, 1947, for a return trip to the United States. The climb to the cruising altitude of 18,500 feet was routine, and the flight was proceeding “direct” to Istanbul, the first intended point of landing, estimating its arrival there to be 0208 the next day. Five hours after take-off trouble developed in the No. 1 engine, and the No. 1 propeller was feathered. The captain, J H. Hart, decided to continue to Istanbul with the use of three engines, however, it soon became evident that at an altitude of 18,500 feet the airspeed obtainable was not sufficient to provide adequate cooling for the engines. even though climb power was applied. Power was accordingly reduced and altitude was gradually lost. At 17,500 feet the engines still overheated and the descent was continued to 10,000 feet. At 2140, approximately one hour after the failure of engine No 1, the flight advised its company radio in Karachi of the engine trouble, following which it reported its 2200 position. This report placed the aircraft at 14,000 feet, 50 miles east of Baghdad, Iraq, and 90 miles east of the Royal Air Force Field at Habbaniya, Iraq Shortly after this report Habbaniya Tower was advised by the flight that its approximate position was over Baghdad. at an altitude of 10,000 feet, and the flight requested Habbaniya Tower to inform the civilian airfields in their area that the aircraft was proceeding with the use of only three engines to Istanbul Habbaniya Tower replied, stating that no airfields would be open until dawn, and suggested that an emergency landing be made at Habbaniya Flight 121, however, affirmed Its intention to continue, and added that if it were impossible to reach Istanbul, a landing would be made at Damascus, Syria Habbaniya Tower answered, at 2225, that all airfields in the Damascus area were closed until 0400 and again suggested that the flight land at Habbaniya. The flight again stated that It would continue to Istanbul, but that it would turn back to Habbaniya if it experienced any more trouble. Contemporaneous with this communication to Habbaniya Tower the flight sent a message, received in Karachi, and relayed to Damascus, requesting that Damascus Radio be alerted to stand by, and that the airport be opened. At 2308, June 18, Damascus Radio was on the air, and the field was opened as had been re quested. At approximately 2300 the flight reported its position to be 75 miles north west of Habbaniya at 10,000 feet Fifteen to thirty minutes later the purser seated in the passenger cabin noticed that the "fasten seat belt-no smoking” sign had come on, and he Immediately started to awaken the passengers so that they might fasten themselves in their seats. Suddenly. the entire cabin became illuminated from a fire which had started in Zone 1 of the No 2 engine nacelle. A report of this fire was received at 2330. by the Habbaniya direction finding station. at which time the flight was reporting a position of 34 38 degrees north and 41 05 degrees east, a point 170 statute miles northwest of Habbaniya, and 290 miles northeast of Damascus Immediately after the fire started in engine No. 2 a rapid descent was made for the purpose of crash landing the aircraft, and six to seven minutes later on the landing approach the No. 2 engine fell from the aircraft The wing in the area of the No 2 engine, however, continued to burn intensely. Less than a minute after the No 2 engine fell from the aircraft a wheels-up landing was made on relatively smooth, hard-packed desert sand. The left wing tip made the first contact with the ground, then the No 1 propeller and then the left wing at the No 2 engine position. The impact tore the left wing from the fuselage near its root, and caused the aircraft to ground loop violently to the left. During the course of the ground loop the aircraft turned around its longitudinal axis 180 degrees, skidded backwards for a distance of 210 feet, then came to rest in flames 400 feet from the first point of impact, and headed opposite to its course of landing.