Boston-Logan

Pan American World Airways Clipper Flight 160 was a scheduled cargo flight from New York-JFK to Frankfurt (FRA), Germany, with a scheduled stop at Prestwick (PIK), Scotland. At 08:25 the flight departed JFK. The aircraft was carrying 52912 lb (24000 kg) of cargo, 15,360 lb (6967 kg) of which were chemicals. After departure, Clipper 160 was vectored on course while climbing to FL330. At 08:44, Clipper 160's clearance was amended, and it was instructed to maintain FL310 as a final cruising altitude. Clipper 160 reported level at FL310 at 08:50. As the flight approached Sherbrooke VORTAC 100 miles east of Montreal, Canada, at about 09:04, it advised Pan American Operations (PANOP) in New York that smoke had accumulated in the "lower 41" electrical compartment, and that the flight was diverting to Boston. At 09:08, Clipper 160 advised Montreal Center that they were level at FL310 and wanted to return to JFK. Montreal Center cleared Clipper 160 for a right turn to a heading of 180 degrees. At 09:10, Clipper 160 advised PANOP that it was returning to New York and that the smoke seemed to be "getting a little thicker in here." At 09:11, the crew advised PANOP that they were now going to Boston and that "this smoke is getting too thick." They also requested that emergency equipment be available when they arrived at Boston. During this conversation, the comment was made that the "cockpit's full back there." During its return to Boston, the flight was given preferential air traffic control treatment, although it had not declared an emergency. After issuing appropriate descent clearances en route so that fuel could be burned off more rapidly at lower altitudes, at 09:26:30 Boston Center advised Boston Arrival Radar that the flight was at 2,000 feet. At 09:29, Clipper 160 asked Boston Center for the flight's distance from Boston, and added, "The DME's don't seem to be working." The Center answered, "You're passing abeam, Pease Air Force Base, right now, sir, and you're about 40 to 45 miles to the northwest of Boston." The first communication between Clipper 160 and the arrival radar controller was at 09:31:21. The flight was cleared "direct Boston, maintain 2,000." The controller asked if the flight was declaring an emergency; the reply was "negative on the emergency, and may we have runway 33 left?" The controller approved the request, and the flight proceeded to Boston as cleared. At approximately the same time, the captain instructed the crew to "shut down everything you don't need." At 09:34:20, the controller asked, "Clipper 160, what do you show for a compass heading right now?" Clipper 160 answered, "Compass heading at this time is 205." The controller then asked, "will you accept a vector for a visual approach to a 5-mile final for runway 33 left, or do you want to be extended out further?" The crew replied, "Negative, we want to get it on the ground as soon as possible." At 09:35:46, the controller stated, "Clipper 160, advise anytime you have the airport in sight." Clipper 160 did not reply. At 09:37:04, the arrival controller made the following transmission: "Clipper 160, this is Boston approach control. If you read, squawk ident on any transponder. I see your transponder just became inoperative. Continue inbound now for runway 33 left, you're No. 1. There is a Lufthansa 747 on a 3-mile final for runway 27, the spacing is good. Remain on this frequency, Clipper 160." There was no reply from the flight. With flaps and spoilers had been extended for speed reduction, the airplane approached runway 33L. The yaw damper was rendered inoperative by the uncoordinated execution of emergency procedures earlier. This made the 707 extremely difficult to control at low speeds. Control was lost and the airplane struck the ground nose down about 262 feet from the right edge of the approach end of runway 33.Pan American World Airways Clipper Flight 160 was a scheduled cargo flight from New York-JFK to Frankfurt (FRA), Germany, with a scheduled stop at Prestwick (PIK), Scotland. At 08:25 the flight departed JFK. The aircraft was carrying 52912 lb (24000 kg) of cargo, 15,360 lb (6967 kg) of which were chemicals. After departure, Clipper 160 was vectored on course while climbing to FL330. At 08:44, Clipper 160's clearance was amended, and it was instructed to maintain FL310 as a final cruising altitude. Clipper 160 reported level at FL310 at 08:50. As the flight approached Sherbrooke VORTAC 100 miles east of Montreal, Canada, at about 09:04, it advised Pan American Operations (PANOP) in New York that smoke had accumulated in the "lower 41" electrical compartment, and that the flight was diverting to Boston. At 09:08, Clipper 160 advised Montreal Center that they were level at FL310 and wanted to return to JFK. Montreal Center cleared Clipper 160 for a right turn to a heading of 180 degrees. At 09:10, Clipper 160 advised PANOP that it was returning to New York and that the smoke seemed to be "getting a little thicker in here." At 09:11, the crew advised PANOP that they were now going to Boston and that "this smoke is getting too thick." They also requested that emergency equipment be available when they arrived at Boston. During this conversation, the comment was made that the "cockpit's full back there." During its return to Boston, the flight was given preferential air traffic control treatment, although it had not declared an emergency. After issuing appropriate descent clearances en route so that fuel could be burned off more rapidly at lower altitudes, at 09:26:30 Boston Center advised Boston Arrival Radar that the flight was at 2,000 feet. At 09:29, Clipper 160 asked Boston Center for the flight's distance from Boston, and added, "The DME's don't seem to be working." The Center answered, "You're passing abeam, Pease Air Force Base, right now, sir, and you're about 40 to 45 miles to the northwest of Boston." The first communication between Clipper 160 and the arrival radar controller was at 09:31:21. The flight was cleared "direct Boston, maintain 2,000." The controller asked if the flight was declaring an emergency; the reply was "negative on the emergency, and may we have runway 33 left?" The controller approved the request, and the flight proceeded to Boston as cleared. At approximately the same time, the captain instructed the crew to "shut down everything you don't need." At 09:34:20, the controller asked, "Clipper 160, what do you show for a compass heading right now?" Clipper 160 answered, "Compass heading at this time is 205." The controller then asked, "will you accept a vector for a visual approach to a 5-mile final for runway 33 left, or do you want to be extended out further?" The crew replied, "Negative, we want to get it on the ground as soon as possible." At 09:35:46, the controller stated, "Clipper 160, advise anytime you have the airport in sight." Clipper 160 did not reply. At 09:37:04, the arrival controller made the following transmission: "Clipper 160, this is Boston approach control. If you read, squawk ident on any transponder. I see your transponder just became inoperative. Continue inbound now for runway 33 left, you're No. 1. There is a Lufthansa 747 on a 3-mile final for runway 27, the spacing is good. Remain on this frequency, Clipper 160." There was no reply from the flight. With flaps and spoilers had been extended for speed reduction, the airplane approached runway 33L. The yaw damper was rendered inoperative by the uncoordinated execution of emergency procedures earlier. This made the 707 extremely difficult to control at low speeds. Control was lost and the airplane struck the ground nose down about 262 feet from the right edge of the approach end of runway 33. The aircraft was totally destroyed and all three crew members were killed.

As Delta Flight 723 was descending, the approach clearance was given by the controller after a delay, because the controller was preoccupied with a potential conflict between two other aircraft. This caused the flight to be poorly positioned for approach. The aircraft passed the Outer Marker at a speed of 385 km/h (80 km/h too fast) and was 60 m above the glide slope. The flight director was inadvertently used in the 'go-around-mode', which led to abnormal instrument indications. This caused some confusion. The first officer, who was flying the approach became preoccupied with the problem. The DC-9 continued to descend and struck a seawall 3000 feet short of and 150 feet to the right of runway 04R, crashed and caught fire. RVR at the time was 500 m with 60 m overcast. Two passengers survived, one died a day later while the second passed away on December 11, 1973.

The pilot initiated the flight in poor weather conditions. After takeoff from Boston-Logan Airport, while climbing in darkness, foggy conditions and rain falls, the pilot lost control of the airplane that crashed into the Boston harbor. The aircraft sank and both occupants were killed.

Slick Airways Flight 12, a Douglas C-54B-DC, N384, operating as a scheduled cargo flight from John F. Kennedy International Airport, New York, New York, to Logan International Airport, Boston, Massachusetts, with a stop at Bradley Field, Windsor Locks, Connecticut, crashed at 0821:35, March 10, 1964, while making an instrument approach to Runway 4R at Logan International Airport. The aircraft crashed in a lumberyard approximately 7,000 feet from the displaced threshold of Runway 4R and on the extended centerline of that runway. Boston weather at the time was: scattered clouds at 400 feet, overcast at 700 feet, surface visibility 1-1/2 miles in moderate sleet and fog, wind 050 degrees (.JPG">), 22 knots, gusts to 28 knots, temperature 32 degrees, dewpoint 32 degrees. The captain, first officer, and freight handler, the only occupants, were killed. The aircraft was demolished by impact forces and the ensuing fire.

The twin engine aircraft departed Midland Airport, Michigan, at 0910LT bound for Boston, carrying four passengers and two pilots. A little more than an hour into the flight, after passing over London, Ontario, the crew encountered difficulties and contacted London Airport and declared an emergency situation. The crew decided to divert to London Airport and reduced his altitude. While flying in poor weather conditions, the airplane passed just over a house (12 feet high) then crashed in flames in an open field. A passenger was able to evacuate the cabin and was slightly injured while five other occupants were killed. The aircraft was destroyed. The main passenger, Willard Dow, President of the Dow Chemical Company, was enroute to Boston to take part to a conference given by Winston Churchill. It appears that the regular crew refused to perform the flight due to extreme poor weather conditions (stormy weather approaching from the east). Thus, Mr. Dow asked a second crew to complete the flight.
Crew:
A. J. Bowie, pilot, †
Fred Clements, copilot. †
Passengers:
Willard Dow, †
Martha Dow, †
Calvin Campbell,
Mrs. Campbell. †

En route from Boston to New Haven, the pilot encountered engine problems. He attempted an emergency landing when the airplane crashed in the Higganum Reservoir State Park, some 35 km northeast of New Haven Airport. Two passengers were killed and two other occupants were injured.

After takeoff, while climbing at a height of 100 feet, the three engine airplane stalled and crashed into the Boston Harbor. Fourteen occupants were injured while a passenger drowned.