Eugene

The commercial pilot and three passengers departed on an instrument flight rules crosscountry flight. While on approach to the destination airport, the pilot indicated to the air traffic controller that the airplane was passing through areas of moderate-to-extreme precipitation. After clearing the airplane for the approach, the controller noted that the airplane descended below its assigned altitude; the controller issued a low altitude alert, but no response was received from the pilot. The airplane subsequently impacted terrain in a level attitude about 12 miles from the airport. Examination of the airframe, engine, and system components revealed no evidence of preimpact mechanical malfunction that would have precluded normal operation. An area of disturbed, flattened, tall grass was located about 450 ft southwest of the accident site. Based on the images of the grass, the National Weather Service estimated that it would take greater than 35 knots of wind to lay over tall grass as the images indicated, and that a downburst/microburst event could not be ruled out. A downburst is an intense downdraft that creates strong, often damaging winds. About 6 hours before the flight, the pilot obtained weather information through a mobile application. Review of weather data indicated the presence of strong winds, heavy precipitation, turbulence, and low-level wind shear (LLWS) in the area at the time of arrival, which was reflected in the information the pilot received. Given the weather conditions, it is likely that the airplane encountered an intense downdraft, or downburst, which would have resulted in a sudden, major change in wind velocity. The airplane was on approach for landing at the time and was particularly susceptible to this hazardous condition given its lower altitude and slower airspeed. The downburst likely exceeded the climb performance capabilities of the airplane and resulted in a subsequent descent into terrain. It is unknown if the accident pilot checked or received additional weather information before or during the accident flight. While the flight was en route, several PIREPs were issued for the area of the accident site, which also indicated the potential of LLWS near the destination airport; however, the controller did not provide this information to the pilot, nor did he solicit PIREP information from the pilot. Based on published Federal Aviation Administration guidance for controllers and the widespread adverse weather conditions in the vicinity of the accident site, the controller should have both solicited PIREP information from the pilot and disseminated information from previous PIREPs to him; this would have provided the pilot with more complete information about the conditions to expect during the approach and landing at the destination.

While cruising VFR on top on a flight from Scottsbluff to Eugene, the right engine failed. The pilote reduced his altitude to attempt an emergency landing and descended through adverse weather. After gears and flaps were extended, the airplane crashed in an open field. The pilot was seriously injured.

While cruising by night in marginal weather conditions (rain and fog), the pilot informed ATC about an engine failure. Shortly later, the airplane went out of control, entered a dive and crashed near Klamath River, north of California. The wreckage was found a day later and the pilot, sole on board, was killed.

West Coast Flight 956 departed San Francisco (SFO) at 18:44 for a flight to Eugene (EUG), Portland (PDX) and Seattle (SEA). The brand new DC-9 aircraft, which had been delivered to West Coast Airlines just 2 weeks earlier, arrived at Eugene at 19:34 and took off again 18 minutes later. At 20:04 the crew were cleared to descend from the cruising altitude of FL140 to 9000 feet. While turning to heading 300°, the aircraft descended below the clearance altitude and impacted the wooded eastern slope of Salmon Mountain at the 3830 feet level. The aircraft attitude was 30° right bank, in a 3-4° climbing flight path on a heading of 265°. The aircraft disintegrated on impact and all 18 occupants were killed.

The pilot was in charge to ferry the airplane from Eugene to Oakland on behalf of the USAAF Ferry Command. En route, he encountered poor weather conditions. In limited visibility, the airplane impacted the slope of Mt Shasta located two miles southeast of the Horse Ridge Lookout Station. As the airplane failed to arrive at destination, SAR operations were initiated but the wreckage was eventually found by walkers on 22 September 1943.
Crew:
2nd Lt Charles Samuel Riley, pilot.

The three engine airplane was ready for a schedule service from Portland to Medford. As the weather was iffy, all passengers tickets were canceled but the crew has to deliver the mail. The airplane departed Portland-Swan Island Airport at 1015LT bound for Eugene. Approaching Eugene, the crew encountered marginal weather conditions with low clouds but was able to land without further problems. After the mail was deplaned, the crew was cleared for takeoff. Following a normal takeoff run, the pilot-in-command initiated the rotation when the right engine failed. The airplane stalled, collided with a runway light and eventually crashed onto a vacant house. All three crew members were injured, both pilots seriously. The following day, they both died from their injuries. The aircraft named 'Dawson' was destroyed.
Crew:
Harold Adams, pilot, †
Kenneth Householder, copilot, †
Cornelia Pederman, stewardess.