Fort Wayne

The airplane was destroyed on impact with trees and terrain after takeoff. A post-impact fire ensued. A courier stated that he put 14 cases and 5 bags into the airplane and that "everything took place as it normally does." A witness stated, "I heard a very low flying aircraft come directly over my house. ... It sounded very revved up like a chainsaw cutting through a tree at high speed." The accident airplane's radar returns, as depicted on a chart, exhibited a horseshoe shaped flight path. That chart showed that the airplane made a left climbing turn to a maximum altitude of 2,479 feet. That chart showed the airplane in a descending left turn after that maximum recorded altitude was attained. The operator reported the pilot had flown about 75 hours in the same make and model airplane and had flown about 190 hours in the last 90 days. The weather was: Wind 090 degrees at 7 knots; visibility 1 statute mile; present weather light rain, mist; sky condition overcast 200 feet; temperature 9 degrees C; dew point 9 degrees C. No pre-impact engine anomalies were found. NTSB's Materials Laboratory Division examined the annunciator panel and recovered light assemblies and stated, "Item '29' was a light assembly with an identification cover indicating that it was the '[Right-hand] AC BUS' light. Examination of the filaments in the two installed bulbs revealed that one had been stretched, deformed and fractured and the other had been stretched and deformed." The airplane manufacturer stated that the airplane's left-hand and right-hand attitude gyros are powered by the 115-volt alternating current essential bus. Two inverters are installed and one inverter is used at a time as selected by the inverter select switch. The inverter select switch is located on the right hand switch panel. The airplane was not equipped with a backup attitude gyro and was not required to be equipped with one. The airplane was certified with a minimum flight crew of one pilot. Subsequent to the accident, the operator transitioned "from the single pilot operation of our Fairchild Metroliner to the inclusion of a First Officer."

According to the pilot, the airplane '...began moving to the left side of the runway...' immediately upon touchdown. He attempted to abort the landing but the airplane contacted snow at the runway's left edge. The airplane exited the runway's left edge and slid sideways, about 300 yards.

The flight was an air taxi cargo flight carrying truck parts. After takeoff, the tower asked the pilot if he was in difficulty and the pilot replied 'roger' and requested a change of flight plan. The aircraft was seen flying erratically just above the tree tops. The aircraft descended almost vertically into a residential area. The rear of one home was ignited by the impact and 2 occupants of the house were fatally burned. Post accident investigation revealed no engine malfunction but there were discrepancies in the load manifest and the aircraft weight and balance. Before takeoff a company employee watched the pilot secure the cargo with ropes nets and clips but did not help because he 'didn't know what the pilot was doing. 'Impact' damage precluded determination of the original placement and security of the cargo and any possible shifting prior to impact. The net weight on the cargo manifest did not include the weight of the trays to hold the parts. This was an omission of 150 lbs. Company personnel said no weight and balance information was left with them when the aircraft departed.

The aircraft entered an embedded thunderstorm after being advised by artc of several large areas of heavy precipitations in his area and along the vicinity of his flight path. The pilots response was that his aircraft radar showed no build-ups or returns. ATC allowed deviations at pilot's discretion according to the recorded taped conversation. The pilot continued his flight path and was lost on radar shortly thereafter in a descending right turn at 16,800 feet msl. Witnesses saw him exit the bottom of the cloud at about 1,000 feet agl. The wings were seen to separate from the fuselage. Other witnesses saw the fuselage descend inverted, minus the wings, empennage and engines, to impact in a corn field. The wreckage was scattered over an area 1 and 1/2 miles long and 1/2 mile wide. Witnesses who had observed the aircrafts preparations for departure described it as 'mass confusion' in the cockpit. The aircraft reportedly crept forward six times during an extended 10-15 minute checklist while the engines were running at a high rpm setting on a ramp with other aircraft and people around. All four occupants were killed.

At 1604 est, the aircraft departed Fort Wayne on a ferry flight. IFR conditions prevailed and the pilot had filed an IFR flight plan. While climbing after takeoff, the pilot passed his assigned altitude of 2,500 feet msl and flew to 4,200 feet. Also, he failed to turn to his initial assigned heading of 130°. He had problems contacting departure control as he was not on the assigned frequency. He reported problems with his heading indicator and his 'gyro'. Shortly after his last transmission, the aircraft left 4,200 feet msl and crashed in a steep dive. Before takeoff, the atp pilot reported he had flown all King Air aircraft and was currently flying the Beech 200. A review of his last log book revealed over 2,000 hours in the Beech 200, but showed no time in the Beech C90. A witness that reviewed the aircraft with the pilot before the flight believed he (the pilot) was very familiar with the aircraft systems. During an inspection of the wreckage, no evidence was found to verify a pre-impact malfunction or failure of the aircraft or engines. All instruments were destroyed. The pilot, sole on board, was killed.

On approach to Fort Wayne Airport, the pilot encountered limited visibility due to poor weather conditions (fog, rain falls and low clouds). He reduced his altitude to minimum and lost control of the airplane while completing a steep turn at low altitude. The airplane struck the ground and crashed in flames. The pilot, sole on board, was killed.

Flight 129 departed Cleveland, Chic, at 1807, April 28, 1951, for Chicago, Illinois, with stops scheduled at Fort Wayne and South Bend, Indiana The crew consisted of Captain E K Swallow, First Officer H R Miller, and Stewardess Beverly Fllis, there were eight passengers on board at the time of departure The aircraft weighed 24,180 pounds, which was within the certificated gross weight limit of 25,320 pounds, and the load was properly distributed A flight plan filed by the crew with ARTC (Air Route Traffic Control) indicated an IFR (instrument flight rule) flight at a cruising altitude of 4,000 feet with South Bend and Toledo, Ohio, designated as the alternate airports The "Trip Weather Analysis" (a form prepared by the crew before departure) indicated that scattered cumulus and thunderstorms were expected south of the course to Fort Wayne Also, that a squall line extending in a north-south direction was moving eastward across Illinois and Indiana at an estimated speed of 35 miles per hour and was expected to be in the vicinity of South bend upon the flight's arrival there. After takeoff, Flight 129 was advised by company radio that it was cleared by ARTC via Green Airway No 3 over Sandusky, Ohio, to the Toledo range, to maintain 3,000 feet and to contact Toledo approach control upon arriving there Flight 129 advised they were going to Fort Wayne and not Toledo Accordingly, ARTC amended the flight's clearance to proceed to Fort Wayne via Green Airway No 3 and Blue Airway No 44 and to maintain 4,000 feet The flight proceeded and a routine company radio report was made when over Sandusky At 1847, the flight reported over Toledo and estimated its arrival Fort Wayne at 1932 At this time, the Fort Wayne 1830 weather sequence report was given the flight which was, "ceiling estimated 25,000 feet, thin Broken clouds, visibility 0 miles, wind southwest 5 miles per hours "Seventeen minutes later at 190', flight 129 called Toledo tower and requested, through APTC permission to cruise at 2,300 feet because of turbulent conditions This was not approved because of other traffic At 1920 the flight reported it was approaching Fort Wayne and was changing to tower frequency The flight reported again when nineteen in less northeast of Bauer Field and was advised at Runway 22 was the runway in use and that the wind was five to ten miles per hour from the southwest At the time this transmission was made there was a moderate amount of station and the flight reported "We are not recanting you very clearly but I think you said, `Straight 11 runway 22' We will call later, closer in ". Because of thunderstorm activity in the area, three other aircraft were requesting instructions to land at approximately the time Flight 129 was making its approach Two of these aircraft landed successfully and the pilot of one, upon request, advisee the tower that the thunderstorm was approximately ten miles west of the airport. At the time the four aircraft were approaching Baer Field, United *** 12 degrees was number four to land in the traffic pattern immediately behind *** World Airlines' Flight 240, a DC-3 aircraft then these latter aircraft were approximately one and two and one-half miles, respectively, from the approach end of Runway 22, the wind at the airport shifted to west-northwest and increased in velocity from 5-10 miles per hour to 40 miles per hour Both flights were advised by the tower of the sudden change of wind direction and increased velocity, and a landing on Runway 27 was suggested, it being more nearly into the wind Upon receiving this message the flights immediately turned to the left to align with this runway. When these aircraft were east of the airport the wind increased to 60-65 miles per hour with gusts to 85 miles per hour and a heavy rainfall began, accompanied by lightning and severe static The flights were quickly advised of the weather change but, due to the sudden decrease in visibility, neither flight was seen again by the tower Flight 129 immediately advised, "United 129 heading east" This was closely followed by a message from TWA's 240, "Pulling out" In order to avoid a possible collision the tower then requested separation altitudes for these aircraft from Chicago ARTC and was advised that Flight 129 was assigned an altitude of 4,000 feet and that Flight 240 was assigned 3,000 feet Both clearances were broadcast from the tower several times without acknowledgment. At 1932 m orange-colored flash was seen to the east-southeast from the tower It was later determined that United's Flight 129 had crashed in a field 2 6 miles east-southeast of the airport TWA's Flight 240 proceeded safely to Toledo. The aircraft disintegrated on impact and all 11 occupants were killed.

At 1727 the aircraft was cleared to Runway 19 for takeoff toward the south. The engines were run up to a manifold pressure of 15 inches of mercury and ignition was checked on both magnetos of each engine. Takeoff was then started and the manifold pressure was increased to 52 inches of mercury. Ground witnesses estimated that the takeoff run as somewhat longer than usual for this model aircraft. Tower personnel and several ground witnesses saw puffs of black smoke coming from the left engine immediately after the takeoff. At an altitude estimated as 200-300 feet, the left engine started to misfire. The landing gear had been raised and was checked for position. The left engine continued misfiring and shortly became worse. The left propeller as feathered. Ahead, the terrain as flat, unobstructed and marshy. Full power was maintained on the right engine and a left turn was started as if to return to the airport. At this point the altitude was estimated to be 400-500 feet. During the turn the air speed fell to 85-90 1 PH and the aircraft settled. This turning and settling continued until the aircraft neared the ground, when it was leveled laterally. It struck while about level, both laterally and longitudinally, and slid along the omen ground in a generally northeasterly direction for some 620 feet where it struck some large trees and turned to the left about 180 degrees. Both captain and copilot were thrown clear of the wreckage. The captain later died from his injuries. The weather was good and was not a factor in the accident.

On final approach to Louisville-Bowman Airport, the captain decided to attempt a go around for unknown reason. He retracted the landing gear and increased both engine power. The aircraft climbed to a height of 400 feet when it yawed to the left, stalled and crashed onto the tarmac. One crew was seriously injured while all four other crew were killed. The aircraft was destroyed as well as four Aeronca L-3B and three Taylorcraft L-2M.

Crew was performing a flight from Fort Wayne, Indiana, to the Morrison AFB located near West Palm Beach. While cruising in poor weather conditions in the region of Stuart, the aircraft went out of control and dove into the ground, killing all five occupants.