Gander

The float quipped aircraft taxied out to take-off position on Gander Lake, Newfoundland, with a pilot and one passenger on board Several people watched the take-off and, according to one witness, the aircraft never did get on the step but was pulled off the water in a nose high attitude and in semi-stalled conditions. At a height of roughly 10 to 15 feet above the surface, the left wing went down and the aircraft began to sideslip, continuing to lose height until the wing tip struck the water, causing the aircraft to cartwheel and partially submerge. The pilot and the passenger died as a result of drowning. Weather was suitable for the flight. Although ,the aircraft did not take off directly into wind according to the Gander Airways Weather report, the wind velocity was only 7 MPH.

Shortly after a night takeoff from Roswell Airport, while in initial climb, the aircraft went out of control and crashed in a huge explosion six miles south of the airfield. Eight crew members were injured while 13 others were killed. It was reported that the aircraft may have been overloaded.
Crew killed were:
Maj Joe O. Will Jr., pilot,
Cpt Richard W. Hunsicker,
M/Sgt James L. Brewer,
Sgt Clyde N. Vanderslice,
Sgt Earl P. Boley,
Cpl Richard L. Lighthall,
Cpl Gordon E. McNeill,
Cpl Wayne O. Werkchiser,
Pfc John J. Capitan,
Pfc Maurice Harris,
Pvt Kenneth Ruohonen,
Sgt Charles R. Jackson,
Pfc Norman J. Remy.

Crashed into the Atlantic Ocean in unclear circumstances. As the aircraft failed to arrive in Shannon, SAR operations were conducted but eventually suspended five days later, on May 10, as no trace of the aircraft nor both crew members was found.

Take-off from Foynes was accomplished at 1540, the afternoon of October 13th. The flight climbed to its cruising altitude of 8,000 feet, proceeded on course for five hours and 50 minutes over the tops of clouds, and then, at 2130, instrument weather conditions were encountered. Since celestial navigation was no longer possible, Mr. Thompson, the only qualified celestial navigator aboard, retired. Before he had retired, however, he informed Captain Martin that the estimated time of arrival over the United States Coast Guard weather ship, Bibb, located on course and approximately 961 miles west of Foynes, was 0200. This was 45 minutes later than was originally estimated. Icing conditions were encountered shortly after midnight. At 0134, October 14th, the flight requested and was granted permission from the Moncton Ocean Air Traffic Control to descend to 6,000 feet. About this time the flight received from tie Gander radio station a weather forecast which included wind information at the original cruising altitude of 8,000 feet. According to the data received, the average headwind component had d velocity of 12 knots greater than that which was used in the computation of the flight plan. No further icing conditions were encountered at 6,000 feet, but instrument weather continued. The flight proceeded without the benefit of any navigational fix until 0205 when a radar fix from the Bibb placed the aircraft 68 miles from the vessel on a bearing of 80 degrees. At this time the flight had flown approximately 892 miles from Foynes, was slightly over half way to Gander, and had used 10 hours and 25 minutes of the estimated 22 fuel hours carried at the time of take off. They informed the Bibb that their estimated arrival time at Gander was 0930, which was 32 minutes later than was originally estimated. The crew anticipated no possibility of fuel exhaustion, and one hour and 11 minutes remained before they were to reach the point-of-no-return as computed in their flight plan. The Bibb reported the wind at its location at 6,000 feet to be 40 to 45 knots from the west. a headwind component of about 17 knots greater than that used in the flight plan. The captain estimated at 0232 that they were on course and 13 to 20 miles south of the Bibb. This was one hour and 17 minutes later than the original estimate and 32 minutes later than the amended estimate. Altitude was reduced to 4,000 feet after approval had been given by Moncton Ocean Air Traffic Control, and shortly thereafter, at 0327, eleven minutes after the flight passed its point-of-no-return, another weather forecast was received from Gander which showed the average headwind for the remainder of the route to be from 250 to 260 degrees at 38 knots, a headwind component 12 knots greater than that received in Shannon. Still no difficulty was anticipated, nor was the navigator consulted at this time. By 0500 clear weather was encountered. The navigator was then awakened in order that he might fix the aircraft's position by celestial observation, and according to the fixes that were plotted, headwinds in excess of 60 knots had existed en route, the average ground speed being only 59 knots. The crew immediately be came concerned as to whether or not the fuel remaining was sufficient. Approximately 550 miles remained to destination Captain Martin and First Officer Thompson believed that it was impossible to accomplish the remaining portion of the flight with the fuel remaining, so decided to return to the Bibb where rescue facilities would be immediately available. However, the flight continued westward and a position report was made to Gander at 0600. The turn around was actually made at 0758, at which time the aircraft was still 60 miles east of the previously reported 0600 position and approximately 460 miles east of Gander and 300 miles west of the Bibb Gander was advised of the decision, and at 0840 was Informed that the flight had two hours and 45 minutes of fuel remaining. The aircraft's position was reported at 0914 to be 100 miles west of the Bibb. The flight arrived over the Bibb at 0940, made four low passes, and then landed. All passengers had been fitted with life jackets and had been provided with seats and safety belts. Though the aircraft encountered waves six to eight feet high, no injury to any person or damage to the aircraft occurred. However, in taxying toward the Bibb the aircraft and Bibb drifted together with substantial damage to the aircraft. Rescue operations were slow and hazardous because of high seas, out by the next day all of the passengers and crew had been successfully transferred to the Bibb.

While approaching Santa Maria Airport, the twin engine aircraft hit the slope of a mountain and crashed. Both occupants were killed. The crew was performing a delivery flight from Wichita to Cairo with intermediate stops in Montreal, Gander and Santa Maria.

Crashed in unknown circumstances near Gander. Crew fate unknown.

Following an uneventful flight from Shannon, the crew started the descent to Gander Airport by night and in poor weather conditions. Most probably in a way to establish a visual contact with the ground, the captain reduced his altitude and passed below the minimum safe altitude when the aircraft hit trees and crashed in flames in a dense wooded area located 35 km from the airport. A crew member and 16 passengers were rescued while 27 other occupants were killed.

August 25, 1946 is a date that recalls very painful memories for some people in Newfoundland. Some of the people to whom I refer are Gander residents. A squadron of Lancaster Bombers of Royal Air force Bomber Squadron No. 35, took off for a routine operation. Shortly after takeoff one of the bombers reported an unserviceable compass and was authorized to return and land on runway 14. It succeeded in land on what is now runway 13. It was then designated runway 14 and approximately 3,000 feet shorter than it is today. There were no barriers around the airport. As a matter of face, people regularly walked across runway 14 as a shortcut from the American side to the Canadian side. The perimeter road was so close to the ends of the runways that a system of lights and bells were erected to warn pedestrians and vehicles. The warning system was activated by the control tower a few minutes prior to the arrival of aircraft. The idea was to prevent traffic from travelling on the road until the aircraft had landed. This work well in normal situations, however, when an aircraft departed and had to return immediately, there wasn’t sufficient time for the warning system to be effective. A group of people had gathered near the end of runway 14, watching a squadron of military aircraft depart. Some of the people were on their way home from the United Church evening service. Fifteen year old Trixie Burton (Trixie Smith of Cotton Street, Gander), was hold the hand of her friend, 21 year old, Isola Clarke. They were look toward the runway. They heard nothing behind them – no noise, no gushing of wind, no aircraft engines – nothing! Then, suddenly, Miss Clarke was struck from behind by a propeller of the large Lancaster and killed immediately. It was dark and the controllers in the tower didn’t realize what had happened. They saw the aircraft brake sharply and do, what appeared to be, a ground loop. A ground loop is an uncontrolled turn of approximately 180 degrees. The control tower call the aircraft several times but received no reply. The aircraft, TW870, - not to be confused with Trans World airlines – landed at 2359 Greenwich mean time. Three other people were also killed. They were Raymond Parsons, 20, who had just completed two years of pre-med at Memorial College, Cyril Brazil, 27, and 57 year old Stanley Rideout, all from St. John’s. William J. Mcdonald of St. Mary’s was among several others who were injured. None of the people gathered around had heard any indication of the approaching disaster. The fact that they heard nothing can be partly explained by the fact that aircraft land into the wind, i.e. facing the wind. The people who were standing near the end of runway 14 watching aircraft departing from that runway meant that the wind was blowing toward their faces. They would hear the noises in front of them but not behind them. Something else that added to the cause of the accident was the fact the aircraft did not use its landing lights. This may have been because the crew was too occupied to turn them on or may be as a result of the habit of the night-flying pathfinder squadron during the war. Those aircraft regularly landed and took off without the use of their landing lights.
Source:
http://www.ganderairporthistoricalsociety.org/_html_4658/lancaster_tragedy.htm

The crew was completing a flight from Gander to Mitchell AFB, Long Island, with an intermediate stop in Westover AFB. While descending to Westover, the crew encountered poor weather conditions with low clouds and thunderstorm activity, and turn about two hours over the area for improvement. On final approach, while flying at a height of 800 feet, the aircraft hit the slope of Mt Tom (1,000 feet high) located about 8 miles northwest of the airport. The aircraft crashed about 180 feet from the summit and was totally destroyed, killing all 25 occupants.
Crew:
F/O Herman J. Valdrini Jr.,
Cpt Henry A. Lebrecht,
1Lt Wayne L. Austin,
F/O Samuel A. Turrentine,
Sgt Daniel R. Roe,
Pfc Howard E. Carson,
Pfc Eulogio Sanchez,
Pfc Rex A. Tansey.
Passengers:
Lt Frank G. Meriam,
Lt Wilfred U. Johnson,
Lt George E. Orford,
Hugh J. Worth,
Lee Winnard,
Russell S. Scott,
Alfred L. Warm,
Arnold J. Simons,
Ernest R. Gillis,
George R. Benfield,
George E. Fleming,
Arthur C. Miller,
Stanley P. Warshaw,
Gregory S. Davenport,
David F. Archilles,
Lt Pasquale P. Coviello,
Mr. Arthur Bailey (American Red Cross).

While cruising along the east Canadian coast, the crew informed ATC about severe icing conditions and obtained the permission to divert to Charlottetown Airport. The aircraft passed the runway threshold at a height of 7 meters and then stalled and crashed in flames on the runway. The copilot was killed while 13 other occupants were injured. The aircraft was destroyed.