Louisville

Aircraft hit northwest side of ridge in level attitude, cruise speed, heading southeast. Conditions were dark night and the cloud ceiling was about 40 feet above the ridge. Pilot received weather brief before take off and en route which reported a ceiling of 10,000 feet at destination. Aircraft was flown at 17,500 feet en route. Pilot-in-command radioed GSP approach control, said he was VFR for landing, passing 6,000 feet. Two way communication not established but discrete tx code assigned. Controller saw tx code change northwest of crash site then radar target disappeared at accident site. All five occupants were killed.

3-4 inch snow accumulation on aircraft prior to flight. Pilot said he swept snow off except an area he could not reach. Heavy snowfall, wet snow reported as aircraft was prepared for departure, during runup, taxi and takeoff. Pilot advised by tower that visibility was 1/8 mile with fog and snow. Published takeoff minimum for far 135 opn was 1/2 mile. After riking snowplow located 150 feet left of runway, aircraft continued over embankment and came to rest inverted. Ice and snow fnd on upper tail surface. Elevator trim indicated full nose down. Aileron trim ind left bank. Witnesses said engines sounded normal, landing lights on, 600 feet visibility from position of snowplow. Pilot said 35 inches map when descending. Map increased with additional throttle. No engine roughness.

While in cruising altitude from Peru to Louisville, both engines failed. The pilot reduced his altitude and attempted an emergency landing in an open field. Upon landing, the undercarriage collapsed and the airplane came to rest on its belly. All five occupants were seriously injured and the aircraft was damaged beyond repair.

After takeoff from Columbus-Port Columbus Airport, while in initial climb, both engines suffered a partial loss of power. The airplane stalled, entered a spin and crashed in flames. The pilot, sole on board, was killed.

On approach to Columbus-Ohio State University Airport, the pilot encountered limited visibility due to fog. On short final, the airplane struck a fence and crashed in flames short of runway threshold. The aircraft was destroyed and the pilot, sole on board, was injured.

Just after liftoff at Indianapolis Airport, while in initial climb, the twin engine airplane stalled and crashed. Both occupants were injured and the aircraft was destroyed.

While cruising by night on a cargo flight, the crew encountered technical problems and the copilot informed ATC about the failure of an engine. The crew was cleared to divert to Toledo-Express for an emergency landing when, on final approach, the airplane struck power cables and crashed in flames. The aircraft was destroyed and both occupants were killed.

Upon landing, the twin engine airplane landed hard and bounced. Out of control, it veered off runway and came to rest in flames. A pilot was killed while the second occupant was seriously injured. The aircraft was destroyed by a post crash fire.

The Curtiss was being used for a civil air movement of military personnel from Louisville to McGuire AFB. En route, in the Elkins-Charleston area light to moderate icing occurred. This required the use of wing deicers and propeller anti-icers. Shortly after passing Baltimore the same weather conditions were encountered which required a power setting of 2400 rpm and 38" manifold pressure. The plane lost altitude, which forced the crew to apply METO power setting of 2600 rpm and 45" manifold pressure. During the final (GCA) approach to McGuire AFB the plane stalled and crash-landed 1200 feet short of the runway threshold. Both engines were sheared off on impact.

Flight 181 originated at Midway Airport, Chicago, Illinois, for Miami, Florida. Several stops were scheduled including Indianapolis, Indiana, and Louisville, Kentucky, the latter a point of crew change. Departure, scheduled for 0955, was at 1001, with a crew of Captain Clarence G. Chambers, Pilot Harold D. Bingham, and Stewardess Shirley Michael. To Indianapolis the flight was routine, with Captain Chambers flying, and arrival was on schedule. Departure from Indianapolis was on schedule, at 1105, with 31 passengers and 450 gallons of fuel. The aircraft’s gross weight was 41,126 pounds, 3,774 less than the maximum takeoff allowable of 44,900, and its center of gravity was located within prescribed limits. Captain Chambers instructed Pilot Bingham to do the flying and, accordingly, Bingham, seated on the right, made the takeoff and flew this segment of the flight. The aircraft proceeded along V-53 airway at 5,000 feet altitude on a VFR flight plan in clear weather. At 1133 the flight advised Standiford (Louisville) tower that it was over New Albany, Indiana, eight miles to the north-northwest, and requested clearance to the airport. At 1134 the flight asked landing information of its company radio station and was given the Louisville pressure altitude as 340 feet and the Louisville altimeter setting as 30.10 inches. A minute later the flight advised the tower that it was over the city and received clearance to land on runway 11. Wind conditions were given as southeast five to eight knots, variable both sides. Ceiling and visibility were unlimited. The “Fasten Seat Belt” sign had been put on. Pilot Bingham descended from 5,000 feet to 2,000 feet and then reduced both rate of descent and power. An airspeed of 165 knots was established, the landing gear was lowered, and the flaps were placed in takeoff position. Bingham then started a turn for final approach, and the flaps were placed in approach position. Captain Chambers saw that the aircraft was too high and reduced power still further; Bingham lowered the flaps to full down. The pre-landing checklist had been accomplished. At this point (the altitude was then 1,000 to 1,500 feet higher than the runway) the captain took over control. He nosed down sharply, holding as closely as possible to an airspeed of 100 knots. The landing gear remained down, flaps remained fully down, and throttles were pulled fully back. Neither pilot read the rate-of-climb (descent) indicator during the approach. When approximately over the threshold of the runway and while about 100 feet above it, the captain pulled back on the yoke to flare out. No power was used. The aircraft’s attitude was observed to change from nose-down to nose-up but its rate of descent did not seem to lessen markedly. The aircraft struck the runway on its main landing gear, the left wing separated inboard of the left engine nacelle, and the remainder of the aircraft half rolled to an inverted position. It slid along in that attitude, turning and coming to rest headed nearly opposite its direction at touchdown. Two minutes later, by estimate, all occupants were out of their inverted seats, in which they were belted, and away from the wreckage which had developed a small fire. This was confined by a passenger using a hand extinguisher until emergency apparatus, which had been alerted by the tower, arrived quickly and took the necessary steps to prevent further fire.