Memphis

Shortly after takeoff from Memphis Airport, the pilot reported engine problems and elected to return for a safe landing. Unable to maintain control of the airplane, he attempted an emergency landing in an open field. The aircraft slid for several yards before coming to rest. Both occupants were uninjured while the aircraft was damaged beyond repair.

On August 6, 1962, at 1731 e.s.t., Flight 414, an American Airlines, Inc., Lockhead Electra, N 6102A, crashed during a landing on runway 4L at McGhee-Tyson Airport, Knoxville, Tennessee. Sixty-seven passengers and five crew members were on board the aircraft. All escaped injury except one passenger who suffered a minor injury. The aircraft was substantially damaged. During the landing made by the captain in an area of thunderstorm activity and heavy rain showers, the aircraft skidded to the right off the runway. It struck a newly constructed taxiway the surface of which was approximately 17 inches above ground level, causing failure of the right main landing gear. The right wing became separated front the aircraft. The remainder of the aircraft continued to deviate to the right off the side of the runway for a short distance and came to rest 3,010 feet from the approach end of the runway on a heading of 200 degrees magnetic.

Crashed half a mile north of Memphis Airport shortly after takeoff. There were no casualties.

Crashed on takeoff for unknown reason. The crew fate remains unknown.

After 2.700 feet of takeoff roll the aircraft became airborne with an estimated air speed of 120 miles per hour, but at an altitude from 20 to 50 feet the right engine failed and the right propeller automatically feathered. Retraction of the landing gear was accomplished after momentary hesitation as the flight continued straight ahead, gaining altitude very slowly. It passed over the end of the runway at about 50 feet. A power transmission line, 11,700 feet from the start of the takeoff roll. was located across the flight's course. Two towers of this transmission line between which the aircraft was flown extended to an elevation of 371 feet, or a height of 111 feet above the southwest end of Runway 2 from where the takeoff was started. Elevation of the lowest point of the top series of wires as they hung between the two towers was 335 feet or 75 feet above the southwest end of Runway 2. The flight cleared these wires at this lowest point by 10 to 20 feet. Just before flying over the power lines at an air speed of 110 miles per hour, a slow retraction of the flaps was started. After crossing the power lines, the air speed fell to 105 miles per hour even though the left engine continued to develop full takeoff power. Not being able to hold altitude, a shallow right turn was made to relatively clear terrain where the aircraft was crash landed 18,713 feet northeast from the starting point of the takeoff. The aircraft slid over the ground for a distance of 217 feet, skidded over an embankment and a highway, then came to rest. Control tower personnel had observed the feathering of the right propeller and the slow rate of climb. Feeling that the aircraft would not remain airborne, the airport controller instructed another air carrier flight, then on a landing approach to Memphis, to circle the Convair so as to keep the tower advised of its position. Instructions were immediately transmitted to the field's fire and crash personnel following which the city fire and police departments and hospitals were notified. Since fire and crash equipment had actually been dispatched while the aircraft was still in flight, it arrived only two or three minutes after the crash. Fire which started in the left engine nacelle after landing was quickly extinguished, and prompt medical attention was available for all occupants. Although the stewardess had received minor injuries, she, with the aid of one of the passengers, had opened two emergency exits. She had then deplaned all passengers. Thirteen passengers and one crew member received serious injuries, and 18 passengers and two crew members received minor injuries.

While descending to Chattanooga Airport by night, the seaplane hit tree tops and crashed in flames in a wooded area located in Signal Mountain, north of Chattanooga. Both crew members were killed.
Crew:
Ens Roger W. Whale,
Amm1 Kristian F. Anderson.

On final approach to Memphis in marginal weather conditions, the aircraft banked right, dove into the ground and crashed in a wooded area located 4 miles short of runway threshold. All 20 occupants were killed.

The crew left Memphis at 2110LT for a three hours local training flight. About one hour later, contact was lost and the crew did not report anymore. The next early morning, the wreckage was found in a wooded, rolling terrain located five miles WSW of Ashland, and both crew members were killed. The attitude at impact indicates that, prior to the accident, the aircraft had been in an almost vertical dive and the complete demolition of the structure resulting from impact indicates very high speed. It is apparent, therefore, that the aircraft was not under normal control at the time of impact. During the course of this flight, the pilots were expected to practice recovery from unusual maneuvers similar to those contained in CAA flight checks. While it appears that the unusual attitude of the aircraft at the moment of impact may have resulted from a voluntary maneuver by one of the pilots, recovery from which was not completed, the possibility of loss of control from some other factor not apparent in the investigation cannot be eliminated. The fact that the ballast in the passengers' compartment was unsecured created the possibility of a serious shifting of balance during unusual attitudes. While the maximum possible movement of this ballast would probably not alter the center of gravity beyond approved limits, a sudden shift during an unusual maneuver may have produced a forward movement of the aircraft center of gravity location of almost 12 Inches. Such a change in center of gravity would have had an appreciable effect on "trim", and the resulting change in control forces would obviously have complicated an attempt by the pilot to recover from an unanticipated severe change in attitude. Some laxity must be charged to the company, therefore, for its failure to assure that the condition of the aircraft and its contents was suitable for the flight activity contemplated. As a result of the investigation of this accident, it appears that the aircraft, for reasons not determined, entered an unusual attitude from which recovery was not completed. Recovery in this instance may have been complicated by unsecured ballast or defective instruments, or both.

Just after lift off from runway 17, while in initial climb, the aircraft banked right, stalled and crashed on a storehouse. Three passengers were killed while all three other occupants were injured.

During takeoff from Memphis Municipal Airport the copilot mistook the captains hand gesture for a command to raise the undercarriage. The engineer immediately tried to pull the landing gear lever to the neutral position, but the airplane already banked left because of the left hand main gear had started to retract. The nr.1 propeller struck the runway, causing one of the blades to separate. The blade cut through the fuselage near the flight deck, causing considerable damage. A fire erupted due to ruptured hydraulic lines and shorted electrical circuits. It came to rest off the side of the runway. All on board, except for the captain, got out safely.