Miami

N4832V departed Masters Field, Miami, Florida, for Boca Raton Airport at 0448, August 8, 1956. Aboard the aircraft were Pilot Charles W. Day, Copilot Rae F. Howry, and three company insecticide-mixer personnel. The purpose of the direct 36-mile flight was the movement of the aircraft, crew and mixer personnel to the Boca Raton Airport from which the spraying operation was to be conducted. The takeoff of N4832V was followed immediately by another company operated C-82, N4829V and the two aircraft proceeded at an altitude of approximately 500 feet. N4829V flew to the left, slightly above and to the rear of N4832V until reaching Boca Raton. Both aircraft arrived over the city of Boca Raton shortly after 0500 and proceeded north and west the mile or so to the airport. Dawn was breaking and the runways, although unlighted, were plainly visible. N4832V made a eight turn for approach to runway 04. After passing over more than one-third of the length of the 5,000-foot runway a go-around was initiated. The aircraft then Immediately went into a climbing left turn. During this turn the aircraft stalled and crashed, killing all five occupants.

The crew was engaged in a local training sortie from Miami-Opa Locka Airport. Shortly after takeoff, while climbing, the aircraft suffered engine problems. The crew contacted ATC and elected to ditch the aircraft off Miami. Two crew members were rescued while others drowned.

Flight 642 originated at Miami, Florida, with its destination Boston, Massachusetts; Jacksonville, Florida, was included as an intermediate stop. The captain was briefed by the company forecaster on the en route weather and terminal forecasts, and following the briefing the flight was dispatched to Jacksonville on an IFR (Instrument Flight Rules) flight plan. This plan specified a flight to be made via Victor Airway 3 at a Cruising altitude of 11,000 feet. The crew consisted of Captain Thomas Francis McBrien, Pilot John Jay Rinyu, Flight Engineer Charles Calvin Devine and Flight Attendants Emma Elizabeth Williams and Clara Dorothea Rioseco. There were 12 passengers on board. Flight 642 was scheduled to depart Miami International Airport at 2340, December 20, but because of the late arrival of an inbound flight using the aircraft involved departure was not made until 0212, December 21. According to company records the gross weight of the aircraft at the time of departure was 85,944 pounds, which was under the allowable takeoff gross weight of 107,000 pounds; the load was properly distributed. Routine en route radio reports were made and at 0315 the flight reported over Daytona Beach at 11,000 feet, estimating Jacksonville at 0336. This report was made to the company's Jacksonville station and at this time the flight was given the Jacksonville 0248 U. S. Weather Bureau special report: "Thin obscuration, 2 miles visibility; ground fog; wind north-northwest 6 miles per hour; 30 percent of sky obscured." After this message was acknowledged, the flight was given the following clearance: "Jacksonville air route traffic control clears Eastern Air Lines Flight 62 to Jacksonville middle marker ILS, cross middle marker IlS at 2.500 feet, maintain 2,500 feet until further advised. Contact Jacksonville approach control when over Sunbeam Intersection." The clearance was acknowledged. Flight 642 contacted Jacksonville approach control when over Sunbeam Intersection (16 miles SSE of Imeson Airport) at 0331 and was cleared for an ILS approach to runway 5. At the same time the Jacksonville weather was given as: "Partial obscurement; visibility one-half rule; altimeter 30.18." Immediately following this transmittal another message was given the flight, "Coming out with indefinite 300 obscurement now one-half with fog." (Eastern Air Lines' Constellation minimums for ILS approaches at Jacksonville, day or might are ceiling 200 feet, visibility one-half mile). After acknowledging this weather information, Flight 642 reported leaving. Sunbeam at 2,500 feet. Following a later query from the flight, approach control advised that there was no other known traffic in the area, and requested the flight to report when over the outer marker inbound. Flight 642 reported over the outer marker inbound and was cleared to land. Shortly thereafter the tower controller observed a large flash in the vicinity of the ILS middle marker. Calls to Flight 642 were not acknowledged and an emergency was declared by the controller. It was subsequently learned that N112A had crashed approximately six-tenths of a mile southwest of the threshold of runway 5. Investigation disclosed the main portion of the wreckage to be 212 feet northwest of the ILS middle marker and 3,486 feet southwest of the threshold of runway 5. The time of the accident was established as 0343LT. First impact of the aircraft was with the top of a small pine tree approximately 200 feet below the ILS glide path, 260 feet to the left of the extended centerline of the runway, 4,000 feet from the threshold of runway 5, and 420 feet southwest of the middle marker. This was followed by striking a 50-foot oak tree, the upper 20 feet of which was sheared off. The aircraft settled toward the ground, striking other large trees which disintegrated both wings and a portion of the empennage. Ground contact was on a heading approximately 55 degrees magnetic. The distance from the first tree struck to the farthest piece of wreckage was 801 feet. Explosion and fire occurred immediately upon impact.

On final approach to Love Field, the aircraft was too low and hit a embankment short of runway threshold. The aircraft crash landed and lost its right wing before coming to rest upside down. Both pilots were injured and the aircraft was written off.

Crashed in unknown circumstances into the Caribbean Sea, killing all three crew members.

The aircraft departed Burbank August 3 on a nonstop ferry flight to San Antonio, Texas. The aircraft, piloted by Douglas T. Dell, Chief Pilot of Resort Airlines, arrived at its destination at 2345 following an uneventful flight VFR direct. Two minor discrepancies were reported by the pilot on arrival at San Antonio; that the hydraulic system cycle every one minute and 20 seconds, and that the left engine dropped 100 RPM'S on the left magneto. These discrepancies were corrected y Slick Airways' maintenance crew at San Antonio, and at 1653, August 4, the aircraft departed for Miami, Florida, nonstop on a VFR flight plan to cruise at 10,000 feet. The crew on this flight consisted of Captain Robert E. Smith and Copilot John N. Goodman. Two non revenue passengers boarded the plane at San Antonio for the flight to Miami. The cabin of the aircraft contained no passenger seats. This equipment was to have been installed at Miami prior to placing the aircraft in service. The cockpit was equipped to accommodate a crew of three. One safety belt had been installed to accommodate one person riding in the cabin; however, no approved type seat was provided. The aircraft and engine log covering the flight from San Antonio to Miami, as well as a mutilated flight plan and log sheet recovered from the wreckage, indicated that the flight was made at an altitude of 10,000 feet. All entries in the flight plan and log sheet covering check points between San Antonio and Miami were completed up to and including Cross City, Florida, the last check point before reaching Miami. The last entry gave the estimated time of arrival at Miami as 2324. The estimated and actual time over the various cheek points along the route as reflected in the flight log indicated that the flight had progressed very nearly as estimated. On the recovered aircraft and engine log covering the San Antonio-Miami flight under heading entitled "Difficulties Noted During Flight," there was found this entry, "EXCESSIVE PLAY ON ELE." The log sheet had been signed by both the captain and the copilot. At approximately 2317 the Miami tower operator received a broken radio transmission from which he was unable to identify either the aircraft or the nature of the call. An attempt to establish contact was unsuccessful until the following message was received. "Miami tower - NAN 79096 requesting emergency landing." Two-way contact was established and at approximately 2318 the flight was cleared to land on Runway 27L (preferential runway for calm wind) and the pilot was advised that if this runway was not satisfactory any runway was available. In the next transmission, the pilot advised the tower that the elevator control linkage was broken and he would attempt to bring the aircraft in, using trim tabs only. His position was given as high over the west boundary of the airport at an altitude estimated by the tower operator as 3,000 feet. Since the use of Runway 9R would permit an approach to be made over very thinly populated areas, it was suggested to the pilot that if it was satisfactory with him, Runway 9R be used. The pilot advised the tower that the change of runways was satisfactory. The area was cleared of all traffic while the aircraft made a circuit of the field, letting down slowly with a wide approach to a long final. As the aircraft neared the approach end of the runway, it appeared to tower personnel to be lined up properly. The following is quoted from testimony of the tower operator: "As the aircraft neared the approach end of the runway and at an altitude of approximately 150 feet, the nose of the aircraft appeared to come up slightly, then crop about the same degree below the horizon. This was repeated several times, each time two maneuver becoming more violent, with the last pull-up very stoop. At an altitude of approximately 150 feet the aircraft appeared to fall off slightly on the left wing, the nose dropped, and the aircraft struck the ground almost vertically." The fire which followed the crash was quickly extinguished by the airport fire-fighting equipment, the crews of which had been altered and were in standby position prior to the crash. The aircraft was destroyed and all four occupants were killed.

An engine caught fire in flight and as the crew was unable to extinguish the fire, he decided to bail out and abandon the aircraft that crashed into the Everglades National Park, about 18 miles northwest of Miami. The aircraft was destroyed by impact forces and all five occupants were rescued 12 hours later.

Shortly before midnight, June 6, seventy-five passengers, including five Infants in arms and 14 children between the ages of two and 12, boarded the air craft. There was also placed on board 1,116 pounds of baggage, and according to the Weight and Balance Manifest there was 7,125 pounds of fuel and oil on board. With the addition of a third pilot, Alfred Cockrill, and a Steward, Ismael Gonzalez, the crew for the northbound flight was the same as that of the flight of June 4 and 5 to San Juan. According to the crew, all occupants in the cabin were seated at the time of takeoff and had available safety belts. However, there were only 65 seats In the cabin which necessitated seating some of the passengers double in one seat. Although the Weight and Balance Manifest for the flight indicated a total weight of 44,500 pounds, the aircraft actually weighed 48.709 pounds, which was 3,709 pounds in excess of the 45,000 pounds certificated aircraft weight. At approximately 0010 with Alfred Cockrill acting as pilot, and John Connell as copilot, the aircraft taxied to Runway 27 where the "pre-takeoff cheek" was accomplished at which time engines and flight controls operated normally. Takeoff was accomplished at 0021 after the San Juan Tower had transmitted an instrument clearance to the flight authorizing it to cruise at 8,500 feet to Miami. The ceiling at San Juan was reported to be 12,500 feet, visibility, 12 miles, and the wind, calm. One minute after the aircraft left the ground and at an indicated air speed of approximately 115 miles per hour and at an indicated altitude of 250 feet, the right engine began to backfire severely and lose power. No attempt was made to feather the propeller of the right engine. An emergency was declared, and the tower cleared the flight to land on Runway 9. But, since air speed was low and altitude could not be maintained, the aircraft was flown straight ahead for a crash landing 200 yards off the shore at Punta Salinas. Immediately before impact with the water the landing lights were extended. During a six minute period that the aircraft remained afloat the crew pushed two uninflated life rafts into the water and furnished several passengers with life preservers. Considerable confusion existed during the ditching operation since none of the passengers had received any instruction in the location or use of emergency equipment. Of the 81 occupants, only 23 passengers and five crew members survived.

Shortly after takeoff from Miami Airport, while in initial climb, an engine failed. The aircraft stalled and crashed in a mangrove. All three crew members were seriously injured and the aircraft was destroyed. The crew was performing a cargo flight to Caracas on behalf of Southern Air Transport.

At 2203, 1 December 27, 1948, NC16002 departed from Isla Grande Airport, San Juan, Puerto Rico, for Miami, Florida. According to the company passenger manifest filed with the Customs Department al San Juan, there were 29 passengers aboard. The crew consisted of Captain Robert E. Linquist, Copilot E. E. Hill, and Stewardess Mary Burke. Captain Linquist had filed an instrument flight plan with the CAA Air Route Traffic Control Center and the Puerto Rican Transportation Authority; however, this flight plan was cancelled after a delay due t0 battery difficulties on the airplane. Subsequently the pilot was authorized a VFR takeoff with the understanding that the flight was to remain in the vicinity of San Juan, and attempt to establish radio contact with the tower. Once contact was established, an IFR flight plan would be filed enabling the aircraft to proceed to Miami. If this was impossible, the aircraft was to return to San Juan. Eleven minutes after takeoff the flight called the airport control tower. The control tower did not receive the call but it was intercepted by CM Communications at San Juan, to which the flight reported that it was proceeding to Miami, Florida, according to an IFR plan. CAA Communications at San Juan was unable to contact the flight again, although numerous attempts were made. At 2323, the Overseas Foreign Air Route Traffic Control Center at Miami, Florida, received a radio communication from NC16002 stating it was flying at 8.500 feet in accordance with instrument flight rules and that it estimated its time of arrival over South Caicos at 0033, and Miami at 0405, December 28, 1948. The New Orleans Overseas Foreign Air Route Traffic Control Center intercepted a position report from NC16002 at 0413, which stated it was 50 miles south of Miami. This was the last known contact with the aircraft. Unsuccessful attempts were made to contact the flight by CAA Communications from San Juan, Miami, and New Orleans. The Civil Aeronautics Board at Miami, Florida, was notified by CAA Communications on December 28, 1948, at 0830, that NC16002 was considerably overdue on a flight from San Juan, Puerto Rico, to Miami. Florida. When it was definitely determined that the aircraft was missing, the United States Coast Guard was alerted and an extensive search was immediately started. Among those participating in the search were the U. S. Coast Guard, the U. S. Navy, the Fifth Rescue Squadron of the U. S. Air Forces and numerous civil aircraft. Also actively engaged in the search were agencies of the Government of Nassau, the Dominican Republic and the Cuban Government. The search covered an area from San Juan, Puerto Rico, to Cape San Blas in Florida, the peninsula of Florida and the southern coastal area of the United States to Cape Romain, which is located approximately 45 miles north of Charleston, South Carolina. The Gulf of Mexico adjacent to the coast of Florida, the island of Cuba, the north coast of Hispaniola and the Bahama Islands were also searched. 2 Over 1,300 plane hours were flown during the six days of search, from December 28, 1948, to January 3, 1940 in conjunction with the air search, a detachment from the Fifth Rescue Squadron, U. S. Air Forces, conducted a through investigation and ground search of portions of the north coast of Cuba. The terrain was both mountainous and jungle, making the search difficult.