New York-LaGuardia

Take-off from Anchorage was accomplished at 2012, March 12, 1948, and the flight proceeded en route. 2 At 2028 the flight reported over the Wasilla Intersection, which is the intersection of the north course of the Anchorage radio range and the east course of the Skwentna radio range. This intersection is located 35 miles north 3 of Anchorage. Three minutes later, at 2031, the flight reported that it was at its cruising altitude of 11,000 feet. At 2042 the flight reported over Sheep Mountain, a non-directional radio beacon located 85 miles airways distance, 31 degrees, from Anchorage. At 2103 the flight reported being over the Gulkana radio range station, 159 miles, 34 degrees, from Anchorage, and at this time it estimated that it would be over Northway, Alaska, 283 miles from Anchorage, at 2136. Gulkana did not establish communication with the flight. However, the flight repeated its clearance into the Fairbanks area back to Northway, indicating that the flight could receive on 400 kcs, the frequencies for both the Northway radio range and communication. Shortly before the position report of 2103, the flight was observed flying an easterly heading approximately 4 miles south of the Gulkana radio range station. Approximately 42 miles, 51 degrees, from the Gulkana radio range station is Mt. Sanford, the elevation of which is 16,208 feet. In order to provide a safe lateral distance from Mt. Sanford for aircraft flying the route, the airway from Gulkana east is deflected to the north, its course being 23 degrees. Fifteen minutes after the flight was observed flying easterly from Gulkana a fire was observed on the western slope of Mt. Sanford. Except for a repeat transmission of the flight's Gulkana position report, overheard by Northway Radio 124 miles northeast of Gulkana and approximately one minute before the fire was observed on Mt. Sanford, no communication was received from the flight after 2103. Northwest Airlines, at 2150, requested from Anchorage Radio the reported time of the flight over Northway, at which time Anchorage Radio advised that neither the Northway nor the Gulkana stations had been able to contact the flight, and that a fire had been reported on Mt. Sanford. Radio facilities over the route were immediately alerted. Since all attempts to contact the flight were unsuccessful, it was concluded that the flight had struck Mt. Sanford and burned.

The aircraft took off on runway 13 of La Guardia Airport at 1843LT, having been cleared on an instrument flight plan to Rochester, New York, with Toronto, Ontario, as an alternate. Approximately 2 minutes after take-off the flight called La Guardia Tower and reported that it was in the vicinity of the south end of Whitestone Bridge, approximately 2 1/2 miles northeast of La Guardia Airport. The flight advised that the oil pressure was low on one engine, and requested clearance to land on runway 22. The request was approved, and the tower informed the crew that the wind was calm. When asked if emergency equipment was desired to stand by, the flight replied in the negative. Shortly thereafter, NX88787 reported that it was on the final approach, and that it was over the sand barges, located approximately one-half mile off the approach end of runway 22. In reply the flight was again given clearance to land. The aircraft was first seen at an altitude of approximately 800 feet, and about 1,300 feet off the approach end of runway 22 with the landing gear extended. The flaps were lowered, and the aircraft started a steep descent to runway 22,but it passed over the approach end of the runway at an altitude of approximately 300 feet. The flight then requested and was granted permission by the tower to make a right turn, however, the aircraft continued straight ahead over the runway, gradually losing altitude. When one-third of the way down the runway, the right propeller was feathered. When over the intersection of runways 22 and 18 and at an altitude of 200 feet the flaps were raised, which resulted in an additional loss of altitude. During or directly after raising the flaps, a right turn was initiated, and the landing gear was observed to retract slowly. Competent witnesses stated that the right turn was made at a very slow speed, at a high angle of attack, and at an altitude appearing never to have exceeded 200 feet. Over Bowery Bay the aircraft on two occasions almost settled into the water. When in a flat right turn toward runway 13 it lost altitude to about 50 feet. Approximately 2,000 feet from the end of the runway, the landing gear started to extend, and became fully extended when the aircraft was aligned with runway 13. At this time the airplane attitude appeared to be that of a steep climb. The wings were seen to wobble slightly, then the left wing and nose dropped, and the airplane struck the water at an angle of approximately 20 degrees. The forward movement of the aircraft continued on the surface of the water for 40 to 50 feet, throwing up a great spray as the tail rose to a vertical position, after which the aircraft continued over on its back and sank in about 5 minutes.

Flight 521 taxied from its parked position, rolled onto Runway 18, and without pause or hesitation accelerated for take-off. The throttles were advanced. Air speed increased to above 90 miles per hour. Captain Baldwin applied back pressure to the control column, but the "feel" of the controls was "heavy," and the aircraft did not respond. As the aircraft raced toward the boundary of the field, Captain Baldwin decided to discontinue his take-off. About 1,000 feet from the south and of the runway he applied brakes, ordering the co-pilot at the same time to cut the engines. A ground-loop was attempted by heavy application of left brake. The aircraft, however, proceeded to roll straight ahead. Then, in the both brakes locked it continued over the remainder of the runway, crashed through the fence at the airport boundary, and half-bounced, half-flew across the Grand Central Parkway. The aircraft finally came to rest immediately east of the Casey Jones School of Aeronautics, a distance of 800 feet from the end of Runway 18 and 1,700 feet from the point at which brakes were first applied. It was almost immediate enveloped in flames. The captain, another crew member and three passengers were rescued while 43 other occupants were killed.

Following an uneventful flight from New York-La Guardia, the crew completed the approach and landed properly. After touchdown, the captain requested the copilot for flaps up when the aircraft sank on its belly, skidded for several yards and came to rest, broken in two. All 36 occupants were evacuated safely while the aircraft was written off.

The flight was cleared to Washington National Airport by the Washington control tower and Instructed to use Runway 21 However, because it had been necessary to bear to the left when northeast of the airport to a position from which approach to Runway 21 was, not practicable, the flight was asked by Washington Tower if it desired to use a right-hand. Pattern for Runway 36 The flight replied that it desired clearance for Runway 27, and, as the wind was calm, Washington Tower approved this request. The flight approached the field from the northeast and while over the east bank of the Potomac River approximately 2/3 of a mile from the boundary of the airport, turned to the right and started a descent in final approach to Runway 27. According to the testimony of the pilots, Initial contact was made with the runway between 800 and 1,000 feet from the approach end and the aircraft continued down the runway with less than normal deceleration, Approximately 600 feet from the far end of the runway the pilot attempted a turn to the right. After turning approximately 30 degrees, the aircraft rolled beyond the runway end and struck a concrete transformer housing. The aircraft whipped approximately 90 degrees to the right and came to rest across a drainage ditch with its empennage extending over the highway which adjoins the airport. All twelve occupants were evacuated safely while the aircraft was damaged beyond repair.

About thirty minutes into the flight, a fire erupted in the left engine. The crew was unable to extinguish the fire that spread quickly to the entire engine and nacelle that detached, causing the wing to partially collapse. The aircraft went out of control, dove into the ground and crashed in flames in a field located in Cheshire. All 17 occupants were killed.

Following an uneventful flight from Philadelphia, the crew started the descent by night to La Guardia Airport in unfavorable weather conditions. A first attempt to land was aborted and during the second one, the aircraft was too high when it passed over the runway threshold. The captain reduced engine power and the initial contact with the runway occurred well down on runway at an airspeed considerably above the stalling speed of the aircraft. The aircraft bounded approximately 20 feet in the air and remained airborne for several hundred feet before again contacting the runway. After another shorter bounce, the aircraft remained on the runway and brakes were applied in an attempt to stop. However, due to the airspeed, which was still relatively high, and the snow and slush which covered the runway, little deceleration was accomplished. The aircraft continued off the end of the runway, demolished a small wooden building which housed the localizer transmitter, and came to rest in the Flushing Bay, approximately 200 feet beyond the field boundary. The aircraft was destroyed, 13 occupants were rescued while a passenger was drowned.

The crew departed Bedford on a routine flight to New York-La Guardia Airport. While approaching New York, weather conditions worsened and the visibility was poor due to fog. Despite the fact that the crew was advised by ATC to modify his route, the captain continued over New York at a too low altitude when the aircraft hit the 79th Floor of the Empire State Building. A fire erupted and the aircraft disintegrated in the building, killing all three crew members and 11 people in the building. 25 other people were injured and lots of debris fell onto the 34th Street. The aircraft was christened 'Old John Feather Merchant'.

All along the route do Stephenville, the weather conditions were considered as good. While approaching the destination, the winds went stronger. Some ten minutes prior to the scheduled arrival time, by night, the four engine aircraft hit the slope of a mountain located near Cape Saint George, west of Stephenville. Nine occupants were killed while nine others were seriously injured. Few days later, three of them died from their injuries.
Source & photos: http://planecrashgirl.ca/

The aircraft was parked at New York-La Guardia Airport when it was stolen by two American Airlines' mechanics. The take off was completed in a nose up attitude and the crew then performed two low passes above the airport. Few minutes later, he attempted to land but the approach was too low. The aircraft hit a light pole located along a highway, stalled and crashed in flames near the runway threshold. The aircraft was destroyed by impact forces and post crash fire, and both occupants were killed.