Pittsburgh-Allegheny County

The pilot initiated an ILS approach with rain and fog. Approach flaps were maintained until the runway was sighted, and then landing flaps were set. The airplane landed long, overran the runway, struck the ILS localizer antenna on the departure end of the runway, and came to rest at the edge of a mobile home park. The airplane and two mobile homes were destroyed by fire. Vref had been computed at 110 Kts. The PIC reported a speed on final of 130 Kts, while the SIC said it was 140 Kts. Radar data revealed a 160 knots ground speed from the outer marker until 1.8 miles from touchdown. The airplane passed the control tower, airborne, with 2,500 feet of runway remaining on the 6,500 foot long runway. Performance data revealed that the airplane would require about 2,509 feet on a dry runway, and 5,520 feet on a wet runway. The airplane was not equipped with thrust reversers or anti-skid brakes. The PIC was the company president, and the SIC was a recent hire who had flown with the PIC three previous times. The PIC was qualified for single-pilot operations in the airplane, and had been trained to fly stabilized approaches.

Aircraft entered an area of forecast moderate icing. Ice detection system had been intermittently inoperative. The aircraft entered holding in icing conditions while checking flight inspection equipment. Evidence indicated crew noted ice accretion, activated surface de-ice system, ice broke loose and entered engine intakes. Both engines flamed out. During emergency descent crew initially re-starts, but neither engine would sustain power. Crew requested vectors to more distant airport. Both pilots were seen drinking previous night. Copilot had recently lost drivers license for dui. Captain had decided to retire that day. Copilot had worked in flight ops 3 days in 8 weeks and had limited training in flight inspection. Both pilots had personal stresses which may have influenced performance. Captain's contaminated thoracic blood revealed 0.057% alcohol. Putrefaction would accentuated for part of alcohol level. Copilot had trace alcohol in urine only. Both engines showed compressor fod consistent with ice ingestion. No other aircraft system or engine malfunction found.

The copilot (dual student) was to get a prof check on the 1st leg of the flight with a simulated single engine power loss on takeoff. According to witnesses, the takeoff was normal until lift off approximately 3,200 feet down the runway; but after lift-off, the aircraft climbed only about 50 feet and didn't seem to accelerate. They reported the nose pitched up and the aircraft went in a steep bank attitude near the departure end of the runway. Subsequently, it descended and crashed in wooded terrain in a right wing down, nose high attitude. A bystander tried to get in the aircraft to rescue the pilots, but the door was jammed and he was unable to break the cabin windows. A fire erupted and engulfed the aircraft. Due to rough terrain, there was a delay in getting fire fighting equipment to the accident site. No preimpact mechanical failures were found. The gear, flaps and spoilers were found in the retracted position. For takeoff, the flaps should have been extended to the 8° or 20° position. The stall speeds for 20°, 8° and no flaps were 104.5, 109.0 and 119.5 knots, respectively. The captain was an FAA designated flight examiner and a certified flight instructor (cfi).

At 2232 edt, the aircraft was climbing to 15,000 feet when the pilot reported a low oil pressure light. ATC advised Jimmy Stewart Field is about eleven thirty and 15 miles. After the pilot asked, 'is that a Tower Field?', ATC advised he did not know, Westmoreland County is at two o'clock and about 15 miles, turn right 180°, descend and maintain 4,000 feet. At 2233 edt, ATC said that they believe Westmoreland County Tower is closed down. The pilot said that he was thinking of where he should go and ATC advised Pittsburgh's 35 miles away if you can make that. At 2234:35 edt, the aircraft was returning to Pittsburgh when the pilot reported zero oil pressure and an oil light. At 2237:27 edt, the pilot reported an emergency. Flight was cleared to Allegheny County Airport and advised Monroeville Airport 230 heading and 5 miles. The aircraft crashed at 2247 edt. The investigation showed a loose flange nut on left turbocharger feed line finger tight. Test produced a steady leak. At site oil covered bottom of fuselage and empennage. Two passengers were killed while two other occupants were injured.

On the leg from Pittsburgh to Nemacolin, weather conditions deteriorated with rain falls and fog. The crew started the descent to Nemacolin in IMC conditions and cancelled the IFR flight plan to continue the approach under VFR mode. While descending below MEA, the twin engine airplane struck the ground and crashed few miles short of runway 23. The aircraft was destroyed and all four occupants were killed.

Johnson Flying Service's Plight 4844-C, December 22, 1954, was a CAM (civil air movement of military personnel) flight from Newark, New Jersey, to Tacoma, Washington, with planned intermediate stops among which were Pittsburgh, Pennsylvania; Colorado Springs, Colorado; Monterey, California; and Tacoma, Washington. The crew consisted of Captain Harold A. Poe., Captain Joseph J. Grekowicz, and Copilots Clarence E. Chapman and Charles R. Carter, Captain Robert P. Walker, the fifth crew member, was employed by the company as cabin attendant prior to the departure from Newark. The aircraft was serviced with 170 gallons of 100 octane fuel which was placed in the two main tanks in equal amounts, making a total of 225 gallons according to the weight and balance manifest. A preflight inspection of the aircraft was performed by Captain Grekowicz with no discrepancies found. According to the company's Weight and Balance Manifest the aircraft at the time of departure weighed 25,317 pounds, which was within the allowable gross weight of 25,346 pounds; the load was distributed within the prescribed limits with respect to the center of gravity of the aircraft. Prior to departing Newark, Captain Poe filled with the CAA by telephone a flight plan indicating a flight to be made in accordance with visual flight rules (VFR) to the Allegheny County Airport, Pittsburgh, Pennsylvania. The route to be followed was via Amber 7, Green 3, and Red 21 Airways. 2 The flying time to Pittsburgh was estimated to be one hour and forty minutes, at an airspeed of 155 knots 3 with two hours and forty minutes of available fuel. The flight departed Newark at 2038 with 23 passengers on board. Routine en route position reports were made and at 2206 the flight reported over Philipsburg, Pennsylvania, VFR, estimating Westover, Pennsylvania, at 2219. At approximately 2220, the Pittsburgh combined CAA station/center (INSAC and Air Route Traffic Control) heard the flight calling Altoona, Pennsylvania, radio (INSAC) on the radio frequency of 126.7 mc. As several calls to Altoona were unanswered, Pittsburgh radio attempted to contact the aircraft but was unsuccessful. Two minutes later, at 2222, Pittsburgh radio heard N 24320 calling Westover on 126.7 mc. Since Westover is a radio beacon and has no voice facilities, Pittsburgh radio again tried to contact the aircraft, but was unsuccessful. At 2225 the flight reported to Brookville, Pennsylvania, radio that it was over Westover at 2220, VFR, estimating Pittsburgh at 2252. Pittsburgh radio received a call from the flight at 2238 asking if fuel was available at "Johnson Marker." Pittsburgh interpreted this to mean Johnstown, Pennsylvania, and replied "Reference fuel at Johnstown, they do have 91/96 octane and lower and we're attempting to contact Allegheny Airlines at Johnstown now to see if they would be open at this time of night. The Air Guide doesn't list any hours that they are open. You'll have enough fuel to land at Allegheny County, original destination, won't you, over?" The pilot advised he was not sure, and then requested that the runway lights at the Johnstown Airport be turned on. Pittsburgh radio attempted to contact the Johnstown Airport by telephone and inter phone without success and advised the flight that they were unable to contact them at this time but would continue trying. At 2244, N 24320 called Pittsburgh radio and advised that it was over the Johnstown Airport. The pilot was asked to stand by and as soon as it was determined that Johnstown could not be contacted, Pittsburgh radio so advised. N 24320, at 2247, told Pittsburgh radio that it had passed Johnstown and was continuing to the Allegheny County Airport. Two minutes later Pittsburgh again asked the flight if it wished them to continue attempting to contact the Johnstown Airport. The pilot then said he would continue to Pittsburgh and asked for information on other fields where he might land. This was answered, "Douglas 4320 Pittsburgh radio. Nothing for a DC-3 Douglas 4320, it's either Greater Pittsburgh or Allegheny County, over." At 2251, Pittsburgh gave the flight the current Allegheny County weather as: Clear, temperature 20, dew-point 10, wind south-southwest 9. When asked his altitude the pilot answered 3,200 feet. He was then given the winds aloft at 3,000 feet as being 260 degrees 10 knots. A minute later the flight advised that it was 7 miles east of the Allegheny County Airport and could see it; that it was crossing the river and could see the field lights. Pittsburgh radio then called the Allegheny County tower and advised that N 24320, a DC-3, was approximately 10 miles east, low on fuel, and was landing at that airport. The tower requested that the aircraft change to tower frequency. Pittsburgh radio called the flight at 2254, and asked it to contact the tower on 121.3 mc. In reply the pilot said that he did not have 121.3 mc. but would contact the tower on 126.18 mc. He was advised that frequency was satisfactory. The flight immediately called the tower and requested landing information. It was then cleared for a straight-in approach to runway 27 and asked to report when 3 miles out. The weather was given as: Wind southwest variable south, calm to 10, altimeter 29.84. At 2256, the flight reported it was 3 miles east on final approach; it was then cleared to land. At 2257, the flight reported that it was out of gas. At this time the tower observed the aircraft to be approximately 2 miles from the airport on final approach. The tower immediately asked if the pilot believed he could make the field. The pilot replied, "I doubt it very much. We have both engines feathered, we are coming down over the red lights. I don't know if we'll make it or not. We are 2,000 feet." At 2258 the pilot advised, "We are going to set it down." The tower observed the aircraft make a left turn and head toward the south. It then disappeared from the controller's view below the hills southeast of the airport. Necessary calls pertaining to the emergency were Immediately effected. The aircraft, heading in a southerly direction, was ditched wheels up in the Monongahela River at approximately 2300. The captain, Harold A. Poe, who was flying the aircraft, and nine passengers were drowned.

Crash landed in unknown circumstances. No casualties.

The approach was completed in a poor weather conditions with thunderstorm activity, turbulences, strong winds and heavy rain falls. After touchdown, the aircraft went out of control and came to rest upside down. All 1 occupants evacuated safely while the aircraft was destroyed.

On final approach to Pittsburgh-Allegheny County Airport, at a height of 500 feet, the aircraft rolled to the left, entered an uncontrolled descent and crashed short of runway. All 13 occupants were killed.

The airplane was chartered to perform a night local sightseeing flight over Pittsburgh with 10 passengers and one pilot on board. Shortly after takeoff, while in initial climb, all three engine stopped. The airplane stalled and crashed. A female passenger aged 17 survived with serious injuries while 10 other occupants were killed.