Crash of a Lockheed 18-14 LodeStar near Bartlesville: 8 killed

Date & Time: Dec 12, 1956 at 0850 LT
Type of aircraft:
Operator:
Registration:
N28366
Flight Phase:
Survivors:
No
Schedule:
Bartlesville – Salt Lake City
MSN:
2043
YOM:
1940
Crew on board:
2
Crew fatalities:
Pax on board:
6
Pax fatalities:
Other fatalities:
Total fatalities:
8
Captain / Total flying hours:
8837
Captain / Total hours on type:
700.00
Copilot / Total flying hours:
3000
Copilot / Total hours on type:
500
Circumstances:
The purpose of this flight was to take six passengers, all Phillips' employees. from Bartlesville, Oklahoma, to Salt Lake City, Utah. Company Pilot Joe Mark Bower and company Copilot-Mechanic Robert Ellwood Ulrich were assigned to the flight by the Aviation Department of Phillips. When the aircraft was loaded and prior to leaving the ramp Copilot Ulrich called the company radio station, located on the airport, requested taxiing instructions, and asked for an IFR clearance to Salt Lake City, nonstop. The company radio operator obtained the desired clearance from ARTC through Tulsa, and immediately relayed it to the aircraft. A flight plan previously prepared contained the following information: Proposed time of departure 0805; estimated elapsed time 5 hours, 15 minutes; fuel on board 6 hours. Departure was at 0826. At that time the gross weight of the aircraft was 19,284 pounds (maximum allowable was 19.500 pounds), and the load was properly distributed with respect to allowable center of gravity limitations. About 14 minutes after takeoff, at approximately 0840, Copilot Ulrich called Bartlesville Radio and stated that the flight was having engine trouble, with an oil temperature over 100 degrees, and requested that the IFR flight plan be canceled as they might return. The Bartlesville operator complied and notified Tulsa. At the next contact, about 0845, the copilot again called Bartlesville Radio stating that they could not unfeather the propeller. At that time he asked the Bartlesville operator to determine the condition of the runways at Tulsa (about 40 miles to the south). This information was obtained and immediately relayed to the copilot, whereupon he said. "Going to Tulsa, changing over." Bartlesville's single 4,600-foot runway had patches of snow and ice while all runways at Tulsa Airport were clear. This was the last radio contact with the flight. None of the messages had mentioned which engine was giving trouble; none indicated any anxiety or stress. There is no known record of N 28366 having made radio contact with any ground station or aircraft other than Bartlesville Radio. About the same time as the last radio contact, the Bartlesville radio operator and Phillips' chief pilot saw the aircraft passing south of the Bartlesville Airport heading easterly. They estimated its altitude to be 3,000 feet above the ground. The aircraft continued east for about 4-1/2 miles, until beyond the more congested part of Bartlesville, and then turned to the right about 90 degrees toward Tulsa. A number of persons saw the flight after it turned toward Tulsa. When it had been on this southerly heading for about four miles the aircraft was seen to plunge to earth in a manner described by several witnesses as a spin. Impact with the rolling terrain was on a heading of about 240 degrees, while the wings were about level, and while the nose-down angle was close to vertical. An explosion and intense fire ensued, largely destroying the general structure of the aircraft.
Probable cause:
The Board determines that the probable cause of this accident was loss of flying speed during single-engine flight for reasons undetermined. resulting in a spin to the ground. The following findings were reported:
- There was no indication of unairworthiness in the airframe or its controls, as far as could be learned,
- The No. 2 (right) engine, although not subject to complete examination due to ground fire, exhibited no sins of malfunctioning,
- Neither propeller nor their feathering mechanism showed any evidence of malfunctioning,
- The left engine developed a bearing failure and its propeller was feathered,
- The reason for the bearing failure cannot be isolated,
- Single-engine flight was started for a distance of 40 Miles,
- Early in this flight altitude, speed, and then control were lost, and the aircraft spun to the ground.
Final Report:

Crash of a Douglas DC-4 on Medicine Bow Peak: 66 killed

Date & Time: Oct 6, 1955 at 0726 LT
Type of aircraft:
Operator:
Registration:
N30062
Flight Phase:
Survivors:
No
Site:
Schedule:
New York – Chicago – Denver – Salt Lake City – San Francisco
MSN:
18389
YOM:
1944
Flight number:
UA409
Crew on board:
3
Crew fatalities:
Pax on board:
63
Pax fatalities:
Other fatalities:
Total fatalities:
66
Captain / Total flying hours:
9807
Captain / Total hours on type:
2289.00
Copilot / Total flying hours:
2418
Copilot / Total hours on type:
343
Aircraft flight hours:
28755
Circumstances:
Flight 409 originated at New York, New York, on October 5, 1955, destination San Francisco, California, with intermediate stops including Chicago, Illinois, Denver, Colorado, and Salt Lake City, Utah. The trip to Denver was routine except for traffic delays, caused principally by weather, and the flight arrived there at 0551, October 6, one hour and 11 minutes late. Routine crew changes were made at Chicago and Denver, the last crew consisting of 'Captain Clinton C. Cooks, Jr., First Officer Ralph D. Salisbury, Jr., and Stewardess Patricia D. Shuttleworth. No discrepancies were reported by the former crew and none were found at Denver. While at Denver the aircraft was refueled to a total of 1,000 gallons of gasoline. Prior to departure Captain Cooke was briefed by the company's dispatcher on the en route weather, based on both U. S. Weather Bureau sequence reports and forecasts and the company meteorologist's forecasts and analysis. Following this briefing the flight me dispatched to Salt Lake City via airways V-4, V-118, V-6, and V-32, to cruise at 10,000 feet, and to fly in accordance with Visual Right Rules (VFR). The estimated time en route was two hours and 33 minutes. The only obligatory reporting point along the route was Rock Springs, Wyoming. The flight departed Denver at 0633, with 63 passengers, including two infants. At takeoff, the gross weight of the aircraft was 64,147 pounds, 653 pounds under the allowable weight of 64,800 pounds; an error of 100 pounds in excess of the allowable rear baggage compartment weight 2 was made in loading. Flight 409 reported its time off to the company and this was the last known radio contact with the flight. When the flight failed to report at Rock Springs at 0811, its estimated reporting time, repeated efforts were wade to establish radio contact with it. These were unsuccessful and the company then declared an emergency. A widespread search was immediately coordinated by Air Search and Rescue, which included the Wyoming Air National Guard, the Civil Air Patrol, and United Air Lines. At approximately 1140 the same day the wreckage was sighted near Medicine Bow Peak, 33 miles west of Laramie, Wyoming. The Laramie weather at 0728 was; Scattered clouds, 5,500 feet; visibility 40 miles; wind west-northwest 13 knots; snow showers of unknown intensity over the mountains. The aircraft struck the almost vertical rock cliff of the east slope of Medicine Bow Peak (elevation 12,005 feet) located in the Medicine Bow Mountains. The crash occurred at an elevation of 11,570 feet, 60 feet below the top of that portion of the mountain directly above it. Two large smudge marks were apparent on the face of the mountain. In these marks were four scars, evenly spaced and in a horizontal line, the result of the engines and propellers of the aircraft striking the cliff. At impact the aircraft disintegrated and the wreckage me strewn over a wide area. Some parts were thrown to the mountain top above the crash site, others rested on ledges at various levels, and the remainder fell to the elope below. All 66 occupants have been killed.
Probable cause:
The Board determines that the probable cause of this accident was the action of the pilot in deviating from the planned route for reasons unknown. The following findings were reported:
- The weather along the prescribed route was good and the aircraft could have been flown safely at an altitude of 10,000 feet,
- The pilot deviated from the planned route,
- The aircraft was observed flying in and out of clouds at an approximate altitude of 10,000 feet, 10 miles southeast of the accident scene and 21 miles west of the prescribed course,
- The aircraft struck the mountain peak at an altitude of 11,570 feet,
- Examination of the recovered sections of the aircraft failed to indicate any fire, structural failure, or malfunctioning of the aircraft or its components prior to impact.
Final Report:

Crash of a Convair CV-240-1 near Wright: 9 killed

Date & Time: Feb 26, 1954 at 1032 LT
Type of aircraft:
Operator:
Registration:
N8407H
Flight Phase:
Survivors:
No
Schedule:
Los Angeles – Las Vegas – Cedar City – Salt Lake City – Casper – Rapid City – Minneapolis
MSN:
37
YOM:
1948
Flight number:
WA034
Location:
Crew on board:
3
Crew fatalities:
Pax on board:
6
Pax fatalities:
Other fatalities:
Total fatalities:
9
Captain / Total flying hours:
7500
Captain / Total hours on type:
4634.00
Copilot / Total flying hours:
6850
Copilot / Total hours on type:
2300
Aircraft flight hours:
12145
Circumstances:
Western Air Lines' Flight 314 departed Los Angeles, California, on a scheduled flight to Minneapolis, Minnesota, with intermediate stops scheduled at Las Vegas, Nevada; Cedar City and Salt Lake City, Utah; Casper, Wyoming, and Rapid City, South Dakota. The flight was routine to Salt Lake City, where a relief crew consisting of Captain M. R. Cawley, First Officer R. E. Crowther and Stewardess Mary Grace Creagan took over the flight in accordance with company crew assignment schedules. Prior to departure from Salt Lake City the aircraft was refueled to a total of 1,000 gallons, which filled all tanks, Flight 34 departed from the Salt Lake City ramp at 0721, but returned a few minutes later because of a broken nose wheel steering cable. The cable was replaced and Flight 34 was off the ground at 0850. According to company records, at takeoff the gross weight was 36,990 pounds, 2,144 pounds less than the maximum allowable weight of 39,134 pounds; the load was properly distributed so that the center of gravity of the aircraft was within approved limits. There were an passengers. The flight plan filed with Air Route Traffic Control specified Instrument Flight Rules at 15,000 feet via Green 3 and Blue 76 Airways. Eastward from Salt Lake City the Casper weather went below company minimums and Flight 34 elected to overfly this scheduled stop. After being advised of this action by the company Casper radio, Air Route Traffic Control issued a new clearance for the flight to descend to and maintain 13,000 feet to the Rapid City range station via Blue 37 and Red 2 Airways. However, an altitude change to 17,000 feet was requested by the flight and this was authorized by ARTC. At 1010 N8407H reported 17,000 over Casper, estimating the Wright intersection (122 miles west of Rapid City) at 1027. The Flight reported as being over the Wright intersection at 1025, at 17,000 feet, estimating Rapid City at 1050. The Casper company radio operator gave the flight the 0930 en route weather and the 1010 Rapid City Special #2 terminal weather. This, the last radio contact, was acknowledged by the flight at 1027. At 1041 the Rapid City radio operator attempted unsuccessfully to contact the flight to deliver a clearance for an instrument approach to Rapid City. Attempts continued until 1053 and at that time the Denver company dispatcher was advised that contact with the flight had been lost. At 1106 emergency procedures were initiated. Intermittent snows and restricted visibilities hampered intensive air search efforts. The wreckage was sighted by a Western Air Lines pilot the afternoon of February 28, and ground parties reached the scene that night. The aircraft had crashed in an isolated ranch area and all nine occupants had been killed.
Probable cause:
The Board, after intensive study of all evidence, determines that the probable cause of this accident was a sudden emergency of undetermined origin under adverse weather conditions resulting in rapid descent and impact with the ground at high speed. The following findings were reported:
- Weather was a major factor in the accident as heavy to possibly severe turbulence and heavy icing existed in the area,
- The flight was routine until approximately five minutes before the crash,
- A sudden emergency or difficulty of undetermined origin occurred that resulted in rapid descent to the ground; no emergency was declared,
- Both engines were developing power at impact,
- Due to the disintegration of the wreckage it was impossible to definitely determine if structural failure or control malfunctioning had occurred prior to impact.
Final Report:

Crash of a Douglas DC-6B near Fort Collins: 50 killed

Date & Time: Jun 30, 1951 at 0200 LT
Type of aircraft:
Operator:
Registration:
N37543
Flight Phase:
Survivors:
No
Site:
Schedule:
San Francisco – Oakland – Salt Lake City – Denver – Chicago
MSN:
43144
YOM:
1950
Flight number:
UA610
Crew on board:
5
Crew fatalities:
Pax on board:
45
Pax fatalities:
Other fatalities:
Total fatalities:
50
Captain / Total flying hours:
10565
Captain / Total hours on type:
106.00
Copilot / Total flying hours:
5848
Copilot / Total hours on type:
1526
Aircraft flight hours:
3784
Circumstances:
Flight 610 of June 29, 1951, originated in San Francisco, California, and was scheduled to Chicago, Illinois, with en route stops, among which were Oakland, California, Salt Lake City, Utah, and Denver, Colorado. The crew consisted of Captain J R Appleby, First Officer H G Tower, Flight Engineer A T Petrovitch, and Stewardesses C J Baymond and F M Smith. The flight departed San Francisco on schedule at 1915 and after stopping at Oakland proceeded to Salt Lake City, arriving there at 2324. It departed Salt Lake City at 0011, June 30, 1951, 26 minutes behind schedule due to the reloading of bulky cargo At the time of departure the aircraft weighed 78,597 pounds, which was within the certificated gross take-off weight of 79,380 pounds, the load was properly distributed with respect to the center of gravity. There were five crew members, forty-four adult passengers and one infant on board. The approved flight clearance indicated an IFR flight, via Bed Airway 49, Green Airway 3, and Amber Airway 3, to Denver at a cruising altitude of 15,000 feet, with Omaha, Nebraska, designated as the alternate airport. The flight proceeded in a routine manner and at 0104 reported over Rock Springs, Wyoming, at 15,000 feet, estimating its arrival over Cheyeme, Wyoming, at 0147 and over Denver at 0207 2 Forty-three minutes later, at 0147, the flight reported having passed the Silver Crown fan marker (located 12 miles west of Cheyenne) and requested a lower altitude Accordingly, a new clearance was immediately issued-"ARTC clears United 610 to Dupont intersection, 3 descend to 8500 feet immediately after passing Cheyenne, maintain 8500 feet, no delay expected, contact approach control over Dacono "4 This clearance was acknowledged and the flight reported that it was over Cheyenne at 0147, at 15,000 feet and was now starting to descend. The Denver altimeter setting was then given the flight as being 30 19 inches. Nine minutes later, at 0156, the flight reported reaching its assigned altitude of 8,500 feet No further communication was received from the flight. At 0200, the Denver Control Tower requested the company radio operator to advise the flight to call approach control Repeated calls were made without an answer. It was later determined that Flight 610 had crashed on a mountain (Mt Crystal) 18 miles west-southwest of Fort Collins, Colorado. All 50 occupants were killed.
Probable cause:
The Board determines that the probable cause of this accident was that, after passing Cheyenne, the flight for reasons undetermined failed to follow the prescribed route to Denver and continued beyond the boundary of the airway on a course which resulted in the aircraft striking mountainous terrain.
Final Report:

Crash of a Curtiss C-46A-CU near Lovelock: 1 killed

Date & Time: Sep 28, 1943 at 2245 LT
Type of aircraft:
Operator:
Registration:
41-5170
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Salt Lake City - Reno
MSN:
26372
YOM:
1942
Location:
Crew on board:
5
Crew fatalities:
Pax on board:
10
Pax fatalities:
Other fatalities:
Total fatalities:
1
Circumstances:
While cruising at an altitude of 14,000 feet, the right engine failed and the fuel pressure decreased. The crew attempted to restart the right engine without success and pilots were unable to feather the propeller. Due to high drag, the aircraft lost height and at an altitude of 8,000 feet, all occupants decided to bail out as the minimum safe altitude for the region was set at 9,000 feet. Out of control, the aircraft dove into the ground and crashed in a valley near Lovelock. Fourteen occupants were found alive while one crew member (Pfc George E. Johnson) was killed as his parachute did not open properly.
Probable cause:
Engine failure.

Crash of a Douglas DC-3A-191 near Fairfield: 17 killed

Date & Time: Dec 15, 1942 at 0122 LT
Type of aircraft:
Operator:
Registration:
NC16060
Flight Phase:
Survivors:
Yes
Schedule:
Salt Lake City – Las Vegas – Burbank
MSN:
1900
YOM:
1936
Flight number:
WA013
Location:
Crew on board:
4
Crew fatalities:
Pax on board:
15
Pax fatalities:
Other fatalities:
Total fatalities:
17
Captain / Total flying hours:
2885
Captain / Total hours on type:
533.00
Copilot / Total flying hours:
596
Copilot / Total hours on type:
126
Aircraft flight hours:
14773
Circumstances:
While cruising at the assigned altitude of 10,000 feet, the aircraft went out of control and crashed in a field located near Fairfield, Utah. The rescuers arrived on the scene around 1125LT and were able to evacuate two passengers seriously injured while 17 other occupants were killed. It appears that the aircraft reached a wrong attitude and lost part of its wings and stabilizer prior to be out of control.
Crew:
Edward John Loeffler, pilot,
James Clifton Lee, copilot,
Douglas Mortimer Soule, copilot,
Cleo Lorraine Booth, stewardess.
Probable cause:
On the basis of all of the facts, conditions and circumstances known to the Board at this time, it is concluded that failure of the left, or possibly both wing tips, and of the horizontal tail surfaces occurred in the air during a severe pull-up. However, no definite conclusion can be drawn from the evidence as to whether the pull-up was caused by operation of the controls by the crew, or by some other forces beyond their control. Due to the lack of any plausible theory for the latter, it seems more probable that the maneuver was initiated by the crew, possibly in an attempt to avoid collision with a bird, another aircraft, or some object which they saw or thought they saw.
Probable cause:
Failure of the left, or possibly both wing tips and of the horizontal tail surfaces as a result of a sever pull-up which caused unusual and abnormally high air loads. The reason the pull-up maneuver was not determined.
Final Report:

Crash of a Douglas DST-A-207A in Salt Lake City: 17 killed

Date & Time: May 1, 1942 at 2300 LT
Type of aircraft:
Operator:
Registration:
NC18146
Survivors:
No
Site:
Schedule:
San Francisco – Oakland – Salt Lake City – New York
MSN:
1978
YOM:
25
Flight number:
UA004
Crew on board:
3
Crew fatalities:
Pax on board:
14
Pax fatalities:
Other fatalities:
Total fatalities:
17
Captain / Total flying hours:
7015
Captain / Total hours on type:
3236.00
Copilot / Total flying hours:
838
Copilot / Total hours on type:
838
Circumstances:
On approach to Salt Lake City Airport at night and in poor weather conditions, pilots did not realise they were flying too low. Aircraft hit a mountain slope few km short of runway and was destroyed by impact forces. All 17 occupants were killed.
Probable cause:
Navigational error on part of the crew for unknow reasons. At the time of the accident, the aircraft was deviated from its initial track. Civil Aeronautic Board was not able to establish the exact cause of the track deviation. Upon the basis of the foregoing findings and of the entire record available at this time, CAB find that the probable cause of the accident was a deviation from the proper course, for reasons undetermined, after the trip had become off contact within ten miles of the airport.
Final Report:

Crash of a Boeing B-17C Flying Fortress on Tells Peak: 1 killed

Date & Time: Nov 2, 1941
Operator:
Registration:
40-2047
Flight Phase:
Flight Type:
Survivors:
Yes
Site:
Schedule:
Salt Lake City - McClellan AFB
MSN:
2048
YOM:
1940
Crew on board:
5
Crew fatalities:
Pax on board:
4
Pax fatalities:
Other fatalities:
Total fatalities:
1
Circumstances:
The bomber departed Fort Douglas with five crew and four passengers on 31Oct41. The destination of the flight was the Sacramento Air Depot, McClellan Field, California where the No.3 engine with over 420 hours on it was to be replaced. After a two day stopover in Reno, NV, because of bad weather to the west, they departed late on the morning on an instrument flight to their destination 2Nov41. There was no Command Set installed on this aircraft so the flight crew relied on their Compass Set radio to navigate to the airfield in Sacramento. After passing Lake Tahoe, the plane entered into the overcast sky. Then, after several minutes, the radio begun to static, and communications were down to the point where they were unable to check it at Donner Summit. Attributing the loss of radio functions to a temporary static condition, the pilot continued on to Sacramento via a more southerly route. Then, at that moment, the No.1 supercharger began to have problems maintaining pressure. With the aircraft in a climb towards 14,000ft, the co-pilot attempted to manipulate the supercharger controls to add additional pressure to it. Being partially successfully, the pressure continued to change, but not lost entirely, the flight continued onward. Then, after 45 minutes of flight, the flight indicators all ceased working. With the vacuum pumps having problems, and the pitot tube heat being turned on, no clear cause could be determined for this difficulty. The pilot and co-pilot decided to head back to Reno. Throttling up the engines to climb to 18,000ft, the aircraft pulled to the right. The flight crew, trying to hold the B-17 in a straight line of flight, cut the engine power to try again. After a more successfully attempt, the pilot and co-pilot realized they were having serious troubles controlling the airplane, the pilot ordered the crew to don parachutes as a precaution, and be ready to bail out of the aircraft. With their bank-and-turn instrument being the only functioning guide, the aircraft seemed to be handling fine. Then, the nose rose slightly, the pilot compensated by pushed the controls downward. The pilot, attempting to level off the aircraft's descent, realized that flight controls had been lost. He attempted to pull the controls back to regain attitude, but the aircraft then rolled over onto its back, righted itself for a brief moment, and then plummeted into a spin. As the aircraft began to break apart, six of the crew were able escape by jumping out. Two were thrown from the plane. All eight of these airmen parachuted to safety, leaving the pilot trapped in the cockpit as the bomber plummeted down to earth; he did not make it out. The aircraft crashed on Tells Peak, southwest of Lake Tahoe. The crew killed was 1st Lt Leo M. H. Walker.

Source: http://www.joebaugher.com/usaf_serials/1940.html

Crash of a Douglas B-18A Bolo near Napa: 5 killed

Date & Time: Oct 24, 1941
Type of aircraft:
Operator:
Registration:
37-498
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
San Rafael – Salt Lake City
MSN:
2498
YOM:
1937
Location:
Crew on board:
5
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
5
Circumstances:
En route from San Rafael to Salt Lake City, the crew encountered poor visibility due to foggy conditions when the twin engine airplane impacted the slope of the Twin Sisters Peak located 10 km east of Napa. The airplane was destroyed by impact forces and all five occupants were killed.
Crew:
T/Sgt Robert M. Kinney,
Cpt Franklin Smith Nelson,
Pfc John W. Phillips,
2nd Lt Eugene W. Sell,
T/Sgt Andrew Zeik.
Probable cause:
Controlled flight into terrain.

Crash of a Douglas DC-3A-197 in Centerville: 10 killed

Date & Time: Nov 4, 1940 at 0442 LT
Type of aircraft:
Operator:
Registration:
NC16086
Flight Phase:
Survivors:
No
Site:
Schedule:
Oakland – San Francisco – Sacramento – Reno – Elko – Salt Lake City
MSN:
1925
YOM:
1937
Flight number:
UA016
Crew on board:
3
Crew fatalities:
Pax on board:
7
Pax fatalities:
Other fatalities:
Total fatalities:
10
Captain / Total flying hours:
16855
Captain / Total hours on type:
2160.00
Copilot / Total flying hours:
3341
Copilot / Total hours on type:
2500
Aircraft flight hours:
8694
Circumstances:
While cruising in poor visibility due to the night and snow falls, the aircraft impacted the slope of the Bountiful Peak located in the Wasatch Mountain Range, some five km northeast of Centerville. SAR arrived on the scene around 0900LT. The aircraft was destroyed by impact forces and all 10 occupants were killed.
Probable cause:
On the basis of the foregoing findings of fact and upon all of the evidence available at this time, investigators find that the probable cause of the accident was the malfunctioning of the Salt Lake radio range and that substantial contributing factors to the accident were:
- The failure of the communications operators at Tintic, Plymouth, and Salt Lake City, Utah, whose duty it was to monitor the range, to detect its malfunctioning and immediately notify those concerned; and
- The failure of the pilot to follow to the fullest extent established radio range technique in accordance with the requirements of the procedure established by United and approved by the Civil Aeronautics Administration.
Final Report: