Seattle

American Air Transport, Inc., an irregular air carrier, was operating this flight as a ferry operation from Columbia. South Carolina to Seattle, Washington for the purpose of later conducting a Civil Air Movement of military personnel from Seattle. Captain John W. Schroeder and First Officer James P. Gilbert flew the aircraft from Columbia to Cheyenne, Wyoming, departing Columbia at 1305 EST, April 22, 1953, and arriving at Cheyenne at 1835 MST of the same date. The flight from Columbia to Cheyenne was completed without incident. A second crew, Captain Maurice A. Booska, Chief Pilot of the company, and First Officer Donald F. Dwelley, rode as passengers to Cheyenne, at which point they relieved Schroeder and Gilbert, who continued with the flight as passengers. The aircraft was serviced at Cheyenne, making the total fuel load 1,200 gallons of 100-octane gasoline. Captain Booska received a weather briefing at the U. S. Weather Bureau Airport Station; following this, he filed a VFR flight plan to Boise, Idaho via Airways Green 3 and Red 1. Departing from Cheyenne at 2043 MST (delayed owing to repair of the left navigation light), the flight proceeded uneventfully. The pilot made position reports over Rawlins and Rock Springs. Wyoming; Malad City and Burley, Idaho; and three minutes east of Boise at 2252. In all position reports except Rock Springs and Malad City (where no altitude was given) the flight altitude was reported as 12,000 feet. Upon request from the flight, Boise radio furnished the Boeing Field-Seattle forecast and the 2228 en route weather between Boise and Seattle. The pilot then filed an IFR flight plan to destination, and the following clearance was transmitted by Boise radio at 2254: "ATC CLEARS N1693M TO THE SEATTLE RANGE VIA RED 1, BLUE 32 BLUE 12, GREEN 2. MAINTAIN 12,000 FEET." The clearance was acknowledged by the pilot. Later position reports indicated that the flight was at 12,000 feet when over Baker. Oregon at 2331 and Pendleton, Oregon at 2353. Near Yakima, Washington the flight was cleared for descent to 10,000 feet and upon reporting over Yakima at 0026, it was further cleared to descend to and maintain 8,000 feet. Ellensburg, Washington radio received a position report at 0037 that the flight passed over Ellensburg 2 at 0034, 8,000 feet. IFR. Ellensburg radio transmitted the Boeing Field 2330 weather to the flight at 0040; the pilot acknowledged and advised that he would contact Seattle Air Route Traffic Control Center on 120.3 megacycles when over Easton, Washington. The pilot contacted Seattle Center at 0047 and reported over Easton at 8,000 feet, inbound to Boeing Field. Seattle Center thereupon issued the following clearance: "NECTAR ONE SIX NINE THREE METRO YOU ARE CLEARED TO CROSS HOBART AT 8,000 SEATTLE AT OR ABOVE 4,000 MAINTAIN 4,000 NO DELAY EXPECTED CONTACT SEATTLE APPROACH CONTROL OVER HOBART FOR FURTHER CLEARANCE OVER." The controller in the Seattle Center who was handling this flight was at his control board, about four feet from a loud-speaker installed on top of the unit. The read-back of the clearance by the pilot of N1693M seemed to the controller to be as follows: "ROGER, CLEARED TO - - - -(distinct pause involving a lapse of three or four seconds) CROSS THERE FOUR THOUSAND OR ABOVE THE RANGE STATION, AH, FOUR THOUSAND, REPORT HOBART TO YOU." A correction. "NEGATIVE REPORT HOBART TO SEATTLE APPROACH CONTROL," was then immediately transmitted. The pilot replied, "HOBART TO SEATTLE APPROACH CONTROL ROGER." These contacts were made at approximately 0048. There was no record of further transmission from the aircraft. When the pilot failed to report over Hobart, and the flight became overdue at Seattle, controllers in the Seattle Center and Boeing Field tower attempted to contact the flight, but without success. Search and rescue activities were then instituted. The accident scene was found the next day and the two survivors were rescued.

Flying Tiger's Flight 841 of January 7, 1953, a ferry flight from Burbank, California, to Seattle, to pick up military personnel, was made in accordance with the company's contract with the Department of National Defense. Departure from Burbank was at 1437, with Captain C. Greber, pilot in command, Captain B. Merrill, and Copilot W. Lowe comprising the crew. Captain H. Wall, chief pilot of the company's Burbank Division, was on board as an observer. The weight of the aircraft at takeoff was 57,520 pounds which was within the maximum allowable gross weight; there was no revenue load. Throughout the segment of the flight to San Francisco, California, Captain Merrill and Captain Lowe flew the aircraft; with the exception of a false fire warning signal from the No. 3 engine nacelle observed in the cockpit shortly after takeoff, the flight to San Francisco was routine. Upon arrival there mechanics checked the fire warning system and found no evidence of a fire having occurred. Captain Merrill told the mechanics that he was satisfied from their inspection there was no danger of fire and that he would not delay the flight further. The malfunctioning fire waning system was not repaired at this time. Captain Wall terminated his flight at San Francisco and a company stewardess, together with a woman passenger and her two children (the wife and children of a company pilot), boarded the aircraft at this point to fly as non-revenue passengers. No fuel or cargo was added at San Francisco. Flight 841 departed San Francisco at 1737 with Captain Greber in command occupying the left pilot's seat and Captain Merrill occupying the copilot's seat. The flight was cleared by ARTC (Air Route Traffic Control) to fly VFR via Amber Airway No. 1 to Williams, California, and IFR from Williams to Boeing Field, Seattle, at an altitude of 11,000 feet MSL. The estimated time en route was three hours and 39 minutes with 1,500 gallons of fuel on board and the Seattle-Tacoma Airport was designated as the alternate. Normal en route position reports were made by the flight and at 1947 it reported being over Eugene, Oregon, at 11,000 feet. Seattle ARTC then cleared the flight to descend to and maintain 9,000 feet until passing Portland, Oregon, and from this point, to descend to and maintain 7,000 feet. At 2036 Flight 841 reported over the McChord radio range station and requested further clearance. Accordingly, ARTC cleared the flight to maintain 7,000 feet, to contact Seattle Approach Control immediately and advised that no delay was expected. Contact was immediately made with approach control; the flight was then cleared to make a standard range approach to Boeing Field and requested to report leaving each 1,000-foot level during the descent. The following weather information was given the flight at this time: "Boeing Field - 1800 scattered, 2200 overcast, 8 miles, wind south-southeast 22, gusts to 30, altimeter 2925; Seattle-Tacoma - measured 1900 broken with 3100 over-cast." Flight 841 acknowledged this clearance and reported leaving 7,000 feet at 2040. Two minutes later, at 2042, it reported being over the outer marker and leaving the 6,000-foot level. No report of leaving the 5,000-foot level was made and at 2045 the flight advised it was leaving 4,000 feet. When the latter was acknowledged by approach control the flight was further advised as follows: "If you're not VFR by the tine you reach the range you can shuttle on the northwest course at 2,000 feet, it's possible you'll break out in the vicinity of Boeing Field for a south landing." The flight acknowledged at 2050 and said it was leaving 3,000 feet. At the time N 86574 was making the approach to Boeing Field, a Pan American DC-4 aircraft was also approaching this airport from the northwest. The latter aircraft had been advised by approach control that it was No. 2 to land behind the Flying Tiger aircraft in the traffic pattern. The Pan American aircraft its making a routine let-down on the northwest leg on the Seattle range and at 2054 reported being at the 3,000-foot level and VFR. Immediately after receiving this altitude report approach control called N 86574 and advised: "You're clear to contact Boeing Tower on 118.3 for landing instructions." This was acknowledged by "Roger" and was the last known contact with the Flying Tiger aircraft. At approximately 2055, N 86574 crashed about 11 miles east of the Seattle range station at the base of Squak Mountain. All seven occupants were killed and the aircraft was demolished by impact and the ensuing fire.

The flight originated at Boeing Field, Seattle, Washington, with the first stop scheduled at Cheyenne, Wyoming. The crew consisted of Captain Lawrence B. Crawford, First Officer Maxwell F. Perkins and Stewardess Marie Davis. Prior to departure the aircraft was serviced with 738 gallons of fuel and 20 gallons of oil, bringing the total on board to 1,020 gallons of fuel and 60 gallons of oil. Pre-flight inspection was performed by the crew. The gross weight of the aircraft at departure was 45,401 pounds or 401 pounds over the maximum allowable gross weight of 45,000 pounds authorized for passenger operations; 3 the distribution of the load on board, however, was within the prescribed center of gravity limitations. Weather briefing of the crew by the United States Weather Bureau at Boeing Field indicated en route weather to be scattered to broken clouds to overcast with the tops estimated at 12,000 feet and a Cheyenne Terminal Forecast of scattered clouds at 15,000 feet, visibility of more than 15 miles. The weather briefing included a forecast of icing conditions in clouds and precipitation above 6,000 feet along the route, with cloud tops ranging from 10,000 to 14,000 feet MSL. An IFR (Instrument Flight Rules) flight plan, filed by Captain Crawford and approved by the Civil Aeronautics Administration Air Route Traffic Control, Seattle, requested a cruising altitude of 13,000 feet to Cheyenne via Airways Green 2, Blue 12, Blue 32, Red 1, and Green 3, with a proposed air speed of 200 mph, estimated elapsed time five hours, with six hours and forty minutes of fuel aboard, alternate airport, Denver, Colorado. The flight departed Boeing Field at 0050 and made the required position reports along the route, with no mention of any irregularities, reporting over Malad City at 13,000 feet, time 0358, and estimating Rock Springs at 0445. There were no further radio contacts with the aircraft. All attempts to contact the flight by CAA radio stations and by other aircraft along and bordering the proposed route were unsuccessful. A widespread search for the missing aircraft was subsequently conducted under the supervision of Air Search and Rescue units of the United States Air Force. The wreckage was found eight miles west of Fish Haven five days later by the pilot of reconnaissance aircraft and all 40 occupants have been killed.

A group of Yale University students returning to school following their Christmas vacation arranged with William F. Leland, sole owner and operator of Seattle Air Charter, to transport them front Seattle to New Haven, Connecticut, January 2, 1949. Departure was delayed because a full crew was not available at 1800 as had been originally planned. At approximately 2100 a crew was organized, consisting of G. W. Chavers, pilot; K.A. Love, copilot; and W. F. Leland, third crew member. The flight taxied to Runway 13 for takeoff at 2138 and held because ground fog conditions restricted the visibility below the one mile minimum required for takeoff. The flight maintained radio contact with the control tower which advised the pilots of the existing weather conditions on the field. When the flight had taxied from the parking ramp, the tower reported, “Boeing Field weather is clear, visibility, 1/2 variable to 1/4 mile in all quadrants.” The flight asked if they could take off. The tower replied: “Roger. We will let you out as far as traffic is concerned. You are cleared into position to holds.” A few minutes later, at 2145, the flight requested their weather minimums for takeoff and were told that they were ceiling 300 feet, and visibility one mile. To this, the flight responded, “If we take off we will be in violation, won’t we?” The tower answered, “Yes.” Shortly after this conversation, the tower again reported the visibility which was at that time restricted to 1/8 mile. After a period of 10 minutes during which time the flight continued to hold at the end of the runway, the tower remarked: “It appears we are getting a little break. Cleared into position and hold. We will have a clearance for you shortly.” Immediately following, the flight’s air route traffic control clearance was transmitted. Then, at 2201, the crew stated that they could see the four green range lights at the end of the runway, and that they were going to take off. These lights are located 5,700 feet from the approach end of runway 13, which is 7,500 feet in length. At 2204 the tower stated, “Cleared for take off report on top.” At this time the weather as reported by the Weather Bureau was ceiling unlimited, thin obscurement, visibility one fourth of a mile, restricted by fog. The airplane began its take off to the south, and for approximately 1,000 feet it appeared normal to observers who could see the navigation lights of the airplane. It then began to swerve to the left, becoming airborne approximately 1,800 feet down the runway on a heading 35 degrees to the left of the runway. Shortly after leaving the runway, the left wing dropped and the tip dragged on the ground for a distance of 117 feet. The aircraft remained airborne for approximately 750 feet after leaving the runway, and then made contact with the ground in a landing attitude, tail wheel first. Upon contact with the ground, power to the engines was “cut”. The aircraft rolled or skidded the remaining distance, approximately 700 feet, into a revetment hangar, immediately after which it was enveloped in flames. Fourteen occupants, among them all three crew members, were killed while 16 others were injured. The aircraft was destroyed.

As the tower watched the airplane’s navigation lights, they realized that a crash was imminent and called the Boeing Field Fire Department which was located 1,300 feet south of the control tower, and 200 feet south of the revetment hangar into which the airplane crashed. The fire captain on duty heard the crash. He and 2 firemen, which comprised the duty crew that night, responded immediately, departing for the scene of the crash with all available equipment. This comprised a crash wagon and 2 pump trucks. The equipment arrived within a minute after the crash.

The flight departed from Seattle, Washington, at approximately 1300, March 8, 1948, with a crew consisting of George S. Griebel, pilot, and William F. Grund, co-pilot. It carried 800 gallons of fuel, but no passengers or cargo, weighing at the time of take-off 21.963 pounds. At 1615, the flight reported over Red Bluff, California, at 12.000 feet, and requested clearance to descend to and cruise at 10.000 feet. Oakland Airway Traffic Control granted the request, and also cleared the flight to the Moffett radio range station. 25 miles southeast of San Francisco Municipal Airport, San Francisco, California. At 1715, the flight advised San Francisco Approach Control that it as holding northwest of the Moffett radio range station at 10,000 feet. In reply, San Francisco Approach Control directed the flight to hold between the Moffett radio range station and a point 2 minutes northwest of it. At the same time the flight was advised to expect clearance to the San Francisco Municipal Airport at 1745. Between 1717 and 1734 the flight, while flying its holding pattern, received clearance and descended from 10,000 to 6,000 feet. At 1741, it was cleared to make a “straight in” approach to the San Francisco Airport. It was directed to report when it crossed the Moffett radio range station and 4,000 feet, and to report again when it had descended below the overcast, A minute later, at 1742, the flight reported leaving the Moffett radio range station and 4,000 feet. Though the San Francisco Tower called repeatedly, this was the last communication received from the flight.
Between 1755 and 1805 a rancher in the vicinity of Mt. Hamilton heard a noise he thought to be either thunder or blasting. About 1945, after driving to another part of his ranch, he observed fire in the hills and realized then that the noise he had thought to be thunder was that of an aircraft crashing. It was midnight before a searching party reached the wreckage, which was approximately 20 miles east-southeast (on a bearing of 110 degrees) from the Moffett radio range station, and at an elevation of 1,800 feet.

The flight arrived over the Seattle radio range station at 3,000 feet on its initial approach to the Boeing Airport at 1357. Shortly before Captain Farris had reported to Seattle Radio that he had 2 rough engines, but he did not declare an emergency. The condition of engine roughness is discussed below. Weather at Boeing Field, Seattle, Washington, was reported to be ceiling indefinite 500 feet visibility one mile. An instrument approach for landing at Boeing Field was made, but not completed because of the low ceiling and visibility, so the flight returned to an altitude of 1,500 feet on the northwest course of the Seattle radio range. During this time Copilot Whitting remained in the left seat and flew the airplane. The second instrument approach was made for a landing at the Seattle-Tacoma Airport, sometimes referred to as the Bow Lake Airport, which is located 4 miles south of the Seattle radio range station. The airplane was flown inbound on the northwest course of the range. Then, after passing over the range station at 1,500 feet, a heading of 193 degrees toward the airport was flown, and a descent made for landing. The aircraft was first observed at the Seattle-Tacoma Airport when approximately 500 feet above the approach and of Runway 20, 5,611 feet long, at which time it was flying at an angel to the left of the runway. An "S" maneuver and rapid decent were made. A right turn was entered and held until the airplane was again over Runway 20, then it turned left. When the airplane first made contact with the runway it was in the left turn, and the left wing was so low that those who observed the landing thought that it would strike the ground. The first point of touchdown was made 2,748 feet beyond the approach end of the runway. The airplane progressed over the remaining distance of the runway without apparent deceleration. Captain Farris, who had taken over the controls of the airplane when it was in the left turn, stated that he allowed the airplane to slow down of its run accord to 50 or 60 miles per hour before applying brakes, and that he released the emergency air bottle 1,000 feet from the end of the runway. Before passing over the end of the runway an attempt was made to groundloop the airplane to the left by applying power to engine 4. Nevertheless, the airplane traveled almost straight ahead. It went off the end of the runway, crossed 229 feet of wet ground, and then rolled down a 24-foot embankment. At the bottom of the embankment it struck a ditch which sheared off the left lending gear and the left wing. The aircraft continued on to the intersection of the Des Moines Highway and South 188th Street where it collided with a moving automobile. Spilled gasoline was ignited, and the wreckage was enveloped in flames. The Weather Bureau at tie Seattle-Tacoma Airport made an observation immediately following the crash and reported an indefinite ceilings, 400-foot overcast, visibility variable one-half to one mile, and light rain and fog.

Flight 923 departed at 1030 October 26, 1947, from Seattle, Washington, for Juneau, Alaska, with an intermediate stop scheduled at Annette Island Captain Alf N. Monsen flew as pilot and First Officer Laurence A Foster as copilot. The airplane carried 13 passengers including an infant, a crew of five, 2,500 gallons of fuel, and 822 pounds of cargo. This load was within the allowable airplane weight and was properly distributed in respect to the center of gravity. Company weather information given to Captain Monsen before departure was to the effect that there would be unlimited ceiling from Seattle to Comox, British Columbia. Then at the cruising altitude of 9,000 feet, instrument conditions, light icing, and light to moderate turbulence was expected over the route. Winds were forecasted to be from 200 to 230 degrees at 30 to 40 knots. It was also forecasted that at the time of the flight's arrival over Annette there would be an 800-foot overcast, lower broken clouds, visibility of 2 miles, light rain, and a surface wind from the south-southeast at 18 knots. A cold type occlusion or front which was moving toward Annette Island from a point about 375 miles west of there was expected to pass Annette Island before the flight arrived. Proceeding en route in accordance with an instrument clearance to fly at 9,000 feet, the flight arrived over Annette Island at 1338 after a routine trip. Earlier, at 1326, the company radio at Annette Island had transmitted a weather observation which reported an indefinite 1,400-foot ceiling, overcast, lower broken clouds, visibility of 3 miles, rain, wind southeast at 28 miles per hour, with gusts to 40 miles per hour. The flight acknowledged receipt of this information. Airway Traffic Control cleared the flight to pass over the radio range station located 1 5 mile northwest of the airport at 7,000 feet and then to proceed with a normal instrument letdown and approach to the field. The flight acknowledged this clearance, and reported its position over the radio range station at 7,000 feet at 1338. The normal instrument procedure for Annette Island was established with regard to the mountainous terrain east and northeast of the airport, which rises to an elevation of 3,596 feet on Tamgas Mountain. This procedure required the flight, after approaching from the south at 7,000 feet and reporting over the radio station, to remain west of the south course of the range while on instruments. Five minutes after the flight reported over the range station, at 1343 it advised Annette Radio that it was proceeding to Juneau, approximately 250 miles north-northwest of Annette Island, because of extreme turbulence. This was the first indication that the flight was encountering any difficulty in accomplishing a normal letdown and approach to the airport. In response, Annette Radio asked the flight to report its altitude, but there was no reply. After repeated calls to the flight Annette Radio issued an alert at 1401. It was estimated that the flight at the time of its last radio contact had aboard 9 hours and 16 minutes of fuel. At approximately 1430 the Civil Aeronautics Board was notified, and a search by air, land, and sea was immediately begun. However, adverse weather conditions retarded the search to such a degree that the wreckage was not located until 5 days after the accident October 31, 1947. It was found that the airplane had crashed on the north slope of Tamgas Mountain, approximately 8 miles east of Annette Island Airport and 8 miles east of the south course of the Annette radio range.

The Anchorage runway had been cleared with snow for a distance of 3200 feet and width 30 feet. The copilot was instructed to hold the throttles and keep them from retarding on takeoff. As the aircraft ran into snow with the left wheel the pilot removed his hands from the throttles to use trim tabs. As the aircraft became airborne the throttles retarded because the co-pilot neglected to hold them. Full power was added, but it was too late since the aircraft stalled and crashed back into the runway.
Source:
http://aviation-safety.net/database/record.php?id=19461109-0

Shortly after takeoff from Corpus Christi NAS, while in initial climb, the seaplane stalled and crashed, killing all five crew members. They were performing a ferry flight to Seattle.

While on a ferry flight from CGAS Biloxi to NAS Seattle for overhaul, the pilot reported an oil leak in the right engine. He then reported a single engine operation and requested an emergency clearance to Fort Worth. The aircraft proceeded out the north leg of the Fort Worth range where the other engine stopped due to an unknown cause, and the propeller was feathered. The aircraft emerged from the clouds in a spin to the left and impacted the ground. All seven crew members were killed and the aircraft was destroyed by impact forces.
Crew:
Lt Vaughn E. Salisbury,
Cpt Ernest C. Lindsey,
Ammc John E. Vallowe,
Arm1 William L. Hickman,
Amm2 George L. Proffitt,
Amm1 Oswald D. Jacobson,
Cpl Marion Higgins.