Tampa

Flight 470 departed Tampa at 1543LT. Its flight plan, filed previously at Miami, specified a cruising altitude of 14,500 feet according to Instrument Flight Rules and an estimated elapsed tune of two hours for the direct 498 statute miles to New Orleans. Included among the weather data attached to the captain's copy of the flight plan was a forecast of thunder-storms attended by moderate to severe turbulence in the vicinity of New Orleans, the destination. The CAA Air Route Traffic Control cleared the flight at the 14,500-foot level direct to New Orleans. Flight 470 passed over NA-3 at its cruising altitude of 14,500 feet at 1614, estimating over NA-2 at 1642, and so reported to Radio-Tampa one minute later. At that time the flight also gave the local weather: broken clouds at 6,000 feet, broken clouds at 20,000 feet and temperature 4 degrees Centigrade. Meanwhile, Flight 917 landed at New Orleans at 1612. It reached the ramp at 1617 and at 1624, its captain sent the following message to Miami flight Control and to all company stations between New Orleans and Jacksonville, Florida, including Pensacola, Florida: "Flight 917 advises extreme turbulence all altitudes just east of New Orleans." At 1636, the captain sent the following message to the same stations: "Reference extreme conditions stop at present time severe turbulence No. 1. check (NA-1) to New Orleans weather looks better to west of New Orleans." At 1649, Flight 470 reported passing over NA-2 at 1645 at 14,500 feet, and estimated being over NA-l at 1710. It also reported, "Thunderstorms all quadrants . . ." Pensacola radio received and acknowledged this message, and advised the flight of "severe turbulence" between NA-l and New Orleans as reported by Flight 917. Flight 470 acknowledged, asked what altitude Flight 917 reported turbulence, and was informed "severe turbulence at all altitudes." Again Flight 470 acknowledged. At 1654, the flight advised Pensacola that it was reducing power because of turbulence and five minutes later requested Air Route Traffic Control clearance to descend from 14,500 feet to 4,500 feet. This was granted within a minute or so, with the provision that descent between 10,000 feet and 8,000 feet be visual. At 1703, the Flight advised Pensacola of passing through 10,000 feet, and at 1712 (recorded), advised that it had reached 4,500 feet at 1710. Pensacola repeated this message back to the flight and gave it the 1648 New Orleans special weather. This was: measured 800, overcast, visibility 10 miles, wind north-northeast 25 m.p.h., with gusts to 34, the altimeter 29.61; barometer unsteady. The flight acknowledged and there were no further radio contacts. An attempt by New Orleans at 1718 to contact Flight 470 was unsuccessful, as were subsequent attempts by several other stations, and at 1840 the Coast Guard's air-sea rescue service was alerted. Low clouds and heavy seas hampered the search both by air and sea. However, on the following day (February 15) floating debris and 17 bodies were recovered from a fairly localized area in the Gulf of Mexico at about 30 degrees 38' North Latitude and 87 degrees 46' West Longitude. This position is approximately 38 miles to the right of the aircraft's direct course and is about 20 miles southeast of Mobile Point at the easterly mouth of Mobile Bay. Two wrist watches on bodies were impact stopped at 1710LT.

Shortly after takeoff from George Town Airfield, while climbing, the seaplane went out of control and crashed into the sea few dozen yards off shore. All occupants were rescued while the aircraft, partially submerged, was considered as damaged beyond repair.

The aircraft arrived at Newark following a non-stop flight from Fort Smith, Arkansas, on December 15 at about 2330. During this flight of about five and one quarter hours, there was no reported malfunctioning of the aircraft or its powerplants with the exception of both cabin heaters which were inoperative. This was reported to the Babb Company, a CAA approved repair station at the Newark Airport, and instructions were issued to repair the heaters. Mechanics worked during the night and the following morning with the result that one of the cabin heaters was believed to be repaired. This, however, could not be positively determined without test flying the aircraft; this was not done. During the morning of December 16 the aircraft was serviced. The left engine required five gallons of oil and the right engine required 10 gallons to bring the respective tanks to a total of 34 gallons each. Fuel was added in the amount of 767 gallons, which filled the front and center tanks in each wing. The aircraft was loaded with 52 passengers including two infants in arms. The crew consisted of Captain Albert C. Lyons. Copilot John R. Mason, and Stewardess Doris Helm. A fourth company employee who was deadheading to Miami occupied the jump seat. The aircraft's center of gravity was located Within prescribed limits. Actual takeoff weight of the aircraft was about 117 pounds over the prescribed maximum of 48.000 pounds. A flight plan was made out and signed by both the captain and copilot. It specified VFR (Visual Flight Rules) direct flight at a cruising altitude of 4,000 feet to Tampa, Florida. After the aircraft was loaded both engines were run up. The right me was run up longer than the left engine, and a number of nearby persons saw smoke continuously coming from that engine. This spoke was variously described as being "white," "grey" and "light" in color. The Newark Control Tower then gave the aircraft taxying instructions and advised the captain that he had a choice of Runway Nos. 24 or 28 for takeoff. The captain chose No. 28. The flight was then cleared for takeoff at 1502 and immediately started down the runway. The tower recorded that the aircraft left the ground at approximately 1503. Immediately after becoming airborne, the landing gear was seen to retract. At this point tower personnel for the first time observed a trail of White smoke from the right side of the aircraft and the tower supervisor, fearing a fire, pressed the airport crash alarm button. The tower then advised the flight as follows: "1678M, you can land any my possible, any way you wish, cleared back to the field." This was not acknowledged. 'The takeoff run was normal but the subsequent climb was slow. The right engine emitted a continuous smoke trail as previously described. A captain employed by Miami Airline witnessed the takeoff. Believing that the source of the smoke was an overheated right brake, he immediately telephoned the control tower and asked that the flight he advised of his impression, suggesting that the landing gear not be raised and that it he extended if it had been raised. The tower complied, the flight acknowledged, and the landing gear was seen to extend. The tower then sent the following message: "1678M the wind is west at 20, Runway 6, the airport is yours, you're cleared to land, Runway 6." There was no acknowledgement. The aircraft continued straight ahead in the direction of takeoff for a distance of approximately four miles, slowly gaining an altitude of approximately 800 to 1,000 feet. The smoke continued to increase in volume and shortly before the four-mile point was reached black smoke and actual flame were seen coming from the underside of the right nacelle as the landing gear was lowered. Shortly after the landing gear was extended, a large, "ball of fire" was seen coming from underneath the right nacelle. 3 The aircraft then started a gradual left turn banked at an estimated 10 degrees. This turn and subsequent flight continued for an additional distance of approximately 4 1/2 miles with altitude continuously being lost, until the aircraft was approximately 3 miles Southwest of Runway 28 of the Newark airport. During this period of the flame from the right nacelle appeared to go out for a period of a few seconds, and then start again. It was indicated that the speed of the aircraft throughout the entire flight had been somewhat slow and that during the latter portion of the flight the speed became progressively slower, and the right propeller was turning slowly. The aircraft at this time was over the City of Elizabeth, New Jersey, and was nearly 60 degree from alignment with and approximately two and one-fourth miles distant from Runway 6 of the Newark Airport. At this point and at an estimated altitude of about 200 feet the aircraft's then low left wing dropped about vertically downward with the right wing coming vertically upward and the aircraft fell with relatively little forward speed. Just before striking the ground the aircraft's left wing tip struck the gabled roof of a vacant house near its ridge. The aircraft continued ahead and down, struck a brick building used by the City of Elizabeth as a storage for water supply department materials, damaged this building and plunged a few feet ahead to the bank of the Elizabeth River, where it came to rest. The wreckage was in a generally inverted position and partially submerged in shallow water. A severe gasoline fire developed instantly, spreading to and damaging the storage building. Nearby fire fighting apparatus arrived quickly and about 17 minutes later, the fire was extinguished. All aboard were killed and one person on the ground was seriously injured.

Flight 16 departed Miami at 2112 October 4, 1945, one hour and 15 minutes late due to rerouting of the aircraft from a previous schedule. The flight from Miami progressed uneventfully with routine stops being made at Fort Myers, Sarasota, St. Petersburg and Tampa. The aircraft was refueled at Tampa and under contact flight rules was cleared to Lakeland 33 Miles away. Departure was made at 0045 with a crew of three and twelve passengers. The flight climbed to an altitude of 1500 feet and continued towards Lakeland. At the time of departure the weather at Tampa was unlimited while Lakeland was reporting 9 miles visibility and scattered clouds at 500 feet. At 0058, when seven miles from the field, the first officer called Lakeland and made an “in-range” report to which the Lakeland tower replied, “In range, wind NE 7-8 mph, NE runway”. Although the pilots observed scattered stratus clouds over the lighted city of Lakeland, the airport was clearly visible. A descent was established for a straight-in approach to the NE runway and when at an altitude of about 900 feet and approximately three or four miles from the field the captain extended the gear, put the mixture in automatic rich and reduced the manifold pressure to 20 inches. At an altitude of 700 feet the propellers were placed in low pitch and the landing lights were turned on. When about 2 miles from the field at 600 feet the flaps wore extended fully. Shortly thereafter, according to the testimony of the pilot, the aircraft entered a cloud, however, ground witnesses at no time lost sight of the flight during its approach indicating that the cloudiness was not extensive. This cloud was above dark terrain and had not been seen by the pilots as were others above the lighted city. Because of the unexpected presence of a cloud during the approach, the captain remarked to the first officer that he was going around again and retracted the wheels. Some power was applied and, according to statements of the captain, the flaps were started up at that time. A number of witnesses on and near the airport observed the aircraft continue down the runway at a uniform altitude of 30 or 40 feet. As it passed beyond the runway, the captain stated that the throttles were opened to 45 inches of manifold pressure but that the plane settled rapidly into the lake. The plane struck the surface of the water approximately 1000 feet beyond the runway shedding some fuselage covering and apparently skipped an additional 1000 feet where it sank in 10 feet of water. The occupants of the aircraft, with the exception of two passengers, escaped from the wreckage and were rescued by local residents approximately thirty minutes later.

Crashed in unknown circumstances into the Tampa Bay, two miles north of the Gandy bridge. Crew fate unknown.

The pilot was taking part to an airshow in Tampa. While performing aerobatic manoeuvres, he lost control of the aircraft that crashed, bursting into flames. The pilot, sole on board, was killed.