United States of America

Shortly after takeoff from Valdez Airport, while climbing by night and in heavy snow falls, the airplane went into a nose-down attitude then plunged into the sea about a mile off shore. All six crew members were killed. They were conducting a local training flight on behalf of the Air National Guard.

The aircraft was voluntarily crashed by FAA for experimental purposes. The 'accident' occurred on takeoff from Deer Valley, at a speed of 140 knots, when the aircraft hit a hill and disintegrated. There were no occupants on board.
Thanks to Chris Baird - www.arizonawrecks.com

While completing a local training mission, the Kaiser-Frazer C-119G Flying Boxcar collided with a second USAF C-119 and crashed 10 miles east of Wilmington Airport. Seven occupants were killed while two others survived. All 10 occupants on board the other aircraft were killed. The exact circumstances of the collision remains unclear as well as both aircraft's registration.

While completing a local training mission, the Kaiser-Frazer C-119G Flying Boxcar collided with a second USAF C-119 and crashed 10 miles east of Wilmington Airport. All ten occupants were killed and seven of the nine occupants on the second aircraft were killed as well. Two survived. The exact circumstances of the collision remains unclear as well as both aircraft's registration.

While approaching Hilo by night on a ferry flight, both engines stopped. The crew attempted to ditch the airplane few km off shore and was later rescued while the aircraft sank and was lost.

PAA 212 departed Dulles Airport at 2221 with the same crew of 9 and 136 passengers. The flight was conducted under instrument conditions and was routine until arrival in the New York area. At 2239 the New York Center controller transmitted the JFK weather to PAA 212. The runway visual range (RVR) on runway 4R at JFK was reported to be 1,600 feet. At 2250 JFK Approach Control established radar and radio contact with PAA 212 and advised: "Depart Colts Neck heading zero nine zero for vectors to the final approach course, Kennedy weather is three hundred thin broken, measured ceiling one thousand five hundred overcast, visibility one and one-half miles fog, and the runway visual range runway four right more than one thousand feet, standby." FAA 212 acknowledged the transmission. N779PA was restricted to landing Minimums of 300-foot ceiling and 3/4 mile visibility. The flight reported over the Colts Neck VOR at 2253 35 and was cleared to descend from 6,000 to 1,500 feet. Several vectors were given to position FAA 212 on the inbound heading to the Outer Marker (OM). At 2256.15 while on a heading of 040 degree, the crew reported reaching 1,500 feet, airspeed 180. Several delaying vectors were given to position the aircraft three and one-half miles behind a DC-8 which was landing ahead. At 2259.45 the JFK local controller transmitted to FAA 212: "Clipper two one two this is Kennedy Tower, report passing outer marker, straight in four right, wind calm, runway visual range, all aircraft copy, four right is more than six thousand." Prevailing visibility at the JFK Airport was less than three miles, therefore the Precision Approach Radar (PAR) Controller was monitoring all ILS approaches to runway 4R as prescribed by procedures. At 2301.10 the PAR controller advised, "Clipper two twelve, Kennedy radar on localizer one mile from outer marker course and glidepath OK." At 2301:40, PAA 212 reported passing the outer marker and the PAR controller advised, "Clipper two twelve two miles from touchdown." The local controller transmitted at 2301 45 "Clipper two one two, Kennedy Tower cleared to land four right, traffic will be clear in five seconds." PAR at 2302-10 advised "Clipper two twelve, Kennedy radar, execute a missed approach if you do not have the runway in sight." Immediately following this transmission, PAA 212 acknowledged "Uh. . . Roger two one two." The next radio transmission was at 2303:10 when the local controller called the flight but was unable to establish radio contact. After touchdown the aircraft continued down and off the runway across the asphalt overrun and through a sandy area before coming to rest in the shallow water of Thurston Basin approximately 800 feet from the far end of runway 4R. When the aircraft came to rest the crew proceeded aft to assist the passengers. The main forward (left) cabin door was opened and the passengers in this section of the aircraft left through this door. The passengers in the aft section left through the overwing exits onto the wings; and others left through the two rear doors and got into two life rafts that had been launched. Evacuation of the aft section of the aircraft was completed in approximately five minutes. After seats and debris had been removed from the first-class compartment aisle, some of the persons who had been in the aft section of the aircraft reentered the aircraft and left through the main forward cabin door. The aircraft broke in two and was written off. Among the 145 occupants, 40 were injured, seven of them seriously, and 105 other occupants were unhurt.

While in cruising altitude on a liaison flight, weather conditions worsened. In a limited visibility due to snow falls, the twin engine aircraft struck the slope of a mountain located 7 miles southwest of Mt Whitney. All four occupants were killed.

While cruising in a limited visibility due to snow showers, the twin engine aircraft struck the slope of a mountain and crashed in flames near Knoxville. All six occupants were killed. At the time of the accident, the ceiling was at 2,000 feet and the visibility was limited due to snow falls. Also, the mountain was shrouded in clouds.

Frontier Airlines Flight 32 of March 12, 1964, crashed and burned during an instrument approach to the Miles City Airport, Miles City, Montana, about 2050 m.s.t. All five occupants, three crew members and two passengers were killed, and the aircraft was destroyed. Weather conditions last reported to the flight were the operational minima of ceiling 400 feet and visibility one mile. Wet snow, strong gusty winds, and near freezing temperatures prevailed. Investigation revealed neither malfunctioning of any of the aircraft's components nor of any of the pertinent airport navigational facilities including the VOR, which was utilized. All applicable FAA certification was in order.

Slick Airways Flight 12, a Douglas C-54B-DC, N384, operating as a scheduled cargo flight from John F. Kennedy International Airport, New York, New York, to Logan International Airport, Boston, Massachusetts, with a stop at Bradley Field, Windsor Locks, Connecticut, crashed at 0821:35, March 10, 1964, while making an instrument approach to Runway 4R at Logan International Airport. The aircraft crashed in a lumberyard approximately 7,000 feet from the displaced threshold of Runway 4R and on the extended centerline of that runway. Boston weather at the time was: scattered clouds at 400 feet, overcast at 700 feet, surface visibility 1-1/2 miles in moderate sleet and fog, wind 050 degrees (.JPG">), 22 knots, gusts to 28 knots, temperature 32 degrees, dewpoint 32 degrees. The captain, first officer, and freight handler, the only occupants, were killed. The aircraft was demolished by impact forces and the ensuing fire.