United States of America

While in cruising altitude, the aircraft suddenly pitched down, went out of control, dove into the ground and crashed in a cornfield located near Hollywood. The aircraft was destroyed and both crewmen were killed.

The crew was taking part to a combined exercice with submarine when control was lost at low height. The airplane crashed into the ocean west of Kauai Island. Three crew members were rescued while seven others were killed.

Crash landed. No casualties.

Peninsular Air Transport Common Carriage Flight 17K was scheduled to originate at Boeing Field and terminate at Newark, New Jersey, with intermediate refueling stops. The assigned crew consisted of Captain W. J. McDougall, First Officer F. C. Hall, and Steward J. O. Adams. The third pilot, Edward, McGrath, deadheading to Miami, Florida, occupied the jump seat with no crew duties. The flight, scheduled to depart at 2030, was delayed because of a heavy snowfall during the afternoon and early evening of November 17 which delayed passenger arrivals and necessitated removal of snow from the aircraft before departure. At 2332 the flight taxied to runway 13, holding off the runway waiting its turn behind other flights to take off, During this time the crew completed pre-takeoff cheeks and received an IFR (Instrument Flight Rules) clearance. This, in part, instructed them to turn right after takeoff and climb on the northwest course of the Seattle Range to 5,000 feet m. s. 1. (mean sea level). The takeoff was started at 2358 and appeared normal as the landing gear retracted and right turn was begun. When approximately 300-400 feet above the ground the first reduction of power, from takeoff to normal rated power, was made and about five of the 15 degrees of flaps extended, were retracted. At this time the No. 4 propeller surged and engine r. p. m. increased to about 2,800. Unable to reduce the r. p. m. of No. 4 by reducing its power an attempt was made to feather the propeller; this also was unsuccessful. As the aircraft then began to descend takeoff power was reapplied to Nos. 1, 2, and 3 engines and the power from No. 4 was further reduced. This action did not reduce the r. p. m. of No. 4 which surged again and increased to more than 3,000. The aircraft veered to the right and continued to descend. Realising that a crash-landing was imminent Captain McDougall reduced the airspeed until the aircraft was nearly stalled and applied full power to all four engines. The aircraft continued to settle. It then struck a telephone pole and several trees before crash-landing in a nose-high attitude. Fire and rescue equipment was dispatched to the scene from both the Seattle Fire Department and the Seattle-Tacoma Airport. The units arrived promptly and gave first aid to the survivors. Fire which followed the crash was quickly extinguished but not before extensive property was burned and the aircraft was nearly consumed. One crew member and 27 passengers were killed.

The four engine aircraft was completing a flight from Burbank to the secret base 51 (aka Homey) located near Groom Lake, Nevada, carrying a crew of four and 10 passengers, atomistics, engineers and scientists who were taking part to the Lockheed U-2 reconnaissance aircraft building program. Due to the fact that the flight was secret, the crew did not have any radio contact with ATC. Enroute, the crew encountered poor weather conditions with thunderstorm activity and low visibility. While flying in clouds at an altitude of 11,300 feet, the aircraft hit the slope of Mt Charleston about 50 feet below the summit, killing all 14 occupants.

The crew was completing a local training mission. On final approach, the left engine caught fire. The pilot-in-command continued the approach when, on touchdown, the left main gear collapsed. The airplane slid for several yards and came to rest. All three crew members were uninjured while the airplane was considered as damaged beyond repair.

While approaching Westover AFB on a flight from Bolling AFB, the crew encountered engine problems. As he lost height, the pilot-in-command elected to make an emergency landing when the airplane crashed into the Connecticut River in Holyoke, about 4 miles from the airbase. Four crew members were rescued while four others were killed.

While completing a local training flight at Mitchel AFB, the aircraft went out of control and crashed in unknown circumstances in East Meadow, near the airbase. The aircraft was destroyed by impact forces and a post crash fire and all three crew members were killed.

After a routine radio ramp check, Flight 629 taxied to runway 08R (80 degrees, right) and at 1844 the flight was in runup position where it was given ATC clearance for the flight to Portland, the first intended landing. The clearance, in part, included compulsory radio reports from the flight upon passing the Denver Omni and when climbing through 18,000 feet to its assigned flight altitude, 21,000 feet. Following takeoff the flight reported its "off time" to the company as 1852 and thereafter reported passing the Denver Omni at 1856. The latter communication was the last from the flight. About 1903 the Denver tower controllers saw two white lights, one brighter than the other, appear in the sky north-northwest of the airport and fall to the ground. Both lights were observed 30-45 seconds and seemed to fall with approximately the same speed. There was then a momentary flash originating at or near the ground which illuminated the base of the clouds, approximately 10,000 feet above. When the controllers observed the lights they initiated action to determine if any aircraft were in distress. Radio calls were made to all aircraft in the Denver area of responsibility and all except flight 629 were accounted for. It was soon learned that the flight had crashed and all 44 occupants had been killed. It was later confirmed that the disintegration of the aircraft in the air was caused by a bomb. Two weeks later, on November 15, investigators confirmed that an explosive device has been placed on board by John Gilbert Graham aged 23 who signed a US$ 37,500 life-insurance for his mother who was on board. Convicted guilty for murder and terrorism, he was sentenced to death penalty and executed on January 11, 1956.

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.