United States of America

En route, the crew encountered an unexpected situation and the aircraft dove into the ground. At a height of 200 feet, a crew member was able to bail out, his parachute opened at 150 feet and he was found alive. The aircraft crashed in a huge explosion in a wooded area located 1,5 mile south of Newton Falls and burned for about two hours. Both other crew members were killed.

The crew was completing a local training mission at Harlingen AFB. On final approach at night, the airplane impacted the ground, lost its wings and crashed in an open field located about a mile short of runway threshold. All 10 occupants were rescued, among them three were injured. Those injured were Maj Dorn P. Olmacher, 2nd Lt Lewis H. Sutter and 2nd Lt William Hoffman.

Just after liftoff, while in initial climb, the twin engine aircraft stalled and crashed 75 yards from the runway. All four occupants were injured, one of them seriously.

The crew was completing a flight from McClellan AFB. On final approach to Hamilton AFB by night, the crew encountered foggy conditions when the four engine airplane hit the water surface and crashed into the San Pablo Bay about two miles southeast of the airbase. All 13 occupants were rescued while the aircraft was considered as damaged beyond repair. USAF headquarter reported that the aircraft suffered a loss of engine power on final.

The aircraft left Pope Army Airfield with 11 other similar aircraft to take part to a paratroopers dropping exercice. In flight, an engine failed. The pilot lost control of the airplane that left the formation and dove into the ground. During the dive, the aircraft hit ten paratroopers who just bailed out from other aircraft and eventually crashed in a field located few miles from the airport. All five occupants (four crew members and one doctor from Fort Bragg) were killed as well as ten paratroopers.

The pilot was forced to attempt an emergency landing following a fuel exhaustion. The airplane crash landed in a field located five miles northwest of College Grove and was damaged beyond repair. The pilot was unhurt.

Crashed in unknown circumstances two miles north of Calhan. Occupant fate unknown.

British Commonwealth Pacific Airlines' Flight 304/44 of October 28. 1953, was scheduled between Sydney, Australia., and San Francisco., California., with intermediate stops at Nadi., Fiji Island, Canton Island., and Honolulu, T. H. The flight to Honolulu was without incident. A routine crew change was effected at Honolulu and the new crew consisted of Captain B. N. Dickson. First Officer F. A. Campbell. Navigator G. R. Murtagh. Radio Officer V. A. Walker, Flight Engineer C. N. Cattanach., Purser W. Knight and Hostesses J. F. Elder and A. K. Lewis. Following a briefing on expected en route and terminal weather by U. S. Weather Bureau personnel: the crew filed an IFR (Instrument Flight Rules) flight plan with ARTC (Air Route Traffic Control) which indicated a rhumb line course was to be flown to San Francisco with Sacramento, California,, the alternate airport. The estimated flying time of the flight was nine hours and 25 minutes and there was 12 hours and 53 minutes of fuel on board. Flight 304/44 departed Honolulu at 2259, October 28, 1953, with 10 adult passengers and one child. According to company records., the gross takeoff weight of the aircraft was 90,166 pounds which was below the allowable gross takeoff weight of 95,200 pounds and the load was properly distributed with respect to the center of gravity of the aircraft. Following departure from Honolulu, the flight called the tower and requested to leave tower frequency. This request was granted. At 2302, the flight again called the tower and reported that it was over Diamond Head requesting permission to return to the airport. At this time the pilot stated, "We're having a little trouble with one of the props." The IFR flight plan was then cancelled. Three minutes later when over the airport the flight reported: "The relay is working okay now; desire to continue flight." Upon receipt of this message., ARTC revalidated the original clearance and the flight proceeded on course. As the flight proceeded toward San Francisco hourly routine position reports were made to OFACS (Overseas Foreign Aeronautical Communication Station). At 0555, the following message was sent by the flight: "VHBPE Position 32.39N 134,40W. Time 13502 (0550). Altitude 11,500. Track 064 degrees. Ground speed 225 knots. Estimating over SFO at 1640Z (0840). Estimating arrival at Blocks 1650Z (0850)." Communications to and from the flight were then changed from CW (code) to voice. In answer to a request from the flight, San Francisco ARTC,, at 0807, cleared it to descend in accordance with Visual Flight Rules and to maintain at least 500 feet on top of clouds. The flight reported that it was starting descent at 0815 and at that time was given the San Francisco 0800 weather: "Measured ceiling 1.200 feet. broken. visibility nine statute miles. temperature 54. dew point 50, wind west 12 knots and altimeter 30.13." As the aircraft approached the coast, it was identified by Western Air Defense Force Radar and released from corridor assignment at 0821. ARTC shortly there after cleared VHBPE as follows: "ATC clears VHBPE to the San Francisco ILS Outer Marker via the Half Moon Bay Fan Marker direct to the San Francisco Outer Marker. Maintain at least 500 feet above all clouds. Contact San Francisco Approach Control after passing Half Moon Bay Fan Marker. Cloud tops reported in the Bay area l.,700 feet." This message was acknowledged and repeated back. The last communication from the flight heard by OFACS was at 0823 when the aircraft reported approximately 60 miles west of the coast. At 0839., the flight called San Francisco Approach Control on 3105 kc., identified itself as "Air Pacific Echo" and advised that it was over Half Moon Bay. 500 on top and was listening on 278 kc. Approach Control acknowledged and gave the following clearance: "Cleared for an ILS approach to the airport, Runway 28, wind west 15; cross the outer marker initial (ly) at least 500 on top, report when inbound; ceiling 1.200, visibility nine. altimeter 30.14." Approximately three minutes later, the flight made a report which was acknowledged by the controller as "Air Pacific Easy., Roger, southeast, turning inbound"; the controller then added. "Cheek passing the ILS outer marker inbound." At 0845, a call to the flight was unanswered as were all subsequent calls. Shortly thereafter, appropriate search and rescue agencies were alerted that the flight was overdue. The wreckage was sighted at 1010, approximately seven and one-half miles southeast of the town of Half Moon Bay. All 19 occupants have been killed.

The crew of Flight 627 consisted of Captain C. C. Foxworth Captain E. M. Engle, (first officer), Flight Engineer L. P. Devries, Flight Attendant A. J. Folli, and Flight Attendant A. L., Krause. On departure from the ramp, the gross weight of the aircraft was 95,838 pounds; allowable gross takeoff weight was 105,530 pounds. The load was distributed so that the center of gravity of the aircraft was within the approved limits. Flight 627 initially taxied out at 2345, bar 18, for takeoff from Runway 7R. This flight and a preceding flight returned to the ramp because fog drifted in and reduced visibility below the approved minimum of one-fourth mile while they were awaiting clearance for takeoff. 2 Neither flight was issued off clearance, although according to Captain Foxworth, they held at Runway 7R about 15 minutes. The captains of flights reported that when they arrived at Runway 7R the existing visibility was well over the required one-quarter mile, as they could ace beyond the far end of the 8,200-foot runway, and so advised the control tower. About 15 minutes after returning to the ramp, Captain Foxworth was advised by Eastern Operations that visibility had improved, and the flight again taxied out, following another Eastern aircraft, Flight 623W. While they were taxing, the tower suggested that takeoff be made on Runway 22L and advised that visibility to the south-southeast, from tower location, was three miles. Since both flights had taxied beyond this runway at the time this information was conveyed to them, they turned around and Captain Foxworth, now in the lead, took position for takeoff near the end of Runway 22L. The tower advised Flight 627 that the weather was now being reported as thin obscuration, one and one-half miles visibility, fog, and smoke. 4 Captain Foxworth opened the left side "clear-view" window for maximum visibility. The runway lights were turned to full intensity, and the landing lights of the aircraft were on. Captain Foxworth observed that visibility appeared to be at least one-fourth mile, and stare could be seen. He could see the runway border lights and down the runway centerline for some distance. He said that he was unable to see past the intersection. The engines were run up, cockpit checks completed, and airways clearance via Long Beach, Sully, and Woolf intersections was received. Takeoff clearance was issued at 0055, October 19. Captain Foxworth, flying from the left, made the takeoff using the runway border lights and centerline as visual reference guides. The first officer also maintained visual reference except when he briefly directed his attention to retraction of the landing gear. In the takeoff run the captain noticed that visibility was variable due to fog and seemed to get progressively worse, but later stated that he had "expected to come out on top almost any second" after becoming airborne; he did not go on instruments. Takeoff seemed normal. Shortly after calling for retraction of the gear. Captain Foxworth observed that air speed was approaching 110 knots. He said that he lost all ground references at about the intersection of Runways 19L, 25L, and 22L, at or shortly after becoming airborne. A few seconds later he heard the first officer shout a warning and they struck the ground while at takeoff power. A second or two after the first officer moved the landing gear handle to retract position and again directed his attention outside, he saw they were quite low, grabbed for the control wheel to pull the nose up, and simultaneously shouted a warning. He did not recall whether he got his hands on the wheel before impact. The aircraft struck the ground to the left of Runway 22L at Taxiway F. It bounced, and following the second impact skidded to a stop in an undeveloped part of the airport south of Taxiway G. An intense fire immediately developed in the left wing at No. 2 engine position. The pilots, flight engineer, and one passenger left through the crew door, located just to the rear of the cockpit on the right side; all other occupants exited in orderly fashion through the main cabin door at the left rear side of the aircraft.

The aircraft left Eglin AFB, Florida, at 0830LT bound for Andrews AFB, Maryland. Shortly after takeoff, the airplane deviated from the prescribed flight plan for unknown reason. About an hour later, while cruising at an altitude of 1,340 feet in rainy conditions, the aircraft crashed in the Franklin Delano Roosevelt State Park located southeast of Pine Mountain. A crew member was seriously injured while five others were killed. At the time of the accident, weather conditions were poor and it was reported that the crew was flying under VFR.
Crew:
Cpt Stephen A. Clisham, pilot, †
Cpt Virgil G. Harris, copilot, †
T/Sgt Othelier B. Hoke, †
A3c Robert W. Davidson, †
A2c Benny J. Shepard, †
Richard K. Schmidt.