United States of America

An engine failed in flight, forcing the crew to reduce his altitude and attempting an emergency landing. The twin engine aircraft belly landed in a field located nine miles south of Fredonia. There were no casualties but the aircraft was damaged beyond repair.

The crew was performing a navigational training sortie with three other similar aircraft. Three hours and a half after its departure from Castle AFB, the heavy bomber went out of control, dove into the ground and crashed in a grain field located eight miles west of Gridley. The airplane disintegrated on impact and all 12 occupants were killed.
Crew:
Lt Col Gerald W. Fallon,
Maj William P. McMillan,
Cpt William S. Raker,
Cpt Edward Y. Williams,
1st Lt George D. Griffitts,
T/Sgt Curtis F. Duffy,
T/Sgt Bobby G. Theuret,
M/Sgt Joe L. Bradshaw,
M/Sgt William H. Clarke,
M/Sgt Wallace N. Schwart,
AJ William B. Crutchfield,
A1c Charles W. Hesse.

While conducting a local training sortie from Hunter AFB, the heavy bomber collided with another USAF B-50 registered 48-073. While the crew of the second aircraft was able to make an emergency landing without further issues, the B-50 registered 48-089 crashed in a field located six miles east of Hunter AFB. All nine crew members were killed.

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.

Crashed into Lake Michigan while on approach to Milwaukee Airport. The aircraft was lost but no information about the occupant.

The aircraft was performing a flight from Korea with veterans on board flying back home for Christmas holidays. On behalf of the Tactical Air Command, the four engine airplane was scheduled to make enroute stops in Larson AFB, Washington, Kelly AFB, Texas, Tennessee and South Carolina with Florida as its final destination. The takeoff from Larson AFB was started in light snow conditions. After liftoff, while climbing to a height of 100 feet, the aircraft banked left, causing the left wing to hit the ground. Out of control, the aircraft crashed in a huge explosion in a field located past the runway end. Five crew members and 82 passengers were killed while 28 other occupants were injured. The aircraft was destroyed. At the time it occurred, this accident was the deadliest in aviation history.
Crew list and details:
http://www.koreanwar-educator.org/topics/airplane_crashes/globemaster_larson/p_globemaster.htm

While overflying a mountainous area located south of Wells, the crew encountered extreme turbulences and severe downdrafts. The aircraft lost height and eventually hit the east slope of Mt East Humbold, about 13 miles southwest of Wells. All six occupants were killed.

The crew was conducting a demonstration flight at Staten Island Airfield. On final approach with one engine voluntarily inoperative, the airplane stalled and crashed in a field. Both pilots were killed while both passengers were injured.

Crashed in unknown circumstances.