United States of America

The flight was designated as No. 4-2 because it was being operated as the second section of a regularly scheduled cargo flight that left Fort Lauderdale, Florida, on April 4. Flight 4-2 departed Fort Lauderdale April 5, 1952, at 0055, with a crew consisting of Captain William B. Crockett, Jr., and Copilot Jack L. Woerderhoff. The destination was Teterboro, New Jersey, with intermediate stops at Charleston. South Carolina, and Raleigh-Durham, North Carolina. The gross weight of the aircraft upon departure was less than the maximum of 48,000 pounds permitted in cargo operations, and the load was placed so that the aircraft's center of gravity was within prescribed limits. This first segment of the flight was conducted according to visual flight rules. It was entirely routine with a landing at Charleston at 0328. Fuel was added but no cargo was loaded or discharged at Charleston. Takeoff from Charleston was at 0410, with a flight plan calling for instrument flight rules. Again the gross weight was less than the allowable and the center of gravity was within prescribed limits. This segment of the flight was also routine, with a landing at Raleigh-Durham at 0524. Again the cargo remained unchanged although 284 gallons of fuel were added. At Rale-gh-Durhan the pilots were briefed at the office of the U. S. Weather Bureau on current and forecast weather conditions over the route. It was indicated that no difficulty should be encountered en route to the New York area, but the ceilings and visibilities there and at Philadelphia, the alternate, would be 800 feet and live miles with heavy rain upon arrival. At 0554 the crew filed a flight plan according to instrument flight rules to cruise from Raleigh-Durham to new York International Airport (Idlewild) at 3,000 feet. The original destination, Teterboro, was changed because of worsening weather there, and the alternate was Philadelphia International Airport. The estimated time en route was two hours and ten minutes. The aircraft carried fuel for four hours' flight. The 0528 weather sequence reported Idlewild, the destination, as 2,100 feet ceiling and 4-mile visibility, and Philadelphia, the alternate, as also above minimums. Upon departure from Raleigh-Durham at 0608 the aircraft's gross weight was about 172 pounds less than its maximum allowable of 48,000 pounds, and its center of gravity was within prescribed limits. The flight proceeded uneventfully at its planned altitude of 3,000 feet. Routine position reports were made through Air Route Traffic Control and arrival over the Idlewild range station was estimated at 0810. At 0809 the flight was instructed by ARTC (Air Route Traffic Control) to climb to 3,500 feet and to contact Idlewild Approach Control when over Scotland Intersection (where the south-west leg of the Idlewild range intersects the southeast leg of the Newark range). The next instruction to the flight was from Idlewild Approach Control and directed it to hold at Scotland at 3,500 feet, and to expect approach clearance at 0828. The flight reported over Scotland at 3,500 feet at 0817. Immediately following the flight was given Idlewild weather as follows: "Weather 0804 time now 0817, measured 500 broken, 1800 overcast, visibility 1 1/2 miles in heavy rain, the altimeter 29.82." The approach controller first saw the flight on the airport surveillance radar (ASR) when it was approaching Scotland. He asked the flight if it could make a straight-in approach from its present position and the flight replied affirmatively. It was then cleared for a straight-in approach, instructed to descend immediately, and to report passing through 2,500 feet. The flight acknowledged and subsequently reported leaving 2,500 feet, and then leaving 2,000 feet. The controller then cleared the flight to continue descent, to advise upon reaching 1,500 feet, and then cleared it to "pass over Runway 4 and make left turn into Runway 13 left." The next contact with the flight was at 0825, when it reported "contact" over the outer marker, located at the Idlewild range station, 2.9 miles from the approach end of Runway No. 4. The local controller then took over control of the flight and advised it to "bear left and make a right turn into Runway 13L, that's the big runway on the north side of the airport, and call base leg coming up on the Federal Building. Go ahead and you'll probably De west of the Federal Building when you call." This was acknowledged by the flight, which presumably intended to comply because the message was not questioned. At 0827 the local controller saw the aircraft below the overcast and at an estimated altitude of 500 feet, between the tower and Runway 4. 2 He at once transmitted, "Just saw you pass over the airport. You should be passing those hangars now. If you start your left turn and watch the hangers on your left wing, you'll be able to make a left turn into Runway One Three. Go ahead, sir." The landing gear appeared to be fully extended, but the flap position was not noticed. A few seconds later the aircraft disappeared from view on a northerly heading and still at an estimated altitude of 500 feet. The local controller at once asked the flight if it had started the left turn, and the flight replied that it was pilling up to execute a missed approach. The tower gave immediate instruction to turn right and proceed to Long Beach intersection (the SE leg of the Idlewild Range and the SW leg of the Hempstead Range, about 10 miles SE of Idlewild) at 1,500 feet altitude. This transmission was acknowledged. This was the last communication from the flight. A very short time later the aircraft crashed at the intersection of 169th Street and 89th Avenue, Jamaica, New York, about 4.4 miles north of the Idlewild control tower.

The crew was returning to his base at McClellan AFB after a 19 hours mission consisting of weather reports. On final approach, a propeller went into reverse. The airplane went out of control and crashed in a huge explosion about three miles short of runway. The aircraft was destroyed by impact forces and a post crash fire and all 10 crew members were killed.
Crew:
Maj Bruce Acebedo,
S/Sgt Carlton J. Fose,
M/Sgt Edwin M. Fultz,
Cpt Guilford A. Hopkins,
S/Sgt. Elbert E. King,
Cpt Robert L. Kizer,
2nd Lt August I. Lam,
S/Sgt Hayden C. Schulz,
T/Sgt George R. Shook,
Cpt Leonard B. Winstead.

The Douglas C-124A-DL Globemaster II was performing a local training sortie at Brookley AFB with a crew of six on board. While approaching the airfield from the north, the four engine aircraft collided with a USAF Douglas VC-47D registered 45-926. Also approaching Brookley AFB, the VC-47 was completing a flight from Maxwell AFB, Alabama, with nine crew members on board. Following the collision, both aircraft dove into the ground and crashed in a huge explosion in a car parking lot located about 6 miles north of the airbase. Both aircraft were destroyed and all 15 crew members were killed.

While approaching Brookley AFB on a flight from Maxwell AFB, Alabama, the twin engine aircraft collided with a USAF Douglas C-124A-DL Globemaster II. Registered 50-1260, the four engine aircraft was performing a local training sortie from Brookley AFB with a crew of six on board. Following the collision, both aircraft dove into the ground and crashed in a huge explosion in a car parking lot located about 6 miles north of the airbase. Both aircraft were destroyed and all 15 crew members were killed.

An unexpected situation occurred during a night training mission over Kansas. The captain ordered his crew to bail out and attempted to make an emergency landing when he lost control of the heavy bomber that crashed in a huge explosion in a field located about 5,5 miles west of Onaga. The pilot was killed as well as a second crew member whose parachute failed to open. All ten other crew members were found alive. Those killed were A2c Charles Filittoni, right gunner, and Lt Col Thomas Stanley Robert, pilot.

Braniff Airways' Flight 65 departed Denver, Colorado, at 1535 on March 26, 1952, for Dallas, Texas, with intermediate stops scheduled at Colorado Springs, Colorado, and Oklahoma City, Oklahoma. The crew consisted of Captain J. W. Stanford, First Officer J. P. Beakley, and Hostesses Dorothy Currey and Betty Murphy. The flight arrived at Colorado Springs after a routine trip and departed there at 1620. On departure it was cleared IFR (Instrument Flight Rules) direct to LaJunta, Colorado, and then by Red Airway 35 to Garden City, Kansas, and Red Airway 59 to Oklahoma City; to cruise at 8,000 feet to LaJunta, and to descend and maintain 7,000 feet from LaJunta to Oklahoma City. According to company records, the gross weight of the aircraft was within approved limits and the load was properly distributed. At 1653 the flight reported over LaJunta at 8,000 feet, descending to 7,000. Four minutes later, at 1657, the flight canceled its IFR flight plan and advised that it was proceeding VFR (Visual Flight Rules) direct to Oklahoma City via Liberal, Kansas. When in the vicinity of Hugoton, Kansas, at approximately 6,000 feet MSL, (3000 feet above the ground), one of the hostesses advised the crew that the right wing was on fire. This was the first indication the crew had that anything was wrong, as the fire-warning signal devices had not functioned and all engines appeared to be operating in a normal manner. The captain immediately looked through the small window in the forward cargo loading door on the right and saw a brilliant red reflection on the inboard surface of the No. 4 engine nacelle. Because of the brilliance of the reflection and the fact that it covered the entire visible portion of this nacelle, he believed the fire was of considerable proportion. He immediately asked the copilot where the fire was and was advised that he thought it was No. 3. The captain then decided to land as quickly as possible on a small airport near Hugoton which he had seen only a few seconds before the hostess came to the cockpit. Accordingly, the hostess was told to advise the passengers that an emergency landing was to be made, and the "Fasten seat belt" and "No smoking" signs were turned on. The captain then disengaged the autopilot, closed the throttle of the No. 3 engine, put the mixture control at idle cutoff, closed the fuel selector valve, and set the propeller control at the full high pitch position. Following this, he dived the aircraft in an attempt to extinguish the fire and to lose altitude. At this time the copilot asked the captain if he wanted the No. 3 engine's propeller feathered, and the captain said, "No." When an air speed of approximately 230 miles per hour was reached, power was reduced on the remaining three engines. During the dive the aircraft was heading in a southeasterly direction, and after a short time the dive was decreased and a steep left turn was made to a westerly heading. When the air speed decreased to approximately 200 miles per hour, the captain pulled the No. 3 fire extinguisher selector valve control handle (this also operates the fire wall shutoff valves), and then pulled the discharge handle of the left CO 2 bottle. When this bottle was discharged, the reflection on the No. 4 engine nacelle was observed to diminish appreciably. The captain said that at this time he thought he asked the copilot to discharge the right CO 2 bottle; however, this bottle was not discharged. The landing gear was lowered, and power was resumed on the three remaining engines. About this time the fire warning light in the cockpit came on, and the bell rang. These warning signals continued to operate intermittently. As soon as the gear was down, the descent was steepened and a series of steep slipping "S" turns were made toward the north while approaching the airport. At an altitude of approximately 200 to 300 feet above the ground, a pronounced buffeting (similar to that which accompanies a near stalling attitude) was experienced. This buffeting was so pronounced it was difficult to control the aircraft; however, it soon stopped and normal control was again resumed. When the buffeting occurred, the indicated air speed was approximately 150 mph. It is believed that the No. 3 engine fell from the aircraft at this time. The captain next called for full flaps. Although the copilot immediately executed this command, no apparent effect of the flaps being lowered was noticed by the crew, and a few seconds later, the aircraft touched down in the middle of the airport. The captain applied brake pressure immediately, but the aircraft did not decelerate. Approaching the north boundary of the field, the captain tried to turn left to avoid crossing a road which was adjacent to the airport, but the nose steering wheel was inoperative. Left rudder was immediately applied; however, the aircraft responded so quickly to this action that right rudder had to be applied at once to keep the aircraft from ground looping. After the aircraft was gain rolling straight, the captain pulled back on the wheel, causing the nose wheel to life from the ground, and the aircraft rolled beyond the airport boundary across a highway, through two fences and a ditch, and came to rest in a wheat field. All of the occupants were evacuated in an orderly manner, some through the forward compartment and main cabin doors by using descent ropes and a few by means of an emergency exit located on the left side of the aircraft.

Shortly after takeoff from Corpus Christi NAS, while climbing, the airplane went out of control and crashed into the Gulf of Mexico. All ten occupants were killed.
Crew:
Lt William Ervin Dozier,
Lt Bertram Magna Roeder,
Lt Delangton Ernest Ruttledge,
Lt Rodney Gwynn Williams,
Richard Wilfred Augrain,
Robert Benedict Nye,
Richard Charles Chase,
John Leonard Daffenberg,
Donald Jarrell Givens,
Robert Herman Steinbaugh.

At 1350 CST, 12 March 1952, two B-29 aircraft, AF No. 44-87774 and No. 44-62223, both assigned to Randolph Air Force Base, Texas, were involved in a mid-air collision approximately 19 miles north of Randolph Air Force Base. Results of the collision were such that the tail section of the rammed aircraft, No. 44-62223, separated from the fuselage, rendering this aircraft uncontrollable. Portions of the ramming aircraft, No. 44-87774, found along the flight path following the collision, indicated a strong possibility that all personnel in the forward section of this aircraft were incapacitated. Both aircraft crashed with all personnel aboard.
Crew on board 44-87774 were:
M/Sgt Clyde L. Arnold, instructor engineer,
Cpl Wallace L. Bertog, flight engineer,
Pfc Donald L. Jameson, student gunner,
1st Lt Lester H. Johnson, pilot,
Pvt Sanford L. "Sandy" Kerner, student gunner,
Maj Robert W. Padgett, student aircraft commander,
Pfc William E. Reynolds, student gunner,
1st Lt Dale W. Scott, instructor pilot.
Crew on board 44-62223 were:
Pfc Arthur L. Hall, student gunner,
M/Sgt Ward W. Hovis, flight engineer,
Cpl Patrick H. Martin, instructor gunner,
M/Sgt Harrell B. Meyers, instructor engineer,
1st Lt Robert D. Neu, student aircraft commander,
Cpt Donald L. Rottier, instructor pilot,
1st Lt Moses G. Seals, pilot.
Source: http://www.koreanwar-educator.org/

At 1350 CST, 12 March 1952, two B-29 aircraft, AF No. 44-87774 and No. 44-62223, both assigned to Randolph Air Force Base, Texas, were involved in a mid-air collision approximately 19 miles north of Randolph Air Force Base. Results of the collision were such that the tail section of the rammed aircraft, No. 44-62223, separated from the fuselage, rendering this aircraft uncontrollable. Portions of the ramming aircraft, No. 44-87774, found along the flight path following the collision, indicated a strong possibility that all personnel in the forward section of this aircraft were incapacitated. Both aircraft crashed with all personnel aboard.
Crew on board 44-87774 were:
M/Sgt Clyde L. Arnold, instructor engineer,
Cpl Wallace L. Bertog, flight engineer,
Pfc Donald L. Jameson, student gunner,
1st Lt Lester H. Johnson, pilot,
Pvt Sanford L. "Sandy" Kerner, student gunner,
Maj Robert W. Padgett, student aircraft commander,
Pfc William E. Reynolds, student gunner,
1st Lt Dale W. Scott, instructor pilot.
Crew on board 44-62223 were:
Pfc Arthur L. Hall, student gunner,
M/Sgt Ward W. Hovis, flight engineer,
Cpl Patrick H. Martin, instructor gunner,
M/Sgt Harrell B. Meyers, instructor engineer,
1st Lt Robert D. Neu, student aircraft commander,
Cpt Donald L. Rottier, instructor pilot,
1st Lt Moses G. Seals, pilot.
Source: http://www.koreanwar-educator.org/

Just after liftoff, the airplane banked left and crash landed. It went across trees and through a fence before coming to rest in flames near a house occupied by senior officers of the Strategic Air Command. All 12 occupants were quickly rescued while the aircraft was destroyed by a post crash fire. The exact reason of the occurrence remains unknown.