United States of America

Just after liftoff, while climbing, the right engine failed. The pilot elected to make an emergency landing but lost control of the aircraft that crashed in flames. All five occupants were killed, among them Ben Terry, vice president of Aerodex who was the acting pilot at the time of the accident. All five occupants, employees of Aerodex, were involved in a test flight after the aircraft had undergone significant maintenance.

Shortly after takeoff from Mather AFB, while in initial climb, the crew informed ground about an engine failure and elected to return for an emergency landing. The pilot-in-command completed a 180 turn to reach the approach path when, on final approach, the twin engine aircraft went out of control and crashed in a crowded guard house at Mather Air Force base and exploded, turning the building into a "flaming matchbox." While all three crew members were injured, six people in the building were killed while 61 others were injured. All of them were guard house prisoners. They returned from lunch to the one-room building just in time to be caught in a fiery trap.
Crew:
2nd Lt Peter A. Keck, pilot,
Lt Robert C. Grout, copilot,
T/Sgt Robert Harrah.

The crew left McChord AFB that day on a reconnaissance mission, taking part to rescue operations after a Northwest Airlines C-54 disappeared in the region of the Queen Charlotte Island. While returning to its base by night, the airplane was too low and hit tree tops before crashing in a wooded area located on the slope of Mt Buckhorn, about 17,5 miles south of Sequim. Three crew members were killed while five others were rescued.

Flight 801 originated at Boston, Massachusetts, for LaGuardia Field, nonstop, with a crew of Captain A. V. R. Marsh, First Officer Austin Officer Austin E. Briggs, and Stewardess Carolyn Mc Hull. It departed Boston at 0745, as schedules, in accordance with Instrument Flight Rules, via Airways Amber 7 and Red 3 to LaGuardia, Idlewild (New York International) Airport was the specified alternate. Upon departure from Boston the aircraft's gross weight was 38, 23 pounds, with a maximum allowable weight of 39,650 pounds, and the center of gravity was within prescribed limits. The flight proceeded uneventfully at its assigned altitude of 6,000 feet MSL in instrument weather with almost continuous rain. No actual icing occurred although the aircraft's de-icing equipment was used as a precaution because of the near freezing air temperatures. All required position reports were routine. At approximately 0845, the flight contacted LaGuardia approach control and advised, "Northeast 801 over New Canaan - cleared to New Rochelle." (The flight had been cleared to New Rochelle by ARTC.) Approach control then requested the flight to report over the Port Chester, New York, fan marker, and gave it an expected approach clearance time of an the hour (0900), Runway 22, and the 0828 LaGuardia weather, as follows: "estimated 3,000 overcast, one end one-half miles, rain and smoke, Wind southeast six, altimeter zero-zero-zero" (30.00). The light reported over Port Chester at 0849 and was successively cleared to descend to 4,500 foot, to 3,500 foot, and to 2,500 foot altitudes. At 0855 it was cleared to leave New Rochelle, inbound, and shortly was instructed to make a 360-degree turn to assure separation from a preceding aircraft. The flight acknowledged and complied. At 0858 it reported leaving New Rochelle and was cleared for an approach to Runway 22, and at 0859, was told that Ground Control Approach advisories were available on a frequency of 109.9 megacycles. The flight acknowledged, and then was given the 0900 LaGuardia weather, ceiling 1,700 feet and visibility 1 1/2 miles. Flight 801 reported leaving the LaGuardia range at 0900 and was cleared to land on Runway 22. There was no further message from the flight. At 0903 it struck the water of Flushing Bay some 3,600 feet from the approach end of Runway 22. A motorboat operated by the Edo Corporation, docked about one-half mile away, reached the site approximately four minutes later. Passengers and crew, who had climbed out through the emergency exits and who were standing on and holding to the fat sinking aircraft, were taken aboard and then transferred to a tugboat that arrived shortly. All occupants were taken ashore and hospitalized.

Flight 785 departed Portland, Oregon, at 0200, January 12, 1952, destined for Merrill Field, Anchorage, Alaska, with a cargo of produce consisting mainly of crated eggs. The crew consisted of Captain Burton L. McGuire, Chief Pilot of General Airways, Inc., and First Officer George A. Simpson. The flight proceeded uneventfully and landed at Annette, Alaska, at 0709, at this point having completed almost one-half of the trip. At Annette, 507 gallons of 91 octane gasoline were added, resulting in a total fuel load of 650 gallons. The fueling report of the Standard Oil station at Annette reflected that the oil supply for each engine was 24 gallons. No cargo was removed from or added to the aircraft; the cargo weight upon departure was 6,177 pounds. The weight and balance manifest indicated a takeoff gross weight of 26,894 pounds, and the load was properly distributed with respect to the center of gravity. The maximum certificated takeoff gross weight for the aircraft was 26,900 pounds. The flight delayed at Annette for two hours and twenty-two minutes, awaiting improvement of weather conditions at Anchorage. Both pilots were thoroughly briefed on weather conditions by U. S. Weather Bureau personnel, and the pilots reviewed pertinent weather information several times. The aircraft was placed in a hangar to prevent ice formation due to freezing drizzle. A solid overcast was forecast over the route from Annette to Anchorage with temperature at flight level lowering from -10 degrees C. at Annette to -12 degrees C. between Sitka and Cape Spencer, and -14 degrees C. at Yakutat. Winds at the 10,000-foot level 2 were forecast as approximately 230 degrees and 45 knots to Sitka, and 200 degrees and 65 knots north of Sitka. Stable air was predicted, with little or no turbulence except over high, rough terrain where mechanically induced turbulence was expected due to the effect of strong winds. Light icing at flight level was forecast. The freezing drizzle changed to snow at about 0905, and the pilots made preparations to continue the flight. A new flight plan was filed at Annette, and Flight 785 was authorized by Air Route Traffic Control to proceed under Instrument Flight Rules (IFR), direct from Annette to Sitka (off airway) and thence to Anchorage via Amber Airway No. 1. 3 The flight was to maintain at least 500 feet on top of the clouds while in the control area, join Amber 1 at Sitka at 9,000 feet, and maintain 9,000 feet. The alternate airport was Kenai, near Anchorage. Flight 785 departed Annette at 0931. The flight reported to Annette radio at 0940 that it estimated over Sitka at 1050. At 1111, Flight 785 advised Sitka radio that it was meeting strong head winds and estimated over Sitka in five or ten minutes. At 1116, the pilot reported by Sitka at 1113, 9,000 feet, and estimating Cape Spencer intersection 4 at 1156. Flight 785 reported by Cape Spencer intersection at 1147, 9,000 feet, estimating over Yakutat at 1245. This was the last radio contact with N 41748.

While conducting a training mission, the crew encountered mechanical problems and elected to make an emergency landing in a desert area located 12 miles northeast of Hachita, New Mexico. There were no casualties but the aircraft was damaged beyond repair.

Transocean Air Lines, an irregular carrier, is currently engaged in Alaskan air transport for the United States Navy as part of its operations. Flight 501 South was made in connection with this contract. Upon departure from Point Barrow at 1655, December 30, 1951, the aircraft carried six passengers, 9,243 pounds of cargo, 275 pounds of baggage, 900 gallons of gasoline, and the two crew members, Captain R. R. Warren and First Officer R. V. Irwin. This loading resulted in a gross takeoff weight of 47,646 pounds (allowable 48,000 pounds), and the disposable load was properly distributed with relation to the center of gravity. The following IFR (Instrument Flight Rules) flight plan was filed with ARTC (Air Route Traffic Control) at Point Barrow; Point Barrow to Umiat via Amber Airway 2 at 4,000 feet mean sea level; Umiat to Bettles via Amber 2 at 10,000 feet; Bettles to Nenabank intersection 2 via Amber 2 at 8,000 feet; and Nenabank intersection to Fairbanks via Green 7 at 5,000 feet. Big Delta, 70 miles southeast of Fairbanks, was the alternate airport. Weather forecasts indicated instrument and on-top flight conditions en route; an instrument approach was anticipated at Fairbanks. The flight arrived at Umiat at 1754, remaining there for one hour and 56 minutes. The captain and first officer were advised by the CAA communications station employee of a recent repositioning of the north leg of the Bettles radio range, with a resultant change in quadrant signals. Both pilots, while in the CAA INSAC (Interstate Airways Communications) station, received the 1928 weather information. The 1810 weather, which included route and terminal forecasts and winds aloft, was also available to the crew. Winds from 240 degrees at 40-60 knots were forecast for cruising altitude to Nenabank intersection; thence to Fairbanks the forecast was 240 degrees at 30-40 knots. Upon departing Umiat at 1950, the takeoff gross weight of the aircraft was 36,373 pounds. The only passengers aboard were two employees of Wien Alaska Airlines who were carried nonrevenue through a mutual assistance agreement between the two companies. Their names were entered on the flight plan as additional crew members. The flight reported over Bettles at 2053. At 2744 it reported 25 miles northwest of Nenabank intersection, estimating there at 2150. An ARTC clearance was delivered to the flight at 2144, clearing it to the Fairbanks radio range station, to cruise and maintain 8,000 feet to the Nenabank intersection, and then maintain 5,000 feet to Fairbanks. At 2148, the flight reported over Nenabank intersection at 8,000 feet, descending to 5,000 feet IFR, and estimating Fairbanks at 2200. At 2155, it reported reaching 5,000 feet. At 2157, the flight was cleared for a standard range approach to Fairbanks, to cross Fairbanks at 4,000 feet. The flight again contacted Fairbanks at 2205 and advised as follows: "ADF OUT HAVE MISSED CONE PROCEEDING OUT WEST LEG WILL CALL WHEN OVER STATION." At 2206 Fairbanks requested confirmation that the flight was proceeding out the west leg, and at 2207 this confirmation was received from the pilot. This was the last message received and it is believed that the aircraft crashed immediately thereafter. The wreckage was found in a hilly terrain on January 3, 1952. The aircraft was destroyed upon impact and all four occupants have been killed.

The aircraft was carrying 19 cadets of the West Point Academy, five passengers and a crew of four from San Rafael to New York with intermediate stops in Williams AFB (Chandler, Arizona) and San Angelo, Texas. While approaching Phoenix from the northeast at an altitude of 8,000 feet, the pilot received the permission to descent to 6,000 feet when ATC requested his position in relation to Mt White Tank. The pilot said he overflew this mountain five minutes ago but the controller was convinced this was not the case. While cruising in marginal weather conditions, the aircraft hit the slope of a peak located in the Armer mountain range, about 66 miles northeast of Williams AFB. The wreckage was found two days later 100 feet from the summit and all 28 occupants were killed.
Crew:
Maj Lester Carlson, pilot,
1st Lt Walter Boback, copilot,
Sgt Jeane Garafalo 1.
Passengers:
William Pedrick,
Hilmar G. Manning,
Robert W. Berry Jr.,
Leonard G. De Vilbiss III,
William E. Melancon Jr.,
Harry K. Roberts Jr.,
Guy L. McNeil Jr.,
Nelson S. Byers,
Francis C. Camilli,
Noel S. Perrin,
Alan C. Abrahamson,
William F. Sharp,
Karl F. Glasbrenner Jr.,
Ward B. Keiler,
Kenneth MacArthur,
Ronald E. Rounds,
Hugh R. Wilson,
Herman Archer,
Maurice J. Mastelotto
5 civilians.

Flight 44-2 originated at Miami, Florida, and was scheduled to depart there for Buffalo, New York, via Pittsburgh, Pennsylvania, at 1000, December 29, 1951. Because of a mechanical delay actual takeoff was not made until 1540. The crew consisted of Captain Victor A. Harris, Copilot Hans E. Rutzebeck, and Stewardesses Pearl Moon and Dolores Harvey. On board were 24 passengers for Pittsburgh, four passengers for Buffalo, and three extra crew members who were to fly the return trip to Miami. The flight arrived at Pittsburgh without incident at 2115 and 24 passengers deplaned. At Pittsburgh 29 Miami-hound passengers, including an infant, boarded the aircraft. It was originally planned that these passengers would be picked up on the southbound flight Buffalo to Miami, however, due to the fact that the flight was 5 hours 40 minutes late arriving Pittsburgh, the passengers were enplaned northbound in order that, after servicing, the flight could proceed nonstop Buffalo to Miami. No fuel was added at Pittsburgh and Flight 44-2 departed there for Buffalo at 2147 on a VFR flight plan. The takeoff weight was 40,263 pounds, which was 4 737 pounds less than the aircraft's certificated gross of 45,000 pounds, and the disposable load was properly distributed with respect to the center of gravity. At 2152 the flight called Pittsburgh Tower and reported its time off was 2147, this was the last radio contact. When the flight failed to arrive at Buffalo within a reasonable time after its ETA (2247), a search was initiated. It was not until 1433, December 31, however, chat a report was confirmed to the Sheriff's office, Cattaraugus County, New York, that the aircraft wreckage had been located in a heavily wooded area near Little Valley, New York. A survivor, who had made his way from the wreckage to a farmhouse to obtain help, reported that the crash occurred at 2225 December 29, approximately 38 minutes after the flight departed Pittsburgh.

While on a flight from Spokane-Fairchild Airbase, the airplane flew into the east slope of Mt Lassen, about 47 miles southeast of Redding, California. All eight crew members were killed.