United States of America

On final approach to Matagorda Island AFB, the airplane crashed into the Espiritu Santo Bay, about 1,8 mile north of the airfield. There were no casualties.

While performing a training flight, the aircraft suffered an engine failure and fire. All crew members bailed out and were rescued while the aircraft dove into the ground and crashed in a field located 2,5 miles east of Zamora.

Flight 16 departed Kansas City, Missouri, at 0724LT, bound for Omaha, Nebraska, Sioux City, Iowa, and other intermediate stops with final destination as Minneapolis, Minnesota. The crew consisted of Captain James H. Graham, First Officer Philip K. Toler, and Stewardess Marilyn Woodbury. Ernest F. Eilert, a trainee copilot, was riding in the cockpit as the fourth crew member. From Kansas City, the aircraft carried 21 passengers, cargo, and fuel, which resulted in a total gross weight of 25,100 pounds, which was within the certificated unit of 25,200 pounds The load was properly distributed with relation to the center of gravity of the aircraft. Weather conditions over the intended route were instrument with a general overcast lowering from 4,200 feet at Kansas City to about 1,000 feet at Omaha. No difficulty was experienced as the flight proceeded to Omaha at 4,000 feet in accordance with an instrument flight plan. A normal landing was made on Runway 11 about 1,000 feet from its approach end, but near the completion of the landing roll the aircraft ran off the right side of the runway, passing over one of the high intensity runway lights. Captain Graham reported this to one of the ground crew at Omaha, and both the aircraft and light were inspected for damage. None was found and the aircraft was prepared for departure to Sioux City. At 0841 the flight took off for Sioux City on an instrument flight plan with Omaha as the alternate airport. There were 21 passengers, 920 pounds of cargo, and 1,500 pounds of fuel, which resulted in a take-off weight of 24,630 pounds. The take-off was without incident and no difficulty was encountered en route to Sioux City, the flight proceeding at 3,000 feet altitude. At 0904 Flight 16 reported over the Sloan Fan Marker, 11.9 miles south-southeast of the approach end of Runway 35 at the Sioux City Airport. It was immediately cleared by the Sioux City Airport tower for a “straight-in” approach and landing on Runway 35. Weather information was furnished to the flight as precipitation, ceiling 500 feet, sky obscured, visibility one mile in light snow showers, and wind from the east at 14 miles per hour. The medium-intensity lights for Runway 17/35 were turned on and placed at the position of full brilliance. Following receipt of this information, the flight requested permission to land to the southeast on Runway 13 and received clearance to do so. At 0909 the flight reported that it was contact over the southeast corner of the field and was cleared to land. At the same time the aircraft was seen by a ground witness one mile southeast of the airport. Shortly thereafter, it was sighted approximately over the intersection of Runways 4/22 and 17/35 on an east-southeast heading. A left climbing turned to the north was then made and the pilot was advised that he was cleared to land on either Runway 17 or Runway 13. The pilot was also advised by the tower that there would be a 90-degree cross-wind if he elected to land on Runway 17. All transmissions to the flight were acknowledged The aircraft was not further observed, and crashed about 600 feet north and west of the approach end of Runway 17. Fire developed immediately. Three crew members and 13 passengers were killed while nine other occupants were seriously injured. The aircraft was destroyed by fire.

The flight departed Minneapolis, Minnesota, at 0746LT, bound for Houston, Texas, via schedules intermediate points. A crew change was made at Kansas City, Missouri, and no mechanical discrepancies were reported by the incoming crew with the exception that the left engine torque meter pressure indication was approximately 90 FSI, the normal being approximately 145 PSI The flight departed Kansas City and proceeded in a routine manner to Tulsa, arriving at 1244. The left engine, torque meter pressure indicator was considered inoperative because of its low reading, and was, therefore, disregarded during the flight 2. Following touchdown at Tulsa, the propellers were placed in reverse thrust, and when being returned to positive thrust, the left propeller went to the full feathered position and the engine ceased operation. While taxiing to the loading ramp, attempts were made to start the left engine but were not successful. On departure from Tulsa, no difficulty was encountered in starting the left engine, and the propeller which was in the full feathered position was returned to the low pitch position by use of the propeller governor control. Take-off was accomplished from Tulsa at 1302LT, with 29 passengers, including one infant, and a flight crew consisting of Paul C. Walters, captain, Forrest A. Hull, copilot, Cecelia Littell and loan Stoltenberg, the two stewardesses. Total aircraft weight was 40,304 pounds, which was within the allowable gross weight of 40,500 pounds, and the load was distributed so that the center of gravity was within the certificated limits. Prior to take-off, the engines were run up and the pre-flight check accomplished using a check list. All items checked satisfactorily, with the exception that the left engine torque meter pressure indicator was abnormally low. Flaps were positioned at 24 degrees for take-off. The take-of roll was started on Runway 12, and the signal devices in the cockpit indicated that the automatic feathering unit and the anti-detonation injection unit were functioning. During the take-off roll, the copilot called out the following indicated air speeds. VMC, 107 miles per hour, V1, 121 miles per hour, and V2, 122 miles per hour. The aircraft became airborne at 124 miles per hour, or slightly higher. The landing gear was immediately retracted and the air speed was then observed to be 145 miles per hour at this time, at an altitude estimated to be not over 50 feet, the left propeller was observed to feather and then immediately to rotate slowly. It continued to rotate until the aircraft struck the ground. The crew first became aware that the left engine was malfunctioning when a severe vibration was felt immediately after the gear had been retracted and at the same time the aircraft yawed to the left momentarily. Both engine controls were left at the take-off setting, and a single-engine climb was then initiated. The air speed decreased to approximately 124 miles per hour during the climb to a maximum altitude of approximately 150 feet. At this point, since it was doubtful that this air speed could be maintained, the aircraft was leveled off and a shallow turn to the left was made to avoid flying over a building. As the aircraft started turning at an approximate air speed of 122 miles per hour, the captain, according to the copilot, gave the command to retract the flaps from the 24-degree position to the 12-degree position. The copilot states that he immediately executed the command, stopping the retraction of the flaps at 12 degrees. The captain states that he gave the following command, “ 12-degree flaps. No, leave them where they are.” However, the captain testified that the command was given when the air speed was 107 miles per hour and at a point approximately 3000 feet further along the flight path than where the copilot stated he retracted the flaps. While in the left turn, the aircraft was observed to lose altitude steadily until it struck a grove of trees at a point approximately 17 feet above the ground. After striking the trees it slid on the ground on the underside of the fuselage. All passengers and crew were evacuated safely and in an orderly manner. The aircraft was destroyed by fire.

En route to San Francisco, the crew encountered severe icing conditions and received the permission to return to Burbank. Shortly later, the pilot realized this was not possible and reduced his altitude in an attempt to make an emergency landing. The aircraft belly landed in a field located along a highway in Newhall. The aircraft slid on the ground and hit an electric pole before coming to rest. All three crew members were unhurt while the aircraft was damaged beyond repair.

Crashed on landing. Crew fate unknown.

While cruising at an altitude of 11,000 feet, the aircraft became uncontrollable. All crew members were able to bail out but one of them drowned on landing. The aircraft crashed in a field and was destroyed.

The aircraft exploded and crashed in a field located near a farm, about 4 miles southwest of Iowa City. Three crew members who were able to bail out survived while three other occupants were killed. The crew was performing a flight from Lone Tree to Ogden-Hill AFB, Utah.

The aircraft was enroute from Cherry Point to Floyd Bennett Field in New York with 9 crew members on board. While flying over Virginia, the crew encountered poor weather conditions with heavy turbulences. The aircraft went out of control, dove into the ground and crashed following a structural failure in flight. All nine occupants were killed.

Crash landed at Fort Knox-Godman AAF in bad weather conditions. Crew fate remains unknown.