United States of America

On November 1, 1949, Eastern's Flight 537 was flying from Boston via intermediate points to Washington. Over Beltsville, 15 miles northeast of the Washington National airport, it contacted the Washington Control Tower on 119 1 megacycles voice communications and was cleared by the tower to enter a left traffic pattern for landing on Runway 3 One minute before, at 11 37, the P-38 flown by Erick Rios Bridoux, a Bolivian national, had taken off from Runway 3 at Washington National Airport. Rios was test flying the P-38 for acceptance by the Bolivian Government Previously, he had notified the tower through Paul M. Aubin, that he intended to make the flight and that his communications with the tower would be accomplished over VHF radio, Channel B on 126 18 megacycles. Rios also stated that he requested Aubin to notify the tower to give him a light if radio contact could not be established. This message was not transmitted to the tower and Aubin denied hearing Rios make this last request. Throughout the entire ground operation of the P-38, including clearance for take-off, no difficulty was experienced by either the tower or Rios in communication. Departure of the P-38 was noted by the tower to be at 11 37, and from that time until after the accident, visibility in the vicinity of the airport remained at 15 miles, ceiling was 6,500 feet with scattered clouds at 3,500, and surface wind was from the northeast 20 to 25 miles per hour. Testimony of control tower personnel and that of the pilot of the P-38 were in conflict. Rios stated that he had taken off not from Runway 3, but from Runway 36, turning left at an altitude of about 300 feet. His climb was made, he said, to the north of the Pentagon, and because of the erratic operation of the right engine, he decided to land as soon as possible. Continuing to climb to about 2,500 feet or more, he made a second left turn so as to fly south, parallel to Runway 36, and when abeam of the control tower, he transmitted, "Washington Tower, this is Bolivian P-38 I got engine trouble--request landing instructions." His testimony continues to the effect that because no answer was received, he turned left again to circle the field where he could see light signals from the tower. He stated that he received none, but that when he was between Bolling Field and the National Airport and at about 3,500 feet altitude, the tower asked, "Bolivian P-38, you were asking landing instructions?" Rios stated that he answered, "Yes, I have engine trouble. I am in a hurry," and that the tower at that time responded, "Bolivian P-38 cleared to land number two on Runway 3" Rios stated that the tower did not inform him that the aircraft ahead of him was an Eastern DC-4 Rios said that he continued to turn left, and at a reduced speed of 150 miles per hour, started a descent of 500 to 600 feet per minute, completing a second 360-degree turn around the airport until reaching an altitude of approximately 2,400 feet. Rios said that a downwind leg was flown at about 1,500 feet, and when about five miles south of the field, he turned left 90 degrees, flying east on a short base leg at an altitude of about 1,200 feet. During his downwind leg, he observed a C-60 or C-45 on approach to Runway 3 or 36, and while on his base leg, he saw it complete its landing and turn off the runway to the left. Rios made a left turn from the base leg to an approach course of 20 degrees for landing on Runway 3. As soon as the turn had been completed, Rios transmitted, "Washington Tower, this is Bolivian P-38 on approach." The tower responded, said Rios, "Bolivian P-38 cleared to land on Runway 3." Rios stated that his approach was made a little higher than normal, for safety reasons, and that one minute after leaving the base leg, he extended the flaps, the landing gear having been put down previously when he was west of the field Rios heard the tower say, "Clear to the left, clear to the left," but he stated that he did not know for whom it was intended because the tower did not use any call sign. Almost immediately afterwards, he felt the shock of the collision with the DC-4. According to control tower personnel, the P-38 took off from Runway 3, turned left, and proceeded in a climb 10 miles west of the field. Then a second left turn was made, and the aircraft, still climbing, continued in a southerly direction. The P-38 was next observed from the control tower circling left, south of Alexandria at an estimated altitude between 3,000 and 4,000 feet. The tower operators stated that while the P-38 was circling south of Alexandria, they received, "Washington Tower, this is Bolivian 927 requesting landing instruction." After the controller had asked if Bolivian 927 had requested landing instructions, and the pilot had replied affirmatively, the controller instructed the P-38 to enter a left traffic pattern for Runway 3 and to report when west of the tower on downwind leg. When the instruction was not acknowledged by Rios, it was repeated. Prior to these instructions, the tower had cleared the Eastern flight to land number one on Runway 3. Shortly after the Eastern DC-4 was observed 1 1/2 miles west to southwest from the end of Runway 3, making a continuous left turn from the downwind leg to final approach, tower personnel observed the P-38 on a long high final approach. The controller thereupon requested Rios to make a 360-degree turn to his left, saying that he was number two to land following an Eastern DC-4 turning on its final approach below. Since there was neither acknowledgment nor compliance with this second instruction, another transmission was made to the P-38, which was identified as Bolivian 927, and Rios was then told. "Turn left, turn left," and was again told that the DC-4 was turning on final approach below. Again there was no response or compliance by the P-38, whereupon the tower then instructed the Eastern DC-4 to turn left. The DC-4 promptly acted in response to this instruction, but before 5 degrees of turn were made, the two aircraft collided at an approximate altitude of 300 feet about 1/2 mile southwest of Runway 3. While the Bolivian pilot survived, all 55 occupant on board the DC-4 were killed, among them George Bates and Michael Kennedy, two US politicians.

Crashed in unknown circumstances 20 miles southeast of Midland, killing all five crew members.

The crew was performing a flight from Sheppard AFB (Wichita Falls, Texas) to Long Beach with an intermediate stop in Williams AFB, Arizona. While flying over de Chino Hills in clouds, the twin engine aircraft hit the cables of a high-tension power line and crashed on the slope of the San Juan Hill, southwest of Chino. All occupants were killed, apparently five crew members.

At Las Vegas, Trip 11-8 remained on the ground 35 minutes. During this time, the crew obtained weather forecasts for the trip to Denver and had the aircraft serviced with 370 gallons of fuel. These forecasts indicated that between south-western Utah and Denver there would be broken to overcast clouds with bases and tops ranging from 8,000 to 20,000 feet in altitude, and that below 8,000 feet there would be light rain showers with light snow showers above this level. The flight was cleared under Instrument Flight Rules to cruise at 13,000 feet to Grand Junction, Colorado, 14,000 feet to Eagle, Colorado, and 16,000 feet to the Dupont Intersection, 5 miles north of Denver, with Laramie, Wyoming, designated as the alternate airport The computed elapsed time was three hours and five minutes with sufficient fuel aboard to fly five hours and five minutes. A forecast for Denver, at 1700, when the flight was estimated to arrive, indicated a ceiling of 700 feet with icing in the clouds above 8,000 feet. At Laramie, the chosen alternate airport, a ceiling of 2,000 feet occasionally lowering to 1,000 feet was forecast with light rain showers expected to change to light snow showers after dark. At 1403, the flight departed Las Vegas, and two hours and two minutes later, at 1605, reported over Grand Junction at an altitude of 13,000 feet, climbing to 14,000. At this time the flight received from INSAC (Interstate Airways Communication) at Grand Junction the 1530 weather observations for Grand Junction, Denver, Eagle and Pueblo, Colorado. Denver was reported having a variable ceiling of 600 feet, overcast and lower broken clouds, visibility six miles, light rain and wind from the north-northwest at 12 miles per hour. When over Eagle, at 1637, the flight reported at an altitude of 14,000 feet and climbing to 16,000. Forty-five minutes later, at 1708, over the Dupont Intersection the flight reported to the Denver Tower and was given the Denver weather as ceiling 200 feet and visibility two miles. As the ceiling and visibility were expected to remain that way for several hours and as the company's landing minimums for Denver were ceiling 400 feet and visibility one mile, the crew requested a change of flight plan. Rock Springs, Wyoming, was chosen as the new alternate and permission was requested to land at Laramie, weather permitting. Denver Air Traffic Control approved and cleared the flight to Rock Springs to maintain 14,000 feet. Twenty-five miles south of Laramie, at 1732, Trip 11 called the Cheyenne Tower and asked permission to change course and to proceed direct to Cheyenne. This was approved by Denver ATC and the crew was further advised by the tower that there was a squall line between Laramie and Cheyenne. The Cheyenne weather reported to the flight at that time was ceiling 3,500 feet, overcast, lower broken clouds and visibility 20 miles. At 1740, the flight reported over the Cheyenne range at 14,000 feet and a special Cheyenne weather report was given the crew which showed the ceiling had lowered to 900 feet and that there was light sleet, and a visibility of 12 miles. Proceeding out the east course of the Cheyenne range, the flight notified the tower that it was low on fuel, taking on ice, and having difficulty in maintaining altitude. A few minutes later clearance was given the flight to descend to 8,000 feet on the north course of Cheyenne range. 2 This was acknowledged and seconds later it encountered severe turbulence. At approximately 1750, an unreadable transmission was heard by the tower. There was definite hysteria in the voice making this transmission. The tower then called the flight several times but no answer was received. Two minutes later at 1752, the tower received the following transmission "We are O. K and are out of it now." About one-half minute later a noise believed to be caused by a surge of power of the aircraft's engines was heard northwest of the tower. Shortly after this a flash of light was seen about two miles northwest of the airport.

The airplane left Bolling AFB (Washington) at 0855LT bound for Brookley AFB in Mobile. About two hours into the flight, while cruising in marginal weather conditions, the aircraft hit the slope of Mt Mitchell (6,684 feet high). The wreckage was found two days later and all nine occupants have been killed.

En route, the crew encountered poor weather conditions with thunderstorm activity. In low visibility, the airplane hit the slope of a mountain located four miles west of Raton. The aircraft was destroyed and all ten crew members were killed.
Crew:
Walter C. Williams,
Melvin R. Truman,
James L. Reidinger,
Martin L. Murray,
Floyd C. Melton Jr.,
Frank M. Kackstetter,
James R. Irby,
Carl A. Hill,
Arthur L. Gaudreault,
Melvin C. Brock.

The crew was returning to his base in McChord following a training sortie above the Pacific Ocean. En route, the pilot informed ATC that he was encountering engine problems when he lost control of the aircraft that crashed in a wooded area located on a hill some 5 miles northwest of McCleary. The aircraft was destroyed by impact forces and a post crash fire and all three crew members were killed.

On final approach to Newark Airport, the twin engine aircraft hit power cables and crashed in a swampy area. All three occupants were injured and the aircraft was written off.

Shortly after takeoff from runway 36 at Carswell AFB, while in initial climb, the aircraft suffered a technical failure, lost height and crashed into Lake Worth. Eight crew members were rescued while five others were killed. The aircraft sank and was lost. The crew was performing a local training sortie for the 9th BS.

On approach to Kaktovik Airfield (Barter Island), while on a supply mission from Fort Wainwright-Ladd Field, the aircraft went out of control and crashed in flames. All five crew members were killed.