United States of America

The crew was performing a flight from Maxwell AFB (Alabama) to McChord AFB in Washington with an intermediate stop in Ogden-Hill AFB, Utah. The aircraft left Ogden-Hill AFB at 1934LT. At 2244LT, the crew informed ATC he was starting the descent to McChord when the aircraft hit the slope of a mountain located 4 miles southwest of Mineral. The aircraft was destroyed and all three crew members were killed.

The flight departed from Miami, Fla., for Boston, Mass., at approximately 1610, January, 1949, with a crew consisting of Stuart L. Morrill, pilot, and Theodore Catz, copilot. A landing was made at Morrison Field, West Palm Beach, Fla., where 6,255 pounds of flowers were loaded. With the flowers, 3,600 pounds of fuel, 254 pounds of oil, and the crew, the airplane weighed 26,944 pounds at time of takeoff, which was 44 pounds above the allowable of 26,900 pounds. All cargo was loaded so that the center of gravity of the airplane was within the certificated limits. Departure from West Palm Beach was accomplished at approximately 1900 after which the flight proceeded without incident to its first fueling stop, Raleigh-Durham, NC. While on the Raleigh-Durham Airport the airplane was fueled to its capacity of 700 gallons, which was 100 gallons more than was on board at West Palm Beach. As a result, the airplane weighed 27,544 pounds when taking off from Raleigh, which constituted an overload of 644 pounds. Because of unfavorable weather conditions, takeoff had been delayed until 0610, January 6, 1949. The flight then continued en route to Boston following an instrument flight plan. Forty-five minutes after departure from Raleigh, at 0655, a routine position report was received by Richmond Radio that the flight was over Richmond, Va., at 9,000 feet. Washington Radio attempted to contact the flight at 0707, but no further communication was received from the flight by any CAA communication station although continuous efforts were made for a period of approximately 50 minutes. The airplane was observed at approximately 0720 over Brandywine, MD, at considerable altitude immediately underneath a cloud deck, proceeding in normal level flight in a northerly direction. Then, to those on the ground, it appeared that the airplane turned left and spun for two complete turns, losing considerable altitude. Partial recovery was made, but the airplane began spinning for a second time to the left. Again it appeared that a partial recovery was made, but again the aircraft spun to the left, losing altitude to below 3,000 feet. After this, ground observers watched the aircraft fly level but erratically for a brief period. They were able to see that the right horizontal stabilizer was deflected upward to a near vertical position, and that the right elevator was missing. The airplane then entered a diving left turn, and crashed 1,500 yards southeast of the Brandywine radio range station. Fire started shortly after impact. Both crew members were killed.

While flying by night, an engine caught fire. The pilot lost control of the aircraft that crashed in flames in a wooded area located 3 miles south of Weimar. All eight crew members were killed.

A group of Yale University students returning to school following their Christmas vacation arranged with William F. Leland, sole owner and operator of Seattle Air Charter, to transport them front Seattle to New Haven, Connecticut, January 2, 1949. Departure was delayed because a full crew was not available at 1800 as had been originally planned. At approximately 2100 a crew was organized, consisting of G. W. Chavers, pilot; K.A. Love, copilot; and W. F. Leland, third crew member. The flight taxied to Runway 13 for takeoff at 2138 and held because ground fog conditions restricted the visibility below the one mile minimum required for takeoff. The flight maintained radio contact with the control tower which advised the pilots of the existing weather conditions on the field. When the flight had taxied from the parking ramp, the tower reported, “Boeing Field weather is clear, visibility, 1/2 variable to 1/4 mile in all quadrants.” The flight asked if they could take off. The tower replied: “Roger. We will let you out as far as traffic is concerned. You are cleared into position to holds.” A few minutes later, at 2145, the flight requested their weather minimums for takeoff and were told that they were ceiling 300 feet, and visibility one mile. To this, the flight responded, “If we take off we will be in violation, won’t we?” The tower answered, “Yes.” Shortly after this conversation, the tower again reported the visibility which was at that time restricted to 1/8 mile. After a period of 10 minutes during which time the flight continued to hold at the end of the runway, the tower remarked: “It appears we are getting a little break. Cleared into position and hold. We will have a clearance for you shortly.” Immediately following, the flight’s air route traffic control clearance was transmitted. Then, at 2201, the crew stated that they could see the four green range lights at the end of the runway, and that they were going to take off. These lights are located 5,700 feet from the approach end of runway 13, which is 7,500 feet in length. At 2204 the tower stated, “Cleared for take off report on top.” At this time the weather as reported by the Weather Bureau was ceiling unlimited, thin obscurement, visibility one fourth of a mile, restricted by fog. The airplane began its take off to the south, and for approximately 1,000 feet it appeared normal to observers who could see the navigation lights of the airplane. It then began to swerve to the left, becoming airborne approximately 1,800 feet down the runway on a heading 35 degrees to the left of the runway. Shortly after leaving the runway, the left wing dropped and the tip dragged on the ground for a distance of 117 feet. The aircraft remained airborne for approximately 750 feet after leaving the runway, and then made contact with the ground in a landing attitude, tail wheel first. Upon contact with the ground, power to the engines was “cut”. The aircraft rolled or skidded the remaining distance, approximately 700 feet, into a revetment hangar, immediately after which it was enveloped in flames. Fourteen occupants, among them all three crew members, were killed while 16 others were injured. The aircraft was destroyed.

As the tower watched the airplane’s navigation lights, they realized that a crash was imminent and called the Boeing Field Fire Department which was located 1,300 feet south of the control tower, and 200 feet south of the revetment hangar into which the airplane crashed. The fire captain on duty heard the crash. He and 2 firemen, which comprised the duty crew that night, responded immediately, departing for the scene of the crash with all available equipment. This comprised a crash wagon and 2 pump trucks. The equipment arrived within a minute after the crash.

The crew was completing a local training sortie at Eielson AFB. In flight, the crew lost control of the aircraft that crashed in a field located six miles southweat of the airbase. All 10 occupants were killed.

The crew was performing a local training flight in Greenville-Donaldson Airport. In flight, the crew encountered an unexpected situation and the captain elected to make an emergency landing. The aircraft crashed in flames in a field located three miles south of the airport. The aircraft was partially destroyed by fire and four crew members were killed as three others were injured.

While cruising in reduced visibility, the single engine aircraft struck the slope of a mountain located 18 miles east of Salinas. All five occupants were killed, among them four sailors from the Naval Base at Yerba Buena Island in the San Francisco Bay.

As Flight 211 approached Los Angeles, clearance was given to pass over the Los Angeles Municipal Airport, and the tower there relayed to the crew information received from a previous flight to the effect that ground fog conditions in the area were general Shortly after 0540 the tower transmitted a special weather observation as, "Roger 211, special, at 0540 clear, visibility one mile ground fog". Accompanying remarks contained in the Weather Bureau report, "Ground visibility one-half mile, variable from one quarter to three-quarters mile, estimated 10 to 50 feet deep, were omitted. A shallow left turn was made over the airport, after which the prelanding cheek list was accomplished. A procedure turn was then executed east of the field and a landing approach was made to Runway 25L. According to the pilot the runway approach lights remained clearly visible, though small puffs of clouds were encountered during the approach. Flaps were fully extended when the airplane passed over the boundary of the field. Before touching down on the runway, a thick formation of ground fog was encountered. Visibility was reduced to practically zero. Contact with the runway, 2,300 feet from the approach end, was made with sufficient impact force to deform the wing structure and deflect the No. 4 engine nacelle downward to the extent that the No. 4 propeller struck the runway. Following the landing fire was observed in the area of the No. 4 engine nacelle. Brakes were vigorously applied. The aircraft rolled forward in a slight left turn, coming to rest 1,500 feet from the point of landing, and 197 feet from the left edge of Runway 25L. Flames rapidly engulfed the right wing and fuselage but all passengers were deplaned without serious injury. The airplane had been observed by the tower on the landing approach, though fog obstructed it from view just before it passed over the airport boundary. The tower also observed it over the runway, at which time it appeared to be flaring out for a normal landing. After that the airplane could not be observed because of fog. Several calls were made by the tower to Flight 211 but no acknowledgements were received. Noticing a reddish glow on top of the fog approximately where the flight had disappeared, the tower called Pan American Operations, located near Runway 25L, and was informed that something was burning on the runway. At 0558, six minutes after the aircraft landed, the tower called the Los Angeles Fire Department and asked them to investigate. Equipment on the airport was promptly dispatched and it arrived at the scene of the accident about two minutes later. By the time fire equipment arrived, however, the aircraft was practically destroyed. All 23 occupants were rescued.

After landing at Wake Island Airport, the four engine aircraft encountered difficulties to stop, overran and came to rest. There were no casualties but the aircraft was written off.

At approximately 2226, November 3, 1948. the flight departed Anchorage for Seattle, Washington, via Homer, Yakutat, and Annette Island, Alaska, with a crew consisting of A R. Kinnear, pilot, and R A Wilson, copilot. The flight arrived at Yakutat, Alaska, at 0257, November 4, 1948, without incident. At Yakutat an instrument flight plan was filed specifying a cruising altitude of 10,000 feet to Annette Island, the next intended stop. At 0407, the flight took off from Yakutat with the same crew, 15 passengers, 800 gallons of fuel, and no cargo. Total airplane weight was within the certified limit and the airplane was properly loaded. A position report was received from the flight by Gustavus Radio at 0510 to the effect that the flight was cruising at 10,000 feet, 146 miles southeast of Yakutat, and that it estimated arriving over Sitka, Alaska, 240 miles southeast of Yakutat, at 0544. This was the last communication received from the flight. Approximately one hour after the flight's estimated arrival time over Sitka, an emergency warning was issued by CAA Communications to all radio stations between Anchorage and Seattle. Also alerted was the Civil Aeronautics Board, the 10th Air and Sea Rescue Squadron, and the Coast Guard Air Facility. At 0700 the Coast Guard dispatched a search plane to the area over which the flight had last reported, but no trace of the airplane or its occupants was found.