United States of America

Pan American's Flight 131 departed from Bermuda at 1358, September 20, 1947, with 36 passengers and a crew of 5. The take-off and climb to the cruising altitude of 8,000 feet were normal, and the flight proceeded on course to La Guardia Field, New York, for a period of 3 hours without incident Between 1650 and 1655, about 225 statute miles from destination, Warren Robinson, the first officer, noticed a fluctuation in fuel pressure for engines 1 and 2 Seconds later, the left auxiliary fuel tank quantity gauge dropped to zero, the fuel pressure warning light flashed on, and the No 1 engine faltered To insure a positive fuel supply for all engines Mr Robinson immediately turned the fuel selector valves for all engines to their respective main tanks, 2 following which all engines operated normally. Mr Robinson then transferred fuel from the right auxiliary tank to the left auxiliary tank so that they would contain equal amounts, which was 40 gallons each according to the fuel quantity gauges after completion of the operation A few minutes later Mr Robinson noticed that the right auxiliary fuel gauge indicated not 40 gallons, but 100, and that it was visibly increasing even though no fuel was at that time being transferred The No. 3 main fuel tank gauge then dropped to zero, and the fuel pressure for the No 4 engine started to fluctuate. Alarmed by what now appeared to be a serious malfunction in the right side of the fuel system, Mr Robinson operated all engines from the left main tanks (1 and 2), turning on all the cross feed valves, and the booster pumps for main tanks 1 and 2. The flight had by this time reached position "Baker," a point on course and a distance of 212 statue miles from La Guardia This check point was regularly used by Pan American on the route from Bermuda to La Guardia, and was established by reference to precomputed radio bearings Flight Radio Officer Rea was instructed to call Captain Carl Gregg, who was eating lunch in the passengers cabin, to the cockpit. The captain, unable to account for what appeared to be a total loss of fuel in the right main tanks, tried to operate engines 3 and 4 from their respective mains. Shortly after, the fuel pressure for both these engines dropped, the fuel pressure warning lights came on, and engines 3 and 4 lost power. Other combinations of fuel valve settings were tried during the next few minutes, but power could not be restored to engines 3 and 4 The "fasten seat belt" sign was turned on, rated power was applied to engines 1 and 2, and a descent of 200 to 300 feet per minute started. Two minutes later the fire warning light flashed on for engine 4 The flight radio officer was sent to the passengers cabin to see if any signs of fire from this engine were visible He saw none from engine 4, but he did see smoke trailing from engine 3. By the time Mr Rea returned to the cockpit, Captain Gregg noticed the smell of burning rubber, and furthermore, that the fire warning light for engine 3 was also on. No flames from either engine, however, were visible. Standard fire fighting methods were followed to control the fire in the No. 3 nacelle. The propeller was feathered, all fluids into the engine were closed at the emergency shutoff valves, and the C02 gas bottle was discharged. The fire warning light then went out. Since there was no visible indication of fire in engine 4, the C02 gas bottle was not discharged. As a precautionary measure, however, the shutoff valves for all fluids into the engine were closed, and an attempt made to feather the propeller But, the propeller would not feather, and continued to windmill. At 1712, shortly after Mr. Rea transmitted to the company the flight's position as "Baker", a loud noise from the right side of the airplane was heard, and simultaneously the green right landing gear light came on. Through the drift sight the crew could see the right outboard tire burning, and a landing gear bungee cable hanging slack. All attempts to raise the right gear were unsuccessful, and it was found that with the right gear down, and with both right engines "out" that an air speed of 125 miles per hour was required to maintain directional control. At 1730, engine 4 stopped windmilling, having seized from lack of lubrication By 1745, altitude had been lost to about 1,000 feet, and over 100 statute miles remained to destination. Full take-off power was applied to engines 1 and 2 in an attempt to hold the remaining altitude. A report had been transmitted to the company at 1729 that the fires in engines 3 and 4 were believed to be out, and at 1740, the company had been advised that the flight was at 2,000 feet still descending All radio contacts with Pan American at La Guardia throughout the course of this emergency were accomplished through Eastern Air Lines' radio on the frequency 8565 kcs. Mr. Rea attempted to secure a fix on "CW" 3 from the U. S. Coast Guard, using the distress frequency of 8280 kcs. Because of an extreme amount of "CW" interference on this frequency only one station was actually contacted. This was NMR, the Coast Guard station in San Juan, Puerto Rico. Even this contact was not entirely satisfactory, and no radio bearing from it was ever received. The radio equipment was accordingly returned to the frequency of 8565 kcs, the established channel of communication, for further radiophone contact with New York. No call was ever made on the international distress frequency of 500 kcs., or over any of the "VHF" equipment on board. By 1800, altitude had been lost to 800 feet, and still over 50 statute miles remained to destination. Preparations were made for "ditching". The passengers were instructed in the use of life jackets, and in emergency water landing procedures. The life rafts were moved so as to be easily accessible from the main cabin door. Celluloid protective coverings were removed from all the emergency exit handles Clothing was loosened, and seat belts tightened. Flight Radio Officer Rea broadcasted "blind" on the frequency 8280 kcs., reporting the position of the flight to be 40-00 degrees north and 73-10 degrees west. From this point on only a small gradual loss of altitude was experienced. Captain Gregg decided to attempt to reach and land at Floyd Bennett Field, and was advised through Eastern Air Lines' radio that runway one would be available. New York Air Traffic Control had been alerted through Eastern Air Lines' radio of the emergency, and they in turn had called Coast Guard search and rescue. Coast Guard, Army, and Navy rescue equipment was dispatched, and as Flight 131 approached the coast, the crew observed other aircraft and surface vessels proceeding out to meet them. At 1815, approximately 15 statute miles from Floyd Bennett Field, the flight had descended to an altitude of 400 feet. Full available power was now applied to engines 1 and 2, and the flight was able to not only hold, but even gain a slight amount of altitude, Four to five minutes later, 1820, throttles were retarded to take-off power and the aircraft maneuvered into a position for a straight-in landing approach on runway one. The aircraft was set down 775 feet from the south end of runway one, wheels up. During the course of the crash landing the No. 1 propeller was torn from the engine, the propeller dome becoming embedded in the No. 2 main fuel tank. The spilled gasoline was ignited by sparks generated as the aircraft skidded 2,167 feet on the concrete runway to a stop U. S. Navy fire and crash equipment had been previously deployed along runway one which allowed the Navy's crash personnel to bring the fire quickly under control, and to assist the passengers and crew to deplane without injury.

Just before reaching Las Vegas, however, a distance of 268 miles from Burbank, Captain Clark stated that his fuel quantity gauges indicated that he had 360 gallons of fuel remaining. Since he believed this to be sufficient to reach destination, he did not land at Las Vegas which was generally used as a fueling stop for Slick Airways. From Las Vegas to Palmdale, lighter winds were encountered resulting in a ground speed averaging 180 miles per hour. Palmdale was flown over at 1025, at which time the aircraft had been in the air a total of 5 hours and 18 minutes. Three minutes after passing over Palmdale, which was clear, the left engine fuel pressure dropped to 3 pounds, the red fuel warning light came on, and the left engine stopped. Fuel selector valves were changed, and as a result power was restored to the left engine. Captain Clark suspected a fuel leak. He inspected the aircraft for visible loss of fuel or fire, found none, and continued on to Burbank. As the flight approached Newhall California, Burbank reported a ceiling of 1,600 feet with visibility of two and one-half miles. The flight was instructed by the Los Angeles Airways Traffic Control Center to hold on the northwest course of the Burbank range, and advised that the approach clearance Into Burbank could be expected at approximately 1052. Captain Clerk informed the Burbank control tower that he was losing fuel and wanted to land as soon as possible, however, he declined to declare an emergency. Shortly after this, the left engine stopped for the second time, but power was again restored by changing the positions of the fuel selector valves. At 1056, approach clearance into Burbank was given, and at 1058, the flight reported inbound over the Chatsworth fan marker, approximately 14 miles from the Lockheed Air Terminal. The ceiling over Burbank had by this time lowered to 1,000 feet, and rain showers had reduced visibility to about one mile. As the flight descended below 1,600 feet only intermittent bursts of power could be secured from the left engine. The “letdown” was continued, the Burbank radio range station and the Lockheed Air Terminal were passed. Upon completion of a right turn to return to the range station the right engine stopped, and the propeller was immediately feathered. At an altitude of 200 to 400 feet, Captain Clark recognized almost immediately underneath him a hangar on the Lockheed Air Terminal. He executed a sharp right turn of approximately 270 degrees, and landed on the north-south taxi way about 400 feet before crossing Runway 7, a distance of approximately 1,900 feet from the south boundary of the airport. Brakes were applied, but the aircraft could not be brought to a stop within the airport boundaries. It came to rest only after skidding across a highway and railroad line adjacent to the south boundary of the airport.

While flying at an altitude of 10,000 feet in marginal weather conditions, the aircraft hit the slope of Mt Blue Bell Knoll located north of Boulder, Utah. The aircraft was destroyed by impact forces and all three occupants were killed.

Crashed in a garden in New Germany while on approach to Wright-Patterson AFB. All four crew members were injured and the aircraft was written off.

The aircraft took off on runway 13 of La Guardia Airport at 1843LT, having been cleared on an instrument flight plan to Rochester, New York, with Toronto, Ontario, as an alternate. Approximately 2 minutes after take-off the flight called La Guardia Tower and reported that it was in the vicinity of the south end of Whitestone Bridge, approximately 2 1/2 miles northeast of La Guardia Airport. The flight advised that the oil pressure was low on one engine, and requested clearance to land on runway 22. The request was approved, and the tower informed the crew that the wind was calm. When asked if emergency equipment was desired to stand by, the flight replied in the negative. Shortly thereafter, NX88787 reported that it was on the final approach, and that it was over the sand barges, located approximately one-half mile off the approach end of runway 22. In reply the flight was again given clearance to land. The aircraft was first seen at an altitude of approximately 800 feet, and about 1,300 feet off the approach end of runway 22 with the landing gear extended. The flaps were lowered, and the aircraft started a steep descent to runway 22,but it passed over the approach end of the runway at an altitude of approximately 300 feet. The flight then requested and was granted permission by the tower to make a right turn, however, the aircraft continued straight ahead over the runway, gradually losing altitude. When one-third of the way down the runway, the right propeller was feathered. When over the intersection of runways 22 and 18 and at an altitude of 200 feet the flaps were raised, which resulted in an additional loss of altitude. During or directly after raising the flaps, a right turn was initiated, and the landing gear was observed to retract slowly. Competent witnesses stated that the right turn was made at a very slow speed, at a high angle of attack, and at an altitude appearing never to have exceeded 200 feet. Over Bowery Bay the aircraft on two occasions almost settled into the water. When in a flat right turn toward runway 13 it lost altitude to about 50 feet. Approximately 2,000 feet from the end of the runway, the landing gear started to extend, and became fully extended when the aircraft was aligned with runway 13. At this time the airplane attitude appeared to be that of a steep climb. The wings were seen to wobble slightly, then the left wing and nose dropped, and the airplane struck the water at an angle of approximately 20 degrees. The forward movement of the aircraft continued on the surface of the water for 40 to 50 feet, throwing up a great spray as the tail rose to a vertical position, after which the aircraft continued over on its back and sank in about 5 minutes.

The twin engine aircraft left McChord AFB at 0212LT bound for Hamilton AFB located in Novato, California. About fifteen minutes into the flight, the left engine caught fire and smoke spread into the cabin. Two crew members bailed out when the left wing broke off. Out of control, the aircraft dove into the ground and crashed in a pasture located 15 miles east of Kelso. Both crew who bailed out were able to walk away and to find help while both pilots were killed in the crash.

On final approach to Whidbey Island-Ault Field NAS, the aircraft was too low, hit tree tops and crashed in flames. All five crew members were killed.

At 0134LT, the flight departed Augusta bound for Miami. The last communication from the crew was at 0303LT, the morning of July 13, at which time they reported to the Jacksonville Airway radio that they were at 2,000 feet. One and one-half hours later, the aircraft was observed approximately 2 1/2 miles west of Melbourne, Florida, flying southeast at an altitude of from 300 to 500 feet. The engines were heard to sputter and misfire as the aircraft proceeded ahead on a straight course. Altitude was gradually lost, the landing lights were turned on, and seconds later the aircraft struck the ground and crashed 4 miles southwest of Melbourne. Both pilots and twelve passengers were killed while all other occupants were injured, some of them seriously.

The flight had originated the previous morning when the plane took off from Davis-Monthan Air Force Base in Tucson, Arizona, for a navigational training mission to the east coast. The plane was scheduled to land at Andrews Field (Later known as Andrews Air Force Base) in Washington, D.C., but due to bad weather was diverted to Pittsburgh Airport where it arrived at 1507LT. After refueling, the aircraft proceeded towards Hanscom Air Force Base in Bedford, Massachusetts, where it was to remain overnight before flying back to Arizona the following day. However, the weather grew worse, and with poor visibility and darkness falling the crew became lost, ending up over Vermont instead of Massachusetts. Shortly after midnight on June 15, the bomber crashed into the southeast side of Hawks Mountain and exploded. All twelve men aboard were killed, and to this day the incident remains the worst aviation accident to ever occur in Vermont.
Crew:
1st Lt Robert G. Fessler, pilot,
2nd Lt Wilfred E. Gassett, copilot,
2nd Lt Ceasare P. Fontana, observer,
M/Sgt D. D. Jack, crew chief,
T/Sgt Paul H. Fetterhoff,
T/Sgt Clayton K. Knight,
S/Sgt Oliver W. Hartwell,
S/Sgt Sylvester S. Machalac,
S/Sgt John J. O’Toole,
Cpl Harry C. Humphrey,
Cpl Robert Clark,
Pfc Robert M. Stewart.
Source:
http://www.newenglandaviationhistory.com/tag/b-29-44-62228/

Crashed on landing. Crew fate unknown.