World

The crew was performing a flight from Fort-de-France, Martinique, to Paris, with an intermediate stop in Port-Etienne, Mauritania. While cruising by night over the Atlantic Ocean, about 1,920 km from Port-Etienne (now Nouadhibou), the aircraft crashed into the ocean in unknown circumstances at 2355LT. No message was sent by the crew. SAR operations were jointly conducted by several countries and few debris were found by the crew of USS Campbell three days later, on August 4. Unfortunately, none of the 52 occupants survived the crash of this six-engine aircraft christened 'Henri Guillaumet'.
Crew:
Corentin Kersual, pilot,
Jean Goutay, copilot,
Henri Gloux, radio navigator,
Gontran Ronat, radio navigator,
Henri Cabanes, navigator,
Gaston Le Morvan, mechanic,
Jean Coustaline, mechanic,
Alfred Jaggi, mechanic,
Mr. Arbelot, mechanic,
Mr. Sgourdeos, steward,
Mr. Meunier, steward.

The crew was forced to ditch the aircraft into the Mediterranean Sea some 130 km south of Marseille. All twenty occupants were rescued while the aircraft sank and was lost.

Crashed into the Atlantic Ocean in unclear circumstances. As the aircraft failed to arrive in Shannon, SAR operations were conducted but eventually suspended five days later, on May 10, as no trace of the aircraft nor both crew members was found.

Left its base at 0930LT for a training mission over the North Sea. At 1435LT, the crew informed ground about his position and that he was flying at an altitude of 15,000 feet some 192 km from his departure point. Few minutes later, the aircraft crashed into the sea in unknown circumstances. No trace of the aircraft nor the crew was ever found.

The three engine aircraft departed Oran-Es Senia Airport at 1530LT on a cargo flight to Lyon via Perpignan, carrying a load of vegetables. En route, the airplane crashed in the Gulf of Lion about 90 km east of Perpignan for unknown reason. All four occupants were killed.
Crew:
Mr. Screka, pilot,
Mr. Pelletier, radio operator,
Mr. Prado, mechanic.
Passenger:
Mr. Saada.

At Benina Airport, the pilot was in a hurry and took off in a rush at 1535LT, with the passenger but without his radio navigator. While flying along the Libyan coast, he encountered poor weather conditions and the twin engine aircraft crashed into the sea around 1600LT. SAR operations were conducted but eventually suspended few days later as no trace of the aircraft nor both occupants was found. On March 6, 1948, some debris and the dead body of the passenger were found on a beach in Zarzis, Tunisia.

Christened 'Star Tiger', the four engine aircraft left Horta, in the Azores Islands, at 1534LT bound for Hamilton, Bermuda. At 0200LT, about 10,5 hours into the flight, the navigator Cyril Ellison fixed its position and learned that they too had been blown off course and were crabbing away from Bermuda. He informed the pilot McMillan about a new course which turned the aircraft directly into a gale. However, McMillan still expected to reach Bermuda with at least an hour's worth of fuel remaining upon landing. At 0304LT, the radio officer Robert Tuck requested a radio bearing from Bermuda, but the signal was not strong enough to obtain an accurate reading. He repeated the request eleven minutes later, and this time the Bermuda radio operator was able to obtain a bearing of 72 degrees, accurate to within 2 degrees. The Bermuda operator transmitted this information, and Tuck acknowledged receipt at 0317LT. This was the last radio contact with the aircraft and its crew. As the aircraft failed to arrive in Hamilton, SAR operations were conducted but were eventually suspended few days later as no trace of the aircraft nor the 31 occupants was found.

The aircraft was on its way to Indochina to be delivered to the Société Indochinoise de Transports Aériens (SITA) and was carrying two British engineers and three pilots. While cruising between Turkey and Cyprus, the aircraft crashed in unknown circumstances into the Mediterranean Sea, about 100 km north of the Cyprus coast. No trace of the aircraft nor the five occupants was ever found.

Take-off from Foynes was accomplished at 1540, the afternoon of October 13th. The flight climbed to its cruising altitude of 8,000 feet, proceeded on course for five hours and 50 minutes over the tops of clouds, and then, at 2130, instrument weather conditions were encountered. Since celestial navigation was no longer possible, Mr. Thompson, the only qualified celestial navigator aboard, retired. Before he had retired, however, he informed Captain Martin that the estimated time of arrival over the United States Coast Guard weather ship, Bibb, located on course and approximately 961 miles west of Foynes, was 0200. This was 45 minutes later than was originally estimated. Icing conditions were encountered shortly after midnight. At 0134, October 14th, the flight requested and was granted permission from the Moncton Ocean Air Traffic Control to descend to 6,000 feet. About this time the flight received from tie Gander radio station a weather forecast which included wind information at the original cruising altitude of 8,000 feet. According to the data received, the average headwind component had d velocity of 12 knots greater than that which was used in the computation of the flight plan. No further icing conditions were encountered at 6,000 feet, but instrument weather continued. The flight proceeded without the benefit of any navigational fix until 0205 when a radar fix from the Bibb placed the aircraft 68 miles from the vessel on a bearing of 80 degrees. At this time the flight had flown approximately 892 miles from Foynes, was slightly over half way to Gander, and had used 10 hours and 25 minutes of the estimated 22 fuel hours carried at the time of take off. They informed the Bibb that their estimated arrival time at Gander was 0930, which was 32 minutes later than was originally estimated. The crew anticipated no possibility of fuel exhaustion, and one hour and 11 minutes remained before they were to reach the point-of-no-return as computed in their flight plan. The Bibb reported the wind at its location at 6,000 feet to be 40 to 45 knots from the west. a headwind component of about 17 knots greater than that used in the flight plan. The captain estimated at 0232 that they were on course and 13 to 20 miles south of the Bibb. This was one hour and 17 minutes later than the original estimate and 32 minutes later than the amended estimate. Altitude was reduced to 4,000 feet after approval had been given by Moncton Ocean Air Traffic Control, and shortly thereafter, at 0327, eleven minutes after the flight passed its point-of-no-return, another weather forecast was received from Gander which showed the average headwind for the remainder of the route to be from 250 to 260 degrees at 38 knots, a headwind component 12 knots greater than that received in Shannon. Still no difficulty was anticipated, nor was the navigator consulted at this time. By 0500 clear weather was encountered. The navigator was then awakened in order that he might fix the aircraft's position by celestial observation, and according to the fixes that were plotted, headwinds in excess of 60 knots had existed en route, the average ground speed being only 59 knots. The crew immediately be came concerned as to whether or not the fuel remaining was sufficient. Approximately 550 miles remained to destination Captain Martin and First Officer Thompson believed that it was impossible to accomplish the remaining portion of the flight with the fuel remaining, so decided to return to the Bibb where rescue facilities would be immediately available. However, the flight continued westward and a position report was made to Gander at 0600. The turn around was actually made at 0758, at which time the aircraft was still 60 miles east of the previously reported 0600 position and approximately 460 miles east of Gander and 300 miles west of the Bibb Gander was advised of the decision, and at 0840 was Informed that the flight had two hours and 45 minutes of fuel remaining. The aircraft's position was reported at 0914 to be 100 miles west of the Bibb. The flight arrived over the Bibb at 0940, made four low passes, and then landed. All passengers had been fitted with life jackets and had been provided with seats and safety belts. Though the aircraft encountered waves six to eight feet high, no injury to any person or damage to the aircraft occurred. However, in taxying toward the Bibb the aircraft and Bibb drifted together with substantial damage to the aircraft. Rescue operations were slow and hazardous because of high seas, out by the next day all of the passengers and crew had been successfully transferred to the Bibb.

The crew was performing a cargo flight from Aden-Khormaksar Airport. Enroute, the airplane went out of control, went into a dive by an angle of 30° and finally crashed into the Gulf of Aden, about 352 km east of Aden. Few debris were found but no trace of the ten occupants who were considered as deceased. The aircraft sank in relatively deep. It is believed that an engine failed in flight and that the crew mistakenly shot down the wrong engine. It is possible that the engine failure was caused by a lack of electric power due to the failure of a battery. Also, it appears that the cargo loading was completed against the published procedures and that the CofG was affected, which may contribute to the loss of control.