Scheduled Revenue Flight

Flight 226/227 was a scheduled domestic flight from Kaohsiung to Hualien and return with an intermediate stop at Taitung. It departed Kaohsiung at 1704 hours GMT on a VFR flight plan valid for the whole journey: after a 15-minute stop at Taitung it arrived at Hualien at 1829 hours. It departed Hualien at 1905 hours, arrived at Taitung at 1940 hours and departed Taitung at 1954 hours with an estimated time of arrival at Kaohsiung of 2040 hours. When the aircraft became overdue at Kaohsiung Airport the tower controller started calling the aircraft but in vain. He immediately notified Taipei Area Control Centre and requested it to initiate search action by radio communications. This was done without success. On the following day a T-33 of the Chinese Air Force Academy was instructed to undertake a search mission. It discovered the wreckage of the aircraft at 1855 hours. The coordinates of the accident site were 22° 31'N - 120° 44' 45" E, at an elevation of 6 420 ft. The accident occurred at 2012 hours. All 24 occupants were killed.

Flight 1750 was a scheduled domestic flight from Perth to Port Hedland in the State of Western Australia. Whilst taxiing for take-off on runway 02 at Perth Airport, the crew received and acknowledged an air traffic clearance communicated by Perth Tower. Of the alternative clearances offered, the pilot-in-command elected to proceed via the 030° radial of the Perth Very High Frequency Omni-Range (VOR), to Ballidu, whilst climbing to FL 170. Take-off was normal and the crew reported the departure time as 0836 hours Western Standard Time. At 0839 hours the pilot-in-command reported that he was climbing at an indicated airspeed of 155 kt, instead of the 175 kt proposed in the flight plan, because of turbulence which he first encountered at 1 500 ft. During this climb the co-pilot also advised Perth that the aircraft would continue its climb beyond the proposed FL 170 and cruise at FL 190. Apart from these minor changes to the flight plan the aircraft continued normally along the intended route with position reports being transmitted as scheduled to Perth Flight Service Centre, Meekatharra Flight Service Unit and Port Hedland Flight Service Centre. At 1114 hours the aircraft advised Port Hedland that it was abeam Wittenoom Gorge at FL 190 and that its estimated time of arrival at Port Hedland was 1142 hours. At 1120 hours the flight advised that it would be commencing its descent from FL 190 in three minutes and at 11-34 hours it reported that it was 30 miles by Distance Measuring Equipment south of Port Hedland-and had left 7 000 ft on descent. The flight service officer at Port Hedland acknowledged this message and transmitted the surface wind and temperature conditions and the altimeter setting for landing at Port Hedland. When this communication was not acknowledged further calls were made but no further communication from the aircraft was heard or recorded. At about the time that the aircraft failed to respond to the radio communication, two persons, each in different positions, saw the aircraft descending rapidly and steeply although these observations were made from distances of 44 and 64 miles respectively. Neither of these eyewitnesses was able to observe any impact with the ground because of intervening high terrain. At 1212 hours a Cessna 337 aircraft left Port Hedland to search along the route which the aircraft had been expected to follow and, eleven minutes later, the pilot of the search aircraft saw the burning wreckage of the Viscount aircraft, close to the intended route. Approximately one hour later a ground party from Port Hedland reached the scene of the accident. The location of the wreckage was later determined to be 28.1 miles on a bearing of 184' true from Port Hedland Airport. The aircraft was totally destroyed and none of the 26 occupants survived the crash.

Crashed in unknown circumstances in Fond-du-Lac, killing both occupants, a pilot and a passenger.

Suffered an accident on San Andrés Island in 1968 (exact date unknown). No casualties.

While cruising in marginal weather conditions, the airplane struck the slope of a mountain located west of Soto la Marina. The wreckage was found few hours later in the El Diablo canyon. All 26 occupants have been killed.

On final approach by night to Chicago-O'Hare Airport, at an altitude of 200 feet, the captain decided to make a go-around when the airplane lors height, struck the ground then crashed inverted onto a hangar. Three crew members, 24 passengers and one people on the ground were killed while 18 other were injured.

At approximately 0711LT, the aircraft crashed while taking off from the Sioux City Airport, Iowa. There were no fatalities. Among the 64 passengers and four crewmembers, 10 passengers were hospitalized with minor injuries and three crew members received serious injuries. The aircraft was destroyed in the crash. There was no fire. Flight 982 began its takeoff on Runway 35 with the flight crew aware that ice was present on the wings. The aircraft lifted off and the landing gear was selected to the up position by the first officer. The captain began turning off the landing and taxi lights. As the landing gear began to retract, the aircraft rolled abruptly and violently to the right to an angle of bank estimated by the flight crew to have reached 900. The captain applied additional power and left rudder in an attempt to level the wings. When no immediate response was noted, he then applied left aileron. With the application of left aileron, the right wing came up; however, the roll continued to the left until the left wing contacted the runway. At this point, the captain discontinued the takeoff. He approximately 110 feet beyond the departure threshold of Runway 35. succeeded in leveling the wings prior to final ground contact, The aircraft came to rest in a grove of trees approximately 1,181 feet beyond the departure end of Runway 35.

Allegheny Airlines Flight 736 departed Detroit, MI for a flight to Washington, DC with intermediate stops at Erie, Bradford and Harrisburg, PA. The Convair CV-580 took off from Erie at 19:46. At 20:06 Flight 736 reported over the VOR outbound at the beginning of the instrument approach procedure. Erie Approach Control then told the crew to contact the Bradford Flight Service Station (FSS). At 20:08:47 the flight reported that they were doing the procedure turn inbound for runway 32 and Bradford FSS told them wind was 290 degrees at 15 knots. The Convair descended in light snow showers until the aircraft contacted trees along terrain which had an average upslope of 1.5deg some 2,5 NM short of the runway. The airplane cut a swath through the trees and impacted the ground at a point 800 feet from the initial tree contact. The fuselage came to rest inverted.

While approaching Kenai, the crew encountered icing conditions. During a last turn to join the approach path, the twin engine aircraft stalled and crashed few km short of runway. All nine occupants were injured, four of them seriously.

During the takeoff roll at Glendive-Dawson County Airport, the pilot encountered engine trouble and decided to abandon the takeoff procedure and attempted an emergency braking manoeuvre. On a runway covered with two inches of snow, the aircraft was unable to stop within the remaining distance, overran and came to rest down a bank. Six occupants were injured and a passenger was killed.