Eastern Airlines

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.

The DC-3 was on a regularly scheduled flight en route from La Guardia Field, N Y., to Wilmington, Del., having originated at Boston, Mass., with Memphis, Tenn., as the destination. Takeoff from La Guardia was at 1000, with 12 revenue passengers and a fresh crew consisting of Captain L. R. Matthews, Pilot J. B. Simmons, and Flight Attendant Peter Gobleck. The aircraft was loaded within the prescribed limits for weight and location of center of gravity. The clearance was in accordance with Visual Flight Rules. The flight reported its position as over Freehold, N J., at 1017 and estimated arrival over Philadelphia, Pa., at 1037 and Wilmington, Del., at 1045. This was the last radio contact with the DC-3. The F-6-F-5 was en route from the Naval Air Station Anacostia, DC, to the Naval Air Station, Quonset Point R. I., on a training, or proficiency flight. Takeoff from Anacostia was at 0937 with the aircraft piloted by Lieutenant (j g) Robert V. Poe, USN. Clearance was in accordance with Visual Flight Rules, specifying a cruising speed of 160 knots (184 statute miles per hour) and an estimated time en route of two hours. There is no record of any position report or other radio contact from the F-6-F-5 after it was cleared for takeoff by the Anacostia tower. Weather conditions existing over the route of both aircraft were good. The visibility was 10 miles and there were scattered clouds at 12,000 feet. At about 1030 the F-6-F-5 was observed to perform acrobatics and to "buzz" a small civil aircraft in the neighborhood of Chesterfield, N. J. These maneuvers terminated in collision between the F-6-F-5 and the DC-3. Upon collision the fighter plane lost its left wing and the DC-3 lost the outer portion of its left wing. Both aircraft then fell in erratic paths, losing various parts while falling. The DC-3 burned when it struck the ground. The fighter's pilot was either seriously injured or killed at the time of the collision and was thrown clear of the aircraft during the descent. There was no indication that he attempted to use his parachute. The fighter did not burn on impact. All 16 occupants in both aircraft were killed.

Flight 604 departed Miami, Florida, at 2301, January 20, 1948, on an instrument flight rules clearance, non-stop to Newark, New Jersey, to cruise at 15,000 feet via Airway Amber 7 to Jacksonville, Florida, and Airway Amber 6 to Alma, Georgia, thence direct to Spartanburg, South Carolina, Winston-Salem, North Carolina, and Washington, D. C., and via Airway Amber 7 to Newark, Boston, Massachusetts, and Providence. Rhode Island, were designated as alternate air ports. In order to remain above the overcast, the flight requested changes of cruising altitude between Winston-Salem and Washington, and at 0232, at which time it reported over Washington, the flight was cruising at 21,000 feet. Shortly after passing Washington, Flight 604 was cleared to descend en route to Newark and to cross Philadelphia at 7,000 feet, and was advised that no traffic was reported above 7,000 feet. A descent was established and at 0253 the flight reported over Philadelphia "at 8,000 feet descending." Shortly thereafter the company radio station at LaGuardia Field, New York, advised the flight that the 0240 weather observation for Newark indicated a ceiling of 700 feet and visibility of one-half mile. Immediately thereafter the flight was given an air traffic control clearance "to Flatbush and LaGuardia Approach Control" to cross Keyport and Flatbush at 2,500 feet. Upon receiving this clearance the captain immediately requested a confirmation from the New York dispatcher, inasmuch as no prior notice had been received of a change of destination from Newark to LaGuardia. In acknowledgment the flight was informed that the dispatcher desired the flight to proceed to LaGuardia Field. During the period of the flight from midnight until 0300, the ceilings had lowered throughout the New York-New Jersey area. At the time of the re-clearance the LaGuardia weather was being reported as ceiling 500 feet, visibility one and one-quarter miles, and light snow. The flight continued its descent on the east course of the Philadelphia radio range and reached 2,500 feet in the vicinity of Freehold, New Jersey, over which the crew reported passing at 0309. Immediately after this report the flight changed to the LaGuardia Approach Control frequency. LaGuardia Approach Control immediately cleared the flight to descend to 1,500 feet and approved a straight-in landing on Runway 4. Since no material change had been observed in the LaGuardia weather, the flight was again informed that the ceiling was reported as 500 feet, the visibility one and one-quarter miles, and the wind calm. The flight passed directly over the airport without attempting a landing approach and shortly thereafter reported over the range station which is located three and two-tenths miles northeast of the airport. The flight was then cleared to use the reciprocal runway, 22, but the aircraft returned southeastward, passing to the east of LaGuardia Field again without attempting a landing approach. During this period the LaGuardia weather observer completed the 0325 weather observation and approximately 3 minutes thereafter the flight was advised that this report indicated an indefinite ceiling 400 feet and visibility one and one-half miles. The flight continued southwestward in order to establish an approach to Runway 4. Approach Control asked the flight at this time whether it desired a GCA (Ground Controlled Approach Radar) monitored approach. The captain declined a controlled approach but stated that he would accept a monitored approach. At approximately 0330 the aircraft again passed over the airport in a northeasterly direction; the flight advised Approach Control that the ceiling was not 500 feet and requested a report of the current Boston weather. The 0230 Boston weather report was transmitted to the flight, indicating a ceiling of 8,000 feet, 3 miles visibility, smoke, and haze. Upon receiving this report, the flight requested and received clearance to Boston from Air Traffic Control and from the company dispatcher. At 0337, the flight reported leaving Rye, New York, en route to Boston, climbing to 5,000 feet. Shortly after the flight passed over Hartford, Connecticut, at 0354, the company station at Boston advised the captain that the flight was cleared to the Boston Tower. Before reaching Boston the flight was informed that the 0400 weather report for that station indicated "ceiling 600 feet, sky obscured, visibility one mile, light snow; surface wind southeast 8 miles per hour." After passing Franklin, Massachusetts, at 0409, the flight changed to the Boston Tower frequency. When asked by the flight whether the Instrument Landing System (ILS) was operating, the tower advised the flight that the monitor panel indicated this system to be operating normally. Shortly thereafter the tower cleared the flight for a straight-in approach to Runway 4 and cautioned that due to the runway condition braking action was "fair to poor." Initial touchdown was made on Runway 4, at 0417, approximately 2,000 feet beyond the approach end of the runway. After completing approximately 600 feet of its landing roll, the aircraft was seen to skid to the left and crash into a snowbank along the left side of the runway. The right landing gear and nose gear collapsed and the aircraft fell on the right wing, coming to rest on the left side of the runway heading in a westerly direction. Fire broke out in the vicinity of the No. 3 and No. 4 engines and spread rapidly toward the fuselage. However, all passengers were deplaned and were removed from the vicinity of the aircraft without injury resulting from the crash or subsequent fire. Five of the occupants were injured during the evacuation due to the necessity for jumping from the rear exit, which was estimated to be 12 to 16 feet above the ground. Several fire fighting units from the airport and from East Boston were alerted and proceeded to the scene of the accident; however, the aircraft continued to burn for approximately one hour and 30 minutes after the crash.

Flight 572 arrived in Atlanta, Georgia, from its point of origin, Houston, Texas, at 2330, January 12, 1948. With a new crew, consisting of Captain Paul J. Saltanis, First Officer Ralph B. Sanborn, Jr., and Flight Attendant Peter L. Philiois, the flight departed from Atlanta at 2355 for Greenville and Winston-Salem, North Carolina, and Washington, D. C. The flight as far as Winston-Salem was routine. At 0306, January 13, 1948, the flight took off from Winston-Salem carrying six passengers, a crew of three, and 600 gallons of fuel. It proceeded at the altitude of 9,000 feet specified in the flight plan, to Washington, via Blackstone and Richmond, Virginia. Shortly after reporting over Blackstone, at 0405, 146 miles southwest of Washington, an airway traffic control clearance was transmitted by company radio to the flight authorizing it to cross the Doncaster fan marker, 27 miles southwest of Washington, at 5,000 feet. Captain Saltanis requested a lower altitude and ten minutes later received another ATC clearance approving 3,000 feet over Doncaster, and permission to descend to 2,500 feet immediately after crossing Doncaster. At 0427, the flight reported its position to the Washington control tower, stating that it was over Doncaster at 3,000 feet. It was instructed by the tower to maintain 2,500 feet, and to report again when it was over Mt. Vernon. 9 miles south of the Washington National Airport. At about this same time another Eastern Air Lines’ flight, No, 454, reported that it was at 4,500 feet over the Arcola range station, which is located 23 miles west-northwest of Washington, D. C. Since the two Eastern Air Lines' flights were converging toward Mt. Vernon, the airport traffic controller thought that flight 454 might fly over Mt. Vernon before it had descended to a safe altitude below Flight 572. To assure that both airplanes would not be over Mt. Vernon at the seine time and altitude, the controller instructed Flight 572 to climb to 3,500 feet Flight 572 acknowledged, advised that it was contact, and asked why it was necessary to climb. Less than a minute later, at approximately 0430, the east bound flight, No. 454, reported that it was “contact” at 2,000 feet and approaching Mt. Vernon. The controller then knowing that a safe altitude separation existed between the two aircraft, cleared night 572 back to its previous approach altitude of 2,500 feet. At 0433, flight 572 was again cleared to the airport by the Washington Tower, and advised to report when leaving 2,500 feet, when leaving Mt. Vernon, and when "VFR." 2 Following this transmission flight 572 was asked to give a short count, since the tower wished to adjust its receiving frequency. The flight complied. Then at 0435, the flight was requested to report the altitude of the base of the clouds. The flight responded, “standby.” According to the tower operator the pilot’s voice when giving the tuning count was normal, but his “standby,” sounded “hurried and preoccupied.” One to two minutes after the east bound flight, No. 454, reported contact approaching Mt. Vernon, an aircraft was observed in the tower’s surveillance radar scope over the vicinity of Mt. Vernon. This aircraft was then tracked continuously, first In the surveillance, and then in the precision beam radar scope until it had landed on runway 36. 3 It was then identified as Eastern's Flight 454. Flight 572, however, was not observed in either scope. From 0435 to 0445 several attempts were made to establish radio contact with flight 572. Forty-five minutes later it was learned that it had crashed in the vicinity of Oxon Hill, Maryland, approximately 5.2 miles south of the Washington National Airport. Three passengers and two crew members were killed in the accident.

The four engine aircraft left Newark Airport at 1704LT on a flight to Miami. While climbing to an altitude of 4,000 feet, the aircraft went out of control, dove into the ground and crashed in a huge explosion in a field located 2 miles east of Bainbridge. The aircraft was totally destroyed and all 53 occupants were killed.

While cruising at the altitude of 2,500 feet in bad weather conditions, the aircraft hit the slope of a mountain located near Galax. A passenger was seriously injured while 18 other occupants were killed.

The four engine aircraft left Atlanta Airport at 2027LT bound for Newark with an intermediate stop in Washington-National Airport. While flying on airway Green 6 at an altitude of 7,000 feet, the crew was informed by ATC that a landing in Washington was not possible due to poor weather conditions and that he should proceed direct to Newark. Two hours later, the crew received new instructions from ATC: as weather conditions improved in Washington, a landing was therefore possible. The crew modified his route and started the descent to the National Airport. Due to low visibility, the first attempt to land was abandoned and the crew completed a go around. On the second approach, while at a height of 200 feet, the aircraft hit the slope of a small hill, bounced, snatched two telephone poles and crashed in flames near Alexandria, about 6 miles southwest of the airport. Quickly on the scene, the rescue teams were able to evacuate all 26 occupants, some of them injured, while the aircraft was destroyed by a post crash fire.

About thirty minutes into the flight, a fire erupted in the left engine. The crew was unable to extinguish the fire that spread quickly to the entire engine and nacelle that detached, causing the wing to partially collapse. The aircraft went out of control, dove into the ground and crashed in flames in a field located in Cheshire. All 17 occupants were killed.

Following an uneventful flight from Philadelphia, the crew started the descent by night to La Guardia Airport in unfavorable weather conditions. A first attempt to land was aborted and during the second one, the aircraft was too high when it passed over the runway threshold. The captain reduced engine power and the initial contact with the runway occurred well down on runway at an airspeed considerably above the stalling speed of the aircraft. The aircraft bounded approximately 20 feet in the air and remained airborne for several hundred feet before again contacting the runway. After another shorter bounce, the aircraft remained on the runway and brakes were applied in an attempt to stop. However, due to the airspeed, which was still relatively high, and the snow and slush which covered the runway, little deceleration was accomplished. The aircraft continued off the end of the runway, demolished a small wooden building which housed the localizer transmitter, and came to rest in the Flushing Bay, approximately 200 feet beyond the field boundary. The aircraft was destroyed, 13 occupants were rescued while a passenger was drowned.

Flight 42 departed Miami for New York City at 2122LT, September 6, 1945, with routine stops at Jacksonville and Savannah. Having obtained an instrument clearance from Airway Traffic Control to cruise at 5,000 feet to Raleigh, the flight departed Savannah at 0041, September 7, with Washington and Baltimore listed as alternates. At 0150 the flight transmitted a position report to the company station at Washington indicating that it had passed over Florence at 0144 at 5,000 feet. The flight was advised that Raleigh, its next scheduled stop, was reporting a 300 foot overcast. Since the weather at Raleigh was below authorized minimums, Flight 42 requested permission from the company dispatcher to proceed past Raleigh without landing. The station at Washington advised the flight at 0155 that it had been re-cleared to Washington with Baltimore as an alternate, but no acknowledgement of the message was received. At 0205, a radio transmission from Flight 42 was intercepted in which it was indicated that the pilot intended to return to Florence and that he desired clearance to lend at Florence Field. Because of the unusually severe radio interference, the entire message was not readable and no reason was apparent at that time for the pilot's decision to return to Florence. Several subsequent attempts by company, CAA and army stations in the vicinity to contact the flight were unsuccessful. While attempting to return to Florence the aircraft crashed at 0213 in a swampy, wooded area 6 miles ENE of Florence Army Air Filed. The wreckage was located at approximately 1040, September 7.