Miami Airlines

The flight departed Washington National Airport, Washington, D. C., at 0007 EST, April 13, with 12 passengers and crew consisting of Captain L. T. Brannan, Copilot O. T. Thorson, and Stewardess A. Long. At Wilkes-Barre, Pennsylvania, 10 additional passengers plus relief crew Captain A. J. Lerette and Copilot W. E. Harshman boarded the aircraft. These pilots were deadheading to Fargo, North Dakota, where they were to relieve the other pilots. The destination for all passengers was Seattle, Washington. The flight stopped at Cleveland, Ohio, for fuel and oil and arrived at Chicago at 0735 CST. Shortly after takeoff at Chicago, the flight returned owing to rough operation of the left engine. The left magneto of this engine was replaced by a spare carried on the aircraft and the flight again departed at 1215 CST for Minneapolis, made a fuel stop there, and arrived at Fargo, North Dakota, at 16140 CST. Captain Brannan and Copilot Thorson left the flight at this point. One of the relief pilots inquired about the availability of an engine mechanic, stating that one of the engines was spitting and coughing. When he was told it would take about 15 minutes to get a mechanic, he said to disregard it. The left engine started with some difficulty. The flight departed Fargo at 1748 CST and made fuel stops at Billings, Montana, and Felts Field, Spokane, Washington. The pilots did not report any mechanical difficulties over this segment. The flight departed Spokane at 0035, April 14, on an IFR flight plan via Green Airway 2,5,000 feet to Ephrata, Washington, 7,000 feet to Ellensburg, Washington, and 8,000 feet to Seattle. Routine position reports were made, the last being over Ellensburg at 0143 and climbing to 8,000 feet from 7,000. At approximately 0200 the Seattle ARTC Center heard a call on 120.3 mega-cycles from an unidentified aircraft which was believed to be N 657143, advising that estimated time of arrival at Seattle was 0227 and that the aircraft was standing by on Boeing Field Tower frequency (118.3 megacycles). At 0207 the pilot of N 65743 reported an engine failure and requested further clearance. Seattle Center advised the aircraft to contact Seattle Approach Control or Boeing Tower as soon as practicable and cleared at to cross Seattle at or above 4,000, no delay expected. Later transmissions from the aircraft were on Boeing Field Tower frequency, rather than the Approach Control frequency of 119.5 megacycles. Signals from the aircraft were weak and difficult to read by both Approach Control (located in the Seattle-Tacoma Tower) and by the Boeing Field Tower. However, Approach Control had less difficulty than Boeing Field Tower in hearing the aircraft on 118.3 megacycles, so the controller cooperated with Boeing Tower in furnishing them with the content of messages through interphone. The pilot could apparently hear Boeing Tower, but not Approach Control. At 0214, Approach Control heard the pilot of N 65743 report that he was icing up and losing altitude. The flight was cleared for an approach to Boeing Field by the Boeing Field controller upon instructions from Approach Control, and was given current Seattle weather conditions. The last transmission from the aircraft was received at 0222, reporting that the flight was at 4,800 feet. Search and rescue activities were instituted shortly thereafter. Two crew members and five passengers were killed while 18 others were rescued. The aircraft was destroyed.

The aircraft arrived at Newark following a non-stop flight from Fort Smith, Arkansas, on December 15 at about 2330. During this flight of about five and one quarter hours, there was no reported malfunctioning of the aircraft or its powerplants with the exception of both cabin heaters which were inoperative. This was reported to the Babb Company, a CAA approved repair station at the Newark Airport, and instructions were issued to repair the heaters. Mechanics worked during the night and the following morning with the result that one of the cabin heaters was believed to be repaired. This, however, could not be positively determined without test flying the aircraft; this was not done. During the morning of December 16 the aircraft was serviced. The left engine required five gallons of oil and the right engine required 10 gallons to bring the respective tanks to a total of 34 gallons each. Fuel was added in the amount of 767 gallons, which filled the front and center tanks in each wing. The aircraft was loaded with 52 passengers including two infants in arms. The crew consisted of Captain Albert C. Lyons. Copilot John R. Mason, and Stewardess Doris Helm. A fourth company employee who was deadheading to Miami occupied the jump seat. The aircraft's center of gravity was located Within prescribed limits. Actual takeoff weight of the aircraft was about 117 pounds over the prescribed maximum of 48.000 pounds. A flight plan was made out and signed by both the captain and copilot. It specified VFR (Visual Flight Rules) direct flight at a cruising altitude of 4,000 feet to Tampa, Florida. After the aircraft was loaded both engines were run up. The right me was run up longer than the left engine, and a number of nearby persons saw smoke continuously coming from that engine. This spoke was variously described as being "white," "grey" and "light" in color. The Newark Control Tower then gave the aircraft taxying instructions and advised the captain that he had a choice of Runway Nos. 24 or 28 for takeoff. The captain chose No. 28. The flight was then cleared for takeoff at 1502 and immediately started down the runway. The tower recorded that the aircraft left the ground at approximately 1503. Immediately after becoming airborne, the landing gear was seen to retract. At this point tower personnel for the first time observed a trail of White smoke from the right side of the aircraft and the tower supervisor, fearing a fire, pressed the airport crash alarm button. The tower then advised the flight as follows: "1678M, you can land any my possible, any way you wish, cleared back to the field." This was not acknowledged. 'The takeoff run was normal but the subsequent climb was slow. The right engine emitted a continuous smoke trail as previously described. A captain employed by Miami Airline witnessed the takeoff. Believing that the source of the smoke was an overheated right brake, he immediately telephoned the control tower and asked that the flight he advised of his impression, suggesting that the landing gear not be raised and that it he extended if it had been raised. The tower complied, the flight acknowledged, and the landing gear was seen to extend. The tower then sent the following message: "1678M the wind is west at 20, Runway 6, the airport is yours, you're cleared to land, Runway 6." There was no acknowledgement. The aircraft continued straight ahead in the direction of takeoff for a distance of approximately four miles, slowly gaining an altitude of approximately 800 to 1,000 feet. The smoke continued to increase in volume and shortly before the four-mile point was reached black smoke and actual flame were seen coming from the underside of the right nacelle as the landing gear was lowered. Shortly after the landing gear was extended, a large, "ball of fire" was seen coming from underneath the right nacelle. 3 The aircraft then started a gradual left turn banked at an estimated 10 degrees. This turn and subsequent flight continued for an additional distance of approximately 4 1/2 miles with altitude continuously being lost, until the aircraft was approximately 3 miles Southwest of Runway 28 of the Newark airport. During this period of the flame from the right nacelle appeared to go out for a period of a few seconds, and then start again. It was indicated that the speed of the aircraft throughout the entire flight had been somewhat slow and that during the latter portion of the flight the speed became progressively slower, and the right propeller was turning slowly. The aircraft at this time was over the City of Elizabeth, New Jersey, and was nearly 60 degree from alignment with and approximately two and one-fourth miles distant from Runway 6 of the Newark Airport. At this point and at an estimated altitude of about 200 feet the aircraft's then low left wing dropped about vertically downward with the right wing coming vertically upward and the aircraft fell with relatively little forward speed. Just before striking the ground the aircraft's left wing tip struck the gabled roof of a vacant house near its ridge. The aircraft continued ahead and down, struck a brick building used by the City of Elizabeth as a storage for water supply department materials, damaged this building and plunged a few feet ahead to the bank of the Elizabeth River, where it came to rest. The wreckage was in a generally inverted position and partially submerged in shallow water. A severe gasoline fire developed instantly, spreading to and damaging the storage building. Nearby fire fighting apparatus arrived quickly and about 17 minutes later, the fire was extinguished. All aboard were killed and one person on the ground was seriously injured.