Pan American World Airways - PAA

Flight 121 departed from Karachi at 1537 June 18, 1947, for a return trip to the United States. The climb to the cruising altitude of 18,500 feet was routine, and the flight was proceeding “direct” to Istanbul, the first intended point of landing, estimating its arrival there to be 0208 the next day. Five hours after take-off trouble developed in the No. 1 engine, and the No. 1 propeller was feathered. The captain, J H. Hart, decided to continue to Istanbul with the use of three engines, however, it soon became evident that at an altitude of 18,500 feet the airspeed obtainable was not sufficient to provide adequate cooling for the engines. even though climb power was applied. Power was accordingly reduced and altitude was gradually lost. At 17,500 feet the engines still overheated and the descent was continued to 10,000 feet. At 2140, approximately one hour after the failure of engine No 1, the flight advised its company radio in Karachi of the engine trouble, following which it reported its 2200 position. This report placed the aircraft at 14,000 feet, 50 miles east of Baghdad, Iraq, and 90 miles east of the Royal Air Force Field at Habbaniya, Iraq Shortly after this report Habbaniya Tower was advised by the flight that its approximate position was over Baghdad. at an altitude of 10,000 feet, and the flight requested Habbaniya Tower to inform the civilian airfields in their area that the aircraft was proceeding with the use of only three engines to Istanbul Habbaniya Tower replied, stating that no airfields would be open until dawn, and suggested that an emergency landing be made at Habbaniya Flight 121, however, affirmed Its intention to continue, and added that if it were impossible to reach Istanbul, a landing would be made at Damascus, Syria Habbaniya Tower answered, at 2225, that all airfields in the Damascus area were closed until 0400 and again suggested that the flight land at Habbaniya. The flight again stated that It would continue to Istanbul, but that it would turn back to Habbaniya if it experienced any more trouble. Contemporaneous with this communication to Habbaniya Tower the flight sent a message, received in Karachi, and relayed to Damascus, requesting that Damascus Radio be alerted to stand by, and that the airport be opened. At 2308, June 18, Damascus Radio was on the air, and the field was opened as had been re quested. At approximately 2300 the flight reported its position to be 75 miles north west of Habbaniya at 10,000 feet Fifteen to thirty minutes later the purser seated in the passenger cabin noticed that the "fasten seat belt-no smoking” sign had come on, and he Immediately started to awaken the passengers so that they might fasten themselves in their seats. Suddenly. the entire cabin became illuminated from a fire which had started in Zone 1 of the No 2 engine nacelle. A report of this fire was received at 2330. by the Habbaniya direction finding station. at which time the flight was reporting a position of 34 38 degrees north and 41 05 degrees east, a point 170 statute miles northwest of Habbaniya, and 290 miles northeast of Damascus Immediately after the fire started in engine No. 2 a rapid descent was made for the purpose of crash landing the aircraft, and six to seven minutes later on the landing approach the No. 2 engine fell from the aircraft The wing in the area of the No 2 engine, however, continued to burn intensely. Less than a minute after the No 2 engine fell from the aircraft a wheels-up landing was made on relatively smooth, hard-packed desert sand. The left wing tip made the first contact with the ground, then the No 1 propeller and then the left wing at the No 2 engine position. The impact tore the left wing from the fuselage near its root, and caused the aircraft to ground loop violently to the left. During the course of the ground loop the aircraft turned around its longitudinal axis 180 degrees, skidded backwards for a distance of 210 feet, then came to rest in flames 400 feet from the first point of impact, and headed opposite to its course of landing.

Following an uneventful flight from New York-La Guardia, the crew completed the approach and landed properly. After touchdown, the captain requested the copilot for flaps up when the aircraft sank on its belly, skidded for several yards and came to rest, broken in two. All 36 occupants were evacuated safely while the aircraft was written off.

Enroute, two engines lost power and the captain decided to make an emergency landing about 625 miles northeast of Honolulu. All 23 occupants were quickly rescued by the crew of a US Navy ship while the aircraft christened 'Honolulu Clipper' was deliberately sunk by gunfire.

Flight 216 continued at 6,000 feet until radio bearings indicated its position to be opposite the Fort de France radio beacon at which point it turned to the west, away from the island, preparatory to making a let-down. About 10 miles west of Martinique the plane entered an area clear of clouds and descent was started in wide spiral over the open sea. The co-pilot then established radio communications with the company's base station and at 0955 was advised that landing conditions at Fort do France were: wind ESE 20 knots, visibility 2 miles, ceiling 2,000 feet, barometer 1012.2, sea moderate with ground swells. Landing minimums for Pan American at Fort-de-France, approved by the Civil Aeronautics Administration, are: ceiling 1,000 feet, visibility 2 miles. During the let-down to Fort do France the pilot observed that the clouds extended upwards from 800 feet and that very heavy rain underneath the overcast made it impossible to determine accurately the condition of the water surface. Captain Shaw stated that during the let-down the left engine cut out momentarily and then resumed normal operation with indication of the proper manifold pressure. Instead of encountering the weather conditions reported at 0955, the pilot found that low ceiling and heavy rain squalls prevailed with visibility reduced to about 1/2 mile. Proceeding to Fort-de-France under the overcast, Captain Shaw circled the company station at an altitude of 500 feet and rioted that the wind-sock indicated a southwest surface wind instead of the previously reported east-southeast wind. Remarking to the co-pilot that he was afraid they would "lose" the left engine and, being apprehensive of single-engine performance of the Sikorsky S-43, the pilot elected to risk a landing under his emergency authority. At this moment the company radio advised that the weather was closing in rapidly and a landing should be made as soon as possible. Heading into the southwest wind an approach with full flaps was made toward a portion of Fort-de-France harbor seldom used for landing. Captain Shaw stated that during the latter part of his approach intense rain precluded forward vision through the windshield and only by opening a side window in the cockpit was he able to see the surface of the water just before the plane landed on the crest of a 4 to 6-foot swell. On contact with the water and alarmed by the size of the surface swells, the pilot attempted to take off, using full throttles, but he stated that the left engine failed to respond. The bow submerged and the plane yawed to the right, shearing off the left wing float and permitting that wing to submerge. As the left wing went down the aircraft rolled over on its back, rapidly filling with water. Quick action on the part of the crew resulted in the saving of all but four of the ten passengers, several of whom had to be taken from the plane through the submerged hatch. Survivors were picked up by the company service launch and a private fishing boat. The crash occurred at about 1011 and the plane sank within 10 minutes.

Crashed on takeoff at Port of Spain-Piarco Airport for unknown reason. The aircraft was damaged beyond repair while all 12 occupants were uninjured.

On final approach to Port of Spain, the seaplane hit the water surface some 1,5 mile short of the touchdown zone, overturned and sank. 23 occupants were killed while seven others were injured.

At about 1318LT, the pilot taxied to the take-off position. The weather was clear and the ceiling unlimited with a wind estimated to be 20 knots from approximately 100 degree. The water was choppy with no ground swells. With a gradual opening of the throttles to 33 1/2 inches of manifold pressure, the plane appeared to go on the step normally and was making approximately 75 knots. The captain then requested an increase in manifold pressure from 33 1/2 inches to 35 inches and upon attaining a speed estimated as between 78 and 80 knots, the plane left the surface of the water. Captain Williams stated that as the plane rose into the air to a height of 10 or 12 feet, he relaxed back pressure slightly, in order to gain speed, whereupon the plane seemed to want to go back on the water so he pulled back on the yoke. When it became obvious to him that the plane was going to go back on the water anyway, he dropped the nose quickly to "flatten out." After striking, bow first, the plane left the water in a slightly nose-high attitude, rose higher than previously, then returned to the water at a much steeper angle. The third time, the plane rose out of control to a height of approximately 25 feet, and in a steeper angle of climb than previously. It then nosed down at a sharp angle and struck the water violently. The nose of the plane struck the water with such force as to cause the hull to fracture and completely separate at a point just aft of the pilot's compartment. The after portion of the plane, which included passenger compartments A, B, C, and D, pitched forward and came to rest in a nearly inverted position with the forward portion fully submerged. Seventeen passengers were killed while all 14 other occupants were rescued.

Shortly after take off from Nome Airport in poor weather conditions (snow falls), the single engine aircraft hit trees and crashed on a mountain slope. All six occupants were killed, among them a crew of three.
Crew:
Robert Leslie Bullis,
Fred Moller,
Mr. Theodore.

The crew was engaged in a test flight when the seaplane crashed in unknown circumstances off Miami. A crewmen was killed.

The seaplane christened 'Bermuda Clipper' was fully loaded with passengers and crew, ready for departure from Manaus. A fire developed in the carburetor of the No. 1 engine. The pilot directed the flight mechanic to pull the fire extinguisher handle. The mechanic pulled the fuel dump handle by mistake. Flaming gas fell from the carburetor onto the gas on the water, igniting it, and causing the loss of the plane.
Source:
http://aviation-safety.net/database/record.php?id=19430727-0