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The crew was engaged in a humanitarian mission to South Korea (flight code UNO102) on behalf of the United Nations Organization (UNO). Shortly after takeoff, while in initial climb, the airplane suffered an engine failure, stalled and crashed into houses located in the district of Sunahawa. All four crew members were rescued and there were no injuries on the ground.

The crew was performing a local training flight and departed Wright-Patterson AFB in the day. On approach, the twin engine aircraft went out of control and crashed in flames into several houses located in 1843 Tuttle Avenue, East Dayton. At least four houses were destroyed. Both pilots as well as two people on the ground were killed.
Crew:
Maj James Melancon, pilot,
Cpt Wilho R. Heikkinen, copilot.
Both civilians killed were Mildred VanZant and Walter Geisler.

VT-CFB took off from Safdarjung Airport at approximately 0832LT on a training flight. At 0839 it reported as being 20 miles north of Safdarjung Airport and at 5 000 ft. There was no further radiotelephony contact with the aircraft. At approximately 0915 hours it crashed 10 miles north of Safdarjung Airport and was destroyed by impact and fire. Both occupants were killed as were three inmates of a hut in the labour colony where the crash occurred.

The aircraft departed RAF Abingdon at 1042LT bound for RAF Akrotiri in Cyprus. It was carrying cargo, a relief crew, eight RAF police dog handlers and eight police dogs. There was low cloud at 500 feet (150 m), visibility was less than 1,000 feet (300 m), and an easterly wind of 10 knots (19 km/h). As the aircraft climbed, the engine number one developed a fuel leak. The flight crew responded by shutting down the engine and feathering its propeller. The flight crew declared an emergency and requested a blind approach to RAF Abingdon. The controller alerted emergency services on the ground. A short time later, cockpit instruments alerted the flight crew to a large loss of fuel from No. 2 fuel tank, the second of four such tanks in the port wing. In an effort to stop the leak, the crew de-activated the fuel cocks and boosters for the No. 2 tank, but left them on for the No. 1 tank. As the Beverley turned on to final approach for RAF Abingdon the crew attempted to increase power from the remaining three Bristol Centaurus engines but No. 2 engine – also on the port wing – failed to respond and the aircraft began to lose speed and height. Knowing he could not reach the airfield, the captain tried to land in a field. However, the aircraft became uncontrollable and struck a number of high tension cables and a group of elm trees that tore the port wing from the fuselage. On impact with the ground, the aircraft destroyed a caravan and a prefabricated house before somersaulting and crashing upside down. Eighteen occupants were killed, among them three crew members, and two people on the ground.

In unclear circumstances, the C-47 collided with a USAF North American F-100 Super Sabre over the city of Fukuoka. While the pilot of the fighter was able to land at Fukuoka-Itazuke Airport, the C-47 crashed onto two vacant houses. All three crew members were killed and there was no injuries on the ground.

On January 31, at 1015, N8210H took off tram runway 03 of the Santa Monica, California, Airport. The aircraft was a new DC-7B being flown for the first time for the purpose of functionally checking the aircraft and its components in flight following production. The flight crew were Douglas Aircraft employees consisting of Pilot William G. Carr; Copilot Archie R. Twitchell; Flight Engineer Waldo B. Adams; and Radio Operator Roy Nakazawa. The aircraft had been subject to many regular inspections during its manufacture and numerous inspections which were required after production preceding the first flight. Accordingly, it was presumed the DC-7B was in airworthy condition. Preparations for the flight by its crew were routine, Departure was on a local VFR flight plan filed with the operations office of the company. The plan showed six hours of fuel aboard end that the flight duration wee estimated as 2 hours 15 minutes. It also showed the gross takeoff night of N8210H was 88,000, pounds, well under the maximum allowable. The load was properly distributed with respect to center of gravity limitations. According to routine procedure the flight switched to the Douglas company radio frequency after takeoff and made periodic progress reports. At 1030 the crew reported over the Catalina intersection, 9,000 feet, routine, and thereafter, at 1106, over Ontario, 25,000 feet, routine. At 1050 that morning, the Northrop operated F-89J, 52-1870, took off from runway 25 of the Palmdale, California, Airport, accompanied by another F-89J, 53-25 6A. The flight of 52-1870 was one of a series of functional flight checks following the completion of IRAN (inspection and repair as necessary), an overhaul project performed under contract by Northrop Aircraft for the United States Air Force. The specific flight was in accordance with provisions of the contract and its purpose was to check the radar fire control systems of both of the all-weather interceptors. The two-member flight crew of 52-1870 consisted of Pilot Roland E. Owen and Radar Operator Curtiss A. Adams, both employees of Northrop. Preparations for the operation were routine and departure was in accordance with a local VFR flight plan filed with the flight department of the company. The plan indicated the estimated duration of the operation as one hour with sufficient fuel aboard for approximately 1 hour and 45 minutes, considering afterburner time, altitude, and power settings for the mission. The F-89's took off individually, using afterburners, with a separation interval, of 20 seconds. In a wide starboard orbit the pilots utilized radar in a “snake climb” to 25,000 feet. At that altitude, a predetermined scissoring flight pattern was utilized which positioned the F-89's, without ground radar control, for simulated all-weather interceptor attacks on each other, during which the operation of airborne radar equipment could be checked. Radio transmissions, on company frequency, were recorded by ground facilities. These were routine commands between the pilots as they executed the radar check pattern and intercepts. At 1118 activity in the Douglas radio roan was interrupted by an emergency transmission from N 8210H. The voices were recognized by radio personnel familiar with the crew members. Pilot Cart first transmitted, “Uncontrollable," Copilot Twitchell then said, “We‘re a midair collision - midair collision, 10 How (aircraft identification using phonetic How for H) we are going in-uncontrollable - uncontrollable - we are . . . we've had it boy - poor jet too - told you we should take chutes - say goodbye to everybody.” Radio Operator Nakazawa’s voice was recognized and he concluded the tragic message with, "We are spinning In the valley.” This final transmission from the flight is presented because it contained important information relative to the accident investigation. It not only establishes the midair collision but also indicates the DC-7 was rendered uncontrollable. It further indicates that Mr. Twitchell at least recognized the aircraft with which they collided as a jet. Further, the DC-7 spun during its descent to the ground. All four crew members on board the DC-7 were killed plus three people on the ground. Seventy others have been injured. Weather conditions in the area at the time of the accident were reported by the Weather Bureau as clear, visibility 50 miles. Winds aloft at 25,000 were approximately 30 knots from 320 degrees.

While approaching Berlin-Schönefeld Airport, the airplane was too low and struck the top of the Bohnsdorf church, crashed and burst into flames three km from the airfield. Three crew members were killed and three others were injured. For undetermined reason, the crew was approaching the airport at an insufficient altitude.

Peninsular Air Transport Common Carriage Flight 17K was scheduled to originate at Boeing Field and terminate at Newark, New Jersey, with intermediate refueling stops. The assigned crew consisted of Captain W. J. McDougall, First Officer F. C. Hall, and Steward J. O. Adams. The third pilot, Edward, McGrath, deadheading to Miami, Florida, occupied the jump seat with no crew duties. The flight, scheduled to depart at 2030, was delayed because of a heavy snowfall during the afternoon and early evening of November 17 which delayed passenger arrivals and necessitated removal of snow from the aircraft before departure. At 2332 the flight taxied to runway 13, holding off the runway waiting its turn behind other flights to take off, During this time the crew completed pre-takeoff cheeks and received an IFR (Instrument Flight Rules) clearance. This, in part, instructed them to turn right after takeoff and climb on the northwest course of the Seattle Range to 5,000 feet m. s. 1. (mean sea level). The takeoff was started at 2358 and appeared normal as the landing gear retracted and right turn was begun. When approximately 300-400 feet above the ground the first reduction of power, from takeoff to normal rated power, was made and about five of the 15 degrees of flaps extended, were retracted. At this time the No. 4 propeller surged and engine r. p. m. increased to about 2,800. Unable to reduce the r. p. m. of No. 4 by reducing its power an attempt was made to feather the propeller; this also was unsuccessful. As the aircraft then began to descend takeoff power was reapplied to Nos. 1, 2, and 3 engines and the power from No. 4 was further reduced. This action did not reduce the r. p. m. of No. 4 which surged again and increased to more than 3,000. The aircraft veered to the right and continued to descend. Realising that a crash-landing was imminent Captain McDougall reduced the airspeed until the aircraft was nearly stalled and applied full power to all four engines. The aircraft continued to settle. It then struck a telephone pole and several trees before crash-landing in a nose-high attitude. Fire and rescue equipment was dispatched to the scene from both the Seattle Fire Department and the Seattle-Tacoma Airport. The units arrived promptly and gave first aid to the survivors. Fire which followed the crash was quickly extinguished but not before extensive property was burned and the aircraft was nearly consumed. One crew member and 27 passengers were killed.

While completing a local training flight at Mitchel AFB, the aircraft went out of control and crashed in unknown circumstances in East Meadow, near the airbase. The aircraft was destroyed by impact forces and a post crash fire and all three crew members were killed.

Shortly after a night takeoff at Charleston Airport, while climbing, one of the engine caught fire and exploded. The airplane lost height and crashed in flames onto several houses located in a residential area, some 1,7 mile from the airfield. Six crew members were seriously injured while five others were killed. Four people in the houses were killed as well.