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Returning from the Korean War Front, the twin engine aircraft was completing a circuit over the city of Ashiya to reach the approach path when it went out of control and crashed onto a house with a beer hall located 1,7 km from the Ashiya Airbase. All five crew members and two people in the house were killed.

The flight was designated as No. 4-2 because it was being operated as the second section of a regularly scheduled cargo flight that left Fort Lauderdale, Florida, on April 4. Flight 4-2 departed Fort Lauderdale April 5, 1952, at 0055, with a crew consisting of Captain William B. Crockett, Jr., and Copilot Jack L. Woerderhoff. The destination was Teterboro, New Jersey, with intermediate stops at Charleston. South Carolina, and Raleigh-Durham, North Carolina. The gross weight of the aircraft upon departure was less than the maximum of 48,000 pounds permitted in cargo operations, and the load was placed so that the aircraft's center of gravity was within prescribed limits. This first segment of the flight was conducted according to visual flight rules. It was entirely routine with a landing at Charleston at 0328. Fuel was added but no cargo was loaded or discharged at Charleston. Takeoff from Charleston was at 0410, with a flight plan calling for instrument flight rules. Again the gross weight was less than the allowable and the center of gravity was within prescribed limits. This segment of the flight was also routine, with a landing at Raleigh-Durham at 0524. Again the cargo remained unchanged although 284 gallons of fuel were added. At Rale-gh-Durhan the pilots were briefed at the office of the U. S. Weather Bureau on current and forecast weather conditions over the route. It was indicated that no difficulty should be encountered en route to the New York area, but the ceilings and visibilities there and at Philadelphia, the alternate, would be 800 feet and live miles with heavy rain upon arrival. At 0554 the crew filed a flight plan according to instrument flight rules to cruise from Raleigh-Durham to new York International Airport (Idlewild) at 3,000 feet. The original destination, Teterboro, was changed because of worsening weather there, and the alternate was Philadelphia International Airport. The estimated time en route was two hours and ten minutes. The aircraft carried fuel for four hours' flight. The 0528 weather sequence reported Idlewild, the destination, as 2,100 feet ceiling and 4-mile visibility, and Philadelphia, the alternate, as also above minimums. Upon departure from Raleigh-Durham at 0608 the aircraft's gross weight was about 172 pounds less than its maximum allowable of 48,000 pounds, and its center of gravity was within prescribed limits. The flight proceeded uneventfully at its planned altitude of 3,000 feet. Routine position reports were made through Air Route Traffic Control and arrival over the Idlewild range station was estimated at 0810. At 0809 the flight was instructed by ARTC (Air Route Traffic Control) to climb to 3,500 feet and to contact Idlewild Approach Control when over Scotland Intersection (where the south-west leg of the Idlewild range intersects the southeast leg of the Newark range). The next instruction to the flight was from Idlewild Approach Control and directed it to hold at Scotland at 3,500 feet, and to expect approach clearance at 0828. The flight reported over Scotland at 3,500 feet at 0817. Immediately following the flight was given Idlewild weather as follows: "Weather 0804 time now 0817, measured 500 broken, 1800 overcast, visibility 1 1/2 miles in heavy rain, the altimeter 29.82." The approach controller first saw the flight on the airport surveillance radar (ASR) when it was approaching Scotland. He asked the flight if it could make a straight-in approach from its present position and the flight replied affirmatively. It was then cleared for a straight-in approach, instructed to descend immediately, and to report passing through 2,500 feet. The flight acknowledged and subsequently reported leaving 2,500 feet, and then leaving 2,000 feet. The controller then cleared the flight to continue descent, to advise upon reaching 1,500 feet, and then cleared it to "pass over Runway 4 and make left turn into Runway 13 left." The next contact with the flight was at 0825, when it reported "contact" over the outer marker, located at the Idlewild range station, 2.9 miles from the approach end of Runway No. 4. The local controller then took over control of the flight and advised it to "bear left and make a right turn into Runway 13L, that's the big runway on the north side of the airport, and call base leg coming up on the Federal Building. Go ahead and you'll probably De west of the Federal Building when you call." This was acknowledged by the flight, which presumably intended to comply because the message was not questioned. At 0827 the local controller saw the aircraft below the overcast and at an estimated altitude of 500 feet, between the tower and Runway 4. 2 He at once transmitted, "Just saw you pass over the airport. You should be passing those hangars now. If you start your left turn and watch the hangers on your left wing, you'll be able to make a left turn into Runway One Three. Go ahead, sir." The landing gear appeared to be fully extended, but the flap position was not noticed. A few seconds later the aircraft disappeared from view on a northerly heading and still at an estimated altitude of 500 feet. The local controller at once asked the flight if it had started the left turn, and the flight replied that it was pilling up to execute a missed approach. The tower gave immediate instruction to turn right and proceed to Long Beach intersection (the SE leg of the Idlewild Range and the SW leg of the Hempstead Range, about 10 miles SE of Idlewild) at 1,500 feet altitude. This transmission was acknowledged. This was the last communication from the flight. A very short time later the aircraft crashed at the intersection of 169th Street and 89th Avenue, Jamaica, New York, about 4.4 miles north of the Idlewild control tower.

Shortly after takeoff from runway 22, while in initial climb, the aircraft went out of control and crashed in a huge explosion in a popular area located about 500 meters from the airfield. The airplane disintegrated on impact and several houses were destroyed. Twelve people were killed (all three crew members and nine people on the ground) while nine others were injured, some of them seriously.

The aircraft involved arrived at New York International Airport, 2 New York, at 2233, February 10, 1952, as Flight 402 from Miami, Florida This flight was routine, with stops at West Palm Beach, Florida, and Washington, D C. A turn-around inspection at Idlewild performed, and 1911 gallons of 100/130 grade fuel added, bringing the total fuel aboard to 2,700 gallons Also, sufficient oil was added to bring the quantity of each tank to 30 gallons. At 2322 the aircraft departed Idlewild on a ferry flight to Newark with a new crew consisting of Captain W. G. Foster, First Officer C E. St. Clair, flight Engineer I. R. Shea, and Stewardess Nancy J. Taylor. The aircraft arrived at Newark Airport at 2335, from which point it was scheduled to depart at 2359 as Flight 101, non-stop to Miami, Florida. A second inspection was accomplished at Newark and the aircraft was loaded with 2,953 pounds of mail, baggage, air express, air freight, and 59 passengers, including one infant The computed take-off gross weight was 83,437 pounds, or 6,463 pounds less than the allowable gross of 89,900 pounds This weight was so distributed that the center of gravity was within the approved limits. No fuel was added at Newark. The flight was given an instrument clearance from Newark to Miami, with West Palm Beach as alternate. To this clearance was attached the pertinent weather reports which indicated, among other things, that at Newark the ceiling was 20,000 feet, thin overcast, with the entire en route weather generally clear with ceilings of 30,000 feet at Palm Beach and Miami. At 0013, February 11, Newark Control Tower gave the flight taxi clearance to Runway 24, stating the wind was south, variable at six m p.h., and altimeter 29 92. At approximately 0017 the flight advised the tower that it was ready for takeoff Take-off clearance was issued, and the controller observed the aircraft taxi into take-off position and proceed down the runway in a normal manner, becoming airborne at 0018 after a roll of approximately 3,200 feet. The climb-out appeared normal until the aircraft passed the vicinity of the Newark Range Station. Here it was observed by Control Tower personnel to lose altitude suddenly and veer slightly to the right. This sudden loss of altitude and the movement to the right are supported by statements of surviving passengers and ground witnesses. The controller then called the flight and asked if everything was all right, to which he received the following reply, "I lost an engine and am returning to the field." The time was established as 0019. The flight was immediately cleared to land on Runway 6, which clearance was at once amended to land on any runway desired No further radio contacts were made with flight. During the last radio transmission the controller observed the aircraft continue to veer to the right at a low altitude and then disappear from sight. At 0020 cower personnel observed a fire in the vicinity of Elizabeth New Jersey. It was later established that Flight 101 had crashed in Elizabeth near the intersection of Scotland Road and Westminster Avenue. The aircraft was totally destroyed by impact forces and three crew members, 26 passengers and four people on the ground were killed.

Shortly after takeoff from Yokota AFB, while climbing in snow falls, the heavy bomber went out of control and crashed in a huge explosion on several houses located about 5 km northwest of the airfield. All 13 crew members and five people on the ground were killed.
Crew:
Col John Grable, pilot,
2nd Lt Richard Johnson, pilot,
Cpt Robert Belcher, navigator,
T/Sgt Robert Crutchfield, flight engineer,
1st Lt Allen Frisbee Baker, bombardier,
Sgt Edward Caron, gunner,
Cpl Edward Ebehart, gunner,
Sgt Neal Heffernan, gunner,
1st Lt Robert Henry,
Cpl Owen J. Imsdahl,
Cpl Walter Setser,
Maj Daniel D. Smith Jr.,
M/Sgt Howard Thompson.

On final approach to Frankfurt-Main Airport, the aircraft went out of control and crashed in few houses located in Raunheim, about 6 km west of the airport. While all five crew members were injured, three people on the ground were killed.

The approach to Newark was completed in marginal weather conditions with a ceiling at 400 feet and a 3/4 mile visibility. For unknown reason, the aircraft deviated from the approach path to the left and, in a relative flat attitude, hit an obstacle and eventually crashed in flames on several houses located in the city of Elizabeth, about three miles from runway 06 threshold. All 23 occupants on board the aircraft and seven people in the ground were killed while nine others were injured. Few houses were destroyed.

Owned by the Ministry of Civil Aviation, the twin engine aircraft was involved in a calibration flight on behalf of the Civil Aviation Authority and was carrying two inspectors from the CAA and two crew members. They were performing a calibration of the ILS system at Gatwick Airport when the airplane crashed in unknown circumstances in the city of Petersfield, about 33 miles southwest of Gatwick. All four occupants were killed.

Following an uneventful training mission, the crew was returning to his base in Barksdale and completed the approach by night. On final, the heavy bomber hit the roof of a house and crashed onto it about 1,2 mile short of runway 15. Four crew members were killed while nine others were injured. The couple who was sleeping in the house at the time of the accident was evacuated safely.

The crew was performing a liaison flight when an engine failed en route. The captain decided to divert to Lowry AFB in Denver for a safe landing. Unfortunately, on final approach, the heavy bomber stalled and smashed in flames in a residential area located few hundred yards short of runway threshold. The aircraft disintegrated on impact and was destroyed by a post crash fire. Five houses were damaged and four others were destroyed. On ground, six people were injured as well as six crew members. Eight others were killed in the crash.
Crew:
Cpt James W. Shanks, pilot,
1st Lt Robert H. Snure, copilot,
T/Sgt Robert F. Jarvis, gunnery instructor, †
T/Sgt Herbert Oeser, gunnery instructor, †
Cpl Richard P. Yukob, gunnery instructor, †
Pfc James E. Snyder, gunnery instructor, †
Pfc Ronald W. Wiersma, gunnery, †
Pfc William J. Ablondi, gunnery, †
Pfc Baxter Srber, gunnery, †
Pfc John R. Servic, gunnery. †
S/Sgt William A. Zippel,
Cpl Ray E. Widner,
Pfc Teddy D. Allen,
Pfc Joe D. Wiggins.