California

British Commonwealth Pacific Airlines' Flight 304/44 of October 28. 1953, was scheduled between Sydney, Australia., and San Francisco., California., with intermediate stops at Nadi., Fiji Island, Canton Island., and Honolulu, T. H. The flight to Honolulu was without incident. A routine crew change was effected at Honolulu and the new crew consisted of Captain B. N. Dickson. First Officer F. A. Campbell. Navigator G. R. Murtagh. Radio Officer V. A. Walker, Flight Engineer C. N. Cattanach., Purser W. Knight and Hostesses J. F. Elder and A. K. Lewis. Following a briefing on expected en route and terminal weather by U. S. Weather Bureau personnel: the crew filed an IFR (Instrument Flight Rules) flight plan with ARTC (Air Route Traffic Control) which indicated a rhumb line course was to be flown to San Francisco with Sacramento, California,, the alternate airport. The estimated flying time of the flight was nine hours and 25 minutes and there was 12 hours and 53 minutes of fuel on board. Flight 304/44 departed Honolulu at 2259, October 28, 1953, with 10 adult passengers and one child. According to company records., the gross takeoff weight of the aircraft was 90,166 pounds which was below the allowable gross takeoff weight of 95,200 pounds and the load was properly distributed with respect to the center of gravity of the aircraft. Following departure from Honolulu, the flight called the tower and requested to leave tower frequency. This request was granted. At 2302, the flight again called the tower and reported that it was over Diamond Head requesting permission to return to the airport. At this time the pilot stated, "We're having a little trouble with one of the props." The IFR flight plan was then cancelled. Three minutes later when over the airport the flight reported: "The relay is working okay now; desire to continue flight." Upon receipt of this message., ARTC revalidated the original clearance and the flight proceeded on course. As the flight proceeded toward San Francisco hourly routine position reports were made to OFACS (Overseas Foreign Aeronautical Communication Station). At 0555, the following message was sent by the flight: "VHBPE Position 32.39N 134,40W. Time 13502 (0550). Altitude 11,500. Track 064 degrees. Ground speed 225 knots. Estimating over SFO at 1640Z (0840). Estimating arrival at Blocks 1650Z (0850)." Communications to and from the flight were then changed from CW (code) to voice. In answer to a request from the flight, San Francisco ARTC,, at 0807, cleared it to descend in accordance with Visual Flight Rules and to maintain at least 500 feet on top of clouds. The flight reported that it was starting descent at 0815 and at that time was given the San Francisco 0800 weather: "Measured ceiling 1.200 feet. broken. visibility nine statute miles. temperature 54. dew point 50, wind west 12 knots and altimeter 30.13." As the aircraft approached the coast, it was identified by Western Air Defense Force Radar and released from corridor assignment at 0821. ARTC shortly there after cleared VHBPE as follows: "ATC clears VHBPE to the San Francisco ILS Outer Marker via the Half Moon Bay Fan Marker direct to the San Francisco Outer Marker. Maintain at least 500 feet above all clouds. Contact San Francisco Approach Control after passing Half Moon Bay Fan Marker. Cloud tops reported in the Bay area l.,700 feet." This message was acknowledged and repeated back. The last communication from the flight heard by OFACS was at 0823 when the aircraft reported approximately 60 miles west of the coast. At 0839., the flight called San Francisco Approach Control on 3105 kc., identified itself as "Air Pacific Echo" and advised that it was over Half Moon Bay. 500 on top and was listening on 278 kc. Approach Control acknowledged and gave the following clearance: "Cleared for an ILS approach to the airport, Runway 28, wind west 15; cross the outer marker initial (ly) at least 500 on top, report when inbound; ceiling 1.200, visibility nine. altimeter 30.14." Approximately three minutes later, the flight made a report which was acknowledged by the controller as "Air Pacific Easy., Roger, southeast, turning inbound"; the controller then added. "Cheek passing the ILS outer marker inbound." At 0845, a call to the flight was unanswered as were all subsequent calls. Shortly thereafter, appropriate search and rescue agencies were alerted that the flight was overdue. The wreckage was sighted at 1010, approximately seven and one-half miles southeast of the town of Half Moon Bay. All 19 occupants have been killed.

Crashed in unknown circumstances in a mountainous area located east of San Diego. Both pilots were killed in the accident.

The crew was engaged in a local test flight on behalf of the Convair Company. After departure from North Island-Halsey Field NAS, while in cruising altitude, the crew encountered control difficulties. All 11 crew members decided to bail out and abandoned the aircraft that dove into the seas and crashed off Point Loma. All 11 occupants were rescued while the airplane was destroyed.

The airplane was cleared by the tower at 1723 for takeoff on Runway 25R, for a local VFR flight. On takeoff run at 1725, just when becoming airborne, and near the intersection of Runway 25R with Runway 22-4, it appeared that control of the aircraft had been lost. The right wing dropped and shortly struck the ground. The aircraft was then 15-20 feet high and the right wing remained down and the tail rose. It then veered to the right of the runway cartwheeled over its nose, and came to rest upside down. Fire broke out a few seconds later in the forward portion of the fuselage. Captain Johnson received minor injuries, Copilot Williams was seriously burned, and Company Chief Inspector Stromisky, sitting in the jump seat, was killed. Tower personnel had alerted emergency equipment when the aircraft first appeared to be in trouble, and fire apparatus arrived at the scene within a few minutes and extinguished the fire. The gross weight of the aircraft at the time of takeoff was 21,203 pounds, well below the prescribed maximum of 25,346 pounds, which was distributed within the approved C. G. limits. Weather at the time and place was good, with unlimited ceiling and visibility and a southwest wind at 10 mph.

The crew was taking part to SAR operations for a missing Beechcraft Bonanza registered N8449A. En route, an engine failed. All five crew members decided to bail out and abandoned the aircraft that crashed in the Kings Park National Park. All five occupants were recovered uninjured while the aircraft was destroyed.

The four engine aircraft left San Francisco Airport at 2305LT on a VFR flight to Oakland, distant of 10 miles. At this time, weather conditions were considered as good. On approach to Oakland runway 27R, the pilot-in-command descended below the minimum safe altitude of 500 feet when the aircraft hit the water, exploded and sank into the Bay of Oakland. A stewardess and a passenger were rescued while eight other occupants were killed.

The four engine aircraft left Travis AFB at 2220LT on March 26 on a cargo flight to Honolulu, carrying one passenger and a crew of three. At 0155LT on March 27, while cruising at an altitude of 8,000 feet, the engine number four suffered a loss of hydraulic pressure and was shut down and its propeller was feathered. In such conditions, the captain decided to divert to San Francisco for a precautionary landing when, about an hour later, the manifold pressure of the engine number three dropped. This engine was also shut down and its propeller was feathered as well. Unable to maintain a safe altitude, the crew decided to ditch the aircraft into the Pacific Ocean few miles off San Francisco. All four occupants were rescued while the aircraft sank five hours later.

Transocean Air Lines’ Flight 942 of March 20, 1953, departed Roswell, New Mexico, at 1211 for Oakland, California. On board were 30 military passengers and a crew consisting of Captain H. E. Hum, First Officer F. W. Patchett, Chief Pilot H. W. Rodgers and Stewardesses V. Sandridge and L. Chapman. The flight was for the purpose of transporting military personnel in accordance with the company’s contract with the United States Department of Defense. Prior to departure a DVFR (Defense Visual Flight Rules) flight plan was filed with ARTC (Air Route Traffic Control), indicating a flight to be flown at an altitude of at least 500 feet on top of clouds via Red Airway 88 to Albuquerque, New Mexico; Green Airway 4 to Palmdale, California; Blue Airway 14 and Amber Airway 1 to Bakersfield, California; Amber Airway 1 to Fresno, California; and Blue Airway 10 to Oakland, California. There was sufficient fuel on board for 10 hours and the flying time to Oakland was estimated to be six hours and 35 minutes. According to the company’s records the gross weight of the aircraft at the time of takeoff was 63,817 pounds, which was within the allowable gross weight of 73,000 pounds; the load was properly distributed. After departing Roswell the flight progressed in a routine manner and at 1451, when in the vicinity of Winslow, Arizona, the DVFR flight plan was changed to IFR (Instrument Flight Rules), still at least 500 feet on top of clouds. At 1732 the flight reported that it was over Fresno, California, at 1730, that it was cruising at 8,000 feet (at least 500 feet on top of clouds), estimating Los Banos, California, at 1740 and requested further clearance, At 1744 Flight 942 called the Fresno radio communications station and asked that the requested clearance be expedited, stating that it was now at 7,000 feet, at least 500 feet on top. At 1747, the following clearance was issued the flight: “ARTC clears Transocean 942 to the Newark radio beacon, maintain 8,000, contact Oakland Approach Control after passing Evergreen, no delay expected, report reaching 8,000.” Approaching Evergreen at 1809, the flight was advised to maintain 8,000 feet to Newark. One minute later, at 1810, Flight 942 reported over Evergreen at 8,000 and requested a lower altitude. This request was denied because of traffic at the 7,000-foot level. At 1819 the flight reported over the Newark, California, compass locator and fan marker (radio beacon) at 8,000 feet where it held for 11 minutes. At 1827, Oakland Approach Control cleared Flight 942 for a straight-in range approach, to descend in the holding pattern to cross the Newark compass locator at 3,500 feet and to report leaving each 1,000-foot level. Three minutes later, at 1830, the flight reported leaving 8,000 feet, and subsequently reported leaving each 1,000-foot level. At 1836, it reported being at 3,500 feet leaving the Newark compass locator inbound. This was the last known radio contact with the flight. At approximately 1838 the aircraft crashed in a barley field. Impact and fire destroyed the aircraft. There were no survivors. The Oakland weather reported at the time was: Measured ceiling 1300 feet broken, 1800 feet overcast, light rain, fog, visibility two and one-half miles, wind south-southwest 17 miles per hour, altimeter setting 30.09.

The crew was engaged in a local test flight. On final approach, during the last segment, the crew inadvertently raised the gears. The four engine aircraft belly landed and slid for dozen yards before coming to rest in flames. While all five crew members were unhurt, the aircraft was lost.

The crew was performing a navigational training sortie with three other similar aircraft. Three hours and a half after its departure from Castle AFB, the heavy bomber went out of control, dove into the ground and crashed in a grain field located eight miles west of Gridley. The airplane disintegrated on impact and all 12 occupants were killed.
Crew:
Lt Col Gerald W. Fallon,
Maj William P. McMillan,
Cpt William S. Raker,
Cpt Edward Y. Williams,
1st Lt George D. Griffitts,
T/Sgt Curtis F. Duffy,
T/Sgt Bobby G. Theuret,
M/Sgt Joe L. Bradshaw,
M/Sgt William H. Clarke,
M/Sgt Wallace N. Schwart,
AJ William B. Crutchfield,
A1c Charles W. Hesse.