California

The flight departed San Francisco at 1042, operating as "United Trainer 7030." Flight Manager Frederick S. Angstadt was captain and was being given his semi-annual instrument check by Assistant Flight Manager Hugh C. Worthington, who served as copilot. Flight Engineer Charles K. Brogden was the third crew member. In addition to the foregoing instrument check, consideration had been given to investigating the feasibility of using the Oakland, California, Municipal Airport for certain phases of crew training in this type aircraft for a new class of pilots and flight engineers which was to convene that afternoon. Captains Angstadt and Worthington were to supervise this training. United Air Lines' officials stated that Captains Angstadt and Worthington intended to make this determination during the flight. Captain Angstadt was given the 0928 sequence weather reports for the local area prior to completing a clearance form at the UAL dispatcher's office. Pertinent weather was as follows: stratus clouds in the Bay area with tops at approximately 1,600 feet; San Francisco and Oakland - 800 foot ceiling, overcast, visibility three miles, haze and smoke; ceiling and visibility at Fresno and Sacramento unlimited. The forecast for the Bay area indicated scattered clouds by 1100 PST. Clearance was issued for local flight under Visual Flight Rules (VFR), confined to a 100-mile radius from San Francisco and under 10,000 feet. The load was properly distributed with respect to permissible center of gravity limits. Gross weight of the aircraft at takeoff was 114,886 pounds with 4,700 gallons of fuel, well under the maximum permissible gross takeoff weight. After reporting on top of the broken scattered clouds to the San Francisco tower at 1046, the flight proceeded to Oakland. The Oakland tower approved a simulated Instrument Landing System approach; this and a missed approach procedure were performed. The flight again reported on top at 1136. Another simulated ILS approach was requested of the Oakland tower but the flight was advised that there would be a delay due to other traffic. In view of this, the pilot decided to return to San Francisco. The flight changed frequency from the Oakland tower to San Francisco Approach Control at 1137. At 1139, the flight was cleared for an ILS approach to the San Francisco Airport, but did not acknowledge the clearance on the 119.1 megacycle Approach Control frequency. Following two attempts to contact the flight, the controller heard the aircraft make an unreadable call on 121.9 megacycles, and instructed the flight to listen on 119.1. This transmission was followed by further instruction for the flight to hold VFR, and stand by. The frequency change was apparently accomplished by the flight and the pilot again requested permission to make a simulated ILS approach. The request was granted, with instructions to report upon leaving the ILS outer marker inbound. This message and one other were not acknowledged by the flight. No emergency call was received from the aircraft. The crash was reported to the U. S. Coast Guard Air Station at 1046 by the manager of a nearby airport.

Air Route Traffic Control (ARTC) cleared Flight 615 on an instrument flight plan from Chicago to Oakland, and from Oakland to San Francisco in accordance with Visual Flight Rules (VFB). Altitude was to be 18,000 feet man sea level (MSL) via Red Airway 4, Creen Airway 3, and Red Airway 6 from Chicago to Denver, direct to Milford, Utah, and thence direct to Oakland. Flight between Oakland and San Francisco was to have been via Green Airway 3 at 500 feet. Routine radio contacts were made en route. At 0354, August 24, while approaching the Oakland area, Flight 615 was cleared to the Newark, California fan marker, with instructions to descend to 6,000 feet, maintain that altitude, and contact Oakland Approach Control over Altamont, California. At 0411, the flight reported over Stockton, California, at 9,500 feet, descending. At this time the flight was given, and acknowledged, the Oakland altimeter setting of 29 88 inches. Flight 615 reported over the Altamont Intersection at 0416, and made initial contact with Oakland Approach Control one-half minute later. Clearance of the flight into Oakland was now vested in Approach Control, and no further radio contacts were made with company communications. The flight was cleared by Approach Control to the Oakland radio range station to maintain at least 500 feet above the tops of the clouds. The pilot followed this contact with a request for clearance direct to Newark and a straight-in range approach. The Newark fan marker and compass locator lie on the southeast leg of the Oakland radio range This request was granted, with instructions to maintain an altitude of 500 feet on top of the cloud layer between Altamont and Newark. At 0422, the flight reported approaching the Hayward, California, compass locator, which is between Newark and Altamont, and requested a second modification to clearance instructions by asking for a straight-in ILS (Instrument Landing System) approach 2. Approach Control advised it to stand by due to another aircraft in the area. Flight 615 shortly thereafter advised Approach Control that it was approaching Newark and to disregard the request for an ILS approach. At 0425 Flight 615 was cleared for a straight-in approach on the southeast course of the Oakland radio range from Newark. At 0427 the flight reported leaving Newark inbound to Oakland. This was the last radio contact. A minute later, the four engine aircraft struck the Tolman peak (985 feet high) located about 14,6 miles southeast of Oakland Airport. The aircraft was destroyed by impact forces and all 50 occupants were killed.

While cruising by night at an insufficient height, the airplane hit the slope of a hill located in the region of Fairfiled, Solano County. The aircraft was destroyed and all three crew members were injured, one of them seriously.

The crew encountered low visibility due to the night and marginal weather conditions when he started the descent to Santa Barbara Airport. At an altitude of 2,740 feet, the aircraft hit the slope of Mt Santa Ynez located near the Refugio Pass. The aircraft disintegrated on impact and all 22 occupants were killed.

While performing a routine training flight from March AFB, the crew encountered an unexpected situation and all 14 occupants were forced to abandon the aircraft that dove into the ground and crashed in a desert area located 20 miles northeast of Desert Center. There were no injuries but the aircraft was destroyed.

While performing a training flight, the aircraft suffered an engine failure and fire. All crew members bailed out and were rescued while the aircraft dove into the ground and crashed in a field located 2,5 miles east of Zamora.

En route to San Francisco, the crew encountered severe icing conditions and received the permission to return to Burbank. Shortly later, the pilot realized this was not possible and reduced his altitude in an attempt to make an emergency landing. The aircraft belly landed in a field located along a highway in Newhall. The aircraft slid on the ground and hit an electric pole before coming to rest. All three crew members were unhurt while the aircraft was damaged beyond repair.

The four engine aircraft left Edwards AFB that day with a crew of six and two engineers of Ryan Aeronautical. After a flight of four hours and a half during which several equipment were tested, the crew started his way back to Edwards AFB. While cruising at an altitude of 4,000 feet in clouds, the airplane crashed in the Shadow mountains located about 25 miles southeast of Edwards AFB. The aircraft was destroyed and all eight occupants were killed.
Crew:
Cpt William Alexander Bailey Jr., pilot,
Maj Gordon L. Payne Jr., copilot,
M/Sgt Robert E. Methusa,
M/Sgt Lilburn N. Cate,
T/Sgt James H. Willingham,
T/Sgt Carl A. Milhoan.
Passengers:
Charles A. White,
Wallace J. Christian.

The twin engine aircraft departed Tucson, Arizona, with a stop in El Centro, California, on a routine training flight bound for MCAS El Toro in Orange County, CA with four men on board. The weather in Southern California included heavy overcast with rain and strong winds in the vicinity of the El Toro base. The pilot was initially cleared to make an instrument approach, but was then directed into a holding pattern because of a technical problem with the GCA landing system. After a few minutes the El Toro controller cleared 29649 to land, as the GCA problem had been fixed, but the pilot of the SNB-5 did not respond. It was then recognized that the aircraft had crashed and search & rescue protocols were initiated. Three days later, the wreckage was spotted by a Civil Air Patrol pilot on the west flank of the Santa Ana Mountains at 4,000 feet MSL, the altitude the pilot had been directed to hold by the controller prior to being cleared to land. Weather and technical problems contributed to this tragic accident. The crew, flying in the clouds did not see the mountain and died instantaneously upon impact.
Crew:
M/Sgt William H. Follmer, pilot,
1st Lt Willard M. Grubbs, pilot,
T/Sgt Keith M. Ferguson, copilot,
Sgt Milton E. Johanson.
Source & photo:
http://www.aircraftwrecks.com/monuments/snb-5.htm

En route from Ogden-Hill AFB to McClellan AFB in Sacramento, the aircraft crashed in unknown circumstances in an isolated area located in the east part of California. As the aircraft failed to arrive at destination, SAR operations were conducted but eventually suspended few days later as no trace of the aircraft nor the crew was found. In May 1951, a rescue team taking part to the search of two fishermen discovered the wreckage of the airplane into the Lake Independence, about ten miles northwest of Truckee.