Connecticut

On approach to New Haven-Tweed Airport, the engine failed. The pilot lost control of the aircraft that crashed on the ground. All four occupants were killed.

This was scheduled passenger flight 535 of March 1 from Boston, Massachusetts, to New York, New York, with stops planned at New Haven and Bridgeport, Connecticut. The crew, consisting of Captain Edward W. Johnson, First Officer Norman A. Paquette, and Stewardess Marian Sullivan, reported to company operations at Boston well ahead of scheduled departure time. Departure from Boston at 0927 was on time and was in accordance with an TFR clearance to cruise at 6,000 feet via airways to New Haven. The flight was routine and on schedule to New Haven. The aircraft was not refueled during the five-minute stop at New Haven, during which time both engines were stopped. The flight departed the terminal with five passengers and 1460 gallons of fuel. Gross weight of the aircraft was well under the maximum allowable and its center of gravity was located within prescribed limits. The wind was calm and runway 14 (4,116 feet), one of two macadam runways, was selected for takeoff. There is no air traffic control tower at New Haven. After completion of the takeoff checklist, the aircraft moved onto the runway and takeoff was initiated from a tan start without delay. This segment of the flight was being flown by First Officer Paquette who occupied the right seat. Captain Johnson, on the left, maintained directional control during the initial acceleration of the aircraft. Before the aircraft reached the intersection of runways 14 and 19, the landing gear was retracted. The aircraft then skidded clown runway 14 near its center and cane to rest 1,050 feet from the far end. Captain Johnson, Stewardess Sullivan, and three passengers left through the right emergency escape hatch over the wing. First Officer Paquette and the two remaining passengers left through the partially opened front entrance door. Fire, around the left engine and the left outboard wing area, caused considerable damage and was extinguished by the local fire department.

While approaching Westover AFB on a flight from Bolling AFB, the crew encountered engine problems. As he lost height, the pilot-in-command elected to make an emergency landing when the airplane crashed into the Connecticut River in Holyoke, about 4 miles from the airbase. Four crew members were rescued while four others were killed.

At approximately 1845, N9201H departed LaGuardia Airport, New York, on a VFR (Visual Flight Rules) flight to Logan Airport, Boston, Massachusetts. The crew consisted of Captain John K. MacKenzie and Copilot Whitney H. Welch. The passengers were Robert W. Mudge, Raymond J. Halloran, both airline pilots, and Mathew C. Abbott, an electrical engineer. Climbing to an altitude of 3,500 feet m. s. l. (mean sea level), the flight proceeded toward Boston. Approximately 12 miles southeast of Hertford, Connecticut, the right engine became very rough and backfired frequently. The captain was unable to correct this condition and later feathered the right propeller when in the vicinity of Willimantic, Connecticut. A wide right turn was made from a northeasterly to a northwesterly heading toward Bradley Field, Windsor Locks, Connecticut. Communication was established with Bradley Field and the flight was cleared for a straight-in approach to runway 33. The aircraft descended to 2,500 feet m. s. l. during the turn and thereafter continued descending on a northwest heading until it struck trees and crashed. Nearby residents quickly reached the scene, gave assistance and notified authorities. The Bradley Field 1930 weather was: Scattered clouds at 4,500 feet, visibility 15 miles plus, temperature 40 degrees, dewpoint 32, wind northwest 6 m. p. h. La Guardia weather at the time of departure was: Ceiling unlimited, visibility 15 miles plus. Conditions en route were clear with excellent visibility. The twin engine airplane was the property of Mr. John Fox.

Air France Flight 075 originated at Orly Field, Paris, August 2, 1954, with a crew consisting of Captain Jean Caboche, Copilot Jean Roussean, Navigator Jacques Geffard., First Flight Engineer Albert Grandvaux, Second Flight Engineer Jean-Baptiste *** Stewardess Francine Dono, First Steward Michael Gallet, and Second Steward Jean Capron. The dispatch office had prepared two flight plans - one for a stop at Gander, Newfoundland, the other with a stop at Shannon, Ireland. Owing to marginal weather at Gander with the forecast indicating no improvement, the captain chose the latter plan. The flight departed Paris at 2024 and arrived Shannon at 2247. Fuel tanks were filled and the pilots ware briefed on weather for the nonstop flight to New York. Flight 075 departed Shannon at 0003 the next morning (August 3), estimating 11 hours 49 minutes an route, with fuel for nearly 14 hours. The gross weight at takeoff, 126,100 pounds, was less than the maximum allowable 133,000, and the load was correctly distributed relative to the canter of gravity of the aircraft. The Atlantic crossing was uneventful. Routine position reports were made en route and the flight periodically received weather reports for points along the route and at the destination. Stronger headwinds than had been anticipated were encountered near the North American continent, resulting in lower ground speed and somewhat higher fuel consumption per mile. The flight had approximately 600 gallons of fuel left at 1230 when it reported over Scotland Intersection (15 statute miles southwest of New York International Airport) and received clearance for an ILS approach. It was then 38 minutes behind its original flight plan estimate made at Shannon and had approximately 100 gallons less fuel than anticipated. During the approach, which was being monitored by New York International Airport radar, the flight encountered unexpected heavy turbulence, heavy rain, and a low ceiling, and the captain discontinued the approach at 1237 (0737 e. s. t.) when near his minimum prescribed altitude of 200 feet. The heavy turbulence made control of the aircraft difficult and when the missed approach was made, the captain found himself left of the localizer and below of glide path. The tower, which was immediately advised of the missed approach, told the flight to turn right to 130 degrees (the missed approach course), proceed to Scotland Intersection, and climb to 2,500 feet. Approximately three minutes after the missed approach and while on the 130-degrees course, the flight requested clearance to Boston. Such clearance was issued nine minutes later, as soon as possible consistent with other traffic. Meanwhile, the flight had reported being low on fuel but when asked if an emergency as being declared replied, "Negative, negative, not yet." At the approximate time clearance to Boston was received the flight engineer advised the captain that they had fuel of one more hour of flight. Thirty-three minutes after being cleared to Boston, the flight, at that time in the vicinity of Providence, Rhode Island, called Providence Tower, declared an emergency, and requested weather information. Providence weather, which was marginal, was furnished and the flight was cleared for an approach. However, the pilots found that their navigation kit did not contain an approach plate for Providence Airport and they advised they were not landing there. The captain then descended through a break in the overcast, circled two or three times, and landed with the gear retracted in a field at Preston City, Connecticut. It came to rest in flames in a garden and was destroyed by a post crash fire. All 37 occupants were evacuated safely. Nevertheless, 12 occupants were injured, among them both pilots.

At 0139 the pilot advised Bradley Approach Control that the aircraft was over Hartford at 0138 and that he would maintain 3,000 feet to the Bradley Field outer marker. The controller in the Bradley Field tower, who was handling all three radio positions, acknowledged the Hartford position report, gave the flight a time check (0139), and cleared it for an instrument approach with advice that No. 6 was the runway in use. Weather information was also given to the flight: "Wind indicating northeast calm," and Bradley Field 0128 weather conditions - ceiling indefinite 500 feet, obscurement, visibility one and one-half miles, light rain and fog, altimeter 30.01 inches. The pilot was then requested to report over the outer marker when inbound and was advised that the Bradley Field glide path was inoperative until further notice. The glide path had been decommissioned for some time owing to extension of Runway 6; this had been duly published in "Notices to Airmen." At approximately 0141, the pilot asked if the Bradley Field ILS localiser was also inoperative. He was told that the monitoring panel indicated normal operation of all components except the glide path. The pilot replied, "I believe my ILS is cut momentary and I will continue to make an ADF let-down." The flight reported over the outer marker at 0144. The controller acknowledged and asked the pilot if the flight was inbound. The pilot replied "Roger" and the aircraft was cleared to land. The controller advised that the high intensity lights were on intensity 5 (maximum brilliance) and requested the pilot to let the tower know when he wished the intensity lowered, The pilot again acknowledged with "Roger." This was the lest contact with the aircraft. At approximately 0149, the controller requested the pilot to give the aircraft's position. Receiving no response, he then transmitted the following advisory: "If you are experiencing transmitter difficulties and have missed your approach you are cleared to reverse course, climb to 2,500 feet to the outer marker for another approach 2 Several other efforts were made to contact the flight, but to no avail. Following the last contact with the tower, the aircraft was seen and heard flying low to the southwest of Bradley Field just before it struck the trees. The aircraft was destroyed by impact forces and both pilots were killed.
Crew:
Jefferson R. Elliott, pilot,
John Bielak, copilot.

About thirty minutes into the flight, a fire erupted in the left engine. The crew was unable to extinguish the fire that spread quickly to the entire engine and nacelle that detached, causing the wing to partially collapse. The aircraft went out of control, dove into the ground and crashed in flames in a field located in Cheshire. All 17 occupants were killed.

En route, the crew encountered poor weather conditions with heavy rain falls. Five crew members were able to bail out. While probably attempting an emergency landing, the crew lost control of the aircraft that crashed in a pasture. Both pilots were killed.

The crew departed Windsor Locks-Bradley Airport on an aerial photography on behalf of the 1st Mapping Squadron. While cruising at an altitude of 28,000 feet over the area of Windsor Locks, the airplane suffered a catastrophic failure, apparently lost its tail, entered a dive and crashed near East Granby, west of the airport. All six crew members were killed.
Crew (1st Mapping Squadron):
1st Lt Melvin W. Schoephoester, pilot,
2nd Lt Walter C. Boyle,
S/Sgt Michael M. Kaufman,
Sgt Gordon Johnson,
Sgt Thomas F. Quinn,
Sgt John T. Howey Jr.

En route from Boston to New Haven, the pilot encountered engine problems. He attempted an emergency landing when the airplane crashed in the Higganum Reservoir State Park, some 35 km northeast of New Haven Airport. Two passengers were killed and two other occupants were injured.