Missouri

American 711 reported en route to the company that it was over Vichy (a position along Victor Airway 14 about 100 miles from Springfield) and estimated it would reach the Springfield VOR station at 2233. Initial radio contact with Springfield Approach Control was established at 2218 and the flight gave it the same Springfield estimate. The approach controller transmitted the 2208 weather observation to the flight. Reported conditions were: Ceiling 400 feet overcast; visibility 10 miles; wind west 12; altimeter 29.68. In response to the controller’s question the flight then indicated it intended to land at Springfield. Immediately thereafter clearance was issued for a standard range approach, instructing flight 711 to report over the range station and when starting the procedure turn. Shortly thereafter the flight asked clearance to descend. There being no other traffic the controller cleared the flight for an approach and to descend whenever it wished. At 2229 the latest weather observation for the airport, completed at 2228, was transmitted to the flight. Conditions given were: Ceiling 500 feet overcast; visibility 8 miles, very light drizzle; wind west 10. The flight informed the controller it would make a circling approach to runway 31, the active runway. At 2234 the flight reported, “American 711, over the Omni at 34, proceeding to the field.” Approximately two minutes later an explosion was seen and heard north-northwest of the airport and attempts to contact the flight thereafter failed. The aircraft crashed about 0,25 miles short of runway 31 and was destroyed. Both pilots and 11 passengers were killed. A weather observation immediately following the accident was: Ceiling 500 feet overcast; visibility 5 miles, very light drizzle; wind northwest 8; altimeter 29.66.

While conducting a night refueling mission, the aircraft suffered an engine failure. The captain elected to make an emergency landing but the airplane went out of control and crashed in a field located 3,5 miles northwest of Windsor. Nine crew members were killed while two others were injured.

The airplane departed Jackson, Michigan, for Atlanta, Georgia, with a planned intermediate stop to discharge cargo at Fairfax Airport, Kansas City, Kansas. This was a cargo flight designated as Trip 40-2011; the crew consisted of Captain William D. Speaks, Pilot in command, Captain Edward F. Kaselak and First officer Byron R. Williams. Prior to departing Jackson, the crew went to the CAA communications Station on the airport and reviewed the weather sequence reports and en route forecast and Captain Speaks also telephoned the U.S. Weather Bureau office at Detroit, Michigan, to obtain more detailed information. Following the review of the weather data, an IFR (instrument Flight Rules) flight plan to Kansas City, Kansas, was filed which indicated a cruising altitude of 10,000 feet, estimated elapsed time of four hour plus 20 minutes with seven hours of fuel on board and Springfield, Missouri, as the alternate airport, According to company records, the weight of the aircraft at takeoff was under the allowable gross weight of 26,900 pounds and the load was distributed so that the center of gravity of the aircraft was within approved limits. Routine position reports were made and when over Burlington, Iowa, at 0536, the flight was cleared to the Liberty Non-Directional Beacon, 16 miles northeast of Kansas City, to descend to and maintain 2,500 feet. At 0627, ARTC (Air Route Traffic Control) cleared the flight to the Kansas City, Missouri ILS (Instrument Landing System) outer marker to maintain 2,500 feet and to contact approach control when over Liberty. Twenty-nine minutes later, at 0656, the flight reported being over Liberty and approach control gave it the 0635 Kansas City, Missouri weather as follows: ceiling measured 600 feet, overcast, visibility 1-1/2 miles, light freezing drizzle, fog, and altimeter setting 29, 89. At this time approach control also verified that the aircraft was to land at the Fairfax Airport, Kansas City, Kansas, and immediately gave it the 0655 Fairfax Airport weather report: ceiling measured 600 feet, overcast, visibility 2 miles, light freezing drizzle, light snow fog and wind northwest 30 m.p.h. This airport is one and one-half miles northwest of the Kansas City Municipal Airport and across the Missouri River. The flight was then cleared to make an ADF approach to Fairfax for a landing on Runway 31 and was requested to report leaving the outer marker. N 49551 reported leaving the outer marker inbound at 0705 and was advised to contact the Fairfax Tower, The flight complied and requested the wind direction and runway in use. The tower replied that the runway was 31, the wind was from the north-northwest 20-30 m.p.h. and gusty, and the altimeter setting was 29.88. A few seconds later the tower also advised that the high intensity approach lights at the Kansas City Municipal Airport were on and if too bright, would be turned down. The flight's acknowledgement was negative and there was no further radio contact. At approximately 0775 the wreckage was located by the Kansas City Municipal Airport Patrol 400 feet north and 156 feet west of the approach and of Runway 17 of that airport.

Meteor Air Transport is an irregular carrier, and in this instance was transporting a Pratt and Whitney R-2800 engine and four company employees from Teterboro, New Jersey, to Oklahoma City, Oklahoma, where the engine was to be installed in a company C-46 aircraft. The flight departed Teterboro for St. Louis, Missouri, at approximately 2300, May 23, 1953, on a VFR Flight Plan filed by Captain Harold Carr with an estimated flight time of six and one-half hours. An instrument flight plan filed en route was approved from over Troy, Ohio, intersection via Green Airways 4 to St. Louis, Missouri, cruising at 4,000 feet. The flight proceeded in a routine manner and reported over Terre Haute, Indiana, at 0259, May 24, and at 0324 the following clearance was given to Vandalia radio for delivery to the flight: "ATC clears N 53596 to the Alton intersection to cross Alton at 3,000, Maintain 3,000, no delay expected, contact approach control approaching Alton." At 0357, N 53596 made its initial contact with the St. Louis Tower with the information that it was approaching Alton intersection at 3,000. In reply to an inquiry, N 53596 advised the tower that it carried ILS equipment and was recleared to the ILS Outer Marker 2 to maintain 3,000 with no expected delay and to report when over the Alton intersection. The flight was given the current St. Louis weather: ceiling measured 400 overcast, visibility 3 miles, fog and smoke, altimeter 29.93. It was cleared for an ILS approach to Runway 24 or l2, 3 wind south variable 5, to report leaving 3,000, passing Alton and the Outer Marker. N 53596 reported leaving 3,000 at 0408, passing Alton intersection at 0410 1/2 and inbound over the Outer Marker at 0414. While the controller was watching the approach end of Runway 24 expecting N 53596 to come into view at any moment, a surging of engines was heard; and almost simultaneously a message was received from the flight stating that it was over the field with an engine out. The time as noted by the controller was 0415 at which time all runny and approach lights were turned up to full intensity and the standby emergency alarm sounded. The pilot of the aircraft was advised that the surface winds were calm and to use any runway he could make. Shortly thereafter, the controller for the first and only time observed N 53596 at a position south of the field flying on a southeasterly heading above Natural Bridge Highway which runs parallel to Runway 12. The altitude of the aircraft was estimated at 300 feet and it appeared to be descending with the landing gear in a down position. Upon reaching an altitude of 200 feet, according to the controller, it started a climbing left turn and disappeared in the overcast. Repeated efforts to contact the flight were unsuccessful. It was learned shortly thereafter through the county sheriff's office that the aircraft had crashed adjacent to Brown Road near the McDonnell Aircraft Plant gate number 6. Navy emergency equipment was immediately dispatched to the scene. There was no fire. The occupants of the aircraft were Senior Captain S. J. Rankin, Captain Harold Carr, First Officers Edward J. Raftery and Arthur A. Ravitz, Stewardess Anne Marie Delicata, Superintendent of Maintenance John Swart and Floyd Evans, mechanic. Mr. John Swart was the only survivor.

Shortly after takeoff from Sedalia AFB runway 13, while climbing to a height of 500 feet, the aircraft stalled and crashed in a huge explosion. Both crew members were killed.
Crew:
F/O Thomas D. Smith,
1st Lt Edward B. Ziegler.

The crew left Sedalia AFB on a local instrument training mission. Enroute, both wings failed and the aircraft crashed in a field located east of Marshall. Both pilots were killed. It is believed that both wings failed due an overstress situation caused by a possible inappropriate attitude of the aircraft during flight.

While performing a local training mission from Sedalia AFB, the crew lost control of the aircraft that crashed and burnt in a field located 5 miles north of Slater. Both crew members were killed.
Crew:
Cpt Roger J. Bernard,
Maj Thomas L. White.

While cruising by night over Missouri, the crew did not realize his altitude was too low. The aircraft hit a ridge and crashed in a mountainous region located 5,6 miles south of Ironton. All five occupants were killed.

The crew was completing a three hours glider tow training mission when the twin engine aircraft hit a ridge located two miles northeast of Zalma. All four crew members were killed.

On final approach to Grandview Airport, the aircraft stalled and crashed 5,6 km short of runway. All three crew members were killed.