Oklahoma

The aircraft departed Monterey Airport, California, on a charter flight to Columbus, Georgia, with an intermediate stop at Ardmore Municipal Airport, Oklahoma, carrying 93 US soldiers and a crew of five on behalf of the Military Air Command. Following an uneventful flight from Monterey, the crew started the descent to Ardmore Municipal Airport by night and marginal weather conditions. An ADF instrument approach to runway 08 was abandoned and the crew decided to follow a visual approach to runway 30. While descending to runway 30 in poor visibility, the captain (also PIC) suffered a heart attack. The aircraft commenced an uncontrolled descent slightly banked to the right until it struck the ground and disintegrated about 1,5 mile short of runway 30. All five crew members and 75 passengers were killed while 18 others were seriously injured. Few hours later, three of the survivors died from their injuries.

The crew obtained a special ferry permit to fly to Ardmore Airport with one engine inoperative. After touchdown on a wet runway, the airplane encountered difficulties to stop within the remaining distance, overran and came to rest into a ditch. All three crew members were evacuated safely while the aircraft was damaged beyond repair. At the time of the accident, it was dark with a limited visibility due to fog. It was reported that between 1855LT and 0040LT, 0,61 inch of rain fell at Ardmore Airport.

On final, the airplane was too low, struck a metallic barrier and banked left, causing the left wingtip to struck the ground. The airplane eventually crashed in flames in a field, killing both crew members. The crew was rehearsing for the artillery and missile school demonstration to be presented the next Saturday. The single engine aircraft crashed several hundred yards east of the barrier erected for short field takeoff and landings and was destroyed by a post crash fire.
Crew:
1st Lt James Lawrence Reed +1.

En route, the crew encountered poor weather conditions with thunderstorm activity. The airplane went out of control, dove into the ground and crashed in an uninhabited area located near Cooperton, OK. The debris were found on a large area and all six crew members were killed.

Four pilots left Oklahoma City-Will Rogers for a local training flight. While cruising at low height, between 200 and 500 feet, the airplane went into a dive and crashed in a canyon located in Mustang, about six miles west of Will Rogers Airport. The airplane was destroyed and all four occupants were killed.

The crew was completing a local night training mission at Altus AFB. After several circuits, the crew started a new GCA approach when the pilot-in-command requested climb to altitude for another jet penetration. Problems with stabilizer trim during overshoot caused the aircraft to lose height and to crash about 4 miles north of the airfield. A crew member bailed out and was rescued while eight other occupants were killed.
Crew (816th Air Division):
Maj Byard F. Baker, pilot,
Cpt Melvin Eckstein, †
Maj Willis E. Brady, †
1st Lt Carl D. Mackall, †
1st Lt Doyle Alexander Salley, †
S/Sgt. Thomas Lowry, †
S/Sgt Clarence R. Leger, †
T/Sgt Norman L. Kohlmeyer, †
S/Sgt Harold J. Funnell. †

The crew was involved in a liaison flight out from Donaldson AFB, Greenville, South Carolina. En route, a fuel leak forced the crew to divert to Tinker AFB for a safe landing. On final approach, the airplane went out of control and crashed few miles short of runway threshold. A crew member was killed while seven others were seriously injured.

While on a test flight out from Wichita, the aircraft suffered a loss of electrical power while flying in negative G conditions. The aircraft went out of control and crashed near Skiatook, about 15 miles north of Tulsa. A crew member was injured while three other were killed.

Flight 327 was scheduled between Providence, Rhode Island, and Tulsa, Oklahoma, with intermediate stops including Chicago, Illinois; and St. Louis, Springfield, and Joplin, Missouri. The flight to Chicago was routine; however, the crew, when securing the cockpit, observed that the fire-warning light for the forward cargo and electrical accessory compartments flickered. This was called to the attention of both the ground crew and the relieving crew (a routine crew change was made) and was written in the aircraft log. Because of necessary repairs to the fire-warning system the flight was delayed 1 hour, 40 minutes and it departed Chicago at 1950. The new crew consisted of Captain Wesley G. Mims, First Officer Paul H. Johnson, and Stewardess Shirley D. Walker. Flight 327 was routine to Joplin and it departed there at 2323 with seven passengers aboard. Leaving Joplin the aircraft weighed 35,940 pounds, which was well under the allowable gross takeoff weight; the load was properly distributed. The flight was cleared by ARTC (Air Route Traffic Control) to the Owasso “H” facility, 2 via airway V-88, to maintain 4,000 feet, and to contact Tulsa approach control on crossing the south course of Chanute low frequency range for further clearance. At approximately 2333, 10 minutes after takeoff from Joplin, ARTC, through the company radio, advised the flight to climb to 4,500 feet, to maintain 4,500 feet, and to report leaving 4,000. This transmission was acknowledged and flight 327 reported leaving 4,000 feet at 2334. Approximately 10 minutes later company radio at Tulsa gave the flight the Tulsa 2328 weather sequence. The company then gave the flight the local altimeter setting as 30.15 and field pressure as 460 feet above zero. This was acknowledged and flight 327 reported it was changing over to Tulsa approach control frequency. At 2347 the flight reported crossing the south leg of Chanute low frequency range and was immediately cleared by approach control direct to Owasso, to descend to and maintain 3,500 feet, and to report when over Owasso. The 2328 Tulsa weather was given the flight as: Measured ceiling 600 feet, overcast; visibility 2-1/2 miles; very light drizzle and fog; wind calm. Liter, the flight reported it was 1-1/2 minutes from Owasso and asked if any delay was expected. Approach control advised no delay was expected since the only local traffic was then making an ILS (Instrument Landing System) approach. Shortly thereafter approach control advised flight 327 that the visibility was then 1-3/4 miles, that the U.S. Weather Bureau was checking the ceiling, and asked if an Owasso approach straight in to runway 17 was to be mad or if an ILS approach was preferred. The flight advised it would make the Owasso approach and at 2357 was cleared accordingly. It was asked to report when over the Owasso facility inbound. At 2400 flight 327 reported over Owasso, inbound, and was cleared to land on runway 17L. Two minutes later a special 2355 weather observation was transmitted to the flight as: Measured 200, overcast; visibility 1-3/4; very light drizzle and fog. This transmission was not acknowledged and nothing further was heard from the flight. Repeated efforts by approach control and other facilities to contact the flight were unsuccessful.

The purpose of this flight was to take six passengers, all Phillips' employees. from Bartlesville, Oklahoma, to Salt Lake City, Utah. Company Pilot Joe Mark Bower and company Copilot-Mechanic Robert Ellwood Ulrich were assigned to the flight by the Aviation Department of Phillips. When the aircraft was loaded and prior to leaving the ramp Copilot Ulrich called the company radio station, located on the airport, requested taxiing instructions, and asked for an IFR clearance to Salt Lake City, nonstop. The company radio operator obtained the desired clearance from ARTC through Tulsa, and immediately relayed it to the aircraft. A flight plan previously prepared contained the following information: Proposed time of departure 0805; estimated elapsed time 5 hours, 15 minutes; fuel on board 6 hours. Departure was at 0826. At that time the gross weight of the aircraft was 19,284 pounds (maximum allowable was 19.500 pounds), and the load was properly distributed with respect to allowable center of gravity limitations. About 14 minutes after takeoff, at approximately 0840, Copilot Ulrich called Bartlesville Radio and stated that the flight was having engine trouble, with an oil temperature over 100 degrees, and requested that the IFR flight plan be canceled as they might return. The Bartlesville operator complied and notified Tulsa. At the next contact, about 0845, the copilot again called Bartlesville Radio stating that they could not unfeather the propeller. At that time he asked the Bartlesville operator to determine the condition of the runways at Tulsa (about 40 miles to the south). This information was obtained and immediately relayed to the copilot, whereupon he said. "Going to Tulsa, changing over." Bartlesville's single 4,600-foot runway had patches of snow and ice while all runways at Tulsa Airport were clear. This was the last radio contact with the flight. None of the messages had mentioned which engine was giving trouble; none indicated any anxiety or stress. There is no known record of N 28366 having made radio contact with any ground station or aircraft other than Bartlesville Radio. About the same time as the last radio contact, the Bartlesville radio operator and Phillips' chief pilot saw the aircraft passing south of the Bartlesville Airport heading easterly. They estimated its altitude to be 3,000 feet above the ground. The aircraft continued east for about 4-1/2 miles, until beyond the more congested part of Bartlesville, and then turned to the right about 90 degrees toward Tulsa. A number of persons saw the flight after it turned toward Tulsa. When it had been on this southerly heading for about four miles the aircraft was seen to plunge to earth in a manner described by several witnesses as a spin. Impact with the rolling terrain was on a heading of about 240 degrees, while the wings were about level, and while the nose-down angle was close to vertical. An explosion and intense fire ensued, largely destroying the general structure of the aircraft.