Crash of a Howard Super Ventura in Nashua: 3 killed

Date & Time: Dec 27, 1956
Operator:
Registration:
N345
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Youngstown - Youngstown
MSN:
5270
YOM:
1943
Crew on board:
3
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
3
Circumstances:
The crew departed Youngstown Airport on a local familiarization flight and continued to the east over Pennsylvania. In the region of Nashua, the airplane went out of control, dove into the ground and crashed in a field, killing all three occupants.

Crash of a Lockheed 18-56 LodeStar near Tyrone: 3 killed

Date & Time: Dec 20, 1956 at 1923 LT
Type of aircraft:
Operator:
Registration:
N1245V
Flight Phase:
Survivors:
No
Schedule:
Pittsburgh – New York
MSN:
2470
YOM:
1943
Crew on board:
2
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
3
Captain / Total flying hours:
10615
Captain / Total hours on type:
498.00
Copilot / Total flying hours:
2315
Copilot / Total hours on type:
424
Aircraft flight hours:
3715
Circumstances:
N1245V departed Greater Pittsburgh Airport, Pittsburgh, Pennsylvania, at 1850, December 20, 1956, on an IFR flight plan via airways V-35, V-6, V-168, V-30, and V-1 to New York International Airport. Jamaica, New York. The crow consisted of Captain Roy E. Rollo and Copilot Lewis Thomas Williams. Mr. Alden Roach, President of Columbia-Geneva Steel Company, was the only passenger. At the time of takeoff from Pittsburgh, the gross weight of the aircraft was 19,421 pounds (maximum allowable gross load 19,500 pounds) and the weight was properly distributed. The purpose of the flight was to transport Mr. Roach to New York International Airport. The flight reported to Pittsburgh Air Route Traffic Center at 1905 when it was over New Alexandria, Pennsylvania, altitude 7,000 feet. A revised routing clearance to New York International Airport was issued to the flight at 1906 by ARTC to proceed via airways V-35, V-6, V-168, and Blue 18, and to climb to and maintain 9,000 feet. 2 Accordingly, N1245V reported leaving 7,000 and 8,000 feet at 1907 and 1909, respectively. At 1921 the Civil Aeronautics Administration Communications Station at Philipsburg, Pennsylvania, received a call from the flight giving its position as over the Coalport intersection at 1916, estimating Philipsburg at 1930. Philipsburg radio then requested N1245V to change over to the frequency of the New York Air Route Traffic Control Center and this message was acknowledged. This was the last radio contact with the flight. At 1928 Philipsburg radio received a telephone call, from a location 24 miles east of the Coalport intersection and approximately 12 miles south-southwest of the Philipsburg Airport, to the effect that an aircraft, later identified as N1245V, had crashed and was burning in a nearby mountainous wooded area. The Philipsburg 1928 weather sequence was: Ceiling measured 400 feet, overcast; visibility 2 miles; fog; temperature 40; dewpoint 40; wind calm; altimeter 30.04.
Probable cause:
The Board determines that the probable cause of the accident was the loss of control for reasons unknown resulting in a rapid descent during which structural failure occurred. The following findings were reported:
- Meteorological conditions at the aircraft's cruising altitude were conducive to the formation of carburetor or induction system icing,
- During an uncontrolled descent the aircraft failed structurally as a result of airloads in excess of design strength,
- There was no aircraft or engine fire prior to ground impact.
Final Report:

Crash of a Fairchild C-119G Flying Boxcar near Newburg: 4 killed

Date & Time: Oct 26, 1956 at 1518 LT
Operator:
Registration:
51-8026
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Sewart – Harrisburg
MSN:
10769
YOM:
1951
Crew on board:
4
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
4
Circumstances:
The crew was performing a flight from Sewart AFB (Smyrna, Tennessee) to Harrisburg-Intl Airport (Olmsted AFB). After passing over Newburg, the crew did not realize his altitude was too low when the airplane struck the slope of a mountain located 7 miles north of the city. The aircraft was destroyed upon impact and all four crew members have been killed.

Crash of a Martin 404 in Pittsburgh: 22 killed

Date & Time: Apr 1, 1956 at 1920 LT
Type of aircraft:
Operator:
Registration:
N40403
Flight Phase:
Survivors:
Yes
Schedule:
Pittsburgh – Harrisburg – Reading – Allentown – Newark
MSN:
14103
YOM:
1951
Flight number:
TW400
Crew on board:
3
Crew fatalities:
Pax on board:
33
Pax fatalities:
Other fatalities:
Total fatalities:
22
Captain / Total flying hours:
12000
Captain / Total hours on type:
2200.00
Copilot / Total flying hours:
7145
Copilot / Total hours on type:
204
Aircraft flight hours:
9177
Circumstances:
Flight 400 was regularly scheduled between Pittsburgh, Pennsylvania, and Newark, New Jersey, with stops at Harrisburg. Reading. and Allentown, Pennsylvania. Captain Raymond F. McQuade, First Officer Harlan V. Jesperson, and Hostess Vary Jane Fanning, comprised the crew. Prior to departure the pilots were briefed on the en route weather and received the sequence and forecast reports. Although the en route weather was generally good the night was dispatched to Newark on an IFR flight plan via airways as is customary. Upon departure the gross weight of the aircraft was 41,822 pounds (the certificated allowable takeoff gross is 44,900 pounds and TWA's own limit is 43.,650 pounds) and the center of gravity of the loaded aircraft was located within the prescribed limits. Scheduled departure time was 1915; the flight asked for and received taxi clearance at 1916, was then given the wind as calm, and was cleared to runway 23. Takeoff clearance was requested and granted at 1919. About one minute later tower personnel observed a seemingly normal takeoff and initial climb immediately followed by a left turning descent, crash, and erupting fire just beyond the southwest boundary of the airport. Passengers extricated themselves from the jumbled wreckage through and ahead of the fire as best they could; some helped others while a few found themselves thrown out through tears and rents in the shattered fuselage. Although airport based fire fighting equipment was dispatched with no loss of tune some 20 minutes elapsed before it reached the site because of the necessity of traversing circuitous country lanes. Once there, the conflagration, which by that time had nearly consumed the wreckage, was quickly smothered. The stewardess and 21 passengers were killed while 14 other occupants were injured. The aircraft was totally destroyed.
Probable cause:
The Board determines that the probable cause of this accident was uncoordinated emergency action in the very short time available to the crew, which produced an airplane configuration with unsurmountable drag. The following findings were reported:
- At the time of the first power reduction the first officer saw the left engine zone 1 fire warning light come on and retarded the left throttle to a point where autofeathering was deactivated,
- The first officer then reached for the left manual feathering button but was dissuaded from using it by the captain, who, not knowing that the autofeathering was inoperative, attempted futilely to obtain it by pulling back the left mixture to idle cutoff,
- This action did not comply with the emergency procedures prescribed by the carrier for powerplant fire or failure,
- Although these were not the most desirable procedures, compliance without delay would have feathered the left propeller,
- The windmilling left propeller, the extended landing gear, and the takeoff flaps produced sufficient drag to make the airplane lose altitude and strike the ground,
- The cause of the fire warning was a failed exhaust connector clamp in the left engine which triggered an adjacent fire detecting unit,
- After the accident the carrier revised its emergency procedures for powerplant fire or failure.
Final Report:

Crash of a Fairchild C-119B-12-FA Flying Boxcar in Pittsburgh

Date & Time: Mar 8, 1955
Operator:
Registration:
49-0114
Flight Type:
Survivors:
Yes
MSN:
10351
YOM:
1949
Crew on board:
0
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Crashed on landing for unknown reason. There were no casualties.

Crash of a Douglas C-47A-90-DL in Pittsburgh: 10 killed

Date & Time: Dec 22, 1954 at 2300 LT
Operator:
Registration:
N24320
Survivors:
Yes
Schedule:
Newark – Pittsburgh – Colorado Springs – Monterey – Seattle
MSN:
20197
YOM:
1944
Flight number:
JFS4844C
Crew on board:
5
Crew fatalities:
Pax on board:
23
Pax fatalities:
Other fatalities:
Total fatalities:
10
Captain / Total flying hours:
7600
Captain / Total hours on type:
1500.00
Copilot / Total flying hours:
2450
Copilot / Total hours on type:
800
Aircraft flight hours:
5738
Circumstances:
Johnson Flying Service's Plight 4844-C, December 22, 1954, was a CAM (civil air movement of military personnel) flight from Newark, New Jersey, to Tacoma, Washington, with planned intermediate stops among which were Pittsburgh, Pennsylvania; Colorado Springs, Colorado; Monterey, California; and Tacoma, Washington. The crew consisted of Captain Harold A. Poe., Captain Joseph J. Grekowicz, and Copilots Clarence E. Chapman and Charles R. Carter, Captain Robert P. Walker, the fifth crew member, was employed by the company as cabin attendant prior to the departure from Newark. The aircraft was serviced with 170 gallons of 100 octane fuel which was placed in the two main tanks in equal amounts, making a total of 225 gallons according to the weight and balance manifest. A preflight inspection of the aircraft was performed by Captain Grekowicz with no discrepancies found. According to the company's Weight and Balance Manifest the aircraft at the time of departure weighed 25,317 pounds, which was within the allowable gross weight of 25,346 pounds; the load was distributed within the prescribed limits with respect to the center of gravity of the aircraft. Prior to departing Newark, Captain Poe filled with the CAA by telephone a flight plan indicating a flight to be made in accordance with visual flight rules (VFR) to the Allegheny County Airport, Pittsburgh, Pennsylvania. The route to be followed was via Amber 7, Green 3, and Red 21 Airways. 2 The flying time to Pittsburgh was estimated to be one hour and forty minutes, at an airspeed of 155 knots 3 with two hours and forty minutes of available fuel. The flight departed Newark at 2038 with 23 passengers on board. Routine en route position reports were made and at 2206 the flight reported over Philipsburg, Pennsylvania, VFR, estimating Westover, Pennsylvania, at 2219. At approximately 2220, the Pittsburgh combined CAA station/center (INSAC and Air Route Traffic Control) heard the flight calling Altoona, Pennsylvania, radio (INSAC) on the radio frequency of 126.7 mc. As several calls to Altoona were unanswered, Pittsburgh radio attempted to contact the aircraft but was unsuccessful. Two minutes later, at 2222, Pittsburgh radio heard N 24320 calling Westover on 126.7 mc. Since Westover is a radio beacon and has no voice facilities, Pittsburgh radio again tried to contact the aircraft, but was unsuccessful. At 2225 the flight reported to Brookville, Pennsylvania, radio that it was over Westover at 2220, VFR, estimating Pittsburgh at 2252. Pittsburgh radio received a call from the flight at 2238 asking if fuel was available at "Johnson Marker." Pittsburgh interpreted this to mean Johnstown, Pennsylvania, and replied "Reference fuel at Johnstown, they do have 91/96 octane and lower and we're attempting to contact Allegheny Airlines at Johnstown now to see if they would be open at this time of night. The Air Guide doesn't list any hours that they are open. You'll have enough fuel to land at Allegheny County, original destination, won't you, over?" The pilot advised he was not sure, and then requested that the runway lights at the Johnstown Airport be turned on. Pittsburgh radio attempted to contact the Johnstown Airport by telephone and inter phone without success and advised the flight that they were unable to contact them at this time but would continue trying. At 2244, N 24320 called Pittsburgh radio and advised that it was over the Johnstown Airport. The pilot was asked to stand by and as soon as it was determined that Johnstown could not be contacted, Pittsburgh radio so advised. N 24320, at 2247, told Pittsburgh radio that it had passed Johnstown and was continuing to the Allegheny County Airport. Two minutes later Pittsburgh again asked the flight if it wished them to continue attempting to contact the Johnstown Airport. The pilot then said he would continue to Pittsburgh and asked for information on other fields where he might land. This was answered, "Douglas 4320 Pittsburgh radio. Nothing for a DC-3 Douglas 4320, it's either Greater Pittsburgh or Allegheny County, over." At 2251, Pittsburgh gave the flight the current Allegheny County weather as: Clear, temperature 20, dew-point 10, wind south-southwest 9. When asked his altitude the pilot answered 3,200 feet. He was then given the winds aloft at 3,000 feet as being 260 degrees 10 knots. A minute later the flight advised that it was 7 miles east of the Allegheny County Airport and could see it; that it was crossing the river and could see the field lights. Pittsburgh radio then called the Allegheny County tower and advised that N 24320, a DC-3, was approximately 10 miles east, low on fuel, and was landing at that airport. The tower requested that the aircraft change to tower frequency. Pittsburgh radio called the flight at 2254, and asked it to contact the tower on 121.3 mc. In reply the pilot said that he did not have 121.3 mc. but would contact the tower on 126.18 mc. He was advised that frequency was satisfactory. The flight immediately called the tower and requested landing information. It was then cleared for a straight-in approach to runway 27 and asked to report when 3 miles out. The weather was given as: Wind southwest variable south, calm to 10, altimeter 29.84. At 2256, the flight reported it was 3 miles east on final approach; it was then cleared to land. At 2257, the flight reported that it was out of gas. At this time the tower observed the aircraft to be approximately 2 miles from the airport on final approach. The tower immediately asked if the pilot believed he could make the field. The pilot replied, "I doubt it very much. We have both engines feathered, we are coming down over the red lights. I don't know if we'll make it or not. We are 2,000 feet." At 2258 the pilot advised, "We are going to set it down." The tower observed the aircraft make a left turn and head toward the south. It then disappeared from the controller's view below the hills southeast of the airport. Necessary calls pertaining to the emergency were Immediately effected. The aircraft, heading in a southerly direction, was ditched wheels up in the Monongahela River at approximately 2300. The captain, Harold A. Poe, who was flying the aircraft, and nine passengers were drowned.
Probable cause:
The Board determines that the probable cause of this accident was fuel exhaustion brought about by inadequate flight planning. Contributing factors were inadequate crew supervision and training. The following findings were reported:
- The company did not properly check the competency of the crew in accordance with their operations manual prior to flight assignment,
- The aircraft was overloaded at time of takeoff,
- The flight was improperly planned, and was not conducted in accordance with the company's operations manual,
- The captain, contrary to the company's operations manual, passed a suitable refueling facility after being advised that if the flight continued to its destination it would be necessary to use reserve fuel,
- Weather along the route was good and approximately as forecast,
- The aircraft was ditched in the Monongahela River, two miles from its destination because of fuel exhaustion.
Final Report:

Crash of a Lockheed WV-2 Super Constellation at Johnsville NAS

Date & Time: Dec 9, 1954
Operator:
Registration:
131387
Flight Type:
Survivors:
Yes
MSN:
4307
YOM:
1954
Crew on board:
10
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Aircraft flight hours:
227
Circumstances:
For unknown reason, the four engine aircraft landed hard at Johnsville NAS. After touchdown, the airplane went out of control, veered off runway and came to rest in flames. All ten crew members evacuated safely while the aircraft was destroyed.

Crash of a Lockheed P2V-6 Neptune in Sinking Springs

Date & Time: May 3, 1954
Type of aircraft:
Operator:
Registration:
126516
Flight Phase:
Flight Type:
Survivors:
Yes
Crew on board:
0
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Enroute, the engine lost power and the crew decided to attempt an emergency landing. The aircraft came to rest in a field in Sinking Springs and was damaged beyond repair. There were no casualties.
Probable cause:
Engine power loss.

Crash of a De Havilland DH.104 Dove 2A in Grove City: 2 killed

Date & Time: Aug 30, 1953
Type of aircraft:
Registration:
N4962N
Flight Type:
Survivors:
No
Schedule:
New York – Grove City
MSN:
04326
YOM:
1952
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
The twin engine aircraft was completing a flight from New York City to Grove City. On approach, it crashed in unknown circumstances in a field, killing both occupants, a pilot and his passenger.

Crash of a Douglas VC-47D in Harrisburg

Date & Time: Nov 30, 1952
Operator:
Registration:
44-76344
Flight Type:
MSN:
15928/32676
YOM:
1945
Crew on board:
0
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Crash landed.