American Airlines

Boeing 767-300

On October 28, 2016, about 1432 central daylight time, American Airlines flight 383, a Boeing 767-323, N345AN, had started its takeoff ground roll at Chicago O’Hare International Airport, Chicago, Illinois, when an uncontained engine failure in the right engine and subsequent fire occurred. The flight crew aborted the takeoff and stopped the airplane on the runway, and the flight attendants initiated an emergency evacuation. Of the 2 flight crewmembers, 7 flight attendants, and 161 passengers on board, 1 passenger received a serious injury and 1 flight attendant and 19 passengers received minor injuries during the evacuation. The airplane was substantially damaged from the fire. The airplane was operating under the provisions of 14 Code of Federal Regulations Part 121. Visual meteorological conditions prevailed at the time of the accident. The uncontained engine failure resulted from a high-pressure turbine (HPT) stage 2 disk rupture. The HPT stage 2 disk initially separated into two fragments. One fragment penetrated through the inboard section of the right wing, severed the main engine fuel feed line, breached the fuel tank, traveled up and over the fuselage, and landed about 2,935 ft away. The other fragment exited outboard of the right engine, impacting the runway and fracturing into three pieces. Examination of the fracture surfaces in the forward bore region of the HPT stage 2 disk revealed the presence of dark gray subsurface material discontinuities with multiple cracks initiating along the edges of the discontinuities. The multiple cracks exhibited characteristics that were consistent with low-cycle fatigue. (In airplane engines, low-cycle fatigue cracks grow in single distinct increments during each flight.) Examination of the material also revealed a discrete region underneath the largest discontinuity that appeared white compared with the surrounding material. Interspersed within this region were stringers (microscopic-sized oxide particles) referred to collectively as a “discrete dirty white spot.” The National Transportation Safety Board’s (NTSB) investigation found that the discrete dirty white spot was most likely not detectable during production inspections and subsequent in-service inspections using the procedures in place. The NTSB’s investigation also found that the evacuation of the airplane occurred initially with one engine still operating. In accordance with company procedures and training, the flight crew performed memory items on the engine fire checklist, one of which instructed the crew to shut down the engine on the affected side (in this case, the right side). The captain did not perform the remaining steps of the engine fire checklist (which applied only to airplanes that were in flight) and instead called for the evacuation checklist. The left engine was shut down as part of that checklist. However, the flight attendants had already initiated the evacuation, in accordance with their authority to do so in a life-threatening situation, due to the severity of the fire on the right side of the airplane.

Boeing 737-800

American Airlines Flight AA331, a Boeing 737-823 in United States registration N977AN, carrying 148 passengers, including three infants, and a crew of six, was being operated under the provisions of 14 Code of Federal Regulations (CFR) Part 121. The aircraft departed Miami (KMIA) at 20:22 Eastern Standard Time (EST) on 22 December 2009 (01:22 Universal Coordinated Time (UTC) on 23 December 2009) on an instrument flight rules (IFR) flight plan, on a scheduled flight to Norman Manley International Airport (NMIA), ICAO identifier: MKJP, Kingston, Jamaica. The aircraft landed at NMIA on runway 12 in the hours of darkness at 22:22 EST (03:22 UTC) in Instrument Meteorological Conditions (IMC) following an Instrument Landing System (ILS) approach flown using the heads up display (HUD) and becoming visual at approximately two miles from the runway. The aircraft touched down at approximately 4,100 feet on the 8,911 foot long runway in heavy rain and with a 14 knot left quartering tailwind. The crew was unable to stop the aircraft on the remaining 4,811 feet of runway and it overran the end of the runway at 62 knots ground speed. The aircraft broke through a fence, crossed above a road below the runway level and came to an abrupt stop on the sand dunes and rocks between the road and the waterline of the Caribbean Sea. There was no post-crash fire. The aircraft was destroyed, its fuselage broken into three sections, while the left landing gear collapsed. The right engine and landing gear were torn off, the left wingtip was badly damaged and the right wing fuel tanks were ruptured, leaking jet fuel onto the beach sand. One hundred and thirty four (134) passengers suffered minor or no injury, while 14 were seriously injured, though there were no life-threatening injuries. None of the flight crew and cabin crew was seriously injured, and they were able to assist the passengers during the evacuation.

Airbus A300-600

On November 12, 2001, about 0916:15 eastern standard time, American Airlines flight 587, an Airbus Industrie A300-605R, N14053, crashed into a residential area of Belle Harbor, New York, shortly after takeoff from John F. Kennedy International Airport, Jamaica, New York. Flight 587 was a regularly scheduled passenger flight to Las Americas International Airport, Santo Domingo, Dominican Republic, with 2 flight crewmembers, 7 flight attendants, and 251 passengers aboard the airplane. The airplane's vertical stabilizer and rudder separated in flight and were found in Jamaica Bay, about 1 mile north of the main wreckage site. The airplane's engines subsequently separated in flight and were found several blocks north and east of the main wreckage site. All 260 people aboard the airplane and 5 people on the ground were killed, and the airplane was destroyed by impact forces and a post crash fire. Flight 587 was operating under the provisions of 14 Code of Federal Regulations Part 121 on an instrument flight rules flight plan. Visual meteorological conditions prevailed at the time of the accident.

Boeing 757-200

The Boeing 757 departed Washington-Dulles Airport at 0810LT on a regular schedule service to Los Angeles, carrying 58 passengers and a crew of six. Few minutes later, the aircraft was hijacked by terrorists who modified the flight path and flew direct over Washington DC. At 0945LT, the aircraft crashed on the southwest side of the Pentagon building. The aircraft disintegrated on impact and all 64 occupants were killed. The terrorist attacks of September 11, 2001 are under the jurisdiction of the Federal Bureau of Investigation. The Safety Board provided requested technical assistance to the FBI, and this material generated by the NTSB is under the control of the FBI. The Safety Board does not plan to issue a report or open a public docket.

Boeing 767-200

The Boeing 767 departed Boston-Logan at 0759LT on a regular schedule service to Los Angeles, carrying 81 passengers and a crew of 11. Few minutes later, the aircraft was hijacked by terrorists who modified the flight path and flew direct over New York. At 0845LT, the aircraft struck the North Tower of the World Trade Center, between 94th and 99th floor. The aircraft disintegrated on impact and all 92 occupants were killed. The tower later collapsed. The terrorist attacks of September 11, 2001 are under the jurisdiction of the Federal Bureau of Investigation. The Safety Board provided requested technical assistance to the FBI, and this material generated by the NTSB is under the control of the FBI. The Safety Board does not plan to issue a report or open a public docket.

Fokker 100

During landing touchdown, following a stabilized approach, the right main landing gear failed. The airplane remained controllable by the pilots and came to a stop on the runway, resting on its right wing. The DFW Fire Department arrived at the accident site in 35 seconds and, following communication between the airplane's Captain and Fire Department's Incident Commander, it was decided that an emergency evacuation of the airplane was not necessary. Examination revealed that the right main gear's outer cylinder had fractured allowing the lower portion of the gear (including the wheel assembly) to separate from the airplane. Research, examination & testing of the cylinder revealed that a forging fold was introduced into the material during the first stage of its forging process. The first stage is a hand operation, therefore the quality is highly dependent on the person performing the hand operation. Following the first landing, the forging fold became a surface breaking crack, due to the normal loads imposed during landing. Although growth of the fatigue crack was suppressed by crack blunting, high load landings resulted in growth of the fatigue crack. Subsequently, the landing gear failed when the crack had reached a critical length. Additionally, the airplane's maintenance records were reviewed and no anomalies were found.

McDonnell Douglas MD-82

On June 1, 1999, at 2350:44 central daylight time, American Airlines flight 1420, a McDonnell Douglas DC-9-82 (MD-82), N215AA, crashed after it overran the end of runway 4R during landing at Little Rock National Airport in Little Rock, Arkansas. Flight 1420 departed from Dallas/Fort Worth International Airport, Texas, about 2240 with 2 flight crewmembers, 4 flight attendants, and 139 passengers aboard and touched down in Little Rock at 2350:20. After departing the end of the runway, the airplane struck several tubes extending outward from the left edge of the instrument landing system localizer array, located 411 feet beyond the end of the runway; passed through a chain link security fence and over a rock embankment to a flood plain, located approximately 15 feet below the runway elevation; and collided with the structure supporting the runway 22L approach lighting system. The captain and 10 passengers were killed; the first officer, the flight attendants, and 105 passengers received serious or minor injuries; and 24 passengers were not injured. The airplane was destroyed by impact forces and a post crash fire. Flight 1420 was operating under the provisions of 14 Code of Federal Regulations Part 121 on an instrument flight rules flight plan.

Boeing 727-200

On February 9, 1998, about 0954 central standard time (CST), a Boeing 727-223 (727), N845AA, operated by American Airlines as flight 1340, impacted the ground short of the runway 14R threshold at Chicago O'Hare International Airport (ORD) while conducting a Category II (CAT II) instrument landing system (ILS) coupled approach. Twenty-two passengers and one flight attendant received minor injuries, and the airplane was substantially damaged. The airplane, being operated by American Airlines as a scheduled domestic passenger flight under the provisions of 14 Code of Federal Regulations (CFR) Part 121, with 116 passengers, 3 flight crewmembers, and 3 flight attendants on board, was destined for Chicago, Illinois, from Kansas City International Airport (MCI), Kansas City, Missouri. Daylight instrument meteorological conditions prevailed at the time of the accident.

Boeing 757-200

At about 18:34 EST, American Airlines Flight 965 took off from Miami for a flight to Cali. At 21:34, while descending to FL200, the crew contacted Cali Approach. The aircraft was 63 nm out of Cali VOR (which is 8nm South of the airport) at the time. Cali cleared the flight for a direct Cali VOR approach and report at Tulua VOR. Followed one minute later by a clearance for a straight in VOR DME approach to runway 19 (the Rozo 1 arrival). The crew then tried to select the Rozo NDB (Non Directional Beacon) on the Flight Management Computer (FMC). Because their Jeppesen approach plates showed 'R' as the code for Rozo, the crew selected this option. But 'R' in the FMC database meant Romeo. Romeo is a navaid 150nm from Rozo, but has the same frequency. The aircraft had just passed Tulua VOR when it started a turn to the left (towards Romeo). This turn caused some confusion in the cockpit since Rozo 1 was to be a straight in approach. 87 Seconds after commencing the turn, the crew activated Heading Select (HDG SEL), which disengaged LNAV and started a right turn. The left turn brought the B757 over mountainous terrain, so a Ground Proximity (GPWS) warning sounded. With increased engine power and nose-up the crew tried to climb. The spoilers were still activated however. The stick shaker then activated and the aircraft crashed into a mountain at about 8900 feet (Cali field elevation being 3153 feet).

Douglas DC-10

At the time flight AA102 landed at DFW Airport, it was raining and there were numerous thunderstorms in the area. Shortly after touchdown on runway 17L, the pilot loss directional control when the airplane began to weathervane and the captain failed to use sufficient rudder control to regain the proper ground track. The airplane eventually departed the right side of the runway. At the time of landing the wind (a cross wind) was blowing at 15 knots with gusts approximately 5 knots above the steady wind speed. The aircraft was damaged beyond repair and all 202 occupants were evacuated, among them 40 were injured, two seriously.

Douglas DC-10

A rejected takeoff was attempted when the slat disagree light illuminated and the takeoff warning horn sounded at 166 knots (V1). The pilot aborted the takeoff, but the aircraft accelerated to 178 knots ground speed before it began to decelerate. The deceleration was normal until 130 knots where an unexpected rapid decay in the deceleration occurred. The aircraft ran off the end of the runway at 95 knots, the nose gear collapsed, and the aircraft came to a stop 1,100 feet beyond the end of the runway. Eight of the ten brake sets failed. Post-accident exam of the brakes revealed that excessive brake wear occurred during the rejected takeoff. Testing showed that dc-10 worn brakes have a much greater wear rate during an rto. The faa does not require worn brake testing. Douglas did not use brake wear data from rto certification tests to set more conservative brake wear replacement limits. New brakes were used for those tests. All 254 occupants were evacuated, among them eight were injured, two seriously. The aircraft was damaged beyond repair.

Douglas DC-10

American Airlines Flight 191, a McDonnell-Douglas DC-10-10, crashed on takeoff from Chicago-O'Hare International Airport, Illinois, USA. The aircraft was destroyed and all 271 occupants were killed. Additionally, two persons on the ground sustained fatal injuries. At 14:59 hours local time Flight 191 taxied from the gate at O'Hare Airport. The flight was bound for Los Angeles, California, with 258 passengers and 13 crew members on board. Maintenance personnel who monitored the flight's engine start, push-back, and start of taxi did not observe anything out of the ordinary. The weather at the time of departure was clear, and the reported surface wind was 020° at 22 kts. Flight 191 was cleared to taxi to runway 32R for takeoff. The company's Takeoff Data Card showed that the stabilizer trim setting was 5° aircraft nose up, the takeoff flap setting was 10°, and the takeoff gross weight was 379,000 lbs. The target low pressure compressor (N1) rpm setting was 99.4 percent, critical engine failure speed (V1) was 139 kts indicated airspeed (KIAS), rotation speed (VR) was 145 KIAS, and takeoff safety speed (V2) was 153 KIAS. Flight 191 was cleared to taxi into position on runway 32R and hold. At 15:02:38, the flight was cleared for takeoff, and at 15:02:46 the captain acknowledged, "American one ninety-one under way." The takeoff roll was normal until just before rotation at which time sections of the No.1 (left) engine pylon structure came off the aircraft. Witnesses saw white smoke or vapor coming from the vicinity of the No. 1 engine pylon. During rotation the entire No. 1 engine and pylon separated from the aircraft, went over the top of the wing, and fell to the runway. Flight 191 lifted off about 6,000 ft down runway 32R, climbed out in a wings-level attitude. About nine seconds after liftoff, the airplane had accelerated to 172 knots and reached 140 feet of altitude. As the climb continued, the airplane began to decelerate at a rate of about one knot per second, and at 20 seconds after liftoff, and an altitude of 325 feet, airspeed had been reduced to 159 knots. At this point, the airplane began to roll to the left, countered by rudder and aileron inputs. The airplane continued to roll until impact, 31 seconds after liftoff, and in a 112-degree left roll, and 21-degree nose down pitch attitude. At 15:04 Flight 191 crashed in an open field and trailer park about 4,600 ft northwest of the departure end of runway 32R. The aircraft was demolished during the impact, explosion, and ground fire. The No.1 engine pylon failure during takeoff was determined to have been caused by unintended structural damage which occurred during engine/pylon reinstallation using a forklift. The engine/pylon removal and reinstallation were being conducted to implement two DC-10 Service Bulletins. Both required that the pylons be removed, and recommended that this be accomplished with the engines removed. The Service Bulletin instructions assumed that engines and pylons would be removed separately, and did not provide instructions to remove the engine and pylon as a unit. Additionally, removal of the engines and pylons as a unit was not an approved Maintenance Manual procedure. The lack of precision associated with the use of the forklift, essentially an inability to perform the fine manipulations necessary to accomplish reinstallation of the engine/strut assembly, in combination with the tight clearances between the pylon flange and the wing clevis resulted in damage to the same part that had just been inspected. Inspections of other DC-10 pylon mounts following the accident resulted in nine additional cracked mounts being identified.

Boeing 727-100

American Airlines Flight 625 was a scheduled flight from Providence Airport (PVD) to St.Thomas (STT) on the U.S Virgin Islands with an intermediate stop in New York (JFK). The Boeing 727 departed New York at 12:00 AST. On approach to St. Thomas, at 15:04, the flight crew cancelled their IFR flight plan and proceeded VFR. The captain elected to use the runway 09 ILS for vertical guidance. The glide slope was intercepted at 1500 feet msl (flaps 15° and at a 160 KIAS airspeed). The flaps were lowered to 25 and later to 30 degrees. The company prescribed 40 degrees was never selected. The speed was still 10 KIAS above Vref when the aircraft passed the threshold at an estimated altitude of 30-40 feet. At 1000 feet down the runway, while initiating the flare, turbulence caused the right wing to drop. The wings were leveled and the aircraft floated a while until touchdown 2200-2300 feet down the runway. The captain decided that the aircraft couldn't be stopped on the remaining runway. He immediately initiated a go-around. Because of the absence of any sensation either of power being applied or of aircraft acceleration, the throttles were closed again. The aircraft, in a 11 degree nose up attitude, ran off the runway and struck a localizer antenna. The right wingtip clipped a hillside just south of the antenna and the aircraft continued, hit an embankment, became airborne and contacted the ground on the opposite side of the perimeter road. The aircraft continued and came to rest 83 feet past the perimeter road, bursting into flames.

Boeing 727-100

American Airlines Flight 383, a Boeing 727, N1996, departed New York-LaGuardia Airport (LGA) at 17:38 for a scheduled flight to the Greater Cincinnati Airport (CVG). It was to be an IFR flight with a requested cruising altitude of 35,000 ft and an estimated time en route of 1 hour 23 minutes. The en route part of the flight was uneventful. About 18:55, when the flight was about 27 miles southeast of the Greater Cincinnati Airport, radar traffic control was effected by Cincinnati Approach Control. Subsequent descent clearances were issued to the flight and at 18:57 flight 383 reported: "...out of five for four and how about a control VFR, we have the airport." The Approach Controller replied: "... continue to the airport and cleared for a visual approach to runway one eight, precip lying just to the west boundary of the airport and its ... southbound." The crew acknowledged the clearance and the controller cleared the flight to descend to 2,000 feet at their discretion. At 18:58 Approach Control advised the flight that its radar position was six miles southeast of the airport and instructed them to change to the Cincinnati tower frequency. One minute later the tower controller cleared the flight to land. During the approach the visibility at the airport deteriorated as it began to rain. The tower controller reported: "American three eighty three we are beginning to pickup a little rain right now." At 19:01:14 the tower asked: "American three eighty three you still got the runway Okay?" To which the crew replied "Ah just barely we'll ah pickup the ILS here". At this point, thirteen seconds before impact, the 727 was descending at a rate of 2100 feet/min to an altitude of approximately 725 feet (165 ft below published field elevation) with the airspeed holding at 160 knots. The descent rate then decreased to about 625 ft/min for approximately the last 10 seconds of flight with the airspeed decreasing to 147 knots at impact. The right wing struck a tree at an altitude of 665 feet msl which is approximately 225 feet below the published field elevation. The aircraft slid a distance of 340 feet relatively intact through scrub trees and ground foilage before impacting and coming to rest amidst a group of larger trees. Following impact an intense ground fire erupted which completely destroyed the aircraft cabin forward of the tail section. A stewardess and three passengers survived while 58 other occupants were killed.

Lockheed L-188 Electra

On August 6, 1962, at 1731 e.s.t., Flight 414, an American Airlines, Inc., Lockhead Electra, N 6102A, crashed during a landing on runway 4L at McGhee-Tyson Airport, Knoxville, Tennessee. Sixty-seven passengers and five crew members were on board the aircraft. All escaped injury except one passenger who suffered a minor injury. The aircraft was substantially damaged. During the landing made by the captain in an area of thunderstorm activity and heavy rain showers, the aircraft skidded to the right off the runway. It struck a newly constructed taxiway the surface of which was approximately 17 inches above ground level, causing failure of the right main landing gear. The right wing became separated front the aircraft. The remainder of the aircraft continued to deviate to the right off the side of the runway for a short distance and came to rest 3,010 feet from the approach end of the runway on a heading of 200 degrees magnetic.

Boeing 707

Flight One was cleared for takeoff from Runway 31L on a regularly scheduled nonstop flight to Los Angeles, California, and became airborne at 1007 e.s.t. The takeoff and initial climb appeared to be normal and a gentle turn to the left was started about 8,000 feet down the runway near taxiway AA, at an altitude of about 100 feet. Straightening out from this turn the aircraft continued to climb for several seconds on a magnetic heading of 290 degrees, and started a second turn to the left, apparently in compliance with radar vector directions given by Departure Control. In the second turn the airplane continued to climb. After initiation of the second turn the angle of bank increased until the airplane rolled through 90 degrees of bank at a peak altitude of about 1,600 feet m.s.1. It then entered an inverted, nose-low attitude and plunged earthward in a nearly vertical dive. The airplane struck the shallow waters of Pumpkin Patch Channel of Jamaica Bay approximately three miles southwest of the Idlewild Control Tower at 1008:49 Floating debris and fuel ignited a few minutes later and burned fiercely. The aircraft disintegrated on impact and there were no survivors among the 95 occupants.

Boeing 707

The four engine aircraft departed Idlewild Airport at 1157LT with a crew of six and climbed along the shore of Long Island on a training mission. 23 minutes later, the airplane christened 'Flagship Oklahoma' banked left, entered a dive and eventually crashed into the ocean five miles off shore. Few debris were found off Montauk Point and all six crew members have been killed.

Lockheed L-188 Electra

The Electra scheduled as Flight 361 departed Boston at 0716LT with its destination St Louis, Missouri, and with a planned intermediate stop at LaGuardia Airport. About ten minutes prior to departure a crew change was made when a check pilot boarded the aircraft to flight-check the flight engineer. This check pilot, by mutual agreement with the crew and in accordance with existing company policy, took over the left or pilot-in-command seat with the previously assigned captain moving to the jump seat. The trip was routine until final approach at LaGuardia. On final approach, the airplane aircraft was too low and struck a dyke with its main landing gear and crash landed. Approximately half of the 76 persons on board suffered minor injuries or shock; no one was killed. The aircraft was severely damaged by impact forces and fire.

Boeing 707

The crew was completing a local training flight at Calverton-Peconic River Airport, Long Island, New York. While approaching runway 23 at an altitude of 1,000 feet, the airplane yawed to the right, stalled and crashed in a field located three miles from the airport. The airplane disintegrated on impact and all five crew members were killed.

Lockheed L-188 Electra

At approximately 2356LT, the aircraft crashed into the East River while attempting an instrument approach to runway 22 at LaGuardia Airport. There were 73 persons on board, including one infant. The captain and one stewardess were killed; the first officer, flight engineer, and the remaining stewardess survived. Of the 68 passengers, 5 survived. The Board believes that a premature descent below landing minimums was the result of preoccupation of the crew on particular aspects of the aircraft and its environment to the neglect of essential flight instrument references for attitude and height above the approach surface. Contributing factors were found to be: limited experience of the crew with the aircraft type, fealty approach technique in which the autopilot was used in the heading mode to or almost to the surface, erroneous setting of the captain's altimeter, marginal weather in the approach area, possible misinterpretation of altimeter and rate of descent indicator, and sensory illusion with respect to height and attitude resulting from visual reference to the few lights existing in the approach area.

Convair CV-240

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.

Convair CV-240

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.

Convair CV-240

Flight 476 of August 4 was a scheduled operation between Tulsa, Oklahoma, and La Guardia Field, New York, with several intermediate stops including Joplin, Springfield, and St. Louis, Missouri. The flight departed Tulsa at 1006 (one minute behind schedule) with Captain Hugh C. Barren, First Officer William G. Gates, and Stewardess Thelma R. Ballard as crew. En route stops were made at Joplin and Springfield, and no discrepancies were reported or noted at either point. However, a traffic delay in the Joplin area resulted in the flight arriving and departing Springfield 21 minutes behind schedule. Two of the eight passengers deplaned at Springfield, 21 passengers boarded the flight there. Gross weight of the aircraft at takeoff was 38,663 pounds, 2,302 pounds under that allowable, and the center of gravity was located within prescribed limits. Flight 476 departed Springfield VFR for St. Louis, its next scheduled stop, at 1153 via Victor Airway 14 to cruise at 7,000 feet. It was off the ground at 1156. Twenty-one minutes later (1217) the crew initiated a general call asking, "Does anyone read 476?" Springfield company radio acknowledged but received no reply. Two other American Airlines flights, one cruising in the vicinity of Springfield at 7,000 feet, the other 30 miles north-northeast of St. Louis, heard a transmission from Flight 476 that No. 2 engine was on fire. This message was also heard by American's ground station at St. Louis. Three minutes later the American flight in the Springfield area intercepted the following message, "Springfield, are you reading 476? We have bad engine fire." This was the last message heard from the flight. All transmissions were on company frequency. During this interval numerous witnesses on the ground back along the flight path saw the aircraft with smoke and flame coming from the right engine. The aircraft was also tracked by a military radar installation near Springfield until it disappeared from the scope in the vicinity of Fort Leonard Wood. At approximately 1222 the operations officer on duty at Forney Field, Fort Leonard Wood, received a radio message from an Army pilot flying nearby that a two-engine aircraft with a fire in the right engine was on final approach to runway 14. The tower operator at Forney Field saw the approaching aircraft and gave it clearance to land. Before the operations officer could alert the crash crew another call from the Army pilot informed him that the airplane had crashed short of the runway. The time was 1223. Army personnel with portable fire-fighting equipment reached the wreckage on foot. There were no survivors. Heavy fire-fighting equipment and ambulances could not reach the scene until the Army engineers had bulldozed a road through the densely wooded area in which the crash occurred.

Convair CV-240

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.

Convair CV-240

While taxiing to Runway 23 the flight received an IFR (Instrument Plight Rules) clearance from ARTC (Air Route Traffic Control). Normal pre-takeoff checks were performed and the takeoff roll was started at 1640. The aircraft became airborne after using approximately one-half of the 5.630-foot runway. Immediately after leaving the ground the gear was raised and the first officer saw the left feathering button light come on dimly which indicated that the left propeller was in the process of being feathered by the auto-feathering system. After definitely determining the light was on and visually checking the left propeller, the auto-feathering system was disarmed and the captain., in an effort to stop the feathering cycle, pulled the feathering button to neutral. This effort was unsuccessful. the left propeller feathered, and the engine stopped. During the climb an air speed of 140 m.p.h. was reached and maintained., the right engine remaining at full takeoff power. Approximately 250 feet above the ground a shallow left turn was started and the first officer was ordered to reinstate the left engine. the captain believing the aircraft would climb no farther. In the effort to restart the left engine by unfeathering the left propeller. only 600 r.p.m. could be obtained and the captain felt a buffeting through the control yoke. The aircraft at this time had progressed in the left turn approximately 180 degrees from the takeoff direction and the captain. fearing he would be unable to clear obstructions. Including high tension lines, decided to make a wheels-up landing. The landing was made in a field approximately one mile south of the airport. When the aircraft stopped, the passengers and crew evacuated it in an expeditious and orderly manner. The airplane was damaged beyond repair.

Convair CV-240

American Airlines' Flight 723 of September 16, 1953, was a scheduled operation between Boston Massachusetts, and Chicago, Illinois, with intermediate stops among which were Hartford, Connecticut, and Albany, New York. The crew consisted of Captain J. W. Stentz, First Officer W. J. Schanken, and Stewardess J. G. Thornquist, Prior to departing Boston the crew filed a company VFR (Visual Flight Rules) flight plan to Chicago following which the company issued a flight clearance to proceed to Albany INSTOP (Instrument or On Top of Clouds Authorize d) 2 with an intermediate landing at Bradley Field, the airport serving Hartford, Connecticut, and Springfield, Massachusetts. The alternate airport was Syracuse, New York. At the time this flight clearance was issued, the weather en route to Albany was good mid the conditions at Albany were above minimums. The portion of the flight to Bradley Field was without incident and the aircraft arrived there at 0657. At Bradley Field Captain Stentz reviewed the latest weather reports in the company's operations office and was advised that Bradley Field had been added to his flight clearance as a second alternate in addition to Syracuse because the weather at Albany at this time was below the company's landing minimums 3 was forecast to improve to within limits by the time the flight arrived there. The special Albany 0642 weather report available to the captain at this time was: ceiling indefinite zero, sky obscured, visibility zero, fog. The en route weather was clear. According to the company's records, the gross takeoff weight of the aircraft at Hartford was 37,889 pounds which was within the allowable gross take-off weight of 40,503 pounds; the load was properly distributed with respect to the center of gravity limits of the aircraft. Departure from Bradley Field was made at 0714 with 25 passengers. Immediately before departing, the flight advised the tower it was proceeding to Albany VFR. At 0737, a message from the company's dispatcher at New York was relayed to Captain Stentz through the company radio at Albany as follows: "If Albany still below limits on your arrival, if OK with you, suggest hold vicinity until at least 0830 EST. Expect Albany to have limits 0730-0800 EST. Advise fuel on board when over Albany." Flight 723 acknowledged and advised. "We will hold." At 0740, the flight reported to Albany Approach Control that it was over Montgomery Ward, an in-range visual check point, VFR, and requested a clearance of at least 500 feet on top of clouds to the Albany Range Station. This request was approved and the flight was cleared to maintain at least 500 feet on top and to hold north of the Range Station. The 0739 Albany special weather report was given the flight: "Ceiling indefinite, 100 feet, sky obscured, visibility 1/4 mile, fog, wind west-southwest one mile per hour." Flight 723 reported aver the Range Station at 0742. During the holding period the number of aircraft in this pattern varied from six to nine. The special Albany weather report issued at 0750 indicated thin obscurement, ceiling estimated 4,000, overcast, fog, visibility 3/4 miles. At 0753, the first of the aircraft in the holding pattern, American Airlines' Flight 750, was cleared for an instrument approach to Runway 19. At 0800, this aircraft missed its approach and was immediately cleared to climb toward the south and to again remain at least 500 feet on top of clouds. A second aircraft which was holding was then cleared to make a similar approach and it too was forced to execute a missed approach procedure. At 08163 an instrument approach mid a landing on Runway 19 were successfully completed by one of the holding aircraft. Immediately following this landing. Flight 723 was cleared to make an instrument approach to Runway 19. Three minutes later the flight advised the tower that its approach was being abandoned because the aircraft's flaps could not be lowered. It was then still at least 500 feet on top of clouds and was advised by the tower to remain there until further advised. At approximately 0830, the following message was transmitted from the Albany Tower: "All aircraft holding Albany. It now appears to be pretty good for a contact approach from the west. It looks much better than to the north." Immediately following this message, Flight 723 was asked by the tower if it would accept a contact approach from the west for a landing on Runway 10. After requesting and receiving current weather including altimeter setting (29.74) and the length of Runway 10 (4,500 feet). the flight stated it would accept a contact approach. Clearance was then issued the flight to make a contact approach to Runway 10. Acknowledgement of this clearance was the last radio contact with the flight. At approximately 0834, Flight 723 struck the radio towers and crashed. The weather reported at the time of the accident was thin scattered clouds at 500 feet, ceiling estimated 4,500 feet, broken clouds, visibility 1-1/2 miles, fog.

Convair CV-240

The approach to Newark was completed in marginal weather conditions with a ceiling at 400 feet and a 3/4 mile visibility. For unknown reason, the aircraft deviated from the approach path to the left and, in a relative flat attitude, hit an obstacle and eventually crashed in flames on several houses located in the city of Elizabeth, about three miles from runway 06 threshold. All 23 occupants on board the aircraft and seven people in the ground were killed while nine others were injured. Few houses were destroyed.

Douglas DC-6

Flight 157 originated at LaGuardia Field, New York, for Mexico City, Mexico, with stops scheduled at Washington, D C., and Dallas, Tex. Departure from LaGuardia was at 2147, November 28 Between LaGuardia and Washington the flight was reported to be uneventful with all of the aircraft's components functioning normally. At Washington, a flight plan was filed with, and approved by, Airway Route Traffic Control It specified Instrument Flight Rules to Dallas, with Wichita Falls, Tex, as the alternate, a cruising altitude of 18,000 feet, and a flight time of 5 hours and 4 minutes The gross height of the aircraft at takeoff was 82,298 pounds, which was 3,577 pounds less than the maximum allowable gross weight of 85,875 pounds, and the disposable load was distributed so that the center of gravity was within prescribed limits. At 0206 the flight requested and received permission to change its flight plan to Visual Flight Rules A posit-,on report was made over Nashville at 16,000 feet at 0254 and a descent was started to 6,000 feet When approaching Nashville, 1 No 1 engine had started backfiring at intervals of about 20 seconds Various corrective measures, including the application of alcohol and carburetor heat, and the richening of fuel mixture, were applied but were not successful and the backfiring continued. The captain and the flight engineer discussed the malfunctioning following which No 1 engine was feathered at a point about 25 miles southwest of Nashville at approximately 0300, however, the feathering was not reported to the company until 0429, where the flight was in the vicinity of Altheimer, Ark, a routine position reporting point about 125 miles beyond Memphis At that time, the crew advised a change of aircraft on arrival at Dallas. When 15 miles northeast of Dallas, at 0536, the flight was given permission to enter the traffic pattern at Love Field, Dallas, with a right-hand turn and instructed to land on Runway 36 The altimeter setting of 29 83 inches and the weather, which included unlimited ceiling, a visibility of 15 miles and a north-northeast wind of 5 mph, were given the flight The captain and the flight engineer conferred regarding returning No 1 engine to service and decided against doing so. The crew then went through the pre-landing cheek The landing lights were turned or and the Plans were lowered to the 20 degree position. The flight turned -flight to final approach when approximately over the Range Station which is 2 2 miles south of the approach end of Runway 36 At this time its altitude was estimated to be 1200 feet AFL 2 by the captain and 800 feet AFL by the first officer At a distance of about 1 1/2 miles from the approach end of the runway, the landing gear was extended. Shortly thereafter the flaps were extended fully, the turn to final placed be aircraft to the left of the runway Accordingly an "S" turn was made to correct the misalignment During this "S" turn the aircraft skidded to Its left, the air speed dropped abruptly and the aircraft settled rapidly. At this point the captain increased power to engines Nos. 2, 3 and 4 in an attempt to maintain control. Control tower operators watching the approach estimated that the aircraft cleared by 75 to 100 feet obstruction lights mounted on 30-foot poles on a power line located 800 feet south of the approach end of the runway. The aircraft continued in a generally northwest direction, across the airport on a heading about 40 degrees to the left of Runway 36, in a tail low attitude. Its air speed continued to fall, its attitude became increasingly nose-high. and a stall developed just prior to striking a hangar and other buildings on the northwest side of the airport. Both pilots and 26 passengers were killed.

Convair CV-240

After 2.700 feet of takeoff roll the aircraft became airborne with an estimated air speed of 120 miles per hour, but at an altitude from 20 to 50 feet the right engine failed and the right propeller automatically feathered. Retraction of the landing gear was accomplished after momentary hesitation as the flight continued straight ahead, gaining altitude very slowly. It passed over the end of the runway at about 50 feet. A power transmission line, 11,700 feet from the start of the takeoff roll. was located across the flight's course. Two towers of this transmission line between which the aircraft was flown extended to an elevation of 371 feet, or a height of 111 feet above the southwest end of Runway 2 from where the takeoff was started. Elevation of the lowest point of the top series of wires as they hung between the two towers was 335 feet or 75 feet above the southwest end of Runway 2. The flight cleared these wires at this lowest point by 10 to 20 feet. Just before flying over the power lines at an air speed of 110 miles per hour, a slow retraction of the flaps was started. After crossing the power lines, the air speed fell to 105 miles per hour even though the left engine continued to develop full takeoff power. Not being able to hold altitude, a shallow right turn was made to relatively clear terrain where the aircraft was crash landed 18,713 feet northeast from the starting point of the takeoff. The aircraft slid over the ground for a distance of 217 feet, skidded over an embankment and a highway, then came to rest. Control tower personnel had observed the feathering of the right propeller and the slow rate of climb. Feeling that the aircraft would not remain airborne, the airport controller instructed another air carrier flight, then on a landing approach to Memphis, to circle the Convair so as to keep the tower advised of its position. Instructions were immediately transmitted to the field's fire and crash personnel following which the city fire and police departments and hospitals were notified. Since fire and crash equipment had actually been dispatched while the aircraft was still in flight, it arrived only two or three minutes after the crash. Fire which started in the left engine nacelle after landing was quickly extinguished, and prompt medical attention was available for all occupants. Although the stewardess had received minor injuries, she, with the aid of one of the passengers, had opened two emergency exits. She had then deplaned all passengers. Thirteen passengers and one crew member received serious injuries, and 18 passengers and two crew members received minor injuries.

Douglas C-54 Skymaster

During the takeoff roll in Tulsa, the nose gear hit a snowdrift. After departure, during initial climb, the crew was unable to raise the nose gear so the captain decided to divert to Dallas-Love Field for a safe landing. After touchdown, the aircraft slid on its nose and came to rest. There were no casualties but the aircraft was written off.

Douglas DC-6

Enroute from San Francisco to Chicago, the crew informed ATC that a fire erupted in the rear compartment of the aircraft and decided to divert to Gallup Airport for an emergency landing. The aircraft was difficult to maneuver and landed in flames. After it came to a halt, all 25 occupants were quickly disembarked and helped by local rescuers before the aircraft being totally destroyed by fire.

Douglas DC-3

The aircraft took off on runway 13 of La Guardia Airport at 1843LT, having been cleared on an instrument flight plan to Rochester, New York, with Toronto, Ontario, as an alternate. Approximately 2 minutes after take-off the flight called La Guardia Tower and reported that it was in the vicinity of the south end of Whitestone Bridge, approximately 2 1/2 miles northeast of La Guardia Airport. The flight advised that the oil pressure was low on one engine, and requested clearance to land on runway 22. The request was approved, and the tower informed the crew that the wind was calm. When asked if emergency equipment was desired to stand by, the flight replied in the negative. Shortly thereafter, NX88787 reported that it was on the final approach, and that it was over the sand barges, located approximately one-half mile off the approach end of runway 22. In reply the flight was again given clearance to land. The aircraft was first seen at an altitude of approximately 800 feet, and about 1,300 feet off the approach end of runway 22 with the landing gear extended. The flaps were lowered, and the aircraft started a steep descent to runway 22,but it passed over the approach end of the runway at an altitude of approximately 300 feet. The flight then requested and was granted permission by the tower to make a right turn, however, the aircraft continued straight ahead over the runway, gradually losing altitude. When one-third of the way down the runway, the right propeller was feathered. When over the intersection of runways 22 and 18 and at an altitude of 200 feet the flaps were raised, which resulted in an additional loss of altitude. During or directly after raising the flaps, a right turn was initiated, and the landing gear was observed to retract slowly. Competent witnesses stated that the right turn was made at a very slow speed, at a high angle of attack, and at an altitude appearing never to have exceeded 200 feet. Over Bowery Bay the aircraft on two occasions almost settled into the water. When in a flat right turn toward runway 13 it lost altitude to about 50 feet. Approximately 2,000 feet from the end of the runway, the landing gear started to extend, and became fully extended when the aircraft was aligned with runway 13. At this time the airplane attitude appeared to be that of a steep climb. The wings were seen to wobble slightly, then the left wing and nose dropped, and the airplane struck the water at an angle of approximately 20 degrees. The forward movement of the aircraft continued on the surface of the water for 40 to 50 feet, throwing up a great spray as the tail rose to a vertical position, after which the aircraft continued over on its back and sank in about 5 minutes.

Douglas DC-3

At 2107, the American Airlines’ radio station at New York received a message from the flight on very high frequency, indicating that it had no range reception or operative direction finding facilities. Because it had become apparent that precipitation static was so severe that it would not be possible to use the Philadelphia radio range for an approach to the Municipal Airport, the flight advised that it was continuing northeastward until visual contact with the ground was established. During this transmission, Flight 203 reported its position as in the vicinity of Lake-Hurst, New Jersey. When asked by the New York station of American Airlines at 2115 if he were “contact” in the South Jersey area, the pilot of Flight 203 replied that he had not been “contact” since leaving Washington. At 2128, Flight 203 declared an emergency, reporting that it had 70 gallons of gas aboard, with little or no D/F or radio range reception, and requested a report on the “neatest weather that is 1,000 feet or better.” While maintaining a northeasterly heading, the flight descended to an altitude of 200 feet. However, inasmuch as instrument conditions were still being encountered at that altitude, the pilot climbed again to an altitude of 1,500 feet. By the time the American Airlines’ New York station was able to provide the flight with weather reports in the area northeast of La Guardia Airport, the pilot had decided to effect an emergency landing without further delay. At this time there was but 30 minutes gas supply remaining on board. The pilot turned to a heading of 110 degrees toward the Atlantic Ocean in order to permit a descent to be made over open water. At 2156, after having maintained an east-southeasterly heading for 15 minutes, the flight advised the American Airlines’ station at New York that it intended to drop a flare. Upon dropping the flare and following it to the surface, the pilot found that the flight was over water. The pilot turned, therefore, to a heading of 300 degrees and, with the aircraft landing lights shining on the surface, continued westbound until sighting a shore line. He immediately maneuvered the aircraft to align it with the beach, which was oriented approximately 60 degrees to the left of his flight path, and completed an emergency landing at 2208 with his wheels retracted. Being unaware of his location, the pilot requested that bearings be taken in order to identify the position of the aircraft. At 2245, American Airlines was advised by telephone that Flight 203 had been located on the beach approximately one mile east of the Coast Guard Station at Jones Beach, New York.

Douglas C-50 (DC-3)

This flight originated at Buffalo and proceeded uneventfully to a scheduled stop at Detroit, Michigan. Departure from Detroit was at 0748, about six minutes behind schedule, with eighteen passengers, 550 gallons of fuel and on an instrument flight plan to cruise at 2,500 feet sea level. Routine position reports were made at 0800, 0807 and 0822. At 0840 the flight was instructed by Air Route Traffic Control at Chicago to climb to 4,000 feet sea level which it did immediately. At 0859 Chicago Air Route Traffic Control cleared the flight from South Bend, Indiana, to the Chicago Tower to maintain 4,000 feet sea level until ten minutes after passing South Bend. At 0902 the flight reported passing South Bend. There were no further radio contacts with the flight until 0918 when it transmitted, "Both engines going bad descending at 1,000 feet per minute looking for opening." This was followed almost immediately by, "Altitude is at present 900 feet." Chicago immediately replied, "Suggest proceed to South Bend immediately if able." This was not acknowledged. The plane crashed at or about that time in the northeastern part of Michigan City at a point approximately two miles from Lake Michigan. The direction of Initial impact was just south of east or about opposite the course from Detroit to Chicago.

Douglas C-47 Skytrain (DC-3)

The crew left Memphis at 2110LT for a three hours local training flight. About one hour later, contact was lost and the crew did not report anymore. The next early morning, the wreckage was found in a wooded, rolling terrain located five miles WSW of Ashland, and both crew members were killed. The attitude at impact indicates that, prior to the accident, the aircraft had been in an almost vertical dive and the complete demolition of the structure resulting from impact indicates very high speed. It is apparent, therefore, that the aircraft was not under normal control at the time of impact. During the course of this flight, the pilots were expected to practice recovery from unusual maneuvers similar to those contained in CAA flight checks. While it appears that the unusual attitude of the aircraft at the moment of impact may have resulted from a voluntary maneuver by one of the pilots, recovery from which was not completed, the possibility of loss of control from some other factor not apparent in the investigation cannot be eliminated. The fact that the ballast in the passengers' compartment was unsecured created the possibility of a serious shifting of balance during unusual attitudes. While the maximum possible movement of this ballast would probably not alter the center of gravity beyond approved limits, a sudden shift during an unusual maneuver may have produced a forward movement of the aircraft center of gravity location of almost 12 Inches. Such a change in center of gravity would have had an appreciable effect on "trim", and the resulting change in control forces would obviously have complicated an attempt by the pilot to recover from an unanticipated severe change in attitude. Some laxity must be charged to the company, therefore, for its failure to assure that the condition of the aircraft and its contents was suitable for the flight activity contemplated. As a result of the investigation of this accident, it appears that the aircraft, for reasons not determined, entered an unusual attitude from which recovery was not completed. Recovery in this instance may have been complicated by unsecured ballast or defective instruments, or both.

Douglas DC-3

At 0559LT, the aircraft departed Tucson and routine position reports were subsequently received from the flight over Casa Grande, Gila Bend, and Yuma, Arizona. At 0754, the American Airlines radio operator at San Diego transmitted the 0750 weather report for San Diego: Indefinite ceiling 1,200 feet, broken clouds; visibility 8 miles. Receipt of this information was acknowledged by flight 6103 and immediately thereafter the flight reported that it had been over El Centro, California, at 0753 at 3,000 feet. Los angels Airway Traffic Control delivered a clearance for Flight 6103 to American Airlines radio station at San Diego clearing the flight to San Diego to cruise at 8,000 feet and to cross San Diego at an altitude of at least 500 feet above the overcast. The company station, in turn, attempted to relay the Airway Traffic Control clearance to the flight at 0812, however, after several attempts at establishing contact with the flight, Airway Traffic Control was advised that the clearance as not delivered. All further attempts to contact the flight were unsuccessful. Routine search procedures were initiated immediately and at 1305 aircraft of the Naval Air Control Center at San Diego reported sighting the wreckage of the airplane was spotted on the east slope of Thing Mountain, some 10 miles southeast of Pine Valley. The aircraft was destroyed by impact forces and all 25 occupants were killed.

Douglas DC-3

The aircraft left Washington DC Airport at 0011LT bound for Nashville, continued to the southwest at an altitude of 4,000 feet. While cruising in poor weather conditions due to turbulence and rain falls, the aircraft hit tree tops and crashed on the slope of Mt Glade located 5,6 miles southwest of Rural Retreat. Rescue teams arrived on the scene some four hours later. The stewardess and four passengers were seriously injured and evacuated to local hospitals while all 17 other occupants, among them both pilots, were killed. Crew: James E. Stroud, pilot, † Robert E. Brigman, copilot, † Sarah Worley Padgett, stewardess.

Douglas DC-3

Following an uneventful flight from El Paso, the crew started the approach to Burbank-Hollywood-Lockheed Air Terminal by night. Due to low visibility caused by poor weather conditions, the pilot was unable to localize the airport and decided to proceed to the alternate airfield, Palmdale. Few minutes later, as it was flying at a too low altitude, the aircraft hit tree tops and crashed on the slope of a wooded area located in the Verdigo mountains, some 4 miles northeast of the Burbank Airport. All 24 occupants were killed.

Douglas DC-3

American Airlines Trip 2, on a regular transcontinental schedule from Los Angeles to New York City, while en route from Little Rock to Memphis, crashed in the Mississippi River 18 miles southwest of Memphis Airport about 2336LT. The 21 passengers and three crew members were fatally injured and the airplane was totally destroyed. The flight was observed to be at a normal altitude approximately 30 miles west of the scene of the crash. At a point 2 1/2 miles west of the scene, the plane was observed flying very low. How long it had been flying low between these two points could not be ascertained as there were no known witnesses to this portion of the flight. It approached and struck the river in an angle of descent of about 20 degree with the right wing slightly low. Impact with the water, submersion and the extremely difficult salvage operation caused an unusual degree of damage to the plane. Only 75% of the wreckage is estimated to have been recovered. These conditions materially limited the efforts of the Boards investigators.

Douglas DC-3

The aircraft christened 'Flagship Missouri' departed Nashville for its last leg to Memphis and climbed to 6000 feet when the pilot reported cruising at this level at 2259LT. Seven minutes later, at 2306LT, the flight called Nashville and requested permission to climb to 8000 feet, which was approved. However altitude was lost until the DC-3 descended into the thickly wooded southern slope of a hill which rose to a height of about 75 feet. Crew: Dale F. Dryer, pilot, William J. Brand, copilot, Margaret A. Jewell, stewardess.

Douglas DC-3

Shortly after take off, while in initial climb, the aircraft stalled and crashed in an open field. Both pilots were injured and the aircraft was written off.

Douglas DC-3

Flight 63 originated at and left Cleveland about 5:42 p.m. EET cleared to Memphis on American's Route 22 with intermediate stops scheduled at Columbus, Dayton, Cincinnati, Louisville and Nashville. En route from Dayton to Cincinnati, the trip encountered adverse weather which, together with unreported Army traffic, made it seem advisable to return to Dayton. The situation at Cincinnati improved and after a delay of about 30 to 40 minutes the flight proceeded to Cincinnati end thence to Louisville, where it landed at 9:42 p.m. CWT2/. It was refueled and cleared to take off at 9:54 p.m. to fly at 4000 feet with estimated time of arrival at Nashville of 10:54 p.m. At 9:54 p.m., apparently just before take-off from Louisville, Captain Stiller requested Louisville to advise Nashville that he wanted to change his flight plan to proceed to Smiths Grove, Kentucky at 2500 feet. and continue to Nashville at 2000 feet. This change was subsequently approved by Nashville and relayed to the flight by Smiths Grove Airways Communications Station. (Smiths Grove is located on American Route 22, approximately 69 miles in a northeasterly direction from Nashville.) At approximately 10:22 p.m. when the flights about 15 miles northeast of Smiths Grove the following radio contact was made with the airways communication station at Smiths Grove: "Route 22, trip 63 over Smiths Grove at 10 29 p.m. at 2500 feet." Although static interference made radio telephone communication impossible between the flight and American stations at Nashville or Louisville, this report as relayed to Nashville and Louisville via interphone by the Smiths Grove radio operator. At 10:28 p.m. the flight advised the Smiths Grove Station by radio of the presence of an aircraft approximately 3 miles south of Smiths Grove, flying at about 5000 feet. The station operator informed the flight that he -was aware of its presence and that it was an Army plane practicing on the Smiths Grove range. Acknowledgement of this information was the last message received from the flight. Shortly thereafter, when Flight 63 failed to report, there followed an intensive radio search by at least twenty radio communication stations. At about 1:00 a.m. July 29, the police at Trammel notified American at Nashville of the crash of Flight 63 at Trammel. (Trammel is on American Route 22, about 21 miles southeast of Smiths Grove.). Examination of the wreckage did not reveal any evidence whatsoever which would indicate any mechanical or structural failure of the aircraft in flight. Examination of both engines revealed that they were functioning normally at the time of impact. There was adequate fuel aboard. Inspection of the propellers disclosed settings of 23 1/2 degree on the left propeller and 24 degree on the right. It appears probable that these settings were indicative of the settings immediately prior to impact. The wreckage was found on the airway less than 2 miles from the "on course" signal of the Smiths Grove Radio Range. The rolling terrain of the locale varies from 695 to 720 feet above sea level. Examination of the wreckage and of marks and cuts on the ground and trees revealed that the aircraft, while level laterally and descending about 11 degree from horizontal, initially struck and cut a path through a small grove of trees, 35 feet in depth about 16 feet above the ground. It struck the ground approximately 85 feet beyond the point of first contact with the trees, continued on an almost straight course (221 degree) through another small clump of trees, then across an open field and stopped in an upright position among several larger trees, about 1000 feet beyond the point of first impact. Just prior to coming to rest, the right wing was sheared from the fuselage by impact with a large tree and it was found approximately 25 feet behind the fuselage. Crew: Harry A. Stiller, pilot, B. A. Carpenter, pilot, Robert M. McClure, copilot, Josephine Kane, stewardess.

Douglas DC-3

While cruising on airway 5 at an altitude of 9,000 feet, the DC-3 collided with a USAAF Lockheed B-34 Ventura II registered 41-38116 and performing a flight from Long Beach to Palm Springs with two pilots on board. Following the collision, the DC-3 dove into the ground and crashed 3 miles north of Palm Springs, killing all 12 occupants. The Ventura was able to land safely at Palm Springs Airport. The American composer Ralph Rainger was among the passengers. Crew: Charles Fred Pedley, pilot, Louis Frederick Reppert Jr., copilot, Estelle Frances Regan, stewardess.

Douglas DC-3

While descending to Detroit, the crew was instructed by ATC to abandon the approach due to poor weather conditions. The crew completed several circuits around Detroit to expect a weather improvement without success. After several minutes, due to fuel shortage, the captain decided to divert to London Airport, Ontario. Suddenly, the aircraft pitch down and crashed at an angle of 70° in an open field. All 20 occupants were killed.

Stinson Model A

En route, pilot lost control of the aircraft that crashed in flames in a wheat field. Both occupants were killed and the aircraft was destroyed by post crash fire.

Stinson Model U

Crashed on take off from Albany Airport. No casualties but the aircraft was damaged beyond repair.

Vultee V-1

While approaching Denton, the pilot encountered low visibility due to snow falls. Unable to locate the airport, he decided to reduce his altitude and eventually attempted an emergency landing in a wheat field located in Little Elm, southeast of Denton. The aircraft was damaged beyond repair and a passenger was killed while all five other occupants were injured.

Douglas DC-2

While cruising at low altitude and at a speed of 290 km/h in darkness, the aircraft hit tree tops and crashed in a swampy area located some 4 miles from Goodwin. All 17 occupants were killed. While there was no post crash fire, a flash bulb from a photographers camera did ignite gasoline that had spilled. This was the first fatal commercial aircraft accident in the state of Arkansas. Crew: Captain Marshall, Copilot Greenland, Stewardess Casparini.

Stearman 4

The pilot was injured while making an emergency landing following technical problems. The airplane was written off.

Curtiss T-32 Condor II

The crew continued the approach in low visibility due to fog. Aircraft landed long, overrun runway and came to rest in an open field. Four passengers were slightly injured while the aircraft was damaged beyond repair.