British Overseas Airways Corporation - BOAC

Boeing 707

The aircraft was operating Flight BA. 712 from Heathrow Airport, London to Zurich with onward routing to Sydney, Australia. In addition to the normal crew complement, a check pilot was on the aircraft for the purpose of carrying out a route check on the pilot-in-command. The aircraft became airborne from Runway 28 Left at 1527 hours GMT and 20 seconds later, just before the time for the noise abatement power reduction, the flight crew felt and heard a combined shock and bang. The thrust lever for No. 2 engine "kicked" towards the closed position and at the same time the instruments showed that the engine was running down. The pilot-in-command ordered "Engine Failure Drill" and the flight engineer began the immediate actions of that drill. Because the undercarriage was retracted, the warning horn sounded when the flight engineer fully retarded the thrust lever; the check pilot and flight engineer simultaneously went for and pulled the horn cancel switch on the pedestal whilst the co-pilot, instinctively, but in error, pressed the fire bell cancel button in front of him. The flight engineer went for the engine fire shut-off handle but he did not pull it. The lack of a flight deck voice recorder makes it impossible to establish a second by second timing of events, but at about this time the check pilot looked out of a flight deck window on the port side and reported a serious fire in No. 2 engine, adding words to the effect that a landing should be made at the earliest possible moment. No member of the flight crew recalls hearing the fire warning bell. Nevertheless, the fire warning light in No. 2 fire shut-off handle was seen to be on and the pilot-in-command ordered an "Engine Fire Drill". The check pilot suggested, and the co-pilot with the pilot-in-command's approval broadcast, a "Mayday" call. Having initially started an engine failure drill, the flight engineer changed directly to the engine fire drill. According to his evidence, having completed Phase 1 of the engine fire drill, which is required to be done by memory, he subsequently used his own copy of the checklist to complete Phase I1 of the drill, including the operation of the fire extinguisher transfer switch and pushing the discharge button for the second shot thirty seconds after the first. When the co-pilot started to read the check list the flight engineer told him the check was already completed. During this period and subsequently, according to his evidence, the check pilot directed his attention to monitoring the state of the fire on the wing and to providing the pilot-in-command with comments intended to help him position the aircraft for the landing. ATC originally offered the pilot-in-command a landing back on Runway 28L and alerted the fire services but after the "Mayday" call he was offered Runway 05 R which was accepted as it would resulting a shorter flight path. ATC ordered other landing aircraft to overshoot in order to ensure a clear approach to Runway 05 R and to clear Runway 28R for the passage of the fire vehicles. The initial notification to the Airport Emergency Services of the expected landing on Runway 28 L was also revised. About 14 minutes after the start of the fire, No. 2 engine, together with part of its pylon, became detached and fell into a waterfilled gravel pit. This was unknown to the flight crew but because of the separation the light in the fire handle would have gone out. Nevertheless, they were aware that a serious fire continued to burn. At various places along the flight path a number of engine fragments and pieces of cowling had already fallen away, but these caused no injury to persons or damage to property. At about the time the engine fell away the undercarriage was lowered and full flap selected. The undercarriage locked down normally but the hydraulic pressure and contents were seen to fall and the flaps stopped extending at 470, that is 30 short of their full range. The approach to Runway 05 R was made from a difficult position, the aircraft being close to the runway and having reached a height of about 3 000 ft and a speed of 225 kt. There is no glide slope guidance to this runway but the approach was well judged and touchdown was achieved approximately 400 yards beyond the threshold. To add to the pilot-in-command's difficulties, during the final approach the flight engineer informed him that the instruments of No. 1 engine indicated that it might fail, although it did not do so. In order to bring the aircraft to a stop in the shortest possible distance after landing, in addition to the wheel. brakes, reverse thrust from No. 1 and No. 4 engines was used down to a very low speed. The use of reverse thrust caused the flames to be deflected in towards the fuselage. The aircraft came to a stop just to the left of the runway centre line, about 1 800 yards from the threshold, on a heading of 0350M. After the aircraft came to rest the flight engineer commenced the engine shut-down drill and closed the start levers. Almost simultaneously the pilot-in-command ordered fire drill on the remaining engines. Before this could be carried out there was an explosion from the port wing which increased the intensity of the fire and blew fragments of the wing over to the starboard side of the aircraft. The pilot-in-command then ordered immediate evacuation of the flight deck. The engine fire shut-off handies were not pulled and the fuel booster pumps and main electrical supply were not switched off. There were more explosions and fuel, which was released from the port tanks, spread underneath the aircraft and greatly enlarged the area of the fire. The cabin crew had made preparations for an emergency landing and as the aircraft came to a stop opened the emergency exits and started rigging the escape chutes. The passengers commenced evacuation from the two starboard overwing exits and shortly afterwards, when the escape chutes had been inflated, from the rear starboard galley door and then the forward starboard galley door. However, because of the spread of the fire under the rear of the fuselage the escape chute at the rear galley door soon burst and, following the first explosion, the overwing escape route also became unusable. The great majority of the survivors left the aircraft via the forward galley door escape chute. The co-pilot, who could not get into the galley to help with the evacuation, left the aircraft through the starboard flight deck window by use of the escape rope at that position. The Second Officer, who helped guide the passengers in the initial stages, followed, the pilot-in-command, having assisted the stewardess to inflate the port forward chute, also left by the flight deck window after seeing the evacuation was proceeding satisfactorily. The flight engineer saw that the port forward chute had not inflated properly so he climbed down it to straighten it. However, immediately after it inflated it became unusable from heat and burst. The evacuation of passengers had been largely completed by the time the airport fire and rescue services began to provide assistance. The fire services prevented the fuel in the starboard tanks from catching fire but the rear fuselage and port wing were burned out. Four of the passengers and one stewardess were overcome by heat and smoke at the rear of the aircraft and did not escape, whilst thirty-eight passengers sustained . injuries during the evacuation. Some hours after the accident it was not known how many had escaped alive or had been injured because some survivors were quickly removed to various treatment and rest centres whilst others left the vicinity of the airport without leaving their names.

Boeing 707

BOAC Flight 911 was a scheduled service from San Francisco (SFO) to Hong Kong (HKG) via Honolulu (HNL) and Tokyo (HND). The Boeing 707 was expected to arrive at Tokyo Airport at 16:45 on 4 March. However, due to poor meteorological conditions at Tokyo and because the precision approach radar (PAR) of the GCA was out of service, it diverted to Fukuoka (FUK) and landed there at 18:00. After staying overnight at Fukuoka, Flight 911 left for Tokyo at 11:25 and landed there at 12:43. The aircraft was prepared for the next leg to Hong Kong and a flight plan was filed for a flight in accordance with the instrument flight rules via Oshima on airway JG6 to Hong Kong at FL310. At 13:42 hours the crew contacted ATC requesting permission to start the engines and clearance for a VMC climb via Fuji-Rebel-Kushimoto. The aircraft left the ramp at 13:50. It was instructed to make "a right turn after take off", and departed Tokyo Airport at 13:58. After takeoff the aircraft flew over Gotemba City on a heading of approximately 298 deg at an altitude of approximately 4900 m and indicated airspeed of 320 to 370 knots. The aircraft, trailing white vapor, then suddenly lost altitude over the Takigahara area, and parts of the aircraft began to break away over Tsuchiyadai and Ichirimatsu. Finally over Tarobo at an altitude of approx. 2000 m, the forward fuselage broke away. The mid-aft fuselage together with the wing, making a slow flat spin to the right, crashed into a forest at the foot of Mount Fuji. The forward fuselage crashed into the forest approx. 300 m to the west of the above site and caught fire. All 124 occupants were killed.

Bristol Britannia

En route from Cairo to Khartoum at an altitude of 20,500 feet, a loss of hydraulic pressure occurred. The crew continued the flight and started the descent to Khartoum. While completing the approach checklist, the crew was unable to lower the landing gear, even with the emergency systems. The captain decided to complete a belly landing on the sandy area alongside the runway. The airplane slid for hundreds yards before coming to rest. All 27 occupants were evacuated safely while the aircraft was damaged beyond repair.

Bristol Britannia

The airplane departed London-Heathrow Airport at 1010LT on a test flight regarding the renewal of its Certificate of Airworthiness. After performing the necessary test, the crew requested a descent from 12,000 feet to 3,000 feet. Three minutes after starting the descent, while cruising in a visibility reduced by fog, the aircraft struck the ground and crashed in a field located in Winkton, southeast of Bournemouth-Hurn Airport. Seven occupants were killed while three others were seriously injured. The aircraft disintegrated on impact.

Canadair C-4 North Star

The four engine aircraft departed runway 25 at Kano Airport for Tripoli in moderate rain and climbed to an altitude of 250 feet. The aircraft then began to lose height rapidly and although the pilot-in- command ordered full power, the descent could not be checked. Notwithstanding the increased power he was unable to prevent it striking a tree and the aircraft crashed about 1,5 mile from the end of the runway. Three crew members and 29 passengers were killed. At time of takeoff, the reported weather conditions on runway 25 were as follows: cloud 3/8, base at 2,500 feet, wind 270° at 20 knots, visibility 1,500 yards and moderate rain.

Avro 685 York

Suffered a ground accident at Idris Airport prior to takeoff. There were no casualties but the aircraft was written off.

De Havilland DH.104 Dove

The aircraft was carrying two filmmakers and one pilot who were in charge to make a movie of the Heathrow Airport. Following an uneventful mission, the pilot returned to the airport when, on final approach, the right engine suffered technical problems and failed. In a certain confusion, the pilot mistakenly shut down the left engine, causing the aircraft to stall and to crashed short of runway. All three occupants were evacuated while the aircraft was written off.

Canadair C-4 North Star

On approach to Tripoli Airport by night and poor weather conditions, the crew was unable to locate the runway and decided to make a go around. Three times, the captain decided to abandon the approach procedure for a go around maneuver. During a fourth attempt, he descended below the glide when the aircraft hit trees and crashed 1,200 yards short of runway 11. Two crew members and 13 passengers were killed and the aircraft was destroyed. All other occupants were injured.

Boeing 377 Stratocruiser

The flight from London to Prestwick was uneventful. Throughout the flight the captain kept in touch with the weather conditions and Prestwick Approach Control received the aircraft about 0248 hours. Preceding the aircraft by approximately four minutes in arrival at Prestwick was a Constellation, and these two aircraft were fed into the stack at Prestwick; the Constellation at 4 000 feet and the Stratocruiser at 5 000 feet. The runway to be used was Runway 31 which required the approach to be made from the southeast. The Instrument Landing System (hereinafter called ILS) without the Glide Path and the Ground Control Approach system (hereinafter called GCA) were available on Runway 31. G. C.A. took over the Stratocruiser about 0314 hours and at 0323 hours the talk-down controller 'took over the aircraft. Meantime Meteorological Reports had been passing from ground to air. The talk-down was completed at 0325 hours when the aircraft was 400 yards from the threshold of Runway 31. The approach up to this point had been high but uneventful. A few seconds later the aircraft struck the ground 127 feet short of the threshold of Runway 31, sustaining some damage. It then ran on to the runway and proceeded for some 90 feet where it was again airborne for another 400 feet. It then contacted the runway and sustained considerable damage, and came to rest with the passenger compartment in an inverted position on the south side of the runway about 550 yards from the threshold. Except for the front portion of the fuselage which lay on its port side, severe damage resulted from fire which broke out and spread rapidly, due probably to the partial detachment of the port wing and rupture of the fuel tanks. From the accident there survived seven of the crew and one passenger.

Lockheed L-749 Constellation

Following an uneventful flight from Jakarta, the crew started the descent to Singapore-Kallang in good weather conditions. On final approach to runway 06, the four engine aircraft christened 'Belfast' was too low and hit a sea wall, bounced and landed 80 yards past the runway threshold. On touchdown, the right main gear collapsed, the airplane veered off runway to the right, lost its right wing and came to rest in flames upside down. Seven crew members were injured while 33 other occupants, including all 31 passengers, were killed.

De Havilland DH.106 Comet

About twenty minutes after its takeoff from Rome-Ciampino Airport, while cruising at an altitude of 27,000 feet between the islands of Elbe and Montecristo, the airplane suffered a brutal decompression, disappeared from radar screens and crashed into the Tyrrhenian Sea. Some debris were found floating about 16 km south of Elbe Island and the main wreckage sank by a depth of 600 meters. All 35 occupants were killed. About 70% of the debris were recovered and the airplane was rebuilt in UK for investigations. As there were suspicions of technical issues, BOAC, Air France and SAA decided to suspend all Comet flights. After fifty modifications and improvements, the airplane started to fly again two months later. It was eventually discovered that the airplane suffered a structural failure and exploded in flight.

De Havilland DH.106 Comet

Because taxi lights were too dim to use at night, the crew had to use the landing lights while taxiing. Both lights had to be alternated left and right to avoid a meltdown by using a switch behind the captains seat. In a left hand turn the captain took his left hand off the steering wheel to select another landing light. The steering centered, and then the aircraft right wheel bogies ran off the paved surface. Engine power was applied on the two right engines, causing the bogie struts to be forced up and into the wing structure causing much damage. Source: https://aviation-safety.net/database/record.php?id=19530725-0

De Havilland DH.106 Comet

On its scheduled return flight from Singapore to London the aircraft took off from Calcutta-Dum Dum Airport at 1629LT bound for New Delhi-Palam Airport. Six minutes later, while climbing, the crew encountered poor weather conditions with the presence of a thunder-squall. The airplane went out of control, nosed down and crashed near the village of Jagalgori, about 24 miles from Dum Dum Airport. The aircraft disintegrated on impact and all 43 occupants were killed.

De Havilland DH.106 Comet

The aircraft was operating a scheduled passenger service from London to Johannesburg. The flight from London Airport to Rome was without incident. During the take-off from Rome on the second stage, the aircraft's normal speed failed to build up and after becoming airborne for a few seconds, the Captain's immediate reaction was that there was a lack of engine thrust. He throttled back the engines at the same time as the aircraft came to rest near the airport boundary, and the aircraft sustained considerable damage and two passengers were slightly injured. For take-off the aircraft was taxied to Runway 16 and lined up on the centre line; all pre-take-off checks were made and the elevator, aileron and rudder trim were set at the neutral position. The Captain's estimation of runway visibility was 5 miles but with no horizon. The flaps were lowered to 15" and the windscreen wipers were both operating. The engines were opened up to full power and the isolation switches were set to "Isolate'. The RPM were checked at 10 250 on all engines; fuel flows, engine temperatures and pressures were reported to be correct. The brakes were released and the aircraft made a normal acceleration. At an IAS of 75-80 knots, the nose wheel was lifted from the runway and a slight tendency to swing to starboard was corrected. At an IAS of 112 knots, the Captain lifted the aircraft from the ground by a positive backward movement of the control column and when he considered that the aircraft had reached a safe height he called for "undercarriage up". At about the same instant the port wing dropped rather violently and the aircraft swung to port; the controls gave normal response and lateral level was regained. At this point the Captain realized that the aircraft's speed was not building up, although he made no reference to the ASI. A pronounced buffeting was felt which he associated with the onset of a stall and in spite of two corrective movements of the control column the buffeting continued. Before the First Officer had time to select undercarriage up, the aircraft came down on its main landing wheels and bounced. It was now plainly evident to the Captain that the aircraft's speed was not increasing and he was convinced that there was a considerable loss of engine thrust. He was also aware that the aircraft was rapidly approaching the end of the runway and a decision to abandon the take-off was made. The undercarriage struck a mound of earth as he was closing the throttles and the aircraft slid for some 270 yards over rough ground. The main undercarriages were wrenched off and considerable damage resulted; a large spillage of fuel occurred but fire did not break out. One passenger suffered slight shock and another sustained a cut finger.

Handley Page H.P.81 Hermes

The aircraft took off on a scheduled service from Tripoli to Kano with a crew of eight and ten passengers. The weather forecast indicated fine weather en route and thunderstorms in the Kano area. Due to faulty use of the variation setting control on the Gyrosyn compass and the inability of the crew to determine the aircraft's position properly by the standard methods, the aircraft, with practically no fuel and over the desert, made a wheels-up landing in a wide depression littered with shifting sand-dunes surrounded by rocky escarpments. The port wing was torn off and the remainder of the aircraft slewed left and came to a standstill without breaking up. No fire resulted and all passengers and crew were evacuated without difficulty. Six were slightly injured but the copilot died five days later as a result of exhaustion brought about by strain and heat.

Short S.45 Solent

The aircraft was carrying 11 people (five engineers from Short Brothers and six BOAC crew members) who were performing a test flight. Upon landing in the Solent, just prior to touchdown, the seaplane was caught by strong winds, hit the water surface and sank off Netley, southeast of Southampton, Hampshire. All 11 occupants were quickly rescued while the aircraft was lost.

Avro 691 Lancastrian

Crashed on landing for unknown reason. There were no casualties.

Consolidated B-24 Liberator

An undercarriage failed upon landing at RAF Heathfield. The aircraft slid for several yards before coming to rest. There were no injuries but the aircraft was damaged beyond repair.

Short S.25 Sunderland

Just after takeoff from the Surabaya Bay, while in initial climb, the seaplane lost a float, lost height and crashed into the sea. All 25 occupants were quickly rescued while the aircraft was lost.

Avro 691 Lancastrian

One hour after his departure from Tengah, bound for Colombo, the captain informed ATC that the oil pressure dropped on one engine and received the permission to return to Tengah Airport. After touchdown, the four engine aircraft was unable to stop within the remaining runway, overran, went down an embankment and came to rest. There were no injuries among the 18 occupants but the aircraft was written off.

Douglas C-47 Skytrain (DC-3)

The crew started the approach to Marseille-Marignane Airport in foggy conditions. The aircraft hit a cliff located near Cape Sicié, south of Toulon. All six occupants were killed.

De Havilland DH.104 Dove

Crashed in unknown circumstances into the Ionian Sea off Locri, Calabria. All occupants were quickly rescued while the aircraft sank and was lost.

Short S.25 Sunderland

While cruising at low height in poor weather conditions, the seaplane hit the slope of a hill and crashed in Brightstone Down, Isle of Wight. A crew member was killed, three others were injured.

Short S.25 Sandringham

The approach to Bahrain was completed by night and the crew landed in the Marine Base at an indicated speed of 85 to 90 knots. Upon landing, the seaplane had a tendency to nose down so the captain counteracted with the control column and increased power simultaneously. The aircraft bounced, left water for about one to two seconds and then veered sharply to the left. Out of control, it plunged into water and came to rest. Three crew members and seven passengers were killed.

Avro 685 York

Enroute from Cairo to Basra, the crew was informed by ATC about poor weather in Basra and was instructed to divert to the Shaibah AFB located east of Basra. On approach by night, the pilot was unable to locate the runway and was forced to abandon the landing procedure for a go around. A second attempt to land and a third approach few minutes later were abandoned as well. During the fourth trial, the captain reduced his altitude in an attempt to establish a visual contact with the ground when the four engine aircraft hit the ground and bounced. It gain few meters, flew over a wooded area and eventually stalled and crashed 740 yards further, in a desert area. All six crew members were killed while 12 passengers were injured.

De Havilland DH.104 Dove

Two pilots and one engineer were conducting a one hour test flight from Bournemouth-Hurn Airport. While circling around the airport, the crew encountered poor weather conditions but the captain informed ground he was able to reach the airfield. Shortly later, while flying at low height, the twin engine aircraft hit tree tops and crashed in a wooded area located in Chewton Common, southeast of the airport. All three occupants were killed. It was reported in the final report that the flight was planned to obtain fuel consumption figures of the Gypsy 70 engine under cruising conditions & Captain R. G. Buck, the pilot, took off from Hurn at 1620LT, his intention being to carry out a flight of one hour duration below the cloud which was then at 1,200 feet. No notification of the flight was made to flying control until the time of take-off & no weather forecast was requested or given. It is presumed that the test was satisfactorily concluded for at 1714LT the Captain requested permission to join the circuit prior to landing. This was given together with weather information & Q.F.E. Weather conditions then began to deteriorate rapidly, cloud base lowering to 800 feet with rain. Capt. Buck gave his position as being over Bournemouth Pier at 1724LT and was instructed not to fly above 1,500 feet owing to the presence of another aircraft at 2,000 feet. Rockets & Very lights were fired & at 1735LT the pilot announced that he could see the airfield. He immediately carried out a left-hand circuit at an estimated height of 200 feet with the undercarriage down, at times going out of view into low cloud & rain. An approach at about 50 feet on runway 170 was attempted but the pilot failed to line-up with the runway & passed over the center of the airfield & disappeared in a right hand circuit. After a similar unsuccessful attempt to land, the controller gave permission for landing on any runway & gave further assistance by lighting sodium funnels. Capt. Buck then asked for a diversion stating " No radio, VHF not working & endurance three hours." At 1804LT he was told the best weather was in the London area & that London Airport had G.C.A & could work him on 5100 kc/s. The suggestion was not acted upon so the controller proposed he should make a further attempt to land at Hurn. Capt. Buck's reply was " Do not know where I am, but will try to find you." At approximately 1808LT the aircraft struck a row of trees & crashed in an adjoining copse. Weather conditions were bad with fine drizzle, a cloud base of 60 feet & visibility down to as little as 200 yards.

Douglas C-47 Skytrain (DC-3)

The aircraft left London at 0930LT on a flight to Lagos with an ETA at 1400LT in Bordeaux, an intermediate stop. While descending to Bordeaux-Mérignac Airport, the crew encountered poor weather conditions and decided not to land. The captain diverted to Paris-Le Bourget instead Toulouse but was unable to land, because the weather was poor. He elected to divert to Cormeilles-en-Vexin but again, landing was impossible. He finally decided to return to London but while overflying Kent, fuel exhausted and the crew was forced to make an emergency landing. The aircraft crashed in a field located in Stowting and was destroyed. Four crew members and four passengers were killed.

Douglas DC-3

On touchdown, the aircraft went out of control and came to rest. All three crew members were unhurt while the aircraft was damaged beyond repair.

Douglas C-47 Skytrain (DC-3)

Crashed on takeoff in unknown circumstances. No casualties.

Avro 691 Lancastrian

The crew was performing a training mission between Lydda and London. While overflying France, west of Evreux, the pilot encountered poor weather conditions with low visibility when the aircraft crashed in a field and disintegrated on impact. A crew member survived while eight other occupants were killed. It is believed the loss of control may have been caused by a navigational error or occurred when the pilot attempted to establish a visual control with the ground.

Avro 691 Lancastrian

During the takeoff roll, the crew lost control of the aircraft that veered off runway, lost its undercarriage and came to rest. There were no casualties but the aircraft was damaged beyond repair.

Douglas C-47 Skytrain (DC-3)

Shortly after takeoff, while in initial climb, the captain informed ATC that the left engine failed and obtained the permission to return for an emergency landing. During the last turn, the right engine failed as well. The pilot nosed down for an immediate landing when the aircraft plunged into the earth and hit violently the runway surface. It bounced, went out of control and veered off runway before coming to rest in flames. A crew member was killed while four others were injured.

De Havilland DH.104 Dove

Shortly after takeoff from Bournemouth-Hurn Airport, while on a local training flight, the captain encountered an unexpected situation and was forced to attempt an emergency landing. The twin engine aircraft went out of control and crash landed in a field near the airport. The pilot Captain Collier and a passenger, a De Havilland representative, Mr. North, were killed. Two other passengers, also BOAC employees, Mr. A. Pierce and P. Fawcett, were injured.

Handley Page H.P.70 Halifax VIII

Crashed on landing. There were no casualties but the aircraft was written off.

Avro 691 Lancastrian

Landed hard in Mauripur AFB and was considered as damaged beyond repair. No casualties.

Avro 691 Lancastrian

On touchdown, an undercarriage failed. The aircraft skidded for several yards before coming to rest. There were no casualties but the aircraft was damaged beyond repair.

Douglas C-47 Skytrain (DC-3)

Enroute from Gibraltar to London, the crew encountered an engine failure. The captain contacted ATC and decided to divert to Oviedo Airport. After touchdown with one engine inoperative, the aircraft was unable to stop within the remaining distance, overran and came to rest. All occupants escaped unhurt but the aircraft was damaged beyond repair.

Avro 691 Lancastrian

The aircraft crashed in unknown circumstances into the Indian Ocean while on a leg from Colombo to Cocos Islands. As the aircraft failed to arrive, SAR operations were conducted but eventually suspended 10 days later as no trace of the aircraft nor the crew was ever found. Lost without trace.

Short S.25 Sunderland

For unknown reason, the seaplane landed hard off Poole. There were no casualties among the 20 occupants but the aircraft christened 'Hailsham' was considered as damaged beyond repair.

Consolidated B-24 Liberator

While cruising along the east Canadian coast, the crew informed ATC about severe icing conditions and obtained the permission to divert to Charlottetown Airport. The aircraft passed the runway threshold at a height of 7 meters and then stalled and crashed in flames on the runway. The copilot was killed while 13 other occupants were injured. The aircraft was destroyed.

Douglas C-47 Skytrain (DC-3)

Crashed on landing. There were no casualties but the aircraft was damaged beyond repair.

Douglas C-47 Skytrain (DC-3)

Shortly after takeoff from Valetta-Luqa Airport, while in initial climb, an engine failed. The aircraft stalled and crashed in flames near the runway end. Nine passengers were killed while seven others were seriously injured.

Lockheed C-60 LodeStar

The twin engine aircraft left Stockholm-Bromma that day bound for Östersund Airport. Enroute, the crew lost his orientation and was unable to locate his position. After eight hours and 20 minutes of flight, the captain decided to attempt an emergency landing in the Gulf of Botnia, few miles off Sikeå. While all nine occupants were quickly rescued, the aircraft sank and was lost. Crew: Aage Shaaning, pilot, Mr. Aaslid, copilot, Mr. Klaussen, radio operator.

Douglas DC-3

Crashed near Basra during a sandstorm. There were no casualties.

Lockheed 18 LodeStar

The crew just started the descent to Nairobi when the twin engine aircraft hit the slope of Mt Kinangop located in the Aberdare mountain range. All 11 occupants were killed. At the time of the accident, the visibility was reduced due to marginal weather conditions. The wreckage was found on January 1st, 1945.

Lockheed 18 LodeStar

The twin engine aircraft was performing a flight from Stockholm to RAF Leuchars on behalf of the Norwegian government. En route, the crew encountered technical problems with the radio systems and elected to return to Bromma Airport. But because of bad weather, the crew eventually diverted to Göteborg-Torslanda Airport or Såtenäs Air Force Base. While cruising by night and approaching Lidköping, the twin engine aircraft hit the slope of Mt Kinnekulle (300 metres high) located northeast of Lidköping and was destroyed. Four passengers were rescued while 11 other occupants including all three crew members were killed.

Douglas C-47 Skytrain (DC-3)

Crashed in unknown circumstances in a mountainous area located near Talmest. The occupant fate remains unknown.

Douglas C-47 Skytrain (DC-3)

Crash landed at Bromma Airport for unknown reason. All occupants were unhurt while the aircraft was damaged beyond repair and sold to AB Aerotransport for spare parts.

Lockheed 10 Electra

Crashed in unknown circumstances in Almaza Airport, Cairo.

Lockheed 18 LodeStar

Following an uneventful flight from Stockholm-Bromma Airport, the twin engine aircraft was descending to RAF Leuchars in marginal weather and icing conditions. By night, while cruising at a height of 6,000 feet, the aircraft went out of control and dove into the sea some 24 km off the Airbase. SAR operations were quickly deployed on site but no trace of the aircraft nor the 10 occupants was found.