Eastern Airlines

Douglas DC-9

Eastern flight 573 contacted approach control at 2323 cst, was advised to expect an ILS runway 16 approach and was vectored around weather. At 2330, the controller advised the ILS glide slope (g/s) had gone into 'alarm' but the loc appeared normal. At 2333, the wind shifted to 310° at 7 knots. Since the bc approach to runway 34 was notamed as inop, the crew continued to runway 16, using 50° of flaps. At 2334, they told the controller, 'if you don't get the g/s up, we'll do a... loc approach.' They reported receiving the g/s, but were advised the g/s was still in alarm. The aircraft broke out of clouds in rain at 900 feet; light turbulence was encountered on final approach. At about 1 mile out, the f/o noted the aircraft was high and advised the captain. The captain pushed the nose over and reduced power, increasing speed and rate of descent. Requested altitude callouts were not made. F/O advised captain to flare, but flare was inadequate. The aircraft touched down hard and the fuselage failed between stations 813 and 756. Aircraft was stopped with the tail resting on the runway. Four passengers received minor injuries during evacuation. Weather study showed a moderate to strong (vip level 2 to 3) weather echo over the approach end of runway 16.

Boeing 727-200

After crossing Dakon intersection about 55 NM southeast of La Paz, the crew was cleared to descend from FL250 to FL180. The crew deviated from the prescribed route apparently to avoid bad weather when, at an altitude of 19,600 feet, the aircraft struck the slope of Mt Nevado Illimani (6,400 meters high) located 43 km southeast from runway 28. The aircraft disintegrated on impact and all 29 occupants were killed.

Douglas DC-9

The airplane was dispatched at Dade-Collier Airport for a local training flight, carrying one instructor and four pilots under supervision. During the takeoff roll on runway 09/27, the pilot-in-command started the rotation when the instructor shut down the left engine to simulate an engine failure. The airplane rolled to the left, causing the left wing to struck the ground then nosed down and struck the runway surface. The nose gear was torn off and the aircraft nose and cockpit section was almost destroyed. All five occupants were injured, two of them seriously.

Boeing 727-200

Eastern Air Lines Flight 66, a Boeing 727-225 operated as a scheduled passenger flight from New Orleans to New York-JFK. The flight departed New Orleans about 13:19. It proceeded on an IFR flight plan. Eastern 66 arrived in the New York City terminal area without reported difficulty, and, beginning at 15:35:11, Kennedy approach control provided radar vectors to sequence the flight with other traffic and to position it for an ILS approach to runway 22L at the Kennedy airport. The automatic terminal information service (ATIS) reported: "Kennedy weather, VFR, sky partially obscured, estimated ceiling 4,000 broken, 5 miles with haze... wind 210° at 10, altimeter 30.15, Expect vectors to an ILS runway 22L, landing runway 22L, departures are off 22R... " At 15:52:43, the controller transmitted, "All aircraft this frequency, we just went IFR with 2 miles very light rain showers and haze. The runway visual range is---not available, and Eastern 66 descend and maintain four thousand, Kennedy radar one three two four." Eastern 66 acknowledged the transmission. At 15:53:22, the flight contacted the Kennedy final vector controller, who continued to provide radar vectors around thunderstorms in the area, to sequence the flight with other traffic, and to position the flight on the localizer course. The flight crew then discussed the problems associated with carrying minimum fuel loads when confronted with delays in terminal areas. One of the crewmembers stated that he was going to check the weather at the alternate airport, which was LaGuardia Airport (LGA). Less than a minute later, one of the crewmembers remarked, "... one more hour and we'd come down whether we wanted to or not." At 15:59:19, the final vector controller transmitted a message to all aircraft on his frequency that "a severe wind shift" had been reported on the final approach and that he would report more information shortly. Eastern Air Lines Flight 902, a Lockheed L-1011 TriStar, had abandoned its approach to runway 22L earlier. At 15:59:40, Eastern 902 re-established radio communications with the Kennedy final vector controller, and the flight crew reported, "... we had... a pretty good shear pulling us to the right and... down and visibility was nil, nil out over the marker... correction... at 200 feet it was... nothing." The final vector controller responded, "Okay, the shear you say pulled you right and down?" Eastern 902 replied, "Yeah, we were on course and down to about 250 feet. The airspeed dropped to about 10 knots below the bug and our rate of descent was up to 1,500 feet a minute, so we put takeoff power on and we went around at a hundred feet." While Eastern 902 was making this report, the captain of Eastern 66, said, "You know this is asinine." An unidentified crewmember responded, "I wonder if they're covering for themselves." The final vector controller asked Eastern 66 if they had heard Eastern 902's report. Eastern 66 replied, "...affirmative." The controller then established the flight's position as being 5 miles from the outer marker (OM) and cleared the flight for an ILS approach to runway 22L. Eastern 66 acknowledged the clearance at 16:00:54, "Okay, we'll let you know about the conditions." One minute later, the first officer, who was flying the aircraft, called for completion of the final checklist. While the final checklist items were being completed, the captain stated that the radar was, "Up and off... standby." At 16:02:20, the captain said, "...I have the radar on standby in case I need it, I can get it off later." At 16:02:42, the final vector controller asked Eastern 902, "..would you classify that as severe wind shift, correction, shear?" The flight responded, "Affirmative." The first officer of Eastern 66 then said, "Gonna keep a pretty healthy margin on this one. An unidentified crewmember said, "I...would suggest that you do" the first officer responded, "In case he's right." At 16:02:58, Eastern 66 reported over the OM, and the final vector controller cleared the flight to contact the Kennedy tower. The first officer requested 30° of flaps and the aircraft continued to bracket the glideslope with the airspeed oscillating between 140 and 145 knots. At 1603:12, the flight established communications with Kennedy tower local controller and reported that they were, "outer marker, inbound." The Kennedy tower local controller cleared Eastern 66 to land. The captain acknowledged the clearance and asked, "Got any reports on braking action...?" The local controller did not respond until the query was repeated. The local controller replied, "No,none, approach end of runway is wet... but I'd say about the first half is wet--we've had no adverse reports." At 1603:57.7, the flight engineer called, "1000 feet" and at 1604:25, the sound of rain was recorded. The flight was nearly centered on the glideslope when the flight engineer called, "500 feet." The airspeed was oscillating between 140 and 148 knots and the sound of heavy rain could be heard as the aircraft descended below 500 feet. The windshield wipers were switched to high speed. At 16:04:40, the captain said, "Stay on the gauges." The first officer responded, "Oh, yes. I'm right with it." The flight engineer reported, "Three greens, 30 degrees, final checklist," and the captain responded, "Right." At 16:04:52, the captain said, "I have approach lights," and the first officer said, "Okay." The captain then again said, "Stay on the gauges," and the first officer replied, "I'm with it." N8845E then was passing through 400 feet, and its rate of descent increased from an average of about 675 fpm to 1,500 fpm. The aircraft rapidly began to deviate below the glideslope, and 4 seconds later, the airspeed decreased from 138 kts to 123 kts in 2.5 seconds. The Boeing 727 continued to deviate further below the glideslope, and at 16:05:06.2, when the aircraft was at 150 feet, the captain said, "runway in sight." Less than a second later, the first officer said, "I got it." The captain replied, "got it?" and a second later, at 16:05:10, an unintelligible exclamation was recorded, and the first officer commanded, "Takeoff thrust." The airplane contacted the top of the No. 7 approach light tower at an elevation of 27 feet above the mean low-water level and 2,400 feet from the threshold of runway 22L. The aircraft continued and struck towers 8 and 9. The aircraft’s left wing was damaged severely by impact with these towers--the outboard section was severed. The aircraft then rolled into a steep left bank, well in excess of 90°. It contacted the ground and the fuselage struck five other towers. The aircraft then continued to Rockaway Boulevard, where it came to rest. The approach light towers and large boulders along the latter portion of the path caused the fuselage to collapse and disintegrate. A fire had erupted after the left wing failed.

Douglas DC-9

Eastern Air Lines Flight 212, a Douglas DC-9-31, N8984E, operated as a scheduled passenger flight from Charleston, South Carolina, to Chicago, Illinois, with an en route stop at Charlotte, North Carolina. The flight departed Charleston at 07:00 hours local time with 78 passengers and 4 crew members on board. The first officer was Pilot Flying. During the descent into Charlotte, until about 2 minutes and 30 seconds prior to the accident, the flight crew engaged in conversations not pertinent to the operation of the aircraft. These conversations covered a number of subjects, from politics to used cars, and both crew members expressed strong views and mild aggravation concerning the subjects discussed. At 07:32:13, as the flight intercepted the inbound VOR radial for the approach, the flight crew commenced a discussion of Carowinds Tower, which was located ahead and to the left of the projected flight path. This discussion lasted 35 seconds, during which 12 remarks were made concerning the subject. A considerable degree of the flight crew's attention was directed outside the cockpit during that time. During this period, the aircraft descended through 1,800 feet (1,074 feet above touchdown elevation), the altitude which should have been maintained until it crossed Ross Intersection, the final approach fix (FAF). At the end of the 35-second period, the aircraft was still 1.5 nm short of the FAF. At 07:32:41, during the latter part of the discussion regarding Carowinds Tower, the terrain warning alert sounded in the cockpit, signifying that the aircraft was 1,000 feet above the ground. Within seconds after the discussion of Carowinds Tower terminated at 07:32:48, the rate of descent of the aircraft was slowed from about 1,500 feet per minute to less than 300 feet per minute. At 07:33:24, the aircraft passed over Ross Intersection (the FAF) at an altitude of 1,350 feet (624 feet above field elevation), which is 450 feet below the prescribed crossing altitude. The captain did not make the required callout at the FAF, which should have included the altitude (above field elevation) and deviation from the Vref speed. Although shortly before crossing the FAF, one of the pilots stated "three ninety four," a reference to the MDA in height above field elevation. While in the vicinity of Ross Intersection, the first officer asked for 50 degrees of flaps; this request was carried out by the captain. The airspeed at this time was 168 knots, as contrasted with the recommended procedure which calls for the airspeed when passing over the FAF to be in the area of Vref, which in this instance was 122 knots. At 07:33:36, the captain advised Charlotte Tower that they were by Ross Intersection. The local controller cleared the flight to land on runway 36. The last radio transmission from the flight was the acknowledgement, "Alright," at 07:33:46. Shortly after passing Ross Intersection, the aircraft passed through an altitude of 500 feet above field elevation, which should have prompted the captain to call out altitude, deviation from Vref speed, and rate of descent. No such callout was made, nor was the required callout made when the plane descended through an altitude 100 feet above the MDA of 394 feet above the field elevation. The descent rate, after passing Ross, increased to 800 feet per minute, where it stabilized until approximately 7 to 8 seconds prior to impact, when it steepened considerably. According to the CVR, at 0733:52, the captain said, "Yeah, we're all ready," followed shortly thereafter by "All we got to do is find the airport". At 07:33:57, the first officer answered "Yeah". About one-half second later both pilots shouted. The aircraft struck some small trees and then impacted a cornfield about 100 feet below the airport elevation of 748 feet. The aircraft struck larger trees, broke up, and burst into flames. It was destroyed by the impact and ensuing fire. The aircraft crashed about 1.75 statute miles from Ross Intersection and about 3.3 statute miles short of the threshold of runway 36. Eleven passengers and two crew members survived the crash and fire. One passenger died 3 days after the crash, one after 6 days and another passenger died 29 days after the accident.

Douglas DC-9

The crew started the approach to Akron-Canton Airport by night and marginal weather conditions. The approach speed was too high and the airplane was also too high and the glide so the crew landed 2,400 feet to far down the runway 01. After touchdown on a wet runway, the airplane was unable to stop within the remaining distance, overran and came to rest. All 26 occupants were evacuated, 15 of them were injured. The aircraft was damaged beyond repair.

Lockheed L-1011 TriStar

The flight from New York-JFK was uneventful and the crew started the descent to Miami-Intl Airport by night and good weather conditions. On approach, the captain instructed 'gear down' but all three green lights failed to illuminate properly. The second officer was instructed to enter the forward electronics bay but the problem could not be resolved. The crew informed ATC about the situation and was cleared to climb to 2,000 feet. The crew then discussed to try to find a solution but failed to realize that the airplane was continuing to descend. When a warning sounded in the cockpit indicating a +/- 250 feet deviation from the selected altitude, none of the crew members react to the warning sound and no action was taken. At 2341LT, the crew was instructed by ATC to turn heading 180 and a minute later, the first officer realized that something was wrong with the altitude. Seven seconds later, while turning in a left angle of 28°, the left engine struck the ground then the aircraft crashed in the Everglades National Park, about 20 miles short of runway threshold, and disintegrated on impact. 77 people were rescued while 99 others were killed, among them five crew members. More than a week later, two survivors died from their injuries.

Douglas DC-9

The aircraft was completing flight EA346 from Miami to Cleveland with an intermediate stop in Fort Lauderdale. On approach to Fort Lauderdale-Hollywood Airport, the crew encountered poor weather conditions with thunderstorm activity and limited visibility due to rain showers. Following a wrong approach configuration, the aircraft landed hard on runway 09L with a rate of descent of 2,000 feet per minute. On impact, the undercarriage and the tail were torn off and the airplane slid on the wet runway before coming to rest in flames. Three occupants were injured while seven others escaped unhurt. The aircraft was destroyed by a ground fire.

Lockheed L-1049 Super Constellation

Trans World Airlines, Inc., Flight 42, (TW 42), a Boeing 707, N748TW, and Eastern Air Lines, Inc., Flight 853, (EA 853), a Lockheed 1049C, N6218C, were involved in a midair collision over the Carmel, New York VORTAC while en route to the New York City area at approximately 1619 e.s.t., December 4, 1965. TW 42 departed San Francisco, California, and was approaching the New York area from the northwest for an approach and landing at the John F. Kennedy International Airport. The flight was on an IFR flight plan at an assigned altitude of 11,000 feet mean sea level (m.s.l.). EA 853 departed Boston, Massachusetts, and was approaching the New York area from the northeast for an approach and landing at the Newark Airport. This flight was on an IFR flight plan at an assigned altitude of 10,000 feet m.s.l. As EA 853 was approaching the Cannel VORTAC on a southwesterly heading, the first officer saw TW 42 at his two o'clock position. Because he believed the jet was at his altitude and on a collision course he called "Look Out" and grasped the control wheel to assist the captain in a pull up. At approximately the same time, the captain of TW 42 observed EA 853 at his ten o'clock position on what he believed to be a collision course. He rolled into a right turn and pulled back on the yoke. He decided this maneuver would not clear EA 853 and he, assisted by his first officer, attempted to reverse the turn by rolling to the left and pushing on the yoke. The aircraft collided at an altitude of approximately 11,000 feet m.s.l. While cruising at an altitude of some 10,000 feet over Carmel on approach to Newark, the four engine aircraft collided with a TWA Boeing 707-131B registered N748TW. While the crew of the B707 was able to complete an emergency landing at JFK Airport despite the fact that a piece of 7.5 meters from the left wing was torn off, the crew of the Constellation first lost control of his aircraft but then regain control and was able to make an emergency landing in a prairie located on Titicus mountain, near Carmel. Three passengers died, plus the Constellation's pilot, Captain Charles J. White, who had returned to the aircraft's cabin to help the last passenger.

Douglas DC-7

On short final to Charlotte-Douglas Airport, the four engine aircraft was too low. The right main gear struck the ground short of runway threshold. Upon touchdown on the concrete runway, the right main gear was sheared off and the airplane slid for several yards before coming to rest in flames. While all 62 occupants were evacuated safely, the aircraft was damaged beyond repair.

Douglas DC-7

Eastern Air Lines, Flight EA 663 was a scheduled passenger flight originating at Boston, MA (BOS), and terminating at Atlanta, GA (ATL) with intermediate stops at New York (JFK), Richmond, VA (RIC), Charlotte, NC (CLT), and Greenville-Spartanburg, SC (GSP). The DC-7B took off from runway 31L at New York-JFK at 18:20 on an IFR clearance to the Richmond Airport. The crew flew a Dutch 7 Standard Instrument Departure. About 18:24 EAL 663 was further cleared to 8,000 feet and instructed to turn right to a heading of 150 degrees. The flight acknowledged this clearance and reported leaving 3,000 feet. Shortly thereafter the crew reported leaving 3,500 feet at which time the flight was instructed to turn left to a heading of 090 degrees. At 18:25, while climbing through 3700 feet Departure Control instructed the flight to "... turn right now, heading one seven zero to Victor one thirty nine, traffic 2 o'clock five miles northeast bound below you." The flight responded, "OK we have the traffic, turning one seven zero..." The other traffic was Pan American flight 212 arriving from San Juan. The Boeing 707 was being vectored to intercept the final approach course to runway 31R. At approximately 18:24 Approach Control had instructed the PA212 to turn right to a heading of 020 degrees and inquired if the flight had as yet, reached 3,000 feet. Approach Control then instructed the flight to report leaving each 500-foot level down to 3,000 feet and advised the flight of " ...Traffic at 11 O'clock, six miles southeast bound just climbing out of three (3,000 feet)." As the Eastern DC-7 was turning from 090 to 170 degrees, the airplane was in a 35-degree banked nearly level turn. With PA212 approx. 700 feet lower and four miles away at 3 o'clock, PA212 would not be visible to the captain of EA663 until he was nearly around the turn and on the rollout. Upon completion of the turn, they were on a nearly head-on, converging course with PA212. At that moment, PA212 started a left turn to the assigned heading of 360 degrees. The results of this turn would be to produce an illusion of an apparent collision track. Also, EA663 was turning away from the background lights of the Long Island shore into a black area, so there was no horizon available to assist in the determination of the relative altitude of the target airplane. Under these circumstances, it is likely that the Eastern pilot started a descent, initially as a precautionary measure, which would give him a longer time to observe the other aircraft, and provide him with a measure of vertical separation. Afraid of a collision, PA212 rolled rapidly to the right and also initiated a descent. The Eastern pilot also made a rapid roll to the right and/or a pull up. In this circumstance the DC-7 was placed in an unusual attitude, resulting in spatial disorientation of the crew. They were not able to recover from the vertical bank. The DC-7 struck the sea and disintegrated.

Douglas DC-7

The DC-7 touched down on runway 05 following an ILS approach. Reverser were applied, but the no. 1 engine reverser didn't respond. The pilot moved the no. 4 throttle to idle. The plane had then reached a rough part of the runway (a 1000 feet area, beginning 2750 feet down the runway). The DC-7 was turning slightly right, but this was corrected with left brake and rudder and left nose wheel steering. Severe vibration then caused the plane to veer sharply right off the runway, causing the nose gear to collapse. It appeared that the nose wheel strut collar had failed from both the left and right sides.

Douglas DC-7

On final approach to Richmond-Byrd Field Airport, the pilot was cleared to land on runway 15 but the airplane was slightly below the glide. This caused the right main gear to struck the ground 150 feet short of runway threshold and to be sheared off at impact. The aircraft slid on the runway for 4,752 feet before coming to rest. All 76 occupants were evacuated safely while the aircraft was considered as damaged beyond repair.

Douglas DC-8

The flight, scheduled from Mexico City to New York City, with several intermediate stops, had just departed New Orleans at 0200. Three minutes later the captain acknowledged a request to change radio frequencies, but no further communications were received from the flight At 0205-40 the radar target associated with Flight 304 had disappeared from the scopes of both the radar controllers who were observing the flight. Moderate to severe turbulence existed in the area at the time of the accident. At 0159 46 the local controller in the tower observed Flight 304 commence the takeoff. The lift-off appeared normal, and at approximately 0201 he advised the flight to contact Departure Control, which was acknowledged. He estimated that the flight was two or three miles north of the airport when the lights disappeared into the overcast Voice communication and radar contact were established immediately between the flight and the departure controller who advised them to" . . turn right heading 030, be a vector north of J-37 (the planned route of flight)" While the flight continued on this vector, the departure controller contacted the New Orleans Air Route Traffic Control Center (ARTCC) The radar target was identified five miles north of the New Orleans VORTAC, and a radar handoff was effected at 0202 38. Flight 304 was instructed to "contact New Orleans Center radar, frequency 123.6 now." At 0203 15 the crew replied, "OK". This was the last transmission from the flight. At 0205 40, when no transmissions had been received from the flight, the center controller contacted the departure controller to verify that proper instructions had been given. During this conversation both controllers confirmed that the radar target associated with the flight had disappeared from both scopes, and emergency procedures were initiated shortly thereafter. The last position noted by the controllers was approximately eight miles from the New Orleans VORTAC on the 030-degree radial. The aircraft crashed at 14.5 miles on the 034-degree radial, in Lake Pontchartrain. The aircraft disintegrated on impact and all 58 occupants have been killed.

Douglas DC-7

Following an uneventful flight, the crew started the approach to Nashville Airport in poor weather conditions with fog, rain showers and a 400 feet ceiling. After touchdown, the airplane suffered an asymmetrical thrust reversal. Due to high pressure, the nose gear collapsed and the airplane slid on runway for several yards before coming to rest. All 45 occupants were evacuated safely while the aircraft was considered as damaged beyond repair.

Douglas DC-7

Eastern Air Lines Flight 512, a Douglas DD-7B, N815D, crashed during an attempted go-around following an instrument approach to runway 4R at New York International Airport, at 2145 e.s.t., on November 30, 1962 Of the 51 persons aboard, 21 passengers, 3 crew members and an additional crew member occupying the jump seat did not survive. Flight 512, regularly scheduled from Charlotte, North Carolina, non-stop to New York International Airport, entered a fog condition near the threshold of runway 4R. A go-around was initiated; however, the aircraft struck the ground in a slightly nose-high attitude and was virtually destroyed by impact and subsequent fire.

Lockheed L-1049 Super Constellation

While taxiing at Idlewild Airport, preparing for a cargo flight to San Juan, one of the main gear collapsed. The aircraft sank on its belly and came to rest in flames. All three crew members were uninjured while the aircraft was destroyed by fire.

Lockheed L-188 Electra

On October 4, 1960, at 1740 e.d.t., an Eastern Air Lines Lockheed Electra, N 5533, crashed into Winthrop Bay immediately following takeoff from runway 9 at Logan International Airport, Boston, Massachusetts. Ten of the 72 persons aboard survived the crash. The aircraft was totally destroyed. A few seconds after becoming airborne, the aircraft struck a flock of starlings. A number of these birds were ingested In engines Nos. 1, 2, and 4. Engine No. 1 was shut down and its propeller was feathered. Nos. 2 and 4 experienced a substantial momentary loss of power. This abrupt and intermittent loss and recovery of power resulted in the aircraft yawing to the left and decelerating to the stall speed. As speed decayed during the continued yaw and skidding left turn, the stall speed was reached; the left wing dropped, the nose pitched up, and the aircraft rolled left into a spin and fell almost vertically into the water. An altitude of less than 150 feet precluded recovery. The Board determines that the probable cause of this accident was the unique and critical sequence of the loss and recovery of engine power following bird ingestion, resulting in loss of airspeed and control during takeoff.

Lockheed L-749 Constellation

On landing, one of the main landing gear collapsed. The airplane slid for several yards before coming to rest on the runway. There were no injuries among the 45 occupants but the aircraft was later declared as damaged beyond economical repair.

Martin 404

On final approach to Melbourne Airport, the aircraft was too low, causing an undercarriage to struck a gravel pile located short of runway threshold. The crew continued the approach and at touchdown, the undercarriage collapsed. The airplane sank on its belly and slid for several yards before coming to rest in flames. All ten occupants were evacuated safely while the aircraft was destroyed by fire.

Martin 404

Eastern Air Lines Flight 18 is a scheduled operation serving the carrier's route between New York City and Massena, New York, and its intermediate stops at Albany, Plattsburg, and Malone, New York. On November 14, at 1245, the flight originated on schedule, its flight crew consisting of Captain Joseph W. Harpham, First Officer Robert Casper and Flight Attendant Nancy A. Price. The flight followed routine preparation and was in accordance with an IFR (Instrument Flight Rules) flight plan. The general weather conditions over most of the route were forecast to be good. The flight proceeded through the intermediate stops in a routine manner, with most passengers deplaning at Albany and Flattsburg. Just prior to reaching Malone the instrument flight plan was canceled in good weather conditions. The flight landed at Malone at 1502. Continuing uneventfully, Flight 18 departed Malone at 1510. The gross takeoff weight of the Martin 404 was 35,977 pounds, 8,923 pounds under the maximum allowable. According to the load manifest the load was properly distributed within the center of gravity limitations. The first officer made the takeoff, climbed the aircraft approximately 2,500 feet, and flew it to Massena. Captain Harpham from his left seat, supervised the flight and performed the duties of copilot. At 1516, when about eight miles east of Richards Field, Captain Harpham reported the flight's position, then asked for and received landing information, which included the surface wind as “northeast 5 to 10 knots," and the active runway 4 (150 feet wide and 4,000 feet long). First Officer Casper established a downwind leg at 1,200 feet to execute a rectangular left-hand pattern for landing on runway 4. The flight was viewed briefly by ground observers during the pattern before reaching the final landing approach and it seemed entirely normal. As the aircraft drew closer to the threshold it seemed high and thereafter assumed an abnormally steep descent. As it approached the runway surface the aircraft assumed a flareout attitude, however, the rate of descent continued with little visible abatement. Consequently, N492A contacted the runway surface with great force at which time the right powerplant separated from the aircraft. The aircraft rebounded and again contacted with great force. It then rolled forward and gradually off the runway to the right. Before stopping it crossed a taxiway and the left powerplant fell free, accompanied by a small fire in the engine and the empty nacelle area. As the aircraft stopped Captain Harpham shut off the fuel and electrical services and ordered the loading ramp lowered. The passengers and crew quickly evacuated by this exit without difficulty or reported injury. At 1522, two minutes after the accident, weather conditions were reported as: Ceiling 4,000 feet broken, 10,000 feet, overcast; visibility 3 miles; haze; wind northeast 6 knots.

Douglas DC-7

Following an uneventful training flight, the DC-7 landed at Miami-Intl Airport, exit via a taxiway and was taxiing to the maintenance hangar when control was lost. It collided with a parked Eastern Airlines Super Constellation registered N6212C. On impact, both aircraft caught fire and the crew was able to evacuate the DC-7 before both aircraft would be destroyed by fire. The exact circumstances and causes of the collision remains unclear.

Lockheed L-1049 Super Constellation

The Super Constellation was struck by an Eastern Airlines DC-7 while parked at Miami-Intl Airport. Following an uneventful training flight, the DC-7 landed at Miami-Intl Airport, exit via a taxiway and was taxiing to the maintenance hangar when control was lost. It collided with the Super Constellation and both aircraft caught fire and were destroyed. The exact circumstances and causes of the collision remains unclear. As the aircraft was empty, there were no injuries.

Martin 404

Flight 181 originated at Midway Airport, Chicago, Illinois, for Miami, Florida. Several stops were scheduled including Indianapolis, Indiana, and Louisville, Kentucky, the latter a point of crew change. Departure, scheduled for 0955, was at 1001, with a crew of Captain Clarence G. Chambers, Pilot Harold D. Bingham, and Stewardess Shirley Michael. To Indianapolis the flight was routine, with Captain Chambers flying, and arrival was on schedule. Departure from Indianapolis was on schedule, at 1105, with 31 passengers and 450 gallons of fuel. The aircraft’s gross weight was 41,126 pounds, 3,774 less than the maximum takeoff allowable of 44,900, and its center of gravity was located within prescribed limits. Captain Chambers instructed Pilot Bingham to do the flying and, accordingly, Bingham, seated on the right, made the takeoff and flew this segment of the flight. The aircraft proceeded along V-53 airway at 5,000 feet altitude on a VFR flight plan in clear weather. At 1133 the flight advised Standiford (Louisville) tower that it was over New Albany, Indiana, eight miles to the north-northwest, and requested clearance to the airport. At 1134 the flight asked landing information of its company radio station and was given the Louisville pressure altitude as 340 feet and the Louisville altimeter setting as 30.10 inches. A minute later the flight advised the tower that it was over the city and received clearance to land on runway 11. Wind conditions were given as southeast five to eight knots, variable both sides. Ceiling and visibility were unlimited. The “Fasten Seat Belt” sign had been put on. Pilot Bingham descended from 5,000 feet to 2,000 feet and then reduced both rate of descent and power. An airspeed of 165 knots was established, the landing gear was lowered, and the flaps were placed in takeoff position. Bingham then started a turn for final approach, and the flaps were placed in approach position. Captain Chambers saw that the aircraft was too high and reduced power still further; Bingham lowered the flaps to full down. The pre-landing checklist had been accomplished. At this point (the altitude was then 1,000 to 1,500 feet higher than the runway) the captain took over control. He nosed down sharply, holding as closely as possible to an airspeed of 100 knots. The landing gear remained down, flaps remained fully down, and throttles were pulled fully back. Neither pilot read the rate-of-climb (descent) indicator during the approach. When approximately over the threshold of the runway and while about 100 feet above it, the captain pulled back on the yoke to flare out. No power was used. The aircraft’s attitude was observed to change from nose-down to nose-up but its rate of descent did not seem to lessen markedly. The aircraft struck the runway on its main landing gear, the left wing separated inboard of the left engine nacelle, and the remainder of the aircraft half rolled to an inverted position. It slid along in that attitude, turning and coming to rest headed nearly opposite its direction at touchdown. Two minutes later, by estimate, all occupants were out of their inverted seats, in which they were belted, and away from the wreckage which had developed a small fire. This was confined by a passenger using a hand extinguisher until emergency apparatus, which had been alerted by the tower, arrived quickly and took the necessary steps to prevent further fire.

Martin 404

Eastern Air Lines Flight 156 of February 17 was a scheduled operation between Evansville, Indiana, and Chicago, Illinois, with intermediate stops at Owensboro and Louisville, Kentucky. It utilized the aircraft and flight crew of Trip 157 from Chicago, which terminated at Evansville. The crew consisted of Captain Charles R. Hard, Pilot Raymond F. Rozman, and Flight Attendant Robert T. Schroeter. The Chicago to Evansville flight arrived at 1422, 43 minutes late because of traffic and ground delays. It was reported routine in all other respects. During the short ground time at Evansville Captain Bard reviewed the weather forecasts for the flight Evansville to Chicago, and received the latest weather observation reports for Owensboro, the first stop. These indicated the flight to Owensboro would be in accordance with Instrument Flight Rules and that an instrument approach to the airport there would be necessary. Accordingly, an IFR flight plan was filed and an instrument clearance was given the crew before departure. Clearance was direct to Owensboro at 2,000 feet. Flight 156 departed at 1441. Gross takeoff weight was 41,471 pounds, which was less than the maximum allowable, 43,306 pounds. The load was properly distributed with respect to the center of gravity limits of the aircraft. The crew reported its position en mute to ATC (Air Traffic Control) according to its clearance and thereafter at 1447 called the company radio located on the Owensboro Airport. Routine information exchanged between flight and ground personnel included giving the flight the latest weather and altimeter information. There being no control tower at Owensboro, the company there advised the flight that surface wind favored landing on runway 05. A few minutes later N445A was observed to descend below the clouds just north of the airport, flying on a southerly heading toward the field. It was observed to level out and turn right onto a downwind leg for runway 05. In the limited visibility, reported as one mile in rain and fog, the aircraft disappeared from view near the southwest boundary of the airport while still, on its downwind leg. Shortly thereafter it came back into view, proceeding toward the landing runway. It suddenly struck the ground, right wing down, rolled to an inverted position, and slid to a stop beside runway 05. The aircraft lost its both wings and was partially destroyed. All 23 occupants were evacuated.

Lockheed L-749 Constellation

Flight 642 originated at Miami, Florida, with its destination Boston, Massachusetts; Jacksonville, Florida, was included as an intermediate stop. The captain was briefed by the company forecaster on the en route weather and terminal forecasts, and following the briefing the flight was dispatched to Jacksonville on an IFR (Instrument Flight Rules) flight plan. This plan specified a flight to be made via Victor Airway 3 at a Cruising altitude of 11,000 feet. The crew consisted of Captain Thomas Francis McBrien, Pilot John Jay Rinyu, Flight Engineer Charles Calvin Devine and Flight Attendants Emma Elizabeth Williams and Clara Dorothea Rioseco. There were 12 passengers on board. Flight 642 was scheduled to depart Miami International Airport at 2340, December 20, but because of the late arrival of an inbound flight using the aircraft involved departure was not made until 0212, December 21. According to company records the gross weight of the aircraft at the time of departure was 85,944 pounds, which was under the allowable takeoff gross weight of 107,000 pounds; the load was properly distributed. Routine en route radio reports were made and at 0315 the flight reported over Daytona Beach at 11,000 feet, estimating Jacksonville at 0336. This report was made to the company's Jacksonville station and at this time the flight was given the Jacksonville 0248 U. S. Weather Bureau special report: "Thin obscuration, 2 miles visibility; ground fog; wind north-northwest 6 miles per hour; 30 percent of sky obscured." After this message was acknowledged, the flight was given the following clearance: "Jacksonville air route traffic control clears Eastern Air Lines Flight 62 to Jacksonville middle marker ILS, cross middle marker IlS at 2.500 feet, maintain 2,500 feet until further advised. Contact Jacksonville approach control when over Sunbeam Intersection." The clearance was acknowledged. Flight 642 contacted Jacksonville approach control when over Sunbeam Intersection (16 miles SSE of Imeson Airport) at 0331 and was cleared for an ILS approach to runway 5. At the same time the Jacksonville weather was given as: "Partial obscurement; visibility one-half rule; altimeter 30.18." Immediately following this transmittal another message was given the flight, "Coming out with indefinite 300 obscurement now one-half with fog." (Eastern Air Lines' Constellation minimums for ILS approaches at Jacksonville, day or might are ceiling 200 feet, visibility one-half mile). After acknowledging this weather information, Flight 642 reported leaving. Sunbeam at 2,500 feet. Following a later query from the flight, approach control advised that there was no other known traffic in the area, and requested the flight to report when over the outer marker inbound. Flight 642 reported over the outer marker inbound and was cleared to land. Shortly thereafter the tower controller observed a large flash in the vicinity of the ILS middle marker. Calls to Flight 642 were not acknowledged and an emergency was declared by the controller. It was subsequently learned that N112A had crashed approximately six-tenths of a mile southwest of the threshold of runway 5. Investigation disclosed the main portion of the wreckage to be 212 feet northwest of the ILS middle marker and 3,486 feet southwest of the threshold of runway 5. The time of the accident was established as 0343LT. First impact of the aircraft was with the top of a small pine tree approximately 200 feet below the ILS glide path, 260 feet to the left of the extended centerline of the runway, 4,000 feet from the threshold of runway 5, and 420 feet southwest of the middle marker. This was followed by striking a 50-foot oak tree, the upper 20 feet of which was sheared off. The aircraft settled toward the ground, striking other large trees which disintegrated both wings and a portion of the empennage. Ground contact was on a heading approximately 55 degrees magnetic. The distance from the first tree struck to the farthest piece of wreckage was 801 feet. Explosion and fire occurred immediately upon impact.

Douglas C-54 Skymaster

On November 1, 1949, Eastern's Flight 537 was flying from Boston via intermediate points to Washington. Over Beltsville, 15 miles northeast of the Washington National airport, it contacted the Washington Control Tower on 119 1 megacycles voice communications and was cleared by the tower to enter a left traffic pattern for landing on Runway 3 One minute before, at 11 37, the P-38 flown by Erick Rios Bridoux, a Bolivian national, had taken off from Runway 3 at Washington National Airport. Rios was test flying the P-38 for acceptance by the Bolivian Government Previously, he had notified the tower through Paul M. Aubin, that he intended to make the flight and that his communications with the tower would be accomplished over VHF radio, Channel B on 126 18 megacycles. Rios also stated that he requested Aubin to notify the tower to give him a light if radio contact could not be established. This message was not transmitted to the tower and Aubin denied hearing Rios make this last request. Throughout the entire ground operation of the P-38, including clearance for take-off, no difficulty was experienced by either the tower or Rios in communication. Departure of the P-38 was noted by the tower to be at 11 37, and from that time until after the accident, visibility in the vicinity of the airport remained at 15 miles, ceiling was 6,500 feet with scattered clouds at 3,500, and surface wind was from the northeast 20 to 25 miles per hour. Testimony of control tower personnel and that of the pilot of the P-38 were in conflict. Rios stated that he had taken off not from Runway 3, but from Runway 36, turning left at an altitude of about 300 feet. His climb was made, he said, to the north of the Pentagon, and because of the erratic operation of the right engine, he decided to land as soon as possible. Continuing to climb to about 2,500 feet or more, he made a second left turn so as to fly south, parallel to Runway 36, and when abeam of the control tower, he transmitted, "Washington Tower, this is Bolivian P-38 I got engine trouble--request landing instructions." His testimony continues to the effect that because no answer was received, he turned left again to circle the field where he could see light signals from the tower. He stated that he received none, but that when he was between Bolling Field and the National Airport and at about 3,500 feet altitude, the tower asked, "Bolivian P-38, you were asking landing instructions?" Rios stated that he answered, "Yes, I have engine trouble. I am in a hurry," and that the tower at that time responded, "Bolivian P-38 cleared to land number two on Runway 3" Rios stated that the tower did not inform him that the aircraft ahead of him was an Eastern DC-4 Rios said that he continued to turn left, and at a reduced speed of 150 miles per hour, started a descent of 500 to 600 feet per minute, completing a second 360-degree turn around the airport until reaching an altitude of approximately 2,400 feet. Rios said that a downwind leg was flown at about 1,500 feet, and when about five miles south of the field, he turned left 90 degrees, flying east on a short base leg at an altitude of about 1,200 feet. During his downwind leg, he observed a C-60 or C-45 on approach to Runway 3 or 36, and while on his base leg, he saw it complete its landing and turn off the runway to the left. Rios made a left turn from the base leg to an approach course of 20 degrees for landing on Runway 3. As soon as the turn had been completed, Rios transmitted, "Washington Tower, this is Bolivian P-38 on approach." The tower responded, said Rios, "Bolivian P-38 cleared to land on Runway 3." Rios stated that his approach was made a little higher than normal, for safety reasons, and that one minute after leaving the base leg, he extended the flaps, the landing gear having been put down previously when he was west of the field Rios heard the tower say, "Clear to the left, clear to the left," but he stated that he did not know for whom it was intended because the tower did not use any call sign. Almost immediately afterwards, he felt the shock of the collision with the DC-4. According to control tower personnel, the P-38 took off from Runway 3, turned left, and proceeded in a climb 10 miles west of the field. Then a second left turn was made, and the aircraft, still climbing, continued in a southerly direction. The P-38 was next observed from the control tower circling left, south of Alexandria at an estimated altitude between 3,000 and 4,000 feet. The tower operators stated that while the P-38 was circling south of Alexandria, they received, "Washington Tower, this is Bolivian 927 requesting landing instruction." After the controller had asked if Bolivian 927 had requested landing instructions, and the pilot had replied affirmatively, the controller instructed the P-38 to enter a left traffic pattern for Runway 3 and to report when west of the tower on downwind leg. When the instruction was not acknowledged by Rios, it was repeated. Prior to these instructions, the tower had cleared the Eastern flight to land number one on Runway 3. Shortly after the Eastern DC-4 was observed 1 1/2 miles west to southwest from the end of Runway 3, making a continuous left turn from the downwind leg to final approach, tower personnel observed the P-38 on a long high final approach. The controller thereupon requested Rios to make a 360-degree turn to his left, saying that he was number two to land following an Eastern DC-4 turning on its final approach below. Since there was neither acknowledgment nor compliance with this second instruction, another transmission was made to the P-38, which was identified as Bolivian 927, and Rios was then told. "Turn left, turn left," and was again told that the DC-4 was turning on final approach below. Again there was no response or compliance by the P-38, whereupon the tower then instructed the Eastern DC-4 to turn left. The DC-4 promptly acted in response to this instruction, but before 5 degrees of turn were made, the two aircraft collided at an approximate altitude of 300 feet about 1/2 mile southwest of Runway 3. While the Bolivian pilot survived, all 55 occupant on board the DC-4 were killed, among them George Bates and Michael Kennedy, two US politicians.

Douglas DC-3

The DC-3 was on a regularly scheduled flight en route from La Guardia Field, N Y., to Wilmington, Del., having originated at Boston, Mass., with Memphis, Tenn., as the destination. Takeoff from La Guardia was at 1000, with 12 revenue passengers and a fresh crew consisting of Captain L. R. Matthews, Pilot J. B. Simmons, and Flight Attendant Peter Gobleck. The aircraft was loaded within the prescribed limits for weight and location of center of gravity. The clearance was in accordance with Visual Flight Rules. The flight reported its position as over Freehold, N J., at 1017 and estimated arrival over Philadelphia, Pa., at 1037 and Wilmington, Del., at 1045. This was the last radio contact with the DC-3. The F-6-F-5 was en route from the Naval Air Station Anacostia, DC, to the Naval Air Station, Quonset Point R. I., on a training, or proficiency flight. Takeoff from Anacostia was at 0937 with the aircraft piloted by Lieutenant (j g) Robert V. Poe, USN. Clearance was in accordance with Visual Flight Rules, specifying a cruising speed of 160 knots (184 statute miles per hour) and an estimated time en route of two hours. There is no record of any position report or other radio contact from the F-6-F-5 after it was cleared for takeoff by the Anacostia tower. Weather conditions existing over the route of both aircraft were good. The visibility was 10 miles and there were scattered clouds at 12,000 feet. At about 1030 the F-6-F-5 was observed to perform acrobatics and to "buzz" a small civil aircraft in the neighborhood of Chesterfield, N. J. These maneuvers terminated in collision between the F-6-F-5 and the DC-3. Upon collision the fighter plane lost its left wing and the DC-3 lost the outer portion of its left wing. Both aircraft then fell in erratic paths, losing various parts while falling. The DC-3 burned when it struck the ground. The fighter's pilot was either seriously injured or killed at the time of the collision and was thrown clear of the aircraft during the descent. There was no indication that he attempted to use his parachute. The fighter did not burn on impact. All 16 occupants in both aircraft were killed.

Lockheed L-649 Constellation

Flight 604 departed Miami, Florida, at 2301, January 20, 1948, on an instrument flight rules clearance, non-stop to Newark, New Jersey, to cruise at 15,000 feet via Airway Amber 7 to Jacksonville, Florida, and Airway Amber 6 to Alma, Georgia, thence direct to Spartanburg, South Carolina, Winston-Salem, North Carolina, and Washington, D. C., and via Airway Amber 7 to Newark, Boston, Massachusetts, and Providence. Rhode Island, were designated as alternate air ports. In order to remain above the overcast, the flight requested changes of cruising altitude between Winston-Salem and Washington, and at 0232, at which time it reported over Washington, the flight was cruising at 21,000 feet. Shortly after passing Washington, Flight 604 was cleared to descend en route to Newark and to cross Philadelphia at 7,000 feet, and was advised that no traffic was reported above 7,000 feet. A descent was established and at 0253 the flight reported over Philadelphia "at 8,000 feet descending." Shortly thereafter the company radio station at LaGuardia Field, New York, advised the flight that the 0240 weather observation for Newark indicated a ceiling of 700 feet and visibility of one-half mile. Immediately thereafter the flight was given an air traffic control clearance "to Flatbush and LaGuardia Approach Control" to cross Keyport and Flatbush at 2,500 feet. Upon receiving this clearance the captain immediately requested a confirmation from the New York dispatcher, inasmuch as no prior notice had been received of a change of destination from Newark to LaGuardia. In acknowledgment the flight was informed that the dispatcher desired the flight to proceed to LaGuardia Field. During the period of the flight from midnight until 0300, the ceilings had lowered throughout the New York-New Jersey area. At the time of the re-clearance the LaGuardia weather was being reported as ceiling 500 feet, visibility one and one-quarter miles, and light snow. The flight continued its descent on the east course of the Philadelphia radio range and reached 2,500 feet in the vicinity of Freehold, New Jersey, over which the crew reported passing at 0309. Immediately after this report the flight changed to the LaGuardia Approach Control frequency. LaGuardia Approach Control immediately cleared the flight to descend to 1,500 feet and approved a straight-in landing on Runway 4. Since no material change had been observed in the LaGuardia weather, the flight was again informed that the ceiling was reported as 500 feet, the visibility one and one-quarter miles, and the wind calm. The flight passed directly over the airport without attempting a landing approach and shortly thereafter reported over the range station which is located three and two-tenths miles northeast of the airport. The flight was then cleared to use the reciprocal runway, 22, but the aircraft returned southeastward, passing to the east of LaGuardia Field again without attempting a landing approach. During this period the LaGuardia weather observer completed the 0325 weather observation and approximately 3 minutes thereafter the flight was advised that this report indicated an indefinite ceiling 400 feet and visibility one and one-half miles. The flight continued southwestward in order to establish an approach to Runway 4. Approach Control asked the flight at this time whether it desired a GCA (Ground Controlled Approach Radar) monitored approach. The captain declined a controlled approach but stated that he would accept a monitored approach. At approximately 0330 the aircraft again passed over the airport in a northeasterly direction; the flight advised Approach Control that the ceiling was not 500 feet and requested a report of the current Boston weather. The 0230 Boston weather report was transmitted to the flight, indicating a ceiling of 8,000 feet, 3 miles visibility, smoke, and haze. Upon receiving this report, the flight requested and received clearance to Boston from Air Traffic Control and from the company dispatcher. At 0337, the flight reported leaving Rye, New York, en route to Boston, climbing to 5,000 feet. Shortly after the flight passed over Hartford, Connecticut, at 0354, the company station at Boston advised the captain that the flight was cleared to the Boston Tower. Before reaching Boston the flight was informed that the 0400 weather report for that station indicated "ceiling 600 feet, sky obscured, visibility one mile, light snow; surface wind southeast 8 miles per hour." After passing Franklin, Massachusetts, at 0409, the flight changed to the Boston Tower frequency. When asked by the flight whether the Instrument Landing System (ILS) was operating, the tower advised the flight that the monitor panel indicated this system to be operating normally. Shortly thereafter the tower cleared the flight for a straight-in approach to Runway 4 and cautioned that due to the runway condition braking action was "fair to poor." Initial touchdown was made on Runway 4, at 0417, approximately 2,000 feet beyond the approach end of the runway. After completing approximately 600 feet of its landing roll, the aircraft was seen to skid to the left and crash into a snowbank along the left side of the runway. The right landing gear and nose gear collapsed and the aircraft fell on the right wing, coming to rest on the left side of the runway heading in a westerly direction. Fire broke out in the vicinity of the No. 3 and No. 4 engines and spread rapidly toward the fuselage. However, all passengers were deplaned and were removed from the vicinity of the aircraft without injury resulting from the crash or subsequent fire. Five of the occupants were injured during the evacuation due to the necessity for jumping from the rear exit, which was estimated to be 12 to 16 feet above the ground. Several fire fighting units from the airport and from East Boston were alerted and proceeded to the scene of the accident; however, the aircraft continued to burn for approximately one hour and 30 minutes after the crash.

Douglas DC-3

Flight 572 arrived in Atlanta, Georgia, from its point of origin, Houston, Texas, at 2330, January 12, 1948. With a new crew, consisting of Captain Paul J. Saltanis, First Officer Ralph B. Sanborn, Jr., and Flight Attendant Peter L. Philiois, the flight departed from Atlanta at 2355 for Greenville and Winston-Salem, North Carolina, and Washington, D. C. The flight as far as Winston-Salem was routine. At 0306, January 13, 1948, the flight took off from Winston-Salem carrying six passengers, a crew of three, and 600 gallons of fuel. It proceeded at the altitude of 9,000 feet specified in the flight plan, to Washington, via Blackstone and Richmond, Virginia. Shortly after reporting over Blackstone, at 0405, 146 miles southwest of Washington, an airway traffic control clearance was transmitted by company radio to the flight authorizing it to cross the Doncaster fan marker, 27 miles southwest of Washington, at 5,000 feet. Captain Saltanis requested a lower altitude and ten minutes later received another ATC clearance approving 3,000 feet over Doncaster, and permission to descend to 2,500 feet immediately after crossing Doncaster. At 0427, the flight reported its position to the Washington control tower, stating that it was over Doncaster at 3,000 feet. It was instructed by the tower to maintain 2,500 feet, and to report again when it was over Mt. Vernon. 9 miles south of the Washington National Airport. At about this same time another Eastern Air Lines’ flight, No, 454, reported that it was at 4,500 feet over the Arcola range station, which is located 23 miles west-northwest of Washington, D. C. Since the two Eastern Air Lines' flights were converging toward Mt. Vernon, the airport traffic controller thought that flight 454 might fly over Mt. Vernon before it had descended to a safe altitude below Flight 572. To assure that both airplanes would not be over Mt. Vernon at the seine time and altitude, the controller instructed Flight 572 to climb to 3,500 feet Flight 572 acknowledged, advised that it was contact, and asked why it was necessary to climb. Less than a minute later, at approximately 0430, the east bound flight, No. 454, reported that it was “contact” at 2,000 feet and approaching Mt. Vernon. The controller then knowing that a safe altitude separation existed between the two aircraft, cleared night 572 back to its previous approach altitude of 2,500 feet. At 0433, flight 572 was again cleared to the airport by the Washington Tower, and advised to report when leaving 2,500 feet, when leaving Mt. Vernon, and when "VFR." 2 Following this transmission flight 572 was asked to give a short count, since the tower wished to adjust its receiving frequency. The flight complied. Then at 0435, the flight was requested to report the altitude of the base of the clouds. The flight responded, “standby.” According to the tower operator the pilot’s voice when giving the tuning count was normal, but his “standby,” sounded “hurried and preoccupied.” One to two minutes after the east bound flight, No. 454, reported contact approaching Mt. Vernon, an aircraft was observed in the tower’s surveillance radar scope over the vicinity of Mt. Vernon. This aircraft was then tracked continuously, first In the surveillance, and then in the precision beam radar scope until it had landed on runway 36. 3 It was then identified as Eastern's Flight 454. Flight 572, however, was not observed in either scope. From 0435 to 0445 several attempts were made to establish radio contact with flight 572. Forty-five minutes later it was learned that it had crashed in the vicinity of Oxon Hill, Maryland, approximately 5.2 miles south of the Washington National Airport. Three passengers and two crew members were killed in the accident.

Douglas C-54 Skymaster

The four engine aircraft left Newark Airport at 1704LT on a flight to Miami. While climbing to an altitude of 4,000 feet, the aircraft went out of control, dove into the ground and crashed in a huge explosion in a field located 2 miles east of Bainbridge. The aircraft was totally destroyed and all 53 occupants were killed.

Douglas C-49 (DC-3)

While cruising at the altitude of 2,500 feet in bad weather conditions, the aircraft hit the slope of a mountain located near Galax. A passenger was seriously injured while 18 other occupants were killed.

Douglas C-54 Skymaster

The four engine aircraft left Atlanta Airport at 2027LT bound for Newark with an intermediate stop in Washington-National Airport. While flying on airway Green 6 at an altitude of 7,000 feet, the crew was informed by ATC that a landing in Washington was not possible due to poor weather conditions and that he should proceed direct to Newark. Two hours later, the crew received new instructions from ATC: as weather conditions improved in Washington, a landing was therefore possible. The crew modified his route and started the descent to the National Airport. Due to low visibility, the first attempt to land was abandoned and the crew completed a go around. On the second approach, while at a height of 200 feet, the aircraft hit the slope of a small hill, bounced, snatched two telephone poles and crashed in flames near Alexandria, about 6 miles southwest of the airport. Quickly on the scene, the rescue teams were able to evacuate all 26 occupants, some of them injured, while the aircraft was destroyed by a post crash fire.

Douglas DC-3

About thirty minutes into the flight, a fire erupted in the left engine. The crew was unable to extinguish the fire that spread quickly to the entire engine and nacelle that detached, causing the wing to partially collapse. The aircraft went out of control, dove into the ground and crashed in flames in a field located in Cheshire. All 17 occupants were killed.

Douglas DC-3

Following an uneventful flight from Philadelphia, the crew started the descent by night to La Guardia Airport in unfavorable weather conditions. A first attempt to land was aborted and during the second one, the aircraft was too high when it passed over the runway threshold. The captain reduced engine power and the initial contact with the runway occurred well down on runway at an airspeed considerably above the stalling speed of the aircraft. The aircraft bounded approximately 20 feet in the air and remained airborne for several hundred feet before again contacting the runway. After another shorter bounce, the aircraft remained on the runway and brakes were applied in an attempt to stop. However, due to the airspeed, which was still relatively high, and the snow and slush which covered the runway, little deceleration was accomplished. The aircraft continued off the end of the runway, demolished a small wooden building which housed the localizer transmitter, and came to rest in the Flushing Bay, approximately 200 feet beyond the field boundary. The aircraft was destroyed, 13 occupants were rescued while a passenger was drowned.

Douglas DC-3

Flight 42 departed Miami for New York City at 2122LT, September 6, 1945, with routine stops at Jacksonville and Savannah. Having obtained an instrument clearance from Airway Traffic Control to cruise at 5,000 feet to Raleigh, the flight departed Savannah at 0041, September 7, with Washington and Baltimore listed as alternates. At 0150 the flight transmitted a position report to the company station at Washington indicating that it had passed over Florence at 0144 at 5,000 feet. The flight was advised that Raleigh, its next scheduled stop, was reporting a 300 foot overcast. Since the weather at Raleigh was below authorized minimums, Flight 42 requested permission from the company dispatcher to proceed past Raleigh without landing. The station at Washington advised the flight at 0155 that it had been re-cleared to Washington with Baltimore as an alternate, but no acknowledgement of the message was received. At 0205, a radio transmission from Flight 42 was intercepted in which it was indicated that the pilot intended to return to Florence and that he desired clearance to lend at Florence Field. Because of the unusually severe radio interference, the entire message was not readable and no reason was apparent at that time for the pilot's decision to return to Florence. Several subsequent attempts by company, CAA and army stations in the vicinity to contact the flight were unsuccessful. While attempting to return to Florence the aircraft crashed at 0213 in a swampy, wooded area 6 miles ENE of Florence Army Air Filed. The wreckage was located at approximately 1040, September 7.

Douglas DC-3

While cruising at an altitude of 3,100 feet, the DC-3 collided with a USAAF Douglas A-26C-35-DT Invader. Registered 44-35553, it was performing a training sortie from Florence with a crew of two on board. Following the collision, the Invader went out of control and crashed in a field located near Darlington, some 12 miles northwest of Florence. Both crew members were killed. On his side, the crew of the DC-3 was able to make an emergency landing and one passenger was killed.

Douglas DC-3

While cruising along the east coast of Florida, the crew encountered poor weather conditions with storm activity and turbulence. The aircraft went out of control and crashed in a swampy area near Vero Beach. All sixteen occupants were rescued while the aircraft was wrecked. Crew: Gerald O'Brien, Captain, Byron M. Crabtree, first officer, Albert Marin, steward.

Douglas DC-3

On final approach to Atlanta by night, fog and rain, the aircraft hit tree tops and crashed in a pine forest located few km short of runway. Rescue teams arrived on the scene at 0630LT only. Eight passengers were seriously injured while all eight other occupants were killed, among them all three crew members. Crew: James A. Perry, pilot, Luther E. Thomas, pilot, Clarence Moore, steward.

Douglas DC-2

After take off, while climbing to 1,000 feet, pilot retracted the landing gear when he felt several vibrations coming from the right engine. A fire erupted in the right engine and the crew decided to return to Montgomery. Due to a sudden deteriorating situation, captain decided to make an emergency landing in a field located near the airport. Aircraft slid several yards and the right wing was sheared off as it hit a tree. All occupants escaped unhurt, except for the captain who was slightly burned. The aircraft was destroyed by post crash fire.

Douglas DC-2

Shortly after takeoff by night and in good weather conditions, while in initial climb, the aircraft hit an electric pole with its left wing, stalled and crashed in a wooded area past the runway end. Two passengers and both pilots were killed while all five other occupants were seriously injured. Crew: Start G. Dietz, pilot, Robert R. Road, copilot, Bryan W. Merrill, steward.

Douglas DC-2

The accident occurred in unknown circumstances. No casualties.

Douglas DC-2

While descending to Newark from the west, the aircraft was passing successively 6,000, 4,000 and 2,000 feet. The pilot was unable to localize Camden and was unaware of his real position when on descent to 1,400 feet, the left wing hit tree tops. Aircraft stalled and crashed in a wooded area located on a hill some four miles northeast of Milford. All eleven occupants were rescued while the aircraft was destroyed.

Curtiss T-32 Condor II

Crashed in unknown circumstances.