Slick Airways

Douglas DC-4

Slick Airways Flight 12, a Douglas C-54B-DC, N384, operating as a scheduled cargo flight from John F. Kennedy International Airport, New York, New York, to Logan International Airport, Boston, Massachusetts, with a stop at Bradley Field, Windsor Locks, Connecticut, crashed at 0821:35, March 10, 1964, while making an instrument approach to Runway 4R at Logan International Airport. The aircraft crashed in a lumberyard approximately 7,000 feet from the displaced threshold of Runway 4R and on the extended centerline of that runway. Boston weather at the time was: scattered clouds at 400 feet, overcast at 700 feet, surface visibility 1-1/2 miles in moderate sleet and fog, wind 050 degrees (.JPG">), 22 knots, gusts to 28 knots, temperature 32 degrees, dewpoint 32 degrees. The captain, first officer, and freight handler, the only occupants, were killed. The aircraft was demolished by impact forces and the ensuing fire.

Lockheed L-1049 Super Constellation

A Slick Airways Lockheed 1049H, N9740Z, crashed and burned during an ILS approach to runway 28R at the San Francisco International Airport at approximately 1207 P.s.t., February 3, 1963. Due to an inoperative glide slope receiver, the crew was listening radar advisories on the localizer receiver for altitude information. The aircraft struck approach lights 1,170 feet from the runway threshold, climbed to about 200 feet and then crashed approximately 1,900 feet beyond the threshold and on the left edge of runway 28L. Of the three crew members and five passengers aboard, the captain, first officer, and two passengers received fatal injuries. The remaining persons aboard received serious injuries. The aircraft was destroyed by subsequent fire.

Curtiss C-46 Commando

At 0139 the pilot advised Bradley Approach Control that the aircraft was over Hartford at 0138 and that he would maintain 3,000 feet to the Bradley Field outer marker. The controller in the Bradley Field tower, who was handling all three radio positions, acknowledged the Hartford position report, gave the flight a time check (0139), and cleared it for an instrument approach with advice that No. 6 was the runway in use. Weather information was also given to the flight: "Wind indicating northeast calm," and Bradley Field 0128 weather conditions - ceiling indefinite 500 feet, obscurement, visibility one and one-half miles, light rain and fog, altimeter 30.01 inches. The pilot was then requested to report over the outer marker when inbound and was advised that the Bradley Field glide path was inoperative until further notice. The glide path had been decommissioned for some time owing to extension of Runway 6; this had been duly published in "Notices to Airmen." At approximately 0141, the pilot asked if the Bradley Field ILS localiser was also inoperative. He was told that the monitoring panel indicated normal operation of all components except the glide path. The pilot replied, "I believe my ILS is cut momentary and I will continue to make an ADF let-down." The flight reported over the outer marker at 0144. The controller acknowledged and asked the pilot if the flight was inbound. The pilot replied "Roger" and the aircraft was cleared to land. The controller advised that the high intensity lights were on intensity 5 (maximum brilliance) and requested the pilot to let the tower know when he wished the intensity lowered, The pilot again acknowledged with "Roger." This was the lest contact with the aircraft. At approximately 0149, the controller requested the pilot to give the aircraft's position. Receiving no response, he then transmitted the following advisory: "If you are experiencing transmitter difficulties and have missed your approach you are cleared to reverse course, climb to 2,500 feet to the outer marker for another approach 2 Several other efforts were made to contact the flight, but to no avail. Following the last contact with the tower, the aircraft was seen and heard flying low to the southwest of Bradley Field just before it struck the trees. The aircraft was destroyed by impact forces and both pilots were killed.

Curtiss C-46 Commando

En route to San Francisco, the crew encountered severe icing conditions and received the permission to return to Burbank. Shortly later, the pilot realized this was not possible and reduced his altitude in an attempt to make an emergency landing. The aircraft belly landed in a field located along a highway in Newhall. The aircraft slid on the ground and hit an electric pole before coming to rest. All three crew members were unhurt while the aircraft was damaged beyond repair.

Curtiss C-46 Commando

At Las Vegas, Trip 11-8 remained on the ground 35 minutes. During this time, the crew obtained weather forecasts for the trip to Denver and had the aircraft serviced with 370 gallons of fuel. These forecasts indicated that between south-western Utah and Denver there would be broken to overcast clouds with bases and tops ranging from 8,000 to 20,000 feet in altitude, and that below 8,000 feet there would be light rain showers with light snow showers above this level. The flight was cleared under Instrument Flight Rules to cruise at 13,000 feet to Grand Junction, Colorado, 14,000 feet to Eagle, Colorado, and 16,000 feet to the Dupont Intersection, 5 miles north of Denver, with Laramie, Wyoming, designated as the alternate airport The computed elapsed time was three hours and five minutes with sufficient fuel aboard to fly five hours and five minutes. A forecast for Denver, at 1700, when the flight was estimated to arrive, indicated a ceiling of 700 feet with icing in the clouds above 8,000 feet. At Laramie, the chosen alternate airport, a ceiling of 2,000 feet occasionally lowering to 1,000 feet was forecast with light rain showers expected to change to light snow showers after dark. At 1403, the flight departed Las Vegas, and two hours and two minutes later, at 1605, reported over Grand Junction at an altitude of 13,000 feet, climbing to 14,000. At this time the flight received from INSAC (Interstate Airways Communication) at Grand Junction the 1530 weather observations for Grand Junction, Denver, Eagle and Pueblo, Colorado. Denver was reported having a variable ceiling of 600 feet, overcast and lower broken clouds, visibility six miles, light rain and wind from the north-northwest at 12 miles per hour. When over Eagle, at 1637, the flight reported at an altitude of 14,000 feet and climbing to 16,000. Forty-five minutes later, at 1708, over the Dupont Intersection the flight reported to the Denver Tower and was given the Denver weather as ceiling 200 feet and visibility two miles. As the ceiling and visibility were expected to remain that way for several hours and as the company's landing minimums for Denver were ceiling 400 feet and visibility one mile, the crew requested a change of flight plan. Rock Springs, Wyoming, was chosen as the new alternate and permission was requested to land at Laramie, weather permitting. Denver Air Traffic Control approved and cleared the flight to Rock Springs to maintain 14,000 feet. Twenty-five miles south of Laramie, at 1732, Trip 11 called the Cheyenne Tower and asked permission to change course and to proceed direct to Cheyenne. This was approved by Denver ATC and the crew was further advised by the tower that there was a squall line between Laramie and Cheyenne. The Cheyenne weather reported to the flight at that time was ceiling 3,500 feet, overcast, lower broken clouds and visibility 20 miles. At 1740, the flight reported over the Cheyenne range at 14,000 feet and a special Cheyenne weather report was given the crew which showed the ceiling had lowered to 900 feet and that there was light sleet, and a visibility of 12 miles. Proceeding out the east course of the Cheyenne range, the flight notified the tower that it was low on fuel, taking on ice, and having difficulty in maintaining altitude. A few minutes later clearance was given the flight to descend to 8,000 feet on the north course of Cheyenne range. 2 This was acknowledged and seconds later it encountered severe turbulence. At approximately 1750, an unreadable transmission was heard by the tower. There was definite hysteria in the voice making this transmission. The tower then called the flight several times but no answer was received. Two minutes later at 1752, the tower received the following transmission "We are O. K and are out of it now." About one-half minute later a noise believed to be caused by a surge of power of the aircraft's engines was heard northwest of the tower. Shortly after this a flash of light was seen about two miles northwest of the airport.

Curtiss C-46 Commando

The flight departed from Newark, New Jersey, at 1733 May 16, 1948, for Chicago, Illinois, Denver, Colorado, Burbank, and San Francisco, California. In addition to a crew consisting of Captain William R. McCauley and Copilot Jack R. Foote, the flight carried 5,280 pounds of fuel, and 10,263 pounds of cargo. According to the hourly weather reports available to the crew in Newark prior to departure, thunderstorm activity which existed over the vicinity of Goshen and Fort Wayne, Indiana, was moving eastward. Chicago Municipal Airport was reported to have a ceiling of 2,000 feet. The flight plan specified a cruising altitude of 4,000 feet to Chicago, the first intended point of landing. South Bend, Indiana, was designated as the alternate airport. No unusual incident was reported for approximately the first two hours of the trip, then, at 1931 the flight reported over Cleveland, Ohio, at 4,000 feet, stating that there was extreme turbulence approximately five miles east of the Cleveland Airport. At this time the flight acknowledged receipt of a weather report from Toledo, Ohio, to the effect that light thunderstorms with cloud to cloud lightning were moving northeasterly from Toledo. At 2013 the flight reported at 4,000 feet over Mansfield, Ohio, 58 miles south southwest of Cleveland. The crew stated that they had changed course to the south to avoid thunderstorms, and intended to proceed to Columbus, Ohio, in accordance with visual flight rules. A special weather observation taken at Cleveland at 2003 which reported a ceiling of 2,000 feet, visibility 10 miles, light rain, wind from the northwest at 30 miles per hour with strong gusts, and cloud to cloud and cloud to ground lightning was transmitted to the flight Cleveland Radio also transmitted a weather observation taken at Columbus at 1930 which reported an unlimited ceiling, visibility of 15 miles, and wind from the south at 14 miles per hour. After acknowledging receipt of this weather information, the flight stated "For your information advise no one to go through the turbulence we just went through." The next position report was received at 2032 at which time the flight reported being five miles north of Columbus. Following this report it was cleared by Columbus Tower for landing. In reply the flight stated to the tower, "We are declaring an emergency. Our rudder is locked, and I don’t think we will have any directional control on the ground." A landing approach was made for runway twenty-three, 4,490 feet long. Information concerning wind direction and velocity was transmitted repeatedly by the tower to the flight throughout the course of the approach. Although the first touchdown on runway 23 appeared normal, power was immediately applied and the aircraft took off. The crew then informed the tower that they wished to land directly into the wind, which at that time was from the south at five to ten miles per hour. They were accordingly cleared to land on runway eighteen, 3,580 feet long. The second approach appeared normal, and a touchdown was made on the runway without any apparent difficulty, but power was again applied and the flight took off again. When the flight reached a point 2 1/2 miles east of the field in its left circle of the field, it was observed to spin to the ground. Flames were observed immediately after the crash.

Curtiss C-46 Commando

Just before reaching Las Vegas, however, a distance of 268 miles from Burbank, Captain Clark stated that his fuel quantity gauges indicated that he had 360 gallons of fuel remaining. Since he believed this to be sufficient to reach destination, he did not land at Las Vegas which was generally used as a fueling stop for Slick Airways. From Las Vegas to Palmdale, lighter winds were encountered resulting in a ground speed averaging 180 miles per hour. Palmdale was flown over at 1025, at which time the aircraft had been in the air a total of 5 hours and 18 minutes. Three minutes after passing over Palmdale, which was clear, the left engine fuel pressure dropped to 3 pounds, the red fuel warning light came on, and the left engine stopped. Fuel selector valves were changed, and as a result power was restored to the left engine. Captain Clark suspected a fuel leak. He inspected the aircraft for visible loss of fuel or fire, found none, and continued on to Burbank. As the flight approached Newhall California, Burbank reported a ceiling of 1,600 feet with visibility of two and one-half miles. The flight was instructed by the Los Angeles Airways Traffic Control Center to hold on the northwest course of the Burbank range, and advised that the approach clearance Into Burbank could be expected at approximately 1052. Captain Clerk informed the Burbank control tower that he was losing fuel and wanted to land as soon as possible, however, he declined to declare an emergency. Shortly after this, the left engine stopped for the second time, but power was again restored by changing the positions of the fuel selector valves. At 1056, approach clearance into Burbank was given, and at 1058, the flight reported inbound over the Chatsworth fan marker, approximately 14 miles from the Lockheed Air Terminal. The ceiling over Burbank had by this time lowered to 1,000 feet, and rain showers had reduced visibility to about one mile. As the flight descended below 1,600 feet only intermittent bursts of power could be secured from the left engine. The “letdown” was continued, the Burbank radio range station and the Lockheed Air Terminal were passed. Upon completion of a right turn to return to the range station the right engine stopped, and the propeller was immediately feathered. At an altitude of 200 to 400 feet, Captain Clark recognized almost immediately underneath him a hangar on the Lockheed Air Terminal. He executed a sharp right turn of approximately 270 degrees, and landed on the north-south taxi way about 400 feet before crossing Runway 7, a distance of approximately 1,900 feet from the south boundary of the airport. Brakes were applied, but the aircraft could not be brought to a stop within the airport boundaries. It came to rest only after skidding across a highway and railroad line adjacent to the south boundary of the airport.

Curtiss C-46 Commando

While flying at an altitude of 10,000 feet in marginal weather conditions, the aircraft hit the slope of Mt Blue Bell Knoll located north of Boulder, Utah. The aircraft was destroyed by impact forces and all three occupants were killed.

Curtiss C-46 Commando

While on final approach to runway 21 in poor weather conditions, the aircraft was too low and hit a hill located less than one mile from the runway threshold. The aircraft was destroyed and both crew members were killed.