Trans World Airlines - TWA

Douglas DC-9

The first officer failed to maintain the proper rate of descent (sink rate) resulting in a hard landing on touch down, and separation of the left main landing gear during landing rollout. The pilot-in-command stated he knew the first officer was not going to make a good landing. He did not take any corrective action other than informing the first officer initially to increase power. Examination of the left main landing gear assembly revealed a preexisting crack in the outer cylinder housing.

Boeing 747-100

On July 17, 1996, about 2031 eastern daylight time, Trans World Airlines, Inc. (TWA) flight 800, a Boeing 747-131, N93119, crashed in the Atlantic Ocean near East Moriches, New York. TWA flight 800 was operating under the provisions of 14 Code of Federal Regulations Part 121 as a scheduled international passenger flight from John F. Kennedy International Airport (JFK), New York, New York, to Charles De Gaulle International Airport, Paris, France. The flight departed JFK about 2019, with 2 pilots, 2 flight engineers, 14 flight attendants, and 212 passengers on board. All 230 people on board were killed, and the airplane was destroyed. Visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. The investigation revealed that the crash occurred as the result of a fuel/air explosion in the airplane's center wing fuel tank (CWT) and the subsequent in-flight breakup of the airplane. The investigation further revealed that the ignition energy for the CWT explosion most likely entered the CWT through the fuel quantity indication system wiring; neither the ignition energy release mechanism nor the location of the ignition inside the CWT could be determined from the available evidence. There was no evidence of a missile or bomb detonation.

Lockheed L-1011 TriStar

Immediately after liftoff the stick shaker activated, and the first officer, who was making the takeoff, said 'you got it.' The captain took control, closed the thrust levers, and landed. He applied full reverse thrust and maximum braking, and turned the airplane off the runway to avoid a barrier at the end. A system design deficiency permitted a malfunctioning aoa sensor to cause a false stall warning. The sensor had experienced 9 previous malfunctions, and was inspected and returned to service without a determination on the reason for the intermittent malfunction. The first officer had incorrectly perceived that the airplane was stalling and gave control to the captain without proper coordination of the transfer of control. All 292 occupants were rescued, among them 10 were injured, one seriously.

Boeing 727-100

Scheduled domestic part 121 flight could not get landing gear to extend on approach to Chicago-Midway Airport. After missed approach, crew tried unsuccessfully to extend gear manually using procedures in cockpit checklist and flight operations manual. Emergency gear-up landing was made at Chicago-O'Hare International Airport. Investigation revealed a disconnected gear selector actuating rod from the normal landing gear retract/extension actuating assembly. Crew damaged manual gear extension mechanism in manual extension attempts. FAA approved procedural checklist had omitted critical step in manual gear extension procedure.

Boeing 707

While descending to San Francisco Airport, the nose gear could not be lowered and remained stuck in its wheel well. Following a normal approach, the airplane landed on its main undercarriage then slid on its nose for few hundred yards before coming to rest. All 133 occupants were evacuated safely and the aircraft was damaged beyond repair.

Boeing 707

The approach to Milan-Malpensa Airport was completed in limited visibility due to foggy conditions. During the last segment, the airplane struck the ground to the left of the main runway. On impact, all landing gears and all four engines were torn off. The aircraft slid for few hundred meters then came to rest in a grassy area with the fuselage bent and the cockpit that separated from the rest of the aircraft. All 122 occupants were evacuated, 26 of them were injured, among them the Italian tenor Luciano Pavarotti.

Boeing 727-200

Trans World Airlines Flight TW514 was a regularly scheduled flight from Indianapolis, IN (IND), to Washington-National Airport, DC (DCA), with an intermediate stop at Columbus-Port Columbus International Airport, OH (CMH). Flight 514 departed Indianapolis at 08:53 EST and arrived in Columbus at 09:32. The Boeing 727 departed Columbus at 10:24, eleven minutes late. There were 85 passengers and 7 flight crew members aboard the aircraft when it departed Columbus. At 10:36, the Cleveland Air Route Traffic Control Center (ARTCC) informed the crew of Flight 514 that no landings were being made at Washington National Airport because of high crosswinds, and that flights destined for that airport were either being held or being diverted to Dulles International Airport (IAD). At 10:38, the captain of Flight 514 communicated with the dispatcher in New York and advised him of the information he had received. The dispatcher, with the captain's concurrence, subsequently amended Flight 514's release to allow the flight to proceed to Dulles. At 10:42, Cleveland ARTCC cleared Flight 514 to Dulles Airport via the Front Royal VOR, and to maintain FL290. One minute later, the controller cleared the flight to descend to FL230 and to cross a point 40 miles west of Front Royal at that altitude. Control of the flight was then transferred to the Washington ARTCC and communications were established with that facility at 10:48. In the meantime, the flightcrew discussed the instrument approach to runway 12, the navigational aids, and the runways at Dulles, and the captain turned the flight controls over to the first officer. When radio communications were established with Washington ARTCC, the controller affirmed that he knew the flight was proceeding to Dulles. Following this contact, the crew discussed the various routings they might receive to conduct a VOR/DME approach to runway 12 at Dulles. At 10:51, the Washington ARTCC controller requested the flight's heading. After being told that the flight was on a heading of 100 degrees, the controller cleared the crew to change to a heading of 090°, to intercept the 300° radial of the Armel VOR, to cross a point 25 miles northwest of Armel to maintain 8,000 feet, "...and the 300° radial will be for a VOR approach to runway 12 at Dulles." He gave the crew an altimeter setting of 29.74 for Dulles. The crew acknowledged this clearance. The pilots again discussed the VOR/DME approach At 10:55, the landing preliminary checklist was read by the flight engineer and the other crewmembers responded to the calls. A reference speed of 127 kts was calculated and set on the airspeed indicator reference pointers. The altimeters were set at 29.74. The crew then again discussed items on the instrument approach chart including the Round Hill intersection, the final approach fix, the visual approach slope indicator and runway lights, and the airport diagram. At 10:59, the captain commented that the flight was descending from 11,000 feet to 8,000 feet. He then asked the controller if there were any weather obstructions between the flight and the airport. The controller replied that he did not see any significant weather along the route. The captain replied that the crew also did not see any weather on the aircraft weather radar. At 11:01, the controller cleared the flight to descend to and maintain 7,000 feet and to contact Dulles approach control. Twenty-six seconds later, the captain initiated a conversation with Dulles approach control and reported that the aircraft was descending from 10,000 feet to maintain 7,000 feet. He also reported having received the information "Charlie" transmitted on the ATIS broadcast. The controller replied with a clearance to proceed inbound to Armel and to expect a VOR/DME approach to runway 12. The controller then informed the crew that ATIS information Delta was current and read the data to them. The crew determined that the difference between information Charlie and Delta was the altimeter setting which was given in Delta as 29.70. There was no information on the CVR to indicate that the pilots reset their altimeters from 29.74. At 11:04, the flight reported it was level at 7,000 feet. Five seconds after receiving that report, the controller said, "TWA 514, you're cleared for a VOR/DME approach to runway 12." This clearance was acknowledged by the captain. The CVR recorded the sound of the landing gear warning horn followed by a comment from the captain that "Eighteen hundred is the bottom." The first officer then said, "Start down." The flight engineer said, "We're out here quite a ways. I better turn the heat down." At 11:05:06, the captain reviewed the field elevation, the minimum descent altitude, and the final approach fix and discussed the reason that no time to the missed approach point was published. At 11:06:15, the first officer commented that, "I hate the altitude jumping around. Then he commented that the instrument panel was bouncing around. At 11:06:15, the captain said, "We have a discrepancy in our VOR's, a little but not much." He continued, "Fly yours, not mine." At 11:06:27, the captain discussed the last reported ceiling and minimum descent altitude. concluded, "...should break out." At 11:06:42, the first officer said, "Gives you a headache after a while, watching this jumping around like that." At 11:07:27, he said, "...you can feel that wind down here now." A few seconds later, the captain said, "You know, according to this dumb sheet it says thirtyfour hundred to Round Hill --- is our minimum altitude." The flight engineer then asked where the captain saw that and the captain replied, "Well, here. Round Hill is eleven and a half DME." The first officer said, "Well, but ---" and the captain replied, "When he clears you, that means you can go to your ---" An unidentified voice said, "Initial approach, and another unidentified voice said, "Yeah!" Then the captain said "Initial approach altitude." The flight engineer then said, "We're out a --- twenty-eight for eighteen." An unidentified voice said, "Right, and someone said, "One to go." At 11:08:14, the flight engineer said, "Dark in here," and the first officer stated, "And bumpy too." At 11:08:25, the sound of an altitude alert horn was recorded. The captain said, "I had ground contact a minute ago," and the first officer replied, "Yeah, I did too." At 11:08:29, the first officer said, "...power on this.... " The captain said "Yeah --- you got a high sink rate." "Yeah," the first officer replied. An unidentified voice said, "We're going uphill, " and the flight engineer replied, "We're right there, we're on course." Two voices responded, "Yeah!" The captain then said, "You ought to see ground outside in just a minute -- Hang in there boy." The flight engineer said, "We're getting seasick." At 1108:57, the altitude alert sounded. Then the first officer said, "Boy, it was --- wanted to go right down through there, man," to which an unidentified voice replied, "Yeah!" Then the first officer said, "Must have had a # of a downdraft." At 1109:14, the radio altimeter warning horn sounded and stopped. The first officer said, "Boy!" At 11:09:20, the captain said, "Get some power on." The radio altimeter warning horn sounded again and stopped. At 11:09:22, the sound of impact was recorded. After the aircraft left 7,000 feet, the descent was continuous with little rate variation until the indicated altitude was about 1,750 feet. increased about 150 feet over a 15-second period and then decreased about 200 feet during a 20-second period. The recorded altitude remained about 1,750 feet until the airplane impacted the west slope of Mount Weather, Virginia, about 25 nmi from Dulles, at an elevation of about 1,670 feet (509 m). The aircraft was totally destroyed by impact forces and a post crash fire and all 92 occupants were killed.

Boeing 707

The four engine airplane departed Athens-Ellinikon Airport at 1112LT on a flight to Rome, last leg before the transatlantic flight to New York. While cruising at an altitude of 28,000 feet, the airplane went out of control, entered a steep dive and crashed into the Ionian Sea bout 80 km west of Kefalonia Island, Greece. Some debris were found floating on water and no survivor was found among the 88 occupants.

Boeing 707

Following an uneventful flight from New York-JFK, the crew started the descent to Los Angeles Airport runway 06R over the sea. Weather was clear but on short final, the crew encountered local patches of fog and visual control with the ground was lost. The airplane continued the approach and landed nose wheel first with a vertical g load of 4.6. This caused the nose wheel to collapse rearward and a fire started in the nose wheel well area. The fire in the nose wheel well was initiated by the burning nose gear tires. The fire was fed by hydraulic fluid that escaped from broken nose wheel steering hydraulic lines. Evacuation of the aircraft resulted in minor or serious injuries to eight passengers. Firefighting personnel were unable to extinguish the fire in the nose wheel well before it spread to the fuselage and destroyed the cockpit and the passenger cabin.

Boeing 707

During the takeoff roll on runway 01R at San Francisco Airport, after the V1 speed was reach, the crew noticed vibrations while the aircraft started to slow down. The captain decided to abort the takeoff but unable to stop within the remaining runway, the airplane overran, lost its nose gear and engine n°2 before coming to rest in the San Francisco Bay, broken in two. All three crew members were evacuated safely while the aircraft was damaged beyond repair.

Boeing 707

During the takeoff roll from runway 30 at Tel Aviv-Lod Airport by night, just before V1 speed, the crew saw an Israel Air Force Boeing KC-97G Stratotanker that was towed across the active runway. The pilot-in-command initiated an immediate takeoff when the left wing struck the Stratotanker. On impact, both airplanes caught fire and exploded. While all three crew members on board the 707 survived, both technicians on board the KC-97 were killed.

Boeing 707

The flight departed New York-JFK to carry out training and proficiency check manoeuvres at the National Aviation Facilities Experimental Center (NAFEC) at the Atlantic City Airport. The first captain to receive the proficiency check occupied the left seat. The instructor-pilot occupied the right seat, and a flight engineer occupied the flight engineer's position. The other two captains occupied the flight deck as observers while awaiting their turn at the controls. Flight 5787 landed on runway 13 then requested, and the tower approved, clearance to taxi to the end of the runway, execute a 180 degrees turn, and take off on runway 31. Prior to takeoff, the instructor pilot briefed the captain to expect a simulated engine failure after V1, to execute a three-engine climbout, and to request vectors for a precision ILS approach to runway 13, using the aircraft's flight director system. Take off was initiated at 12:20 and instructor pilot retarded the No. 4 engine to training idle thrust after V1 had been reached. The takeoff was continued and emergency procedures were executed in accordance with the TWA engine failure emergency checklist. The aircraft was leveled off at 1,500 feet and vectored to intercept the ILS course in the vicinity of the outer marker. The No. 4 engine remained in idle thrust and the instructor pilot directed the captain to execute a simulated three-engine ILS approach, and to expect a missed approach at the decision height. The landing gear was extended and after the aircraft passed the outer marker, flaps were placed full down (50deg). The tower cleared TWA 5787 to land. At the decision height, a missed approach was announced. The captain advanced power on engines 1, 2, and 3, and called for "25 Flaps," "Takeoff Power," "Up Gear." However, neither the flaps nor the landing gear moved from their previous positions. The aircraft was accelerated to 130 knots and a missed-approach climb was instituted. Approximately 16 t o 18 seconds after the start of the missed-approach procedure, one of the observer pilots commented, "Oh! Oh! Your hydraulic system's zeroed." At 300 feet agl and an airspeed of 127 knots all hydraulic pumps were shutdown, but power on the no. 4 engine was not restored. Directional control was lost and the aircraft struck the ground in a right-wing low nose down attitude. The Boeing 707 broke up and caught fire.

Convair CV-880

Flight 128 was a scheduled domestic flight from Los Angeles International Airport, California, to Boston, Massachusetts, with intermediate stops at Cincinnati, Ohio and Pittsburgh, Pennsylvania. The departure from Los Angeles was delayed due to an equipment change but the aircraft was airworthy at the time of departure. The only carry- over discrepancy was an inoperative generator which had no bearing on this accident. The flight took off from Los Angeles at 1737 hours Eastern Standard Time. The descent into the Cincinnati area from cruising altitude was delayed due to conflicting traffic and was initiated closer to the destination than normal. It required the crew to conduct the descent with a higher than normal rate toward the initial approach fix. The crew discussed the technique they were going to use to increase the rate of descent, and evidence revealed that they were relaxed, unworried and operating within the established operating limits of the aircraft. As the flight reported leaving 15 500 ft remarks were made in the cockpit about the rapidity of the descent and the hope, apparently with reference to the underlying cloud conditions, that it would be a thin layer. The crew checked the anti-icing equipment and conversations after that time indicated that they were not aware of any discrepancies regarding that system. Control of the flight was normal until the flight was turned over to the approach controller who failed to provide the crew with the current altimeter setting of 30.07 in Hg instead of 30.06 previously given to the crew. However, shortly after the crew intercepted a transmission to another aircraft containing the current altimeter setting of 30.07 they set and cross-checked that setting on their altimeters. Throughout the descent, the co-pilot called out the appropriate warnings to the pilot-in-command as the aircraft approached assigned altitudes and apparently performed all of his assigned duties without prompting by the pilot-in-command. Crew coordination was very good during that portion of the flight. The weather conditions in the Cincinnati area were such that the crew should have established visual contact with the ground by the time they reached 3 000 to 4 000 ft. As the flight approached the final fix, approximately 7 minutes before the accident, the crew was given the latest reported weather which indicated that the ceiling was approximately 1 000 ft and the visibility was 13 miles in snow and haze. Approximately 1 minute later they were reminded that the ILS glide slope was out of service, as well as the middle marker beacon and the approach lights. The crew acknowledged receipt of this information and planned their approach to the proper minimum altitude of 1 290 ft AMSL, 400 ft above the ground, to allow for these outages. From this point in the approach to the outer marker, the aircraft altitudes and headings were in general agreement with altitudes reported by the crew and the headings they were instructed to fly. Operation of the aircraft was normal and the proper configuration was established for the approach to the outer marker in accordance with the company's operating instructions. The crew reported over the outer marker at 2056 hours and were cleared to land on runway 18 and advised that the wind was 090°/8 kt and the RVR more than 6 000 ft (see Fig. 22-1). The co-pilot reported to the pilot-in-command that they were past the marker and that there was no glide slope. The pilot-in-command acknowledged this and stated ". . . We gotta go down to, ah, four hundred, that would be, ah." At this point, the co-pilot supplied the information "twelve ninety" and the pilot-in-command repeated "twelve ninety." The flight had arrived at the outer marker with the landing gear down, the flaps set at 40' down at an altitude of approximately 2 340 it and at an airspeed of approximately 200 kt. (The prescribed minimum altitude over the outer marker beacon, 4 miles from the threshold, was 1 973 ft AMSL). After the aircraft passed the outer marker, a rate of descent of 1 800 ft/min was established at an airspeed of about 190 kt. The rate of descent was greater than that recommended by the company for an instrument approach and remained nearly constant until approximately 20 sec before the first recorded sound of impact. At that time the rate increased to approximately 3 000 ft/min coincident with a request for 50° flaps, and a decrease in thrust, and then decreased to about 1 800 ft/min until about 5 sec before the initial contact. Prior to initial contact, the aircraft was rotated to a virtually level attitude, the rate of descent was decreasing, the airspeed was about 191 kt, and the indicated altitude was about 900 ft AMSL. The aircraft first struck small tree limbs at an elevation of approximately 875 ft AMSL, 9 357 it short of the approach end of runway 18 and 429 it right of the extended runway centre line. After several more impacts with trees and the ground, the aircraft came to rest approximately 6 878 it from the runway and 442 ft right of the extended runway centre line and burst into flames. A stewardess who survived the accident stated that the first noticeable impact felt like a hard landing. None of the survivors recalled any increase of engine power or felt any rotation of the aircraft. The accident occurred at 2057 hours during darkness in an area where snow was falling. Five crew members and 65 passengers were killed while 12 other occupants were seriously injured.

Boeing 707

TWA Flight 159 was a scheduled domestic flight from New York to Los Angeles with an intermediate stop at the Greater Cincinnati Airport. It departed the ramp at Cincinnati at 1833 hours Eastern Standard Time. As it was approaching runway 27L for take-off, Delta Air Lines, Inc., DC-9, N-3317L, operating as Flight DAL 379, was landing. As DAL 379 was completing its landing roll, the crew requested and received clearance for a 180° turnaround on the runway in order to return to the intersection of runway 18-36 which they had just passed. After turning through approximately 90°, the nosewheel slipped off the paved surface and the aircraft moved straight ahead off the runway during which time it became mired. The throttles were retarded to idle, and power was not increased again. At 1839:05 hours as DAL 379 was in the process of clearing the runway, TWA 159 was cleared for take-off. The local controller testified that before TWA 159 began moving, he observed that DAL 379 had stopped. He stated that although DAL 379 appeared to be clear of the runway, he requested confirmation from the crew who replied, "Yeah, we're in the dirt, though." Following this report the controller stated "TWA 159 he's clear of the runway, cleared for take-off, company jet on final behind you." Take- off performance had been computed as V1 132 knots, VR 140 knots, V2 150 knots. In fact DAL 379 was stopped on a heading of 004' and located 4 600 ft from the threshold of runway 27L with its aft-most point being approximately 7 ft north of the runway edge, the aft-most exterior lights located on the wing tip and the upper and lower anti-collision lights being approximately 45 ft from the runway edge. The crew of TWA 159 did not have DAL 379 in sight when they commenced the take-off roll. The co-pilot was performing the take-off and the pilot-in-command drew his attention to DAL 379 as the aircraft appeared in their landing lights they could see that it was off the runway by Some 5-7 ft. As TWA 159 passed abeam of DAL 379 the co-pilot experienced a movement of the flight controls and the aircraft yawed. Simultaneously there was a loud bang from the right side of the aircraft. The last airspeed he had observed was 120 knots and assuming that the aircraft was at or near V1, and that a collision had occurred, he elected to abort the take-off . He stated that he closed the power levers, placed them in full reverse, applied maximum braking, and called for the spoilers which the pilot-in-command operated. Directional control was maintained but the aircraft ran off the end of the runway, rolled across the terrain for approximately 225 ft, to the brow of a hill, and became airborne momentarily. It next contacted the ground approximately 67 ft further down the embankment, the main landing gear was torn off and the nosewheel was displaced rearward, forcing the cabin floor upward by approximately 15 in. The aircraft slid down the embankment and came to rest on a road approximately 421 ft from the end of the runway. The accident occurred at approximately 1841 hours, in darkness. A passenger was killed, another was seriously injured, five others were slightly injured. The aircraft was written off.

Douglas DC-9

Flight 553 was a scheduled domestic passenger flight from New York to Chicago, Illinois, with en-route stops at Harrisburg, Pittsburgh, Pennsylvania, and Dayton, Ohio. The flight departed Pittsburgh for Dayton at 1125 hours Eastern Standard Time on an IFR flight plan and was operated under radar surveillance for the duration of the flight. As the flight approached the Dayton terminal area it was cleared to descend from FL 200, its cruising altitude, to 5 000 ft, and a transfer of radar control from Indianapolis Air Route Traffic Control Centre (ARTCC) to the Dayton Radar Approach Control facility (RAPCON) was made when the flight was approximately 8 miles northeast of the Urbana Intersection on Victor Airway 12 North. The Dayton RAPCON approach controller established radio contact with the flight at 1152:36 hours. The flight was again cleared to 5 000 ft, instructed to take a heading of 240° for a vector to the final approach course (ILS) and to report leaving 6 000 ft. At 1153:22 hours, the controller cleared the flight to descend to and maintain 3 000 ft and turn left to a heading of 230'. This was correctly acknowledged by the pilot- in-command at 1153:28 hours. Immediately after the issuance of this clearance the controller observed for the first time an unidentified radar target ahead and slightly to the right of the flight and issued at 1153:32 hours the following traffic advisory: "TWA five fifty three, roger, and traffic at twelve thirty, one mile, southbound, slow moving." This was acknowledged by the pilot-in-command at 1153:36 hours. Approximately 14 seconds later, the flight and the unidentified radar target merged, separated, changed shape on the radar screen and then disappeared. At 1154:02 hours the controller advised the flight that it was clear of traffic but no reply was received. Subsequent efforts to establish contact with the flight were unsuccessful. The unidentified radar return was from a Beechcraft Baron B-55 on a company business flight, en route from Detroit, Michigan, to Springfield, Ohio. The aircraft had departed Detroit City Airport at 1101 hours on a special VFR clearance to leave the control zone 5 miles from the airport. No flight plan was filed, nor was one required. Approximately two minutes after take-off, the pilot reported on top of the smoke and haze and then left the Detroit tower frequency. No record of any further communication with any FAA communication facility or air traffic control facility could be found that related to the Beechcraft, nor was such communication required. The operator of Springfield Aviation Inc., at the Springfield Airport, testified that at approximately 1154 hours the pilot of the Beechcraft established radio contact with his office and requested a courtesy car. During this conversation the pilot stated that he would be landing shortly. There was no record of any subsequent radio contact with the aircraft. The aircraft collided at 1153:50 hours, in bright daylight, approximately 25 NM northeast of the Dayton Municipal Airport at an altitude of about 4 525 ft AMSL, and both aircraft crashed. The wreckage of the DC-9 was found in a wooded area. All 26 occupants in both aircraft were killed.

Lockheed L-1049 Super Constellation

While rolling on a taxiway, the nose gear collapsed and the airplane sank on its belly and came to rest. All three technicians on board were uninjured while the aircraft christened 'Star of Chillon' was considered as damaged beyond repair.

Convair CV-880

The crew was completing a local training flight at Kansas City-Mid-Continent Airport, Missouri, consisting of touch and go manoeuvres. During the takeoff roll, when the aircraft reached the speed of 146 knots, the pilot-in-command started the rotation when the airplane banked right to an angle of 25° then struck the runway surface. It went out of control, veered of runway and came to rest in flames. All four crew members were evacuated while the aircraft was damaged beyond repair.

Boeing 707

Flight 800 was a scheduled international flight from Rome, Italy to Athens, Greece. It departed the parking area at 1300 hours GMT with the copilot at the controls and the take-off run on runway 25 started at 1307 hours. The aircraft bad reached a speed above 80 kt when the pilot-in-command noticed that the No. 4 engine pressure ratio gauge was reading 1 (zero thrust) and, immediately thereafter, the amber light indicating thrust reversal of No. 2 engine came on. Since the speed was still below V1 for the weights and runway conditions, he decided to abort take-off and took over the controls to carry out the required manoeuvre. The tower was advised of this decision when the aircraft had reached a point 800 to 900 m after the threshold. The aircraft started to decelerate but at a much slower rate than expected, and at the same time veered strongly to the right with the result that the right landing gear was grazing the runway edge. Reverse thrust on the two right engines was reduced in an attempt to bring the aircraft back to the centre Line. The aircraft continued travelling beyond the declared runway limit and struck with No. 4 engine a pavement roller which was being used for maintenance work on taxiway 16/34 in an authorized area. After travelling a further 260 m, the aircraft came to a stop with fire on board. After a series of explosions, it was engulfed in flames and completely destroyed. The accident occurred at 1309 hours GMT. Five crew members and 44 passengers were killed, 24 others occupants were injured, some of them seriously.

Lockheed L-049 Constellation

During engine runup, Flight 529 was given its air traffic control clearance which was: "cleared to the Las Vegas Airport via Victor 6 Naperville, Victor 8 flight plan route, maintain 5,000 feet." The clearance was acknowledged correctly and TWA Flight 529 departed on runway 22L at 0200, making a right turn out of traffic. The 0200 Midway Airport weather was: scattered clouds at 10,000 feet; high overcast, visibility three miles in haze and smoke; wind south eight knots. The Chicago O'Hare Airport weather at 0200 was: partial obscuration; scattered clouds 15,000 feet; high overcast; visibility two and one-half miles in ground fog and smoke; wind south six knots. Radar contact was established with the flight one minute and 34 seconds after the flight acknowledged takeoff clearance and as the aircraft proceeded outbound in a right turn. At 0204, Flight 529 was observed on radar by the departure controller to be five miles west of Midway Airport proceeding on course. Northwest Airlines Flight 105 was cleared for takeoff on runway 22L at Midway, and took off Immediately. The ground controller observed a flash west of Midway Airport at this time and asked Flight 105 if he had seen a flash. Flight 105 advised that they had seen a flash fire and would fly over the area. As Flight 105 reported over the fire, the radar range was noted to be nine miles west of Midway Airport and the radar return of TWA. Flight 529 had disappeared from the scope. It was later determined that Flight 529 had crashed at this site and that the observed ground fire was the result of the accident. The airplane disintegrated in a field and all 78 occupants have been killed.

Lockheed L-1049 Super Constellation

On December 16, 1960, at 1033 e.s.t., a collision between Trans World Airlines Model 1049A Constellation, N6907C, and a United Air Lines DC-8, N8013U, occurred near Miller Army Air Field, Staten Island, New York. Trans World Airlines Flight 266 originated at Dayton, Ohio. The destination was LaGuardia Airport, New York, with one en route stop at Columbus, Ohio United Air Lines Flight 826 was a non-stop service originating at O'Hare Airport, Chicago, Illinois, with its destination New York International Airport, New York. Both aircraft were operating under Instrument Flight Rules. Following the collision the Constellation fell on Miller Army Field, and the DC-8 continued in a northeasterly direction, crashing into Sterling place near Seventh Avenue in Brooklyn, New York. Both aircraft were totally destroyed. All 128 occupants of both aircraft and 6 persons on the ground in Brooklyn were fatally injured. There was considerable damage to property in the area of the ground impact of the DC-8. TWA Flight 266 departed Port Columbus Airport at 0900, operating routinely under Air Traffic Control into the New York area The New York Air Route Traffic Control Center (ARTCC) subsequently advised that radar contact had been established and cleared the flight to the Linden. Intersection, Control of the flight was subsequently transferred to LaGuardia Approach Control. When the flight was about over the Linden Intersection, LaGuardia Approach Control began vectoring TWA 266 by radar to the final approach course for a landing on runway 4 at LaGuardia. Shortly thereafter TWA 266 was cleared to descend to 5,000 feet, and was twice advised of traffic in the vicinity on a northeasterly heading. Following the transmission of this information the radar targets appeared to merge on the LaGuardia Approach Control radar scope, and communications with TWA 266 were lost. United Air Lines Flight 826 operated routinely between Chicago and the New York area, contacting the New York ARTCC at 1012 Shortly thereafter the New York Center cleared UAL 826 to proceed from the Allentown, Pa., very high frequency omni directional radio range station (VOR) direct to the Robbinsville, New Jersey, VOR, and thence to the Preston Intersection via Victor Airway 123. At approximately 1021, UAL 826 contacted Aeronautical Radio, Inc. (ARINC) to advise their company that the No. 2 receiver accessory unit was inoperative, which would indicate that one of the aircraft's two VHF radio navigational receivers was not functioning. A "fix" is established by the intersection of two radials from two separate radio range stations. With one unit inoperative the cross-bearings necessary can be taken by tuning the remaining receiver from one station to the other. This process consumes considerable time, however, and is not as accurate as the simultaneous display of information on two separate position deviation indicators While UAL 826 advised the company that one unit was inoperative, Air Traffic Control was not advised. At 1025 the New York ARTCC issued a clearance for a new routing which shortened the distance to Preston by approximately 11 miles. As a result, this reduced the amount of time available to the crew to retune the single radio receiver to either the Colt' s Neck, New Jersey, or Solberg, New Jersey, VOR in order to establish the cross-bearing with Victor 123, which would identify the Preston Intersection. In the event the crew would not attempt to retune the single VOR receiver, crossbearings on the Scotland Low Frequency Radiobeacon could be taken with the aircraft direction finding (ADF) equipment. This would be a means of identifying the Preston Intersection but, under the circumstances, would require rapid mental calculation in the interpretation of a display which could be easily misread. Several factors support the conclusion that this occurred. Instructions had been issued to UAL 826 for holding at the Preston Intersection the clearance limit, should holding be necessary. Clearance beyond Preston for an approach to Idlewild Airport would be received from Idlewild Approach Control and the transfer of control of the flight from the New York Center to Idlewild Approach Control would normally take place as the aircraft was approaching Preston. UAL 826 was not receiving radar vectors, but was providing its own navigation. After the flight reported passing through 6,000 feet the New York Center advised that radar service was terminated and instructed the flight to contact Idlewild Approach Control. UAL 826 then called Idlewild Approach Control, stating "United 826 approaching Preston at 5,000." This was the last known transmission from UAL 826. At the time UAL 826 advised it was approaching Preston it had in fact gone on by this clearance limit several seconds before and was several miles past the point at which it should have turned into the holding pattern. This is confirmed by the data obtained from the flight recorder which had been installed in the UAL DC-8, as well as by analysis of the communication tapes At a point approximately 11 miles past the Preston Intersection a collision occurred between TWA 266 and UAL 826. Weather at the altitude of the collision and at the time of the accident was such as to preclude flight by visual means.

Lockheed L-1049 Super Constellation

During the takeoff roll, the right main gear collapsed. The aircraft swung on runway and came to rest. All 60 occupants were evacuated safely while the aircraft was considered as damaged beyond repair.

Lockheed L-1049 Super Constellation

Flight 595, loaded with cargo, took off on runway 31L of Midway at approximately 0531LT bound for Los Angles, California. As the aircraft began a left turn, the crew notified Midway Tower they had received a fire warning on the No. 2 engine and had shut it down. They also informed the tower the flight would return and land. The aircraft proceeded in a continuing left turn around the airport in an elliptical pattern and below the clouds which were based at an altitude of 500 to 600 feet. In the turn to final approach to runway 31 the aircraft banked in excess of 45 degrees during which it developed an excessive rate of sink. When the aircraft reached the tops of the trees its wings were nearly level and its nose was raised in a climbing attitude; however, the descent continued. The wing flaps were being retracted during the last 5 to 10 seconds of the final descent and were found to be symmetrically extended at 24 percent upon impact. The plane crashed into a residential area about one-fourth of a mile southeast of Midway Airport, Chicago, Illinois, killing all persons aboard, demolishing the aircraft, and fatally injuring eight persons on the ground.

Lockheed L-1649 Starliner

About fifteen minutes after it departed Milan-Malpensa Airport, while cruising at an altitude of 10,000 feet, the crew encountered poor weather conditions with thunderstorm activity. It is believed the airplane was hit by lightning when the right wing broke off shortly later. Out of control, the airplane entered a dive and eventually crashed in a field located 32 km northwest of Milan. The aircraft was totally destroyed and all 68 occupants have been killed. More info on https://www.olgiateolona26giugno1959.org/cra_e.html

Martin 404

Trans World Airlines Flight 163 is a regularly scheduled domestic operation between Kansas City, Missouri, and Los Angeles, California, with intermediate stops at Topeka and Wichita, Kansas; Amarillo, Texas; Santa Fe and Albuquerque, New Mexico; and Las Vegas, Nevada. A scheduled crew change is made at Albuquerque. There, on November 15, 1956. Captain Arthur G. deFabry, First Officer James P. Rapattoni, and Hostess Anne J. Zeman boarded Flight 163 as its crew to complete the remaining segments. The flight was routine to Las Vegas where it landed at 1440. During the short ground time at Las Vegas the aircraft was serviced and the crew performed routine duties for continuation of the flight to Los Angeles. There was no apparent need for maintenance on the aircraft and none was performed. An Instrument Flight Rules flight plan was prepared and filed because of instrument weather conditions over the latter portion of the flight segment to Los Angeles. Weather conditions at Las Vegas, however, were clear. At 1449 Captain deFabry, seated in the captain’s position, taxied N 40404 from the Las Vegas terminal to runup position beside runway 7 where the required pretakeoff checks were accomplished. The aircraft and equipment responded normally. The flight was issued an instrument clearance by Air Route Traffic Control. At this time, according to the company load manifest, the gross weight of the aircraft was 41.801 pounds, well under the maximum allowable for takeoff, 43,650 pounds. The load was properly distributed with respect to the center of gravity limitations of the aircraft. With Captain deFabry operating the aircraft, Flight 163 took off at 1456. The takeoff was routine and was followed by a climbing left turn to gain altitude and establish a southwesterly course toward Los Angeles. At 1501, when over the northern perimeter of the city, First Officer Rapattoni radioed the Las Vegas tower stating the flight was returning to the airport, engine out. The Las Vegas tower controllers immediately notified all other traffic to remain clear and alerted emergency equipment. Flight 163 was cleared to land, any runway, and informed that the wind was calm. Captain deFabry elected to use runway 7 and First Officer Rapattoni notified the tower. Emergency equipment was then dispatched into position on the taxiway parallel to that runway. N40404 was soon observed on a wide base leg for runway 7 and as it turned onto the final approach. Position and altitude of the flight seemed normal. As the aircraft drew closer its extended gear could be seen and its left propeller was clearly visible, stopped and feathered. As the aircraft passed over the runway threshold its alignment position, and altitude seemed good; however, to nearly all observers excessive speed was apparent. The aircraft floated a considerable distance down the runway before touching it. It then bounced several times, after which an application of power was heard, obviously :m an attempt to go around. The Martin climbed, veered to the left, and its left wing gradually lowered. It seemed to “struggle” to continue flight and its airspeed decreased visibly. Seconds later the aircraft struck the ground, left wing low, just inside the airport boundary. Weather conditions at the time of the accident were clear, visibility 65 miles, and the wind was calm. A large cloud of dust, raised by the accident, hung over the scene and gradually lifted nearly vertically in evidence of the calm wind.

Lockheed L-1049 Super Constellation

On June 30, 1956, at 0901, Trans World Airlines Flight 2, a regularly scheduled passenger service, took off from runway 25 of the Los Angeles Inter-national Airport. Flight 2 was on an instrument flight rules (IFR) flight plan from Los Angeles, California, to Kansas City, Missouri, via Green Airway 5, Amber Airway 2, Daggett direct Trinidad, direct Dodge City, Victor Airway 10 Kansas City. The flight plan also proposed a cruising altitude of 19,000 feet, a .JPG"> airspeed of 270 knots, and a departure time of 0830. The Trans World flight crew consisted of Captain Jack S. Gandy, Copilot James H. Ritner, Flight Engineer Forrest D. Breyfogle, night Engineer Harry H. Allen (aboard as an additional crew member), and Hostesses Tracine E. Armbruster and Beth E. Davis. Preparations for Flight 2 were routine except that departure was delayed a few minutes by minor maintenance on the aircraft. The flight was dispatched with 3,300 gallons of fuel and the load manifest showed the gross weight of the aircraft at takeoff was 108,115 pounds, well, under the maximum allowable of 113,200 pounds. The load was properly distributed with respect to center of gravity limitations of the aircraft. As requested. the flight, after takeoff, contacted the Los Angeles tower radar departure controller, and was vectored through an overcast which existed in the Los Angeles area. After reporting "on top" (2,400 feet) the flight switched to Los Angeles Air Route Traffic Control Center (referred to as Los Angeles Center) frequency, 118.9 mcs., for its en route clearance. This clearance specified the routing as filed in the flight plan, however, the controller specified that the flight climb to 19,000 feet in VFR conditions. Immediately thereafter TWA 2 asked for a routing change to Daggett via Victor Airway 210. This was approved in a routine manner. At 0921, through company radio communications, Flight 2 reported that it was approaching Daggett and requested a change in flight plan altitude assignment from 19,000 to 21,000 feet. ARTC (Los Angeles Center) advised they were unable to approve the requested altitude because of traffic (United Air Lines Flight 718). Flight 2 requested a clearance of 1,000 feet on top. Ascertaining from the radio operator that the flight was then at least 1,000 on top, ARTC cleared the flight. At 0959 Trans World 2 reported its position through company radio at Las Vegas. It reported that it had passed Lake Mohave at 0955, was 1,000 on top at 21,000 feet, and estimated it would reach the 321-degree radial of the Winslow omni range station (Painted Desert) at 1031 with Farmington next. This was the last radio communication with the flight.

Martin 404

Flight 400 was regularly scheduled between Pittsburgh, Pennsylvania, and Newark, New Jersey, with stops at Harrisburg. Reading. and Allentown, Pennsylvania. Captain Raymond F. McQuade, First Officer Harlan V. Jesperson, and Hostess Vary Jane Fanning, comprised the crew. Prior to departure the pilots were briefed on the en route weather and received the sequence and forecast reports. Although the en route weather was generally good the night was dispatched to Newark on an IFR flight plan via airways as is customary. Upon departure the gross weight of the aircraft was 41,822 pounds (the certificated allowable takeoff gross is 44,900 pounds and TWA's own limit is 43.,650 pounds) and the center of gravity of the loaded aircraft was located within the prescribed limits. Scheduled departure time was 1915; the flight asked for and received taxi clearance at 1916, was then given the wind as calm, and was cleared to runway 23. Takeoff clearance was requested and granted at 1919. About one minute later tower personnel observed a seemingly normal takeoff and initial climb immediately followed by a left turning descent, crash, and erupting fire just beyond the southwest boundary of the airport. Passengers extricated themselves from the jumbled wreckage through and ahead of the fire as best they could; some helped others while a few found themselves thrown out through tears and rents in the shattered fuselage. Although airport based fire fighting equipment was dispatched with no loss of tune some 20 minutes elapsed before it reached the site because of the necessity of traversing circuitous country lanes. Once there, the conflagration, which by that time had nearly consumed the wreckage, was quickly smothered. The stewardess and 21 passengers were killed while 14 other occupants were injured. The aircraft was totally destroyed.

Martin 404

Flight 260 received an IFR clearance from the tower at 0703 hours: "ATC clears TWA260 for approach at the Santa Fe Airport via Victor 19 climb northbound on the back course of the ILS localiser". The flight departed Albuquerque at 0705 hours. The tower requested the flight to report over-the Weiler Intersection (formerly the Alameda Intersection), however, after taking off there were no further radio contacts with the flight. The aircraft was last seen at an estimated altitude of 3000 feet (8300 feet mean sea level) in a high speed shallow climb continuing its heading towards Sandia Ridge, the upper portion of which was obscured by clouds. The wreckage was sighted the following morning at 9243 feet mean sea level, just below the crest of Sandia Mountain, approximately 13 miles north-east of the Albuquerque Airport and almost directly on a straight line course of 30 degrees magnetic from that airport (elevation 5340 feet mean sea level) to the Santa Fe Airport (elevation 6 344 feet mean sea level). An investigation was initiated by the Civil Aeronautics Board immediately after the accident. This included examination of the wreckage at the crash site which was discontinued because of deep snow and dangerous footing in the mountainous terrain. On May 3, 1955, a second trip was made to the scene of the accident and study of the wreckage was continued. On October 12, 1955, the Board’s Accident Investigation Report was released. The probable cause was determined to have been lack of conformity with prescribed en route procedures and a deviation from airways at an altitude too low to clear obstructions ahead. Because of controversy over certain elements of the report of October 12, 1955, additional study was given to the facts and circumstances of the accident and an amended report thereon was issued by the Board on August 26, 1957. The probable cause of the accident in this report was identical to that of the first report although the analysis portion was altered to revise the statement that the direct course was intentional. On October 10, 1958, the Air Line Pilots Association presented to the Bureau of Safety certain factual information and theories concerning the cause of the accident. On November 24, 1958, a third trip to the accident site was made. While there a new determination was made of the airplane’s heading at the time of impact. Because of these developments since the August 26, 1957, accident report was issued, active investigation and study was resumed. Additional testimony and documentary material were received from representatives of the ALPA, TWA, CAB, Eclipse-Pioneer Division of the Bendix Aviation Corporation, and the Collins Radio Company at Kansas City, Missouri, on January 15 and 16, 1959. In addition, a later study and presentation of facts concerning the instrumentation of the airplane and an analysis of tests made of the fluxgate compass system by Eclipse-Pioneer and ALPA were considered.

Martin 202

Few minutes after takeoff from Cincinnati-Greater Cincinnati Airport runway 22, while climbing to a height of 700-900 feet, the pilot-in-command started a turn to the right when the aircraft collided with a DC-3 owned by Castleton Inc. Registered N999B, the aircraft was piloted by a crew of two from Battle Creek to Miami with an intermediate stop at Lexington. It appears that the left wing of the DC-3 hit the right engine of the Martin. Following the collision, both aircraft went into a dive and crashed in a snow covered field and a wooded area located in the suburb of Cincinnati. Both aircraft were completely destroyed upon impact and all 15 occupants on both airplanes were killed.

Lockheed L-749 Constellation

The four engine aircraft christened 'Star of Maryland' left Cairo-Faruk Airport at 0135LT and was cleared to climb to 14,000 feet. While flying to the northwest at an altitude of 10,000 feet, the engine number three caught fire. The propeller was feathered but the crew was unable to extinguish the fire. the Cairo control tower received a routine position report at 23:55Z "off Cairo 2335 25 miles out of Cairo at 2343 estimated time of arrival Rome 0530" which was acknowledged but the flight did not reply with the customary "Roger". No other message was received from the flight despite frequent attempts to contact it by several stations. At or about the time of the receipt of the above message a number of persons on the desert to the northwest of Cairo saw the aircraft afire in flight. The aircraft turned back as if intending to land at Cairo, but the fire rapidly increased, causing the burning engine to fall free. The crew attempted a night emergency landing in a desert area located about 100 km northwest of Cairo. The aircraft crashed and disintegrated on impact. All 55 occupants were killed, among them tourists, engineers and US diplomats.

Lockheed L-049 Constellation

As Flight 211 approached Los Angeles, clearance was given to pass over the Los Angeles Municipal Airport, and the tower there relayed to the crew information received from a previous flight to the effect that ground fog conditions in the area were general Shortly after 0540 the tower transmitted a special weather observation as, "Roger 211, special, at 0540 clear, visibility one mile ground fog". Accompanying remarks contained in the Weather Bureau report, "Ground visibility one-half mile, variable from one quarter to three-quarters mile, estimated 10 to 50 feet deep, were omitted. A shallow left turn was made over the airport, after which the prelanding cheek list was accomplished. A procedure turn was then executed east of the field and a landing approach was made to Runway 25L. According to the pilot the runway approach lights remained clearly visible, though small puffs of clouds were encountered during the approach. Flaps were fully extended when the airplane passed over the boundary of the field. Before touching down on the runway, a thick formation of ground fog was encountered. Visibility was reduced to practically zero. Contact with the runway, 2,300 feet from the approach end, was made with sufficient impact force to deform the wing structure and deflect the No. 4 engine nacelle downward to the extent that the No. 4 propeller struck the runway. Following the landing fire was observed in the area of the No. 4 engine nacelle. Brakes were vigorously applied. The aircraft rolled forward in a slight left turn, coming to rest 1,500 feet from the point of landing, and 197 feet from the left edge of Runway 25L. Flames rapidly engulfed the right wing and fuselage but all passengers were deplaned without serious injury. The airplane had been observed by the tower on the landing approach, though fog obstructed it from view just before it passed over the airport boundary. The tower also observed it over the runway, at which time it appeared to be flaring out for a normal landing. After that the airplane could not be observed because of fog. Several calls were made by the tower to Flight 211 but no acknowledgements were received. Noticing a reddish glow on top of the fog approximately where the flight had disappeared, the tower called Pan American Operations, located near Runway 25L, and was informed that something was burning on the runway. At 0558, six minutes after the aircraft landed, the tower called the Los Angeles Fire Department and asked them to investigate. Equipment on the airport was promptly dispatched and it arrived at the scene of the accident about two minutes later. By the time fire equipment arrived, however, the aircraft was practically destroyed. All 23 occupants were rescued.

Lockheed L-049 Constellation

At 1210 the flight called the Wilmington-New Castle Tower and asked to be cleared for an instrument approach to runway one. The flight advised that they would fly law over the field on their first approach, and that they would then circle and land The approach was made, and the aircraft flew low over the field to the immediate right of runway one. After passing the north end of the runway. a climbing left turn was made to an altitude of 400 to 500 feet. The aircraft circled at that altitude until approximately one mile west of the south end of runway one, then it started a gliding left turn, toward the field. One-half mile south of the airport the turn was completed, and the aircraft flew a straight course on final approach toward runway one for landing. This last turn onto final approach was completed at an altitude of 200 to 300 feet. The landing gear was down, but the flaps were not extended. The descent on final approach continued normally until the aircraft had reached an altitude of approximately 50 feet above the ground, at which time it was 500 to 1,000 feet from the approach end of runway one. Then, the aircraft was observed to assume a nose-high attitude and to descend more rapidly. First contact with the ground was made 130 feet Prom the approach end of runway one, and 22 feet in front of a 5-foot embankment. The top of this embankment was level with the runway. Since the embankment was uniformly covered with sod, it was not discernible from the air. The extreme loads which were imposed upon the aircraft structure as it rolled into and over the rising embankment immediately after it had settled to the ground caused considerable damage to the landing gear, fuselage, and wings. Forced back into the air by the rise of the embankment, the airplane landed for the second time on the runway, skidding forward 1,270 feet. The right wing was torn from the fuselage as the aircraft turned over to an inverted position. Fuel spilled from ruptured gasoline tanks ignited, and the wreckage burst into flames.

Lockheed L-049 Constellation

The crew was conducting a training mission (pilot transition program). While cruising at an altitude of 2,500 feet and completing a turn to the left, the four engine aircraft christened 'Star of Athens' went into a dive and crashed into the Delaware Bay, some 7 miles west off Cape May Pount. The aircraft was destroyed on impact and all four crew members were killed.

Lockheed L-049 Constellation

At 0135 the flight transmitted a report to Shannon Radio indicating its position as over the Irish coast at 7,000 feet. At this time the flight was cleared to cross the Limerick marker at 5,000 feet. Shortly thereafter Shannon Radio advised the flight of the Shannon weather. Visibility 2 miles, 10/10 cloud cover at 900 feet, 3/10 at 500 feet, wind 160 degrees, 5 knots, altimeter setting 30 04 inches. At 0153 the flight reported over the Shannon radio range station at 5,000 feet and was given clearance to descend on the SE leg. While in the procedure turn at 0200 the flight transmitted a position report to Shannon Radio and, in acknowledgement, received a later Shannon weather report. Rain and drizzle, visibility 2 miles, 10/10 cloud cover at 900 feet, 6/10 at 400 feet, wind 120 degrees, 5 knots, altimeter setting 30 04. Receipt of this weather retort was acknowledged and the Shannon control tower cleared the aircraft for approach to Runway 14. At 0206 the flight reported over the range station at 1,200 feet at which time Shannon Tower advised Aircraft 505 that Shannon was reporting 10/10 cloud cover at 400 feet, 4/10 at 250 feet, visibility 1 mile, wind 120 degrees, 5 knots. Upon receiving acknowledgement from the flight Shannon Tower requested the pilot to make a ceiling check. This request was also acknowledged by the flight. At approximately 0208 personnel at Shannon Airport observed Aircraft 505 approach the field on a heading parallel to Runway 32. The aircraft appeared to continue on this heading until over the airport at which time it turned to the right to a heading of approximately north. Shortly thereafter the aircraft disappeared from sight. At approximately 0209 these observers saw a brilliant flash WNW of the airport and heard a loud noise. Realizing that Aircraft 505 had crashed, tower personnel immediately initiated rescue operations and dispatched emergency crews to the scene of the accident.

Lockheed L-049 Constellation

The crew was performing a positioning flight to Wilmington-New Castle Airport to pick up passengers. On approach, the crew was informed by ATC that weather conditions were poor and that it should be better to divert to Philadelphia. The pilot attempted to land on runway 14 but after touchdown, he realized his mistake and elected to go around. It was too late, the aircraft overran, went through the perimeter fence, crossed a road where it hit two cars and continued for about 650 feet before coming to rest in flames. While all eight crew members escaped unhurt, the aircraft was destroyed.

Lockheed L-049 Constellation

The aircraft climbed to an altitude of 3,000 feet to an area approximately four miles east of the Reading Airport at which time, at the instruction of Captain Brown, Captain Nilsen leveled off to begin practice of instrument approach procedures. Shortly thereafter, the flight crew detected an odor resembling burning insulation, but did not immediately determine the source. At approximately 1137, the slight engineer went aft in order to determine the origin of the smoke. Upon opening the galley door, he observed that the entire cabin was filled with a very dense smoke and he returned to the cockpit and reported to Captain Brown that "the whole cabin is on fire". The crew immediately attempted to combat the fire with the cockpit fire-extinguisher but were unable to enter the cabin because of the dense smoke and intense heat. The smoke quickly filled the cockpit through the open galley door, rendering visibility extremely poor and making it difficult for the pilots to observe the instruments. The student flight engineer opened the cockpit crew hatch in an attempt to clear the cockpit of smoke, however, the opening of the hatch increased the flow of smoke from the cabin toward the cockpit and shortly thereafter it became impossible for Captain Brown to observe any of the instruments or to see through the windshield. Captain Brown opened the window on the right side of the pilot compartment and attempted to fly the aircraft back to the Reading Airport for an emergency landing while descending with the engines throttled and with his head out of the side window. With the increased intensity of the heat and denseness of the smoke in the cockpit, it became impossible for the pilots to maintain effective control of the aircraft. At an altitude of approximately 100 feet, two miles northwest of the airport, Captain Brown withdrew his head from the window and attempted to "ditch" the aircraft "blind". The aircraft contacted two electric power wires strung about 25 feet above the ground, and the left wing tip glanced against scattered rocks and struck the base of the large tree. The aircraft settled to the ground, slowly rotating to the left, as it skidded approximately 1,000 feet across a hay field, causing disintegration of the left wing panel, flaps and aileron. The aircraft continued to yaw to the left and, after having rotated more than 90 degrees, it plunged through a row of trees and telephone poles lining a road bordering the field, coming to rest in a pasture at a point approximately 150 feet beyond the road and pointing approximately 160 degrees from its original heading at the time of initial impact. Gasoline was spilled from the ruptured tanks and fire broke out consuming the major portion of the wreckage. When local farm workers arrived at the scene approximately one minute after the aircraft had come to rest, Captain Brown was observed walking away from the wreckage and Captain Nilsen was seen lying on the ground to the rear of the trailing edge of the right wing approximately six feet from the fuselage Both pilots were taken to the Reading Hospital where Captain Nilsen died shortly afterward. The remaining four crew members died in the wreckage.

Douglas DC-3

After takeoff, while climbing to a height of some 600 feet, the left engine failed. The crew informed ATC about the situation and obtained the permission to return for an emergency landing. While trying to restart the left engine, the right engine failed as well. The aircraft stalled and crashed on a railway road located few hundred yards from the runway threshold. While the aircraft was damaged beyond repair, all 21 occupants were evacuated with minor injuries.

Lockheed L-049 Constellation

The flight was cleared to Washington National Airport by the Washington control tower and Instructed to use Runway 21 However, because it had been necessary to bear to the left when northeast of the airport to a position from which approach to Runway 21 was, not practicable, the flight was asked by Washington Tower if it desired to use a right-hand. Pattern for Runway 36 The flight replied that it desired clearance for Runway 27, and, as the wind was calm, Washington Tower approved this request. The flight approached the field from the northeast and while over the east bank of the Potomac River approximately 2/3 of a mile from the boundary of the airport, turned to the right and started a descent in final approach to Runway 27. According to the testimony of the pilots, Initial contact was made with the runway between 800 and 1,000 feet from the approach end and the aircraft continued down the runway with less than normal deceleration, Approximately 600 feet from the far end of the runway the pilot attempted a turn to the right. After turning approximately 30 degrees, the aircraft rolled beyond the runway end and struck a concrete transformer housing. The aircraft whipped approximately 90 degrees to the right and came to rest across a drainage ditch with its empennage extending over the highway which adjoins the airport. All twelve occupants were evacuated safely while the aircraft was damaged beyond repair.