Western Airlines

Douglas DC-10

The airplane had taken off from Los Angeles International Airport, California, for Mexico City, at 0140LT on 31 October 1979. The Mexico centre had cleared the crew to approach Mexico City via Tepexpan, subsequently instructing the aircraft crew to change frequency to the control tower. The tower operator informed the crew that the runway in use was 23 Right and provided the crew with information on the weather conditions prevailing at Mexico City International Airport, and landing data. When the aircraft was on final approach, the control tower operator repeated that the runway in use was 23 Right and drew the attention of the pilot to the fact that he was left of the flight path he should be following to land on the runway in use. The pilot acknowledged the information and the fact that he was slightly to the left. The transcription of the magnetic tape which contains the communications between the control tower operator and the crew of aircraft N-903WA reveals that et one point the control tower operator asked the pilot whether he could see the approach lights on his left, to which the pilot replied "negative". The data obtained from the aircraft's flight recorder shows that the crew was making an instrument approach. The instrument landing procedure authorized in the aeronautical information publication (AIP) for Runway 23 Left with transition to 23 Right specifies that if the pilot does not have the runway in sight at 600 ft during an instrument landing approach, he must break off the approach and climb to 8 500 ft. In this case the crew continued with the landing procedure, ignoring the requirement to call out the altitude values and the decision minimum, and descended until the landing gear touched down off-centre of Runway 23 Left, which was closed to all operations. On the transcription of the cockpit voice recorder the pilot-in-command is heard to have said that he was on the flight path to Runway 23 Left, just before the left landing gear wheels touched down on the grass to the left of Runway 23 Left and the right landing gear wheels on the runway shoulder. The aircraft did not enter the runway until it had travelled some 100 m. According to the flight recorder data and the wheel traces at the site of the accident, the crew re-applied power for the go-around procedure and lifted the aircraft nose by 100-210. Now airborne, the aircraft's right landing gear collided with a truck located on the left shoulder of the runway which was closed for repairs. The impact left a distinct mark in the left-hand side of the vehicle's bonnet corresponding exactly to the shape and size of the aircraft's wheel. The collision with the truck, which was loaded with 10 tonnes of earth, removed the right landing gear leg with part or sections of the main gear beam to which it is attached, bursting three of the four tires. The two front tires came off the wheels, whose hubs disintegrated, scattering pieces away from the aircraft. The horizontal shaft which carries the two front wheels and the associated brake units also broke off and were projected forward over a distance of over 400 m. After breaking off, the right landing gear leg struck the right tailplane and elevator, severing the two almost completely. This caused the landing gear leg complete with the two rear tires, wheels and brake units to be thrown about 70 m beyond the point of collision with the truck. The left side panel of the truck's dumper body, the only part to break off, was thrown to the left of the runway; this panel bore traces of tires about halfway along its top edge. The inner right-hand section of the wing flaps also struck the dumper body, which removed the complete section; this was found to the right of the aircraft's flight path some 40 m beyond the final location of the dumper body. The underside of the flap was full of earth and the fractures in the structure contained earth from the truck. The right-hand side panel of the dumper body also bore evidence of having been struck by a metal object. The truck broke up completely and parts of it were scattered over a considerable distance on and off the runway, the area covered being some 400 m long by 100 m wide. Three seconds before the collision with the truck the engine throttles were opened. The collision occurred under these conditions and in spite of the violence of the impact the aircraft remained airborne and flew on, although lift was precarious due to the loss on the right side of the tailplane complete with elevator and the inner section of the wing flap. The aircraft was banked to the right and this inclination increased so much that when the aircraft was approximately 1 500 m from the threshold of Runway 23 Left, the outer section of the right wing flap struck the cab of an excavator which was parked parallel to the right-hand edge of Runway 23 Left. The impact completely destroyed the cab and parts of the trailing edge of the wing flap were found embedded in the twisted framework of the excavator. The aircraft continued, veering to the right and increasing its bank angle towards that side until the right wing tip was scraping Taxiway "A", leaving a deep score in the pavement, damaging a telephone manhole and destroying some taxiway edge lights. A severed section of the right wing was found deeply embedded in the ground at this point and the first signs of the fire which burned the nearby grass were also in this area. The distance from the marks left by the landing gear in the grass and on the runway shoulder 167 m from the threshold of Runway 23 Left, to the score made in Taxiway "A" by the right wing tip, is approximately 2 500 m, and over this entire distance the aircraft left no mark or trace on the ground, except a few metres beyond the excavator. From this point a score of constant depth and width had been made in the grass over a distance of about 70 m, possibly by something suspended underneath the aircraft. Small fragments of glass fibre, the material used for the trailing edges of the aircraft's control surfaces, were found along this score. The evidence above proves that the aircraft had remained airborne from the time it collided with the truck until reaching Taxiway "A", as confirmed by the flight recorder data. After the traces left by the right wing tip on Taxiway "A", scores of varying depths were made in Taxiway "Ptt by the aileron and the outer section of the right flap. A few metres further on the right wing collided with the corner of the PCV repair hangar, knocking down a pillar, a cross tie and part of the roof corner. Various aircraft components were found inside the hangar, e.g. the flap guides and hinges, sections of the leading edge of the right aileron, etc., besides the fuel which was spilled from the fractured wing onto a PCV under repair and on parked cars and vans. The collision of the right wing with the PCV repair hangar hardly interrupted the aircraft along its flight path and it finally crashed against the front of a building, which was demolished by the impact. This was the main impact, during which the tail fin complete with rudder and engine No. 2, the tail unit and the left tailplane with its elevator broke off, together with what remained of the right tailplane and elevator removed earlier by the right landing gear leg. The left wing was also severed at its attachment to the centre section and was thrown more than 200 m, turning over in the process and falling on a house outside the airport; part of this house was burned out. Engines No. 1 and 3 broke away from the wings and were destroyed by the impact and fire. 16 people were injured while 72 occupants, including nine crew members were killed as well as one people in the building.

Boeing 737-200

Western Air Lines flight 470 to Casper and Minneapolis departed Denver at 07:03 in the morning. The airplane, on an IFR flight plan, climbed to its cruising altitude of FL220. At 07:36, following a descent to 12,000 feet, the flight crew contacted Casper approach control and advised that the flight was about 12 miles south of the Evansville Intersection. At that time, the controller cleared the flight to use the localizer back course approach for runway 25, to circle to runway 3, or to land straight in. The weather reported to the crew indicated poor visibility with light snow falling and wind 040° at 9 knots. One minute later, the approach controller advised that "runway 7/25 has been plowed. There's about a 1/4-inch of powder snow on it. Braking action reported, Convair 580, as poor. Runway 3/21 is being plowed at this time." At 07:51, Flight 470 reported at the Henning Intersection and was cleared to contact the Casper Tower. The tower controller cleared the flight to land on runway 25 and gave the wind as 030° at 8 knots. The flight was also advised by the controller that a disabled snow blower was "just west of the intersection runway 21, left side runway 25, on the edge ...." At 07:41:42, the first officer called out "thousand to go to the field." At 07:42:09, the first officer called "approaching minimums," and 12 seconds later, he called "just about at minimums." The aircraft then flew level for a few moments a t the minimum descent altitude (MDA). At 07:42:25, the first officer called the runway in sight directly below the aircraft. At that time airspeed was 150 knots and the flaps were at 25°. The first office then set the flaps at 30° as the captain initiated the final descent. The aircraft crossed the threshold at reference speed +15 knots. The aircraft touched down 2,375 feet from the departure end of the runway, about 6,306 feet from the approach end of the runway. The aircraft went off the departure end of the runway to the right of the centerline. After striking several metal stanchions in the first row of terminal bar lights, which were located 200 feet off the end of the runway, the aircraft struck a shallow irrigation ditch 280 feet off the runway end. The aircraft veered farther to the right and stopped about 800 feet beyond the departure end of the runway.

Boeing 720

The crew was completing a training flight from Los Angeles to Ontario. The pilot under supervision was supposed to complete an ILS approach with one engine inoperative, to make a missed approach and a go-around procedure. On final to runway 25R, the airplane went out of control and crashed in a field. The airplane was totally destroyed and all five crew members were killed.

Convair CV-240

About 1342 Flight 19 took off from runway 31. The takeoff appeared normal, and the aircraft climbed to approximately 500 feet above the ground. At this time several ground witnesses saw two or more silvery pieces separate from the aircraft. Most witnesses said the pieces seemingly separated from the area of the right wing. Almost simultaneously the aircraft was observed to nose down sharply and descend at a steep angle. As it neared the ground it leveled off considerably but continued to descend. It contacted the ground raising a large cloud of dust and then disappeared from the view of the observers behind intervening higher terrain. Seconds later large columns of smoke were seen rising from the accident site. During the ground roll the aircraft struck large boulders in its path and fire occurred which consumed the major portion of the aircraft. There were no fatalities but serious injuries resulted to 5 of the 18 passengers and minor injuries to most of the others. The crew of three received minor or slight injuries.

Convair CV-240

Western Air Lines' Flight 314 departed Los Angeles, California, on a scheduled flight to Minneapolis, Minnesota, with intermediate stops scheduled at Las Vegas, Nevada; Cedar City and Salt Lake City, Utah; Casper, Wyoming, and Rapid City, South Dakota. The flight was routine to Salt Lake City, where a relief crew consisting of Captain M. R. Cawley, First Officer R. E. Crowther and Stewardess Mary Grace Creagan took over the flight in accordance with company crew assignment schedules. Prior to departure from Salt Lake City the aircraft was refueled to a total of 1,000 gallons, which filled all tanks, Flight 34 departed from the Salt Lake City ramp at 0721, but returned a few minutes later because of a broken nose wheel steering cable. The cable was replaced and Flight 34 was off the ground at 0850. According to company records, at takeoff the gross weight was 36,990 pounds, 2,144 pounds less than the maximum allowable weight of 39,134 pounds; the load was properly distributed so that the center of gravity of the aircraft was within approved limits. There were an passengers. The flight plan filed with Air Route Traffic Control specified Instrument Flight Rules at 15,000 feet via Green 3 and Blue 76 Airways. Eastward from Salt Lake City the Casper weather went below company minimums and Flight 34 elected to overfly this scheduled stop. After being advised of this action by the company Casper radio, Air Route Traffic Control issued a new clearance for the flight to descend to and maintain 13,000 feet to the Rapid City range station via Blue 37 and Red 2 Airways. However, an altitude change to 17,000 feet was requested by the flight and this was authorized by ARTC. At 1010 N8407H reported 17,000 over Casper, estimating the Wright intersection (122 miles west of Rapid City) at 1027. The Flight reported as being over the Wright intersection at 1025, at 17,000 feet, estimating Rapid City at 1050. The Casper company radio operator gave the flight the 0930 en route weather and the 1010 Rapid City Special #2 terminal weather. This, the last radio contact, was acknowledged by the flight at 1027. At 1041 the Rapid City radio operator attempted unsuccessfully to contact the flight to deliver a clearance for an instrument approach to Rapid City. Attempts continued until 1053 and at that time the Denver company dispatcher was advised that contact with the flight had been lost. At 1106 emergency procedures were initiated. Intermittent snows and restricted visibilities hampered intensive air search efforts. The wreckage was sighted by a Western Air Lines pilot the afternoon of February 28, and ground parties reached the scene that night. The aircraft had crashed in an isolated ranch area and all nine occupants had been killed.

Douglas DC-3

The airplane was cleared by the tower at 1723 for takeoff on Runway 25R, for a local VFR flight. On takeoff run at 1725, just when becoming airborne, and near the intersection of Runway 25R with Runway 22-4, it appeared that control of the aircraft had been lost. The right wing dropped and shortly struck the ground. The aircraft was then 15-20 feet high and the right wing remained down and the tail rose. It then veered to the right of the runway cartwheeled over its nose, and came to rest upside down. Fire broke out a few seconds later in the forward portion of the fuselage. Captain Johnson received minor injuries, Copilot Williams was seriously burned, and Company Chief Inspector Stromisky, sitting in the jump seat, was killed. Tower personnel had alerted emergency equipment when the aircraft first appeared to be in trouble, and fire apparatus arrived at the scene within a few minutes and extinguished the fire. The gross weight of the aircraft at the time of takeoff was 21,203 pounds, well below the prescribed maximum of 25,346 pounds, which was distributed within the approved C. G. limits. Weather at the time and place was good, with unlimited ceiling and visibility and a southwest wind at 10 mph.

Douglas DC-6

The four engine aircraft left San Francisco Airport at 2305LT on a VFR flight to Oakland, distant of 10 miles. At this time, weather conditions were considered as good. On approach to Oakland runway 27R, the pilot-in-command descended below the minimum safe altitude of 500 feet when the aircraft hit the water, exploded and sank into the Bay of Oakland. A stewardess and a passenger were rescued while eight other occupants were killed.

Douglas DC-3

While cruising at the altitude of 7,000 feet, the crew informed ATC he just overflew Mt Laguna and then reduced his altitude when the aircraft, at a height of 6,120 feet, hit the east slope of Mt Cuyapaipe. The aircraft was destroyed by impact forces and a post crash fire, and all 12 occupants were killed. The wreckage was found 75 feet below the summit. Photos: Craig Fuller and Brad Gray. http://www.AviationArchaeology.com

Douglas DC-3

At 0324LT, the crew informed ATC about his position at 9,000 feet vertical to Newhall and six minutes later, he obtained the permission to descend. At 0341LT, the aircraft hit the slope of Mt White located 14 miles south of Lebec and disintegrated on impact. All 11 occupants were killed. It appears that at the time of the accident, the aircraft was off track to the east by ten miles due to strong west winds, and it hit the mountain 75 feet below the summit.

Douglas DC-3

The crew was conducting a test flight after the left engine has been replaced. Few minutes after takeoff, a failure occurred on the 8th cylinder in the left engine and the crew shut off this engine and returned to Hollywood-Lockheed Air Terminal Airport. Due to low visibility caused by foggy conditions, the crew was unable to locate the runway and decided to go around. During the second attempt to land, the captain decided to reduce his altitude to establish a visual contact with the ground when the aircraft hit an eucalyptus and crashed near Lorne Street, North Hollywood. The aircraft was destroyed by impact forces and a post crash fire and all three crew members were killed.

Douglas DC-3

While cruising at the assigned altitude of 10,000 feet, the aircraft went out of control and crashed in a field located near Fairfield, Utah. The rescuers arrived on the scene around 1125LT and were able to evacuate two passengers seriously injured while 17 other occupants were killed. It appears that the aircraft reached a wrong attitude and lost part of its wings and stabilizer prior to be out of control. Crew: Edward John Loeffler, pilot, James Clifton Lee, copilot, Douglas Mortimer Soule, copilot, Cleo Lorraine Booth, stewardess.