Convair CV-240

Trans Florida Airlines

During the initial takeoff roll, there was a fluctuation of Brake Mean Engine Pressure (BMEPa measurement of engine output) on #2 engine, and the pilot elected to abort the takeoff. The pilot completed two additional engine run-ups, and no abnormalities were noted. During the second attempted takeoff, and as the airplane climbed through 200 feet MSL, a loud bang or back fire from the #2 engine was heard. BMEP fluctuated and dropped showing about 150 BMEP difference with engine #1. The engine oil temperature started to rise rapidly, the engine oil pressure dropped and the airplane started to vibrate. The first officer reduced the #2 engine to 'dry' power, upon which a second bang or backfire was heard from the #2 engine. The #2 propeller was then feathered by the First Officer. Since altitude could not be maintained, the pilot ditched the airplane in the salt water lagoon. An FAA Inspector who examined the crash site noted that the right engine propeller was not fully feathered, and the wing flaps were extended about three degrees.. The airplane was recovered from the water 70 days after the accident. The flight crew completed the engine out emergency procedure in accordance with the prescribed checklist.

Trans Florida Airlines

The crew was completing a local training flight at Aguadilla-Rafael Hernández Airport. Following several touch-and-go manoeuvres, the crew was approaching the airport when he inadvertently raised the landing gear prior to landing. The aircraft belly landed and came to rest. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

Linea Aérea Mexicana de Carga

Six minutes after his night takeoff from Mexico City-Benito Juarez Airport, en route to Monterrey and Laredo, the crew informed ATC about the failure of the right engine. The crew was cleared for an approach to runway 05R but the situation deteriorated rapidly. Shortly later, the captain requested the permission to make an approach to runway 23L and reported that the right engine caught fire. Less than a minute later, the crew attempted an emergency landing when the aircraft crashed in an open field located near Zumpango, about 45 km north of Mexico City Airport. Two occupants were seriously injured and two others were killed. The aircraft was destroyed.

Silver Express Company

After departing from runway 08, the airplane climbed to 400 feet above ground level (agl) where the left engine lost power. After confirming a loss of power, the pilot feathered the left propeller, and called for maximum 'dry' thrust on the right engine. Wet power was available which would have provided 450 additional horsepower, however, the pilot elected not to use it. The airplane was unable to maintain altitude, collided with a palm tree, and came to rest on the beach in the surf line. The reason for the left engine malfunction was not determined due to salt water damage. The airplane was 600 pounds over maximum weight.

Dodita Air Cargo

The pilot stated that during cruise flight, the flight crew noticed that the left engine had high temperature and that its oil pressure started to fluctuate. A precautionary engine shutdown was performed. A short time later, the right engine started to fail, and the airplane would not maintain altitude. The left engine was restarted, but the flight crew could not maintain altitude. A forced landing was made on a beach; however, the airplane came to rest in 5 feet of water in the Atlantic Ocean. Examination of the left engine revealed a failure of the front master rod bearing. Examination of the right engine revealed a failure of the aft master rod.

Dodita Air Cargo

About two minutes into the flight, the pilot noticed a high cylinder head temperature on the right engine. The pilot opened the cowl flap doors and the cylinder head temperature dropped 200 degrees. When the pilot noticed a reduction in right engine power, he elected to shut down the engine. The copilot was instructed to secure the right engine in accordance with the emergency procedures. Unable to maintain altitude, the pilot selected an emergency landing to a large open field, and the landing gear collapsed during the landing. Examination of the airplane at the accident site disclosed that the engine cowl flaps on both engines were in the open position. Examinations of the right engine subsystems failed to disclose a mechanical malfunction or component failure. A review of the normal and emergency procedures for the aircraft disclosed that the cowl flaps normal position for the shutdown engine is closed. A review of the aircraft performance data revealed that the airplane was capable of maintaining flight and a climb attitude with one engine. There was no cargo on the airplane. During the pilot's subsequent type rating reexamination in the Convair 240-27, the pilot failed to demonstrate a satisfactory level of knowledge in emergency procedures during the oral examination. The pilot subsequently surrendered the Convair 240-27 type rating to the FAA.

Linea Aérea Mexicana de Carga

Suffered an accident upon landing at Nuevo Laredo-Quetzalcóatl Airport. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

Renoun Aviation

Left seat pilot was receiving a flight check for ATP and CV-240 type rating; right seat pilot was FAA OPS inspector. Following a simulated single-engine approach the airplane landed wheels up. Left seat pilot had received a total of 1.4 hrs left seat training in CV-240 prior to this flight; log book not endorsed.

Rhoades International

Shortly after departure the airplane was seen climbing to an altitude of about 200 feet agl. Witnesses saw smoke coming from one of the engines and heard a 'popping noise.' The pilot executed a forced landing in a field. The airplane struck electrical wires and fence then burst into flames. The airplane had refueled just prior to take off, and the fuel receipt showed that 300 gallons of jet (A) fuel was put into the tanks. The normal fuel used in the airplane was 100LL.

Aerochago Airlines

While in cruising altitude on a cargo flight from San Juan to Santo Domingo, the aircraft suffered a structural failure and crashed in the sea off Puerto Rico. The aircraft was totally destroyed and both pilots were killed.

Aerocaribe - Aerovias Caribe

Crashed in unknown circumstances while taking off from Mérida-Rejon Airport. A passenger was killed while all 19 other occupants were rescued.

Private Paraguayan

The crew attempted to land by night on a cow pasture with portable lights at each end near Okeechobee. The airplane struck trees and crashed. Both occupants were no recovered and injuries presumed. It is believed this was an illegal contraband flight from Central or South America.

Private Dominican

Crashed in unknown circumstances somewhere in Florida while engaged in an illegal flight.

Charles Clay

During the takeoff roll at Daytona Beach-Spruce Creek Airport, the right engine caught fire and exploded. The crew failed to abort the takeoff and continued. During initial climb, the captain decided to attempt an emergency landing. The aircraft descended, crashed in a field and burst into flames. The aircraft was destroyed by fire and all three occupants were killed.

William J. Evans

The airplane departed Port-au-Prince Airport on an illegal flight to the US. About 45 minutes after takeoff, the crew declared an emergency and reported a fire on the right engine and right wing. He was cleared to return to Port-au-Prince when the airplane went out of control and crashed into the sea few km offshore. The aircraft was destroyed and all three occupants were killed.

Juan Maria Cuadros

The crew was engaged in a local training mission at Kendall-Tamiami Airport. During the takeoff roll, at V2 speed, the instructor simulated an engine failure. Improper operation of flight controls on part of the pilot-in-command caused the aircraft to touch down left of runway and to crash in flames in a drainage ditch located 1,000 feet further. The aircraft was destroyed by a post crash fire, a pilot was killed and the second occupant was seriously injured.

Mission Air Lift

Shortly after takeoff from Clewiston Airport, on a positioning flight to St Petersburg, the crew reported engine problems and elected to return for an emergency landing when the airplane went out of control and crashed in flames near the airport. The aircraft was destroyed and both occupants were killed.

Thrifty Threads

En route from Panama City to Bogotá, the crew was forced to attempt an emergency landing. The aircraft crash landed in the Unguía lagoon and came to rest. Both pilots escaped uninjured while the aircraft was written off. It was reported that the crew was not authorized to enter the Colombian airspace.

L %26 J Company

The airplane was completing a charter flight from Greenville, South Carolina, to Baton Rouge, Louisiana, carrying members of the Lynyrd Skynyrd Band. At 04:30 CDT on October 18, N55VM had arrived at the Greenville Downtown Airport, South Carolina, from Lakeland, Florida. While on the ground at Greenville, the aircraft had been refueled with 400 gallons of 100-octane, low-lead fuel. On October 20 at 16:02 CDT, the flight had departed Greenville Downtown Airport for Baton Rouge, Louisiana. The pilot had filed an IFR flight plan with the Greenville Flight Service Station. The route of flight was to be Victor 20 Electric City, direct Atlanta, direct La Grange, direct Hattiesburg Victor 222 McComb, V194 and to Baton Rouge. The pilot requested an altitude of 12,000 ft and stated that his time en route would be 2 hours 45 minutes and that the aircraft had 5 hours of fuel on board. The pilot was also given a weather briefing. After reaching 12,000 ft, N55VM proceeded according to flight plan and at 18:39 was cleared to descend to and maintain 6,000 ft. This clearance was acknowledged. At 18:40 the flight told Houston Air Route Traffic Control Center (ARTCC), "We're out of one two thousand for six thousand." About 18:42 N55VM advised Houston Center, "Yes, sir, we need to get to a airport, the closest airport you've got, sir." Houston Center responded by asking the crew if they were in an emergency status. The reply was, "Yes, sir, we're low on fuel and we're just about out of it, we want vectors to McComb, post haste please, sir." Houston Center gave the flight vectors to McComb and advised it to turn to a heading of 025°. N55VM did not confirm that a turn was initiated until 18:44. At 18:44:34, the pilot of N55VM said, "We are not declaring an emergency, but we do need to get close to McComb as straight and good as we can get, sir." At 18:45:12 N55VM advised Houston, "Center, five victor Mike we're out of fuel." The center replied, "Roger, understand you're out of fuel?" N55VM replied, "I am sorry, it's just an indication of it." The crew did not explain what that indication was. At 18:45:47 Houston Center requested N55VM's altitude. The response was, "We're at four point five." This was the last recorded communication between N55VM and the ARTCC. Several attempts were made by Houston Center to contact the flight but there was no response. At 18:55:51 an aircraft reported picking up a weak transmission from an emergency locator transmitter (ELT). The aircraft had crashed in heavily wooded terrain, during twilight hours, at an elevation of 310 ft near the town of Gillsburg, Mississippi. Both pilots, band members Ronnie Van Zant, Steve Gaines, Cassie Gaines, and the band's manager Dean Kilpatrick were killed in the accident. The aircraft was destroyed.

American Velodur Metal Company

The airplane departed Hyannis-Barnstable Airport for a local private flight. While flying at an altitude of about 500 feet, the right engine failed. Due to populated area around his position, the captain decided to attempt an emergency landing on a beach. Upon landing, the airplane struck huge boulders and crashed. All five occupants were injured and the airplane was damaged beyond repair.

Asiatic International Airways

The crew departed Singapore-Seletar on a local test flight. En route, the left engine failed and its propeller was feathered. The crew was cleared to return to Seletar Airport when the right engine suffered power loss and dysfunctioned intermittently. The captain decided to ditch the aircraft into the Strait of Johore, about 400 meters short of runway 20. Both pilots were rescued and the aircraft sank by 8 meters of water.

Robert L. Vaughn

En route, the crew encountered an unexpected situation and was cleared to divert to Belize City for an emergency landing. There were no casualties but the aircraft was damaged beyond repair.

Aerolineas Colonia

On final approach to Montevideo-Carrasco Airport, the crew failed to realize his altitude was too low when the left main gear stuck the ground 12 meters short of runway threshold. On impact, the undercarriage was torn off and the airplane went out of control and crashed few dozen meters further. All 42 occupants escaped uninjured while the aircraft was damaged beyond repair.

United States Government

Shortly after takeoff from Twin Falls-City County Airport, while climbing, the right engine lost power. As he was unable to feather the right propeller, the captain decided to reduce his altitude and completed a belly landing in a field located in Buhl, some 16 miles northwest of Twin Falls Airport. The aircraft was damaged beyond repair and all three crew members were unhurt. They were completing a local flight on behalf of the United States Department of the Interior.

Jet International

En route from Richmond to Linden, NJ, the crew informed ATC about technical problems and that he was unable to lower the landing gear. ATC cleared the crew to divert to Langley AFB for an emergency landing. The airplane belly landed on a foamed runway and came to rest. All 28 occupants were evacuated safely while the aircraft was damaged beyond repair.

Comisión Federal de Electricidad

The airplane was chartered by the government to carry a delegation of 15 journalists from Mexico City to Poza Rica to cover the presidential campaign of the candidate Luis Echeverría Álvarez. On approach to Poza Rica, the crew encountered poor weather conditions with low clouds and was unable to locate the runway. The captain decided to find a hole in the clouds and started the descent when the airplane struck the Vega Hill located six km east of the airfield. The aircraft was destroyed by impact forces and a post crash fire and a passenger (Jesús Kramsky) was seriously injured while 18 other occupants were killed. Passenger list: Adolfo Olmedo Luna (Ovations), † Mario Rojas Cedeño (El Sol de Mexico), † Hernán Porragas (El Sol de Mexico), † José Zárate Droit (El Sol de Mexico), † Lorenzo B. Hernández (El Sol de Mexico), † José Falconi C. (El Heraldo de México), † Jesús Kramsky (El Heraldo de México), Ismael Casasola T. (El Heraldo de México), † Eduardo Quiroz G. (El Heraldo de México), † Rafael Moya R. (El Heraldo de México), † Ruben Ochoa Porras (Fans), † Rodolfo Martínez (La Prensa), † Jesús Figueroa M. B. (La Prensa), † Jaime Gonzalez H. (Excelsior), † Miguel de los Santos (Agencia Pimsa). †

Aspen Airways

Following an uneventful flight from Denver, the aircraft belly landed at Aspen-Pitkin County-Sardy Field Airport. It slid on the runway for several dozen yards before coming to rest. All 27 occupants were evacuated safely and the aircraft was damaged beyond repair.

Hughes Tool Company

After touchdown at Empcampment-A-A Ranch Airport, the pilot-in-command lost control of the airplane that veered off runway to the right. The left main gear then struck the edge of a parking ramp and the airplane came to a halt. All 16 occupants were evacuated safely while the aircraft was damaged beyond repair.

Lineas Aéreas Paraguayas - LAPSA

While parked at Asunción-Presidente Stroessner Airport, the airplane was partially destroyed after being collided by a Pilatus PC-6 that crashed on takeoff and burned. Two of the four occupants on board the PC-6 were killed. The CV-240 was empty at the time of the accident.

Lineas Aéreas Paraguayas - LAPSA

The aircraft was on a scheduled international flight and was carrying eighteen passengers. It was coming in to land and was lined up with and about to touchdown on runway 10 when it suddenly underwent an abrupt change of attitude and crashed to the ground. After a series of bounces which commenced on the left wing causing it to break off together with the left power unik, the aircraft slewed round and came to rest upside down on a heading practically opposite to that of landing some 250 metres from the runway end. The pilot stated that during approach and when he was approximately 20 metres above and some 50 metres away from the runway threshold, and had just finished It calling to the co-pilot eighteen inches, reduce to idle", that is to say, when the aircraft was practically touching down, he heard the characteristic sound of propellers reversing (on both engines). At the very same moment, according to his statement, the mechanic reported this occurrence to him, and since the aircraft was nosing down and tilting to the left at the same time. he applied right rudder and tried to correct the attitude by nosing up. The aircraft, however, did not respond in spite of application of power to supplement the control manoeuvres. The aircraft nosed down and struck the runway surface. Both engines and the left wing were torn off, the aircraft went out of control, veered off runway and came to rest upside down in a grassy area. All 24 occupants were injured while the aircraft was destroyed. Crew: René Ferreira, pilot, Pablo Romero, copilot, Zacarías Soto, flight engineer, Marcial Quiñónez, radio operator, Néstor Arrúa, purser, Elodia González, stewardess. Photos via http://aeronauticapy.com/

Cruzeiro do Sul

For unknown reason, the airplane landed hard at Santos Dumont Airport. There were no injuries but the aircraft was written off.

Japan Domestic Airlines

Upon landing, the right main gear collapsed and the airplane sank on its belly and came to rest. There were no casualties but the aircraft was damaged beyond repair.

Fuji Airlines

Following an uneventful flight from Kagoshima, the airplane landed on runway 02 at Oita Airport. After touchdown, it encountered difficulties to stop within the remaining distance, overran and came to rest in a dump located 124 meters farther. 22 occupants were injured and 20 others, among them two crew members, were killed.

Cruzeiro do Sul

While descending to São Paulo-Congonhas Airport, the crew encountered poor weather conditions with heavy rain falls and low visibility. As a result, ATC instructed the crew to make a go around and to divert to another airport. The pilot-in-command started the go around manoeuvre when control was lost. The airplane stalled and crashed onto several houses located in the district of Jabaquara, less than one km short of runway 35. Three houses were destroyed and the airplane as well. A crew member, five passengers and seven people on the ground were killed while 39 other occupants were injured.

VARIG - Viação Aérea Rio Grandense

At 0054LT, the crew reported on approach to Brasília Airport at an altitude of 1,800 meters. He was instructed to report when inbound for runway 28 and was given the latest weather conditions. Initial approach was begun at 0056. At 0059 the flight reported it as on final approach. The tower gave it thelatest wind conditions, 330°, velocity 8-10 kt, and the aircraft was cleared to land. The message was acknowledged. Nothing further was heard from the flight. The tower controller saw a flash of light in the direction from which the aircraft was expected, however, he did not think anything abnormal had occurred. After a few unsuccessful calls, search and rescue services were alerted. The aircraft had struck trees and the ground 8,400 meters from the runway and continued over uneven ground for 300 meters. As the aircraft fell on its side, only the side exit facing upward would be used for evacuation. Because of the failure of normal lights and the fact that no flashlights were available, it was difficult to find the emergency exit. The captain was killed while the copilot was seriously injured.

Garuda Indonesian Airways

Crashed on landing at Ambon-Pattimura Airport. There were no casualties while the aircraft was written off.

Cruzeiro do Sul

The aircraft was flying the Rio de Janeiro - Vitória segment of a scheduled international flight. A 2220 GMT it reported it was over Guararapi at 2,700 m and in IMC. The aircraft was authorized to descend to 2,100 m and told to maintain that altitude until reaching the Vitória NDB. At 2228 it reported it was three minutes out at 2,100 m and in VMC. The flight continued its descent and was given landing instructions for runway 23. The controller in the tower watched the aircraft descending, and at the end of the downwind leg he saw the landing lights being adjusted. When the aircraft reported on final, the landing instructions were repeated. Shortly thereafter power was applied in an effort to climb the aircraft, but it collided with a eucalyptus tree at a height of 40 m, 1,860 m from the threshold of runway 23. At that stage of the approach the aircraft should been at a minimum altitude of 190 m (150 m above the ground). Fire broke following impact and destroyed the airplane. Two passengers were seriously injured while all 23 other occupants were killed.

Garuda Indonesian Airways

Suffered a ground accident at Palembang Airport. There were no injuries but the aircraft was written off.

Lindon B. Johnson - LBJ

The crew was performing a positioning flight from Austin-Bergstrom Airport to LBJ Ranch to pick up Lyndon B. Johnson. vice-president of the United States. En route, the crew was informed about weather conditions at destination with low clouds and low visibility due to rain falls. While approaching the ranch under VFR mode, the pilot was unable to locate the runway due to lack of visibility (night and rain) and decided to return to Austin when the airplane struck the ground and crashed. Both pilots were killed.

Deutsche Flugdienst

Following an uneventful flight from Frankfurt, the crew started the descent to Rimini Airport when, at an altitude of 5,000 feet, the left engine lost power. The crew shut down the engine, feathered the propeller and continued the approach. At an altitude of 1,500 feet, the right engine lost power as well. The captain decided to attempt an emergency landing in a field located one km short of runway 13. On touchdown, the airplane lost its undercarriage and right wing before coming to rest. Eight passengers were uninjured while 25 other occupants were injured. A female passenger was killed.

Aerolineas Argentinas

After takeoff from runway 18 at Mendoza-El Plumerillo, the crew climbed to the altitude of 6,000 feet when the hydraulic pressure on the right engine failed. The crew decided to return to Mendoza for a safe landing but was unable to lower the gear. Shortly later, as a propeller was windmilling, causing drag, the captain decided to attempt an emergency landing in a field. The airplane crash landed in a vineyard located few km from the airfield and came to rest. There were no casualties but the airplane was written off.

Air Jordan

While approaching Amman-Marka Airport, the crew encountered poor visibility due to low clouds. The captain decided to reduce his altitude in an attempt to establish a visual contact with the ground when the airplane struck trees and crashed in a wooded area located near Dabouq, about 19 km from the airport. All four crew members and six passengers were killed while five other passengers were seriously injured.

VARIG - Viação Aérea Rio Grandense

The crew was completing a local training flight at Brasília Airport, consisting of touch and go maneuvers. Following several uneventful circuits, the crew started a new descent in poor weather conditions due to heavy rain falls when the wipers failed. As the pilot-in-command lost visual contact with the runway, he decided to open the window that was sheared off and struck the control column. In such conditions, the crew increased power on both engines and attempted a go around when the airplane stalled and crashed in flames few hundred yards short of runway threshold. All three crew members were injured and the aircraft was destroyed by a post crash fire.

Northeast Airlines - USA

During a night approach to Nantucket, the aircraft went through an area of fog. The crew decided to continue the approach when the airplane struck the ground, crashed and burned about 1,450 feet short of runway 24. All three crew members and 22 passengers were killed while nine others were injured, some of them seriously.

Pakistan International Airlines - PIA

The aircraft had landed at Palam at 1902 hours following an uneventful flight from Karachi. A thorough service check was carried out, and it was refuelled and loaded for the return flight to Karachi. The total take-off weight indicated on the load sheet was 41 589 lbs. The investigation revealed an error in the empty weight of the aircraft and the actual gross take-off weight was determined to be 41 319 lbs, which is 1 181 lbs less than the maximum permissible all-up weight. At 2018 hours the aircraft commenced its take-off run and was airborne at the latter half of the runway. Soon afterwards flames were observed at the western boundary of the airfield. The crash crew chief had watched the aircraft take-off. He saw the aircraft becoming airborne and then climbing to a height estimated by him to be 50 ft. He then noticed the landing lights pointing downwards and the aircraft losing height. He feared that a crash was imminent and immediately instructed the crew to proceed in that direction. At about this time the crash siren was sounded. The crash tender reached the site of the accident in about 7 to 8 minutes by which time the fire had reached large proportions. Fatal injuries were sustained by 4 members of the crew, 17 passengers and 2 others who were in the vicinity of the crash. Nine passengers and one other were seriously injured. The aircraft was destroyed by impact and fire.

LOT Polish Airlines - Polskie Linie Lotnicze

The crew was conducting a local training mission at Warsaw-Okecie Airport. On final approach, the four engine aircraft went out of control, stalled and crashed in a field short of runway. All four crew members were injured and the aircraft was damaged beyond repair.

American Airlines

This was scheduled passenger flight 535 of March 1 from Boston, Massachusetts, to New York, New York, with stops planned at New Haven and Bridgeport, Connecticut. The crew, consisting of Captain Edward W. Johnson, First Officer Norman A. Paquette, and Stewardess Marian Sullivan, reported to company operations at Boston well ahead of scheduled departure time. Departure from Boston at 0927 was on time and was in accordance with an TFR clearance to cruise at 6,000 feet via airways to New Haven. The flight was routine and on schedule to New Haven. The aircraft was not refueled during the five-minute stop at New Haven, during which time both engines were stopped. The flight departed the terminal with five passengers and 1460 gallons of fuel. Gross weight of the aircraft was well under the maximum allowable and its center of gravity was located within prescribed limits. The wind was calm and runway 14 (4,116 feet), one of two macadam runways, was selected for takeoff. There is no air traffic control tower at New Haven. After completion of the takeoff checklist, the aircraft moved onto the runway and takeoff was initiated from a tan start without delay. This segment of the flight was being flown by First Officer Paquette who occupied the right seat. Captain Johnson, on the left, maintained directional control during the initial acceleration of the aircraft. Before the aircraft reached the intersection of runways 14 and 19, the landing gear was retracted. The aircraft then skidded clown runway 14 near its center and cane to rest 1,050 feet from the far end. Captain Johnson, Stewardess Sullivan, and three passengers left through the right emergency escape hatch over the wing. First Officer Paquette and the two remaining passengers left through the partially opened front entrance door. Fire, around the left engine and the left outboard wing area, caused considerable damage and was extinguished by the local fire department.

Western Airlines

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.

American Airlines

Flight 327 was scheduled between Providence, Rhode Island, and Tulsa, Oklahoma, with intermediate stops including Chicago, Illinois; and St. Louis, Springfield, and Joplin, Missouri. The flight to Chicago was routine; however, the crew, when securing the cockpit, observed that the fire-warning light for the forward cargo and electrical accessory compartments flickered. This was called to the attention of both the ground crew and the relieving crew (a routine crew change was made) and was written in the aircraft log. Because of necessary repairs to the fire-warning system the flight was delayed 1 hour, 40 minutes and it departed Chicago at 1950. The new crew consisted of Captain Wesley G. Mims, First Officer Paul H. Johnson, and Stewardess Shirley D. Walker. Flight 327 was routine to Joplin and it departed there at 2323 with seven passengers aboard. Leaving Joplin the aircraft weighed 35,940 pounds, which was well under the allowable gross takeoff weight; the load was properly distributed. The flight was cleared by ARTC (Air Route Traffic Control) to the Owasso “H” facility, 2 via airway V-88, to maintain 4,000 feet, and to contact Tulsa approach control on crossing the south course of Chanute low frequency range for further clearance. At approximately 2333, 10 minutes after takeoff from Joplin, ARTC, through the company radio, advised the flight to climb to 4,500 feet, to maintain 4,500 feet, and to report leaving 4,000. This transmission was acknowledged and flight 327 reported leaving 4,000 feet at 2334. Approximately 10 minutes later company radio at Tulsa gave the flight the Tulsa 2328 weather sequence. The company then gave the flight the local altimeter setting as 30.15 and field pressure as 460 feet above zero. This was acknowledged and flight 327 reported it was changing over to Tulsa approach control frequency. At 2347 the flight reported crossing the south leg of Chanute low frequency range and was immediately cleared by approach control direct to Owasso, to descend to and maintain 3,500 feet, and to report when over Owasso. The 2328 Tulsa weather was given the flight as: Measured ceiling 600 feet, overcast; visibility 2-1/2 miles; very light drizzle and fog; wind calm. Liter, the flight reported it was 1-1/2 minutes from Owasso and asked if any delay was expected. Approach control advised no delay was expected since the only local traffic was then making an ILS (Instrument Landing System) approach. Shortly thereafter approach control advised flight 327 that the visibility was then 1-3/4 miles, that the U.S. Weather Bureau was checking the ceiling, and asked if an Owasso approach straight in to runway 17 was to be mad or if an ILS approach was preferred. The flight advised it would make the Owasso approach and at 2357 was cleared accordingly. It was asked to report when over the Owasso facility inbound. At 2400 flight 327 reported over Owasso, inbound, and was cleared to land on runway 17L. Two minutes later a special 2355 weather observation was transmitted to the flight as: Measured 200, overcast; visibility 1-3/4; very light drizzle and fog. This transmission was not acknowledged and nothing further was heard from the flight. Repeated efforts by approach control and other facilities to contact the flight were unsuccessful.

American Airlines

Flight 476 of August 4 was a scheduled operation between Tulsa, Oklahoma, and La Guardia Field, New York, with several intermediate stops including Joplin, Springfield, and St. Louis, Missouri. The flight departed Tulsa at 1006 (one minute behind schedule) with Captain Hugh C. Barren, First Officer William G. Gates, and Stewardess Thelma R. Ballard as crew. En route stops were made at Joplin and Springfield, and no discrepancies were reported or noted at either point. However, a traffic delay in the Joplin area resulted in the flight arriving and departing Springfield 21 minutes behind schedule. Two of the eight passengers deplaned at Springfield, 21 passengers boarded the flight there. Gross weight of the aircraft at takeoff was 38,663 pounds, 2,302 pounds under that allowable, and the center of gravity was located within prescribed limits. Flight 476 departed Springfield VFR for St. Louis, its next scheduled stop, at 1153 via Victor Airway 14 to cruise at 7,000 feet. It was off the ground at 1156. Twenty-one minutes later (1217) the crew initiated a general call asking, "Does anyone read 476?" Springfield company radio acknowledged but received no reply. Two other American Airlines flights, one cruising in the vicinity of Springfield at 7,000 feet, the other 30 miles north-northeast of St. Louis, heard a transmission from Flight 476 that No. 2 engine was on fire. This message was also heard by American's ground station at St. Louis. Three minutes later the American flight in the Springfield area intercepted the following message, "Springfield, are you reading 476? We have bad engine fire." This was the last message heard from the flight. All transmissions were on company frequency. During this interval numerous witnesses on the ground back along the flight path saw the aircraft with smoke and flame coming from the right engine. The aircraft was also tracked by a military radar installation near Springfield until it disappeared from the scope in the vicinity of Fort Leonard Wood. At approximately 1222 the operations officer on duty at Forney Field, Fort Leonard Wood, received a radio message from an Army pilot flying nearby that a two-engine aircraft with a fire in the right engine was on final approach to runway 14. The tower operator at Forney Field saw the approaching aircraft and gave it clearance to land. Before the operations officer could alert the crash crew another call from the Army pilot informed him that the airplane had crashed short of the runway. The time was 1223. Army personnel with portable fire-fighting equipment reached the wreckage on foot. There were no survivors. Heavy fire-fighting equipment and ambulances could not reach the scene until the Army engineers had bulldozed a road through the densely wooded area in which the crash occurred.