Douglas DC-7

Aerochago Airlines

During the takeoff roll at Santo Domingo-Las Américas Airport, the copilot started the rotation but the aircraft failed to respond. The captain took over controls when the aircraft started to veer to the left and skidded. The crew aborted the takeoff procedure when the aircraft rolled left and right, causing the right wing to struck the ground. On impact, both right engines n°3 and 4 were torn off. Out of control, the aircraft veered off runway to the right, lost its undercarriage and came to rest, bursting into flames. All three crew members escaped uninjured while the aircraft was destroyed.

Aerochago Airlines

The crew reported over radio that the #4 engine failed shortly after takeoff, and they were attempting to dump fuel when the #2 engine overheated. They then intentionally ditched the airplane. The wreckage was recovered about 2 weeks afterward, and the airplane was about 50% corroded away. Due to massive salt water corrosion, no preimpact failure/malfunction of the #4 engine could be identified. No record of airplane/operator being granted cfr part 129 certificate authority. No substantiation of the times in service for the airplane, engines, propellers, and time change components or airworthiness directives could be determined.

United States Forest Service - USFS

Douglas DC-7B airtanker N848D had been operating from Stockton, CA (SCK) and had made several drops of retardant on the southeast edge of a fire on the El Dorado National Forest. Their first mission on October 1, 1992, had begun at 08:33. Their fourth mission had them departing the base at 11:56. Their departure was immediately followed by a Lockheed SP2H enroute to the same fire. The DC-7B arrived in the fire vicinity at an elevation of about 6,500 feet MSL at 12:20. Air attack briefed the DC-7B’s two-person flight crew for their retardant drop. Air attack was flying at approximately 7,500 feet MSL. The planned drop was to be made from north to south about one mile west of the upper dam on the reservoir. It was to be the air tanker’s first drop in this particular location. The visibility was good, in excess of ten miles, and turbulence was reported as mild, but bumpy. The area over the lake to the east of the drop pattern was experiencing reduced visibility due to smoke. According to occupants of the second airtanker, the DC-7B made a turn around the fire and was descending northbound for a drop out of a right hand pattern when the DC-7B captain indicated that he wanted to depart the pattern as he had a problem with an engine. He suggested the second airtanker perform the intended drop while he worked with his engine problem. The second airtanker then received attention from air attack and began a circle to fly a pattern similar to the pattern the DC-7B had flown. Shortly thereafter, air attack asked the DC-7B if he needed to abort (drop) his load of retardant. That captain replied that he might have to if he couldn’t solve his engine problem. All communications were normal. Air attack was operating without lead plane assistance as the lead plane had departed the scene for fuel a few minutes before, instructing air attack to perform drops on the west side of the reservoir. Another lead plane was about six minutes out. The mishap air tanker was reported to be descending at about 6,000 feet MSL heading in a north-northwesterly direction after departing the drop pattern, with no visible signs of engine problems and no indication of concern present in his radio transmissions. The DC-7B continued northbound toward gently rising terrain about two miles from the intended drop site and was next observed heading in an easterly direction and low to the ground. The airtanker was reported to be in a sharply pitched up attitude prior to dropping its retardant. Air attack reported that he observed the retardant start and stop, but did not know if a full load had been dropped. He said the load was continuous. The DC-7B was then reported to fall off on the right wing as it descended steeply toward the ground. During this sequence, the captain transmitted on the radio, "We’re going in, we’re going in." It was at this point that tree strikes occurred which removed the horizontal stabilizers and elevators from the tail of the airtanker. This entire sequence took place within the span of about 60 seconds. The airtanker then went behind a ridge and white smoke was observed rising from the site. The airtanker had impacted the ground in steep terrain at an elevation of approximately 5,100 feet MSL. Some of the wreckage was deposited in a creek bottom and the remainder was located on an adjacent south-facing slope. Both the captain and copilot were fatally injured. The aircraft was totally destroyed.

T %26 G Aviation

En route from Dakar to Agadir, while cruising at the altitude of 11,000 feet, the aircraft was hit by a SAM-7 surface-to-air missile. An engine detached and out of control, the aircraft entered a dive and crashed in a desert area near Bir Moghreïn. All five occupants were killed. They were on their way to Agadir on behalf of the United States Agency for International Development.

T %26 G Aviation

The four engine aircraft was engaged in a locust spraying mission in Senegal on behalf of the U.S. Agency for International Development. It was carrying one passenger, three crew members and a load of pesticides. Shortly after takeoff from Dakar-Yoff Airport, while in initial climb, white smoke was coming from the engine n°3 while the engine n°4 fire alarm sounded. The engine n°4 was shut down and its propeller was feathered when the aircraft lost height and crashed, bursting into flames. The passenger was seriously injured while all three crew members were killed.

Aero Services - USA

Crashed somewhere in Colombia while on a drug smuggling flight after being shot down by the Colombian Army. The exact date remains unknown (somewhere in 1980) as well as the crew's fate.

Central Air Service

Following a night takeoff from Pecos Municipal Airport, during initial climb, the crew initiated a left turn when the airplane banked left, stalled and crashed, bursting into flames. Both pilots were killed.

Butler Aircraft Company

Using the call sign Tanker 69, the aircraft was on a company business flight from Redmond to Medford with an en route stop at Klamath Falls. At Redmond, about 600 gallons of 100/130-grade fuel were added to the 1,000 gallons on board, 8 employees were enplaned, and the aircraft departed Redmond for Klamath Falls about 1945. The purpose of the flight was to transport Butler employees to an end-of-season barbecue in Medford that had started between 1930 and 2000. Tanker 69 landed at Klamath Falls at 2029. Two additional Butler employees were enplaned, and the aircraft departed runway 14 at 2040. The flightcrew did not file a flight plan and the weather was such that none was required. Witnesses saw the aircraft begin a steep right turn about one mile south of the runway and momentarily disappear from their view behind hangars and airport buildings; it then proceeded on a westerly course. A few minutes later, a pilot located 11 miles west-southwest of the airport saw the aircraft pass overheard an altitude he estimated to be 750 feet above ground level. He said that the aircraft lights were on and that engine sounds were normal. About 2047, witnesses located 25 miles west-northwest of the airport heard sounds, which they first thought to be from a car or truck with loud mufflers. Subsequently, they determined that the sounds were an approaching aircraft. They heard engine sounds become 'choppy', resembling the noise made by a helicopter blade, and saw a fireball on Surveyor Peak, about 3,5 miles south of their location. Weyerhauser Company and Oregon State Forestry Department personnel located about 12 miles from Surveyor Peak also saw the fireball on the peak. After notifying authorities, they took firefighting equipment to the scene. The aircraft crashed at night during hours of darkness at an elevation of about 6,400 feet. The aircraft was totally destroyed and all 12 occupants were killed.

Go Transportation

Just after liftoff from Barstow-Daggett Airport, both engines n°3 and 4 lost power. The crew attempted an emergency landing when the airplane lost height and crashed in flames in an open field. A pilot was killed while five other occupants were injured. The aircraft was destroyed by a post crash fire. Illegal smuggling flight.

Advance Aviation

While flying at low altitude in a limited visibility due to the night, the four engine airplane struck tree tops and crashed in a dense wooded area located 3 miles south of Farmerville, LA. The aircraft was destroyed by a post crash fire. Five occupants were injured while a passenger was killed. A load of about 10 tons of marijuana was found in the wreckage.

Jim McGeorge

Suffered a landing accident at Miami-Intl Airport. There were no injuries but the aircraft was damaged beyond repair.

Consolidated Air Services

Suffered an accident somewhere in South Carolina in 1977 (exact date remains unknown). No casualties.

Safe Air Cargo

Shortly after takeoff from Yakutat Airport, while climbing to a height of 50 feet, one of the engine caught fire. The captain elected to return for an emergency landing when he lost control of the airplane that crashed in flames in a wooded area located 2,5 miles from the airport. The aircraft was destroyed and all four crew members were killed.

Emirates Air Transport

While descending to 15,000 feet in limited visibility, the four engine airplane struck the slope of Mt Kenya, about 135 km northeast of Nairobi-Wilson Airport. The wreckage was found few hours later and all four crew members were killed.

Aer Turas

The aircraft was operating a charter flight from Dublin to Luton, loaded with newspapers and equipment necessary for the conveyance of horses back to Dublin. The passengers were six grooms who were intended to accompany the horses on the return flight. During the uneventful flight from Dublin to the Luton area the pilot received a surface wind forecast for Luton of 300/06 knots. At midnight contact was established with Luton Approach. The pilot was given the Luton landing conditions as: 'QNH 1013.5, CAVOK, (ceiling and visibility OK) surface wind practically calm' and asked if he would accept radar positioning for a visual approach to runway 08, to which he agreed. The radar positioning was terminated at 00.04 hrs when the aircraft was cleared to Luton tower frequency with 'Six track miles to run' and the runway in sight. When the pilot contacted Luton Tower at 00.05 hrs, he was cleared to land on runway 08 and given the surface wind as 300 degrees 04 knots. He acknowledged this last transmission and there was no further communication with the aircraft. The evidence indicates that the approach path and speed were normal. The commander did not notice the Indicated Air Speed (IAS) immediately before touchdown but recalled that the initial approach was made at approximately 130 knots IAS reducing to the target threshold speed of 115 knots as the flaps extended. The aircraft touched down at an IAS of 105 knots. The commander was of the opinion that, despite a tendency to float, the aircraft touched down at the correct distance down the runway, and, as soon as it had done so, he called for reverse thrust immediately the aircraft was on the runway. On receiving the commander's order, the engineer selected reverse thrust on numbers 2 and 3 engines followed by numbers 1 and 4 whilst monitoring the engine instruments. The commander was familiar with this method of selecting reverse which was the technique normally used in the company. The flight engineer did not see the blue warning lights illuminate to indicate that the propellers were moving into reverse pitch, he therefore selected Nos 1 and 4 propellers to forward pitch, with throttles closed, in case the reason for the malfunction was an electrical overload due to operation of all four feathering/reversing pumps at low engine rpm. The commander had also noticed that the blue lights had not illuminated and, seeing that Nos 1 and 4 propellers were selected to forward pitch, called 'reverse all engines'. In response to his order the engineer made the required selection and all four throttle levers were seen to be in the reverse quadrant by the operating crew, although no blue lights were noted. The aircraft was not decelerating during this period and that no reverse thrust was achieved. The commander ordered the engineer to 'put them in the middle', thus to cancel the reverse thrust selections. There were two short periods of engine acceleration during the landing roll. The commander assisted by the first officer applied the toe brakes, assessed them to be ineffective and, as the aircraft was still not decelerating, applied the emergency pneumatic brakes by turning the operating handle to 'on'. The commander did not notice any deceleration and, consequently, did not follow the procedure of selecting them alternatively to 'hold' and to 'on'. All four main wheels locked, the tyres burst and further retardation from the brakes was lost. Sparks and smoke were seen emanating from the area of the undercarriage when the aircraft approached the end of the runway. When it became apparent that the aircraft would overrun the runway the commander called to have the 'switches' put to 'OFF'. The flight engineer selected the ignition switches off before the aircraft left the end of the runway and ploughed across the overrun area. It was still travelling fast enough to follow a trajectory off the top of the bank at the end of the runway leaving no wheel marks down the slope. The aircraft stopped in soft ground 90 metres from the end of the runway at the foot of the bank having demolished part of the aerodrome fence and some of the approach lights. All persons on board abandoned the aircraft without delay. As the flight engineer was leaving via the right hand side crew door, he noticed a small fire under the number 3 engine. He returned to the cockpit, pulled the firewall shut-off controls and discharged a fire extinguisher to all four engines.

Aerolineas Comerciales Nacionales - ALCON

Following a normal landing at Trinidad-Jorge Heinrich Arauz Airport, the crew completed a 180 turn followed by a backtrack procedure to join the apron. Doing so, the visibility was reduced by dust which had been raised during the engine reverse operation. The crew failed to realize the aircraft departed the runway to the right when the right wing struck two parked tractors. Fuel tanks were punctured and a fire broke out. The crew immediately stopped the airplane and all 33 occupants evacuated the cabin. There were no injuries but the aircraft was destroyed by fire.

Skyways International

The crew was completing a cargo flight from Miami to La Romana on behalf of Warnaco Inc. Shortly after a night takeoff from runway 27L at Miami-Intl Airport, while in initial climb, the crew encountered very bad weather conditions with heavy rain falls and turbulences. The airplane went out of control and crashed nose first in the Everglades National park, about 8,9 NM northwest of the airport. The aircraft was destroyed and all three crew members were killed.

American Express Leasing

The four engine airplane was engaged in a humanitarian flight from Miami to Managua with an intermediate stop in San Juan, carrying three crew members, two passengers (among them the famous American Baseball player Roberto Clemente aged 38) and various goods for the victims of the recent earthquake in Nicaragua. The crew was cleared to takeoff from runway 08 at 1920LT. After rotation, the crew was instructed to turn to left according to departure procedures. Three minutes after takeoff, while in initial climb by night, the airplane suffered various technical problems, lost height, stalled and crashed into the sea few hundred meters offshore. Some debris were found floating on water and all five occupants were killed.

Spantax

Suffered a ground accident at Madrid-Barajas Airport. No casualties.

ARCO Bermuda

The crew was completing a ferry flight from Kinshasa to Liverpool with several intermediate stops in Abidjan, Dakar, Agadir and Basel. The purpose of the flight was for maintenance as the n°4 engine was inoperative. En route, while cruising on the three remaining engines, the crew informed ATC that the engine n°3 caught fire. While descending to an altitude of 6,000 feet, the engine n°3 exploded and detached. The crew continued the approach but was unable to lower the undercarriage. A belly landing was completed at Abidjan Airport and the airplane slid on several dozen meters before coming to rest. All four crew members escaped uninjured while the aircraft was damaged beyond repair.

Transair Sweden

The aircraft departed Fernando Po (Equatorial Guinea) on a humanitarian flight to Uli, carrying various goods on behalf of the International Red Cross Committee of the Red Cross. While in cruising altitude, the four engine aircraft was shot down by the pilot of a Nigerian Air Force MiG-17 and crashed. All four crew members were killed.

North American Aircraft Trading

The crew was completing a cargo flight from São Tomé to Uli on behalf of Caritas. On final approach, the airplane crashed in unknown circumstances few km short of runway and was destroyed. All four occupants were killed. It is believed that one of the engine was inoperative at the time of the accident for unknown reason.

Universal Airlines

The crew was performing a cargo flight to Cherry Point MCAS on behalf of the US Air Force. On final approach by night, the visibility was limited due to foggy conditions. The crew continued the approach below the glide until the airplane struck trees and crashed in flames. All three crew members were injured while the aircraft was destroyed.

Universal Airlines

The crew was completing a cargo flight from Norfolk to Philadelphia on behalf of the US Air Force. After touchdown on wet runway 09/27 at Philadelphia-Intl Airport, the crew encountered difficulties to decelerate properly. The four engine aircraft suffered hydroplaning then went out of control and veered off runway to the right. While contacting soft ground, the undercarriage collapsed and the right wing was torn off. The airplane came to rest in flames and was destroyed by a post crash fire while all three crew members escaped uninjured.

Turkish Airlines - THY Türk Hava Yollari

Upon landing at Munich-Riem Airport, the nose gear collapsed. The airplane slid for several yards before coming to rest. None of the 36 occupants was injured while the aircraft was considered as damaged beyond repair.

Airlift International

During the takeoff roll at Saigon-Tan Son Nhat Airport, the right main gear and the nose gear collapsed for unknown reason. The aircraft went out of control, veered off runway and came to rest. While all four crew members were uninjured, the aircraft was damaged beyond repair.

Airlift International

The DC-7 was loaded with 27,484lb of cargo and was cleared to taxy to runway 01 at 21:45. After receiving IFR clearance for Wake Island, the crew reported ready for takeoff and requested the use of the paved runway overrun area. The request was approved. The aircraft failed to rotate at 121 knots (V2) and even accelerated through 128 knots without being able to rotate. The engines were stopped and maximum braking was applied, but the aircraft overran and ran through a fence. The landing gear failed and the aircraft slid to a stop 1700 feet from the runway end. All four crew members were injured and the aircraft was destroyed.

United Airlines

The crew was completing a local training flight at Denver-Stapleton Airport. On touchdown, one of the nose wheel tire burst. The landing gear collapsed and the airplane slid on its nose for several yards before coming to rest. All four crew members were uninjured while the aircraft christened 'Mainliner Capt Ralph Jonston was considered as damaged beyond repair.

AREA Ecuador - Aerovias Ecuatorianas

While taxiing at Miami-Intl Airport, the four engine aircraft went out of control and came to rest into a ditch. All four crew members were unhurt while the aircraft was considered as damaged beyond repair.

Eastern Airlines

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

Eastern Airlines

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

Scandinavian Airlines System - SAS

During the takeoff roll at Tenerife-Norte-Los Rodeos Airport, the crew inadvertently raised the landing gear while the aircraft did not liftoff already. Subsequently, the airplane sank on its belly and slid for several yards before coming to rest in flames. While all 91 occupants were evacuated (six of them were injured), the aircraft was totally destroyed by a post crash fire.

Caledonian Airways

Flight 355 took off from London for a flight to Singapore via Istanbul. The first approach to Istanbul runway 24 was abandoned because the pilot-in-command couldn't see the runway lights. Heavy rain continued as the pilot approached for the second time. VHF communications were lost during a short period of time because of a power failure in the tower transmitter and was restored when the plane was in the procedure turn. Lightning and heavy turbulence were reported during the descent and the runway was sighted when descending to 500 feet. The pilot made a slight correction to the right and ordered full flaps and power reduction to 20" boost. The plane sank quickly just short of the runway and more power was ordered, but the left main gear had struck the ground in line with the runway, 72 m short of the threshold. The plane bounced and touched down again 14 m further on. The left main gear as well as nose gear collapsed, causing the no. 1 and 2 engines to break off, followed by the entire left wing. The fuselage skidded 260 m down the runway and a fire developed.

Federal Aviation Administration - FAA

The crew was completing a local test flight at Washington-Dulles Airport. Upon landing, the nose gear collapsed and the airplane slid for several yards before coming to rest. All eight occupants were uninjured while the aircraft was considered as damaged beyond repair.

Eastern Airlines

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

Eastern Airlines

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

Federal Aviation Administration - FAA

The aircraft was voluntarily crashed by FAA for experimental purposes. The 'accident' occurred on takeoff from Deer Valley, at a speed of 140 knots, when the aircraft hit a hill and disintegrated. There were no occupants on board. Thanks to Chris Baird - www.arizonawrecks.com

Eastern Airlines

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

Northwest Airlines

A Northwest Airlines, Inc., Douglas DC-7C, N290 MATS charter Flight 293, crashed in the north Pacific Ocean approximately 116 nautical miles west-southwest of Annette Island, Alaska, at approximately 1816 G.m.t., June 3, 1963. The flight departed McChord AFB, Washington, for Elmendorf AFB, Alaska, carrying 95 passengers and a crew of 6. The passenger list included military personnel, dependents, Department of Defense employees and a Red Cross employee. All occupants of the aircraft were lost at sea and the aircraft was destroyed. The aircraft had been airborne approximately 2 hours and 35 minutes when radio contact was lost. No difficulties were reported by the crew prior to this time. The wreckage was sighted by a Royal Canadian Air Force aircraft at 0322 C.m.t., June 4, 1963, at 54 degrees 21' N - 134 degrees 39' W but no survivors were observed. Approximately 1,500 pounds of floating aircraft wreckage was recovered.

Panair do Brasil

The crew was engaged in a local training flight at Rio de Janeiro-Galeão Airport. During the takeoff roll, just after V1 speed, the nose gear retracted. The aircraft sank on its belly, lost its both engines number two and three and slid for several yards before coming to rest in flames. All seven crew members were slightly injured while the aircraft was damaged beyond repair.

Eastern Airlines

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

Panagra - Pan American-Grace Airways

The four engine aircraft suffered an accident while taking off from La Paz-El Alto Airport, en route to Miami-Intl. The aircraft was written off while all 42 occupants were evacuated safely.

Northwest Airlines

A Northwest Airlines DC-7CF, N285, was ditched near Biorka Island, Sitka Sound, Alaska, on October 22, 1962, about 2052 G.m.t. All 95 passengers and 7 crew members successfully evacuated and were quickly rescued. No serious injuries were reported. The flight was operating as Military Air Transport Charter Flight No. 293 en route from McChord Air Force Base, Tacoma, Washington, to Elmendorf AFB, Anchorage, Alaska. While cruising at an altitude of 20,000 feet No. 2 engine lost power. Remedial measures failed, the propeller oversped and the engine seized. Attempts at feathering failed and the flight radioed a declaration of emergency and started descent toward Sitka Sound, Alaska. Other futile attempts were made to feather as the No. 2 engine became dangerously hot and shed parts. The captain elected to ditch. Passengers were moved aft and away from the plane of rotation of No. 2 propeller, crew members issued ditching instructions, and occupants and flotation gear were readied. The aircraft was put down skillfully under favorable conditions of weather and sea during daylight, and all occupants were quickly in liferafts. Previously alerted marine craft were nearby and took all hands aboard. Amphibious rescue aircraft were also close by. The aircraft sank in water 250 feet deep in about 24 minutes.

Caledonian Airways

The aircraft lined up on runway 12 and took at 1820 GMT (night takeoff evening twilight ended at 1756 hours). According to the controller on duty at the control tower the aircraft's landing lights were not on during the take-off. The aircraft lifted off runway 12 after what appeared to be an unusually long run of approximately 2,300 meters (of 2,850 meters available) after release of the brakes and gained height with difficulty. The anti-collision light was seen at a low altitude and the disappeared behind the trees. Five seconds later the sky was lit up by a fire. The left wing and left side of the fuselage struck the first trees of the forest at a height of about 22 meters above the elevation and about 2,300 meters beyond the threshold of runway 30. After the initial impact in a near level flight attitude and with the aircraft slightly banked to port, it then went progressively into a dive with the left wing low and sheared the tops of the trees over a traversed distance of about 130 meters before final impact with the water of a creek. The attitude of the aircraft on final impact was approximately 25° nose down with the same angle of left bank. The aircraft exploded on impact. The fuel and oil spread over the surface of the water and ignited. The fire destroyed the submerged parts of the wreckage. All 111 occupants were killed.

Delta Airlines

Crashed on landing for unknown reason. There were no injuries among the occupants while the aircraft was damaged beyond repair.

Panair do Brasil

The aircraft, coming from Lisbon, Portugal with a stop at Ilha do Sal, contacted Recife Control Tower at 0505Z. While flying at night in good visibility the flight received instructions for landing and was to call again on the "wind leg". Reporting as requested, authorization for landing was given, and the aircraft was asked to notify when on "final". Thirty seconds thereafter it collided with high (84 m) ground to the right of the centreline of the runway in use, 2 720 m from the runway threshold. The aircraft was destroyed by fire. Thirty-eight passengers and 7 crew members were killed while 43 other occupants were injured.

Panair do Brasil

An hour after his departure from Manaus-Ponta Pelada Airport, the captain informed ATC that the primary hydraulic system failed. He was able to continue the flight and to complete a normal landing at Belém-Val de Cans Airport. After touchdown, when the reverse thrust systems were applied, the crew lost control of the airplane that veered off runway to the right. While contacting soft ground, the undercarriage were sheared off and the airplane came to rest into a ravine. There were no injuries among the occupants but the aircraft was damaged beyond repair.

Overseas National Airways - ONA

The crew was performing a positioning flight from New York to Chambers Field NAS at Norfolk to pick up troops on behalf of the US Army. On approach, the primary hydraulic system failed. Nevertheless, the crew was able to continue the approach and the aircraft touched down 275 feet past the runway threshold. After a course of 1,400 feet, the airplane veered off runway to the left and struck an embankment before coming to rest. All five crew members were uninjured while the aircraft was damaged beyond repair.

Overseas National Airways - ONA

The parked airplane was struck by a Lockheed L-749A Constellation registered N5595A and operated by International Aircraft Services that was towed at Oakland Airport. The circumstances of the occurrence remains unclear. There were no injuries but both airplanes were damaged beyond repair.

Pan American World Airways - PAA

The crew was completing a cargo flight from Frankfurt to Stuttgart-Echterdingen Airport. On final, weather conditions were marginal with low clouds down to 200 meters and a visibility limited to a half mile. As the copilot was unable to locate the runway, he decided to make a go around when the right main gear and the engine number three struck an earth mound located 20 meters short of runway threshold. Upon impact, the engine number three and the right main gear were sheared off. The captain regained control, continued the climb and informed ground he was diverting to Nuremberg Airport for a safe landing. Authorities were informed of the situation and the runway was recovered with foam. After a belly landing, the airplane slid for several yards and came to rest. All three crew members were uninjured while the aircraft was damaged beyond repair.