Lockheed L-188 Electra

Channel Express - Air Services

The aircraft (Flight 6526) departed Cologne at 0300 hours and routed directly to Dublin, where, after more than one hours delay due to the late arrival of a freight truck, the aircraft departed for Shannon Airport at 0816 hours. The crew consisted of the First Officer who was the handling pilot on both of these sectors, the Captain who was the non-handling pilot and the Flight Engineer. The take off gross weight was estimated at 83,701 lbs, well below the limiting 116,000 lbs take off weight (MTOW), and the centre of gravity was within limits. The landing weight was estimated at 80,345 lbs, again below the maximum landing weight of 98,102 lbs. The total freight on board was 14,000 lbs, less than half the 33,000 lbs maximum amount permissible. The aircraft reached it's designated altitude of FL120. The crew were handed over to Shannon Approach and given descent clearance. Shannon Approach instructed the crew to keep the speed up (due to an another aircraft behind them) and the aircraft was vectored on an approach to RWY 24. Due to the weather forecast for Shannon the crew decided to conduct the landing with 78% flaps set, rather than the standard 100% flap normally set for landing. During the approach the Captain called 1000 ft above the touchdown zone (TDZ), then 500 ft and every 100 ft thereafter to the Decision Altitude (DA). At an altitude of 700 ft the Ground Proximity Warning (GPWS) horn sounded. The Flight Engineer proceeded to inhibit the GPWS system. Slowing the aircraft to Vma (Maximum Manoeuvering Airspeed) the crew did not carry out the "before landing" checks. Whilst over the RWY threshold the gear warning horn sounded and five seconds later the crew heard a scraping sound and felt severe aircraft vibrations. Realising that the gear was not down the Captain called for a go-around. The First Officer continued to fly the aircraft and was cleared to 3000 ft by ATC. However, during the climb out the aircraft flew into cloud (Instrument Meteorological Conditions) at about 500/600 feet, and simultaneously the propeller assembly and part of No. 3 engine fell to the ground. Electrical power was lost and the only serviceable flight instruments available to the crew was the standby artificial horizon and wet compass. The First Officer relinquished control of the aircraft to the Captain who had great difficulty in maintaining directional control and it took the combined efforts of both pilots to control the excessive yaw through the rudder pedals. In addition, there was insufficient power available to climb to 3000 ft. In fact, less than 2000 ft was attained, as the aircraft commenced a slow difficult turn in a North Easterly direction and towards the high ground west of Limerick city. It was only by further manipulation of the throttles and feathering No. 4 engine that sufficient directional control was recovered, enough to respond to the instructions of the ATC Radar operator. The aircraft was now flying with only No.1 engine fully operative and No. 2 engine producing only half power and much vibration. The Radar operator vectored the aircraft to approach RWY 24 which became visible to the crew. They selected "gear down" and while only 2 of the 3 green landing lights illuminated, the Captain elected to proceed with the landing, with the flaps again set at 78%. This landing was successful, with all the landing gear deploying correctly. The aircraft was evacuated while the airport crash crews stood by.

Blue Airlines

The four engine aircraft was completing a cargo flight from Kinshasa to Mbandaka on behalf of the Congolese Armed Forces, carrying seven crew members and a load of fuel drums, ammunitions and bombs. After takeoff from Kinshasa-N'Djili Airport, while climbing, the captain informed ATC about the failure of the engine n°3 and was cleared to return for an emergency landing. The aircraft went out of control and crashed three minutes after takeoff on a building owned by the Congolese Electricity Company and located near the airport. All seven occupants were killed.

Trans Service Airlift - TSA

After takeoff from Jamba Airport, the four engine aircraft encountered difficulties to gain height, stalled and crashed in a field located few km from the airfield. The copilot and two passengers survived while 141 other occupants were killed, among them 83 children. The aircraft was completing a charter/humanitarian flight to Kinshasa to repatriate Congolese refugees.

Blue Airlines

On final approach to Kinshasa-N'Djili Airport, the four engine aircraft was too low and descending at an insufficient speed when it collided with power cables, stalled and crashed in an open field. All occupants were rescued while the aircraft was destroyed.

Trans Service Airlift - TSA

Upon landing, the nose gear collapsed. The aircraft slid on its belly and eventually came to rest on the runway. There were no casualties but the aircraft was damaged beyond repair.

TPI International Airways

While in climb at 18,000 feet the crew heard and explosion and lost n°3 and 4 engines. They visually noted that the propellers and portions of the gearboxes were also missing. They then shut down no 2 engine due to erratic indications. They declared an emergency and landed. The gear boxes and propellers were not recovered from the caribbean sea.

TAN Airlines - Transportes Aéreos Nacionales de Honduras

While approaching Tegucigalpa-Toncontin Airport in poor weather conditions, the crew failed to realize his altitude was too low when the aircraft struck the south slope of Cerro de Hula (1,600 meters high) located 14 km from runway 01 threshold. The aircraft was destroyed and all three crew members were killed.

Argentinian Navy - Armada Argentina

After landing at Trelew-Almirante Zar Airport runway 06, the aircraft collided with a truck that was parked at the side of the runway. The left main gear collapsed and the aircraft came to rest. All 23 occupants evacuated safely while the aircraft was damaged beyond repair.

Transportes Aéreos Mercantiles Ecuatorianos - TAME

After takeoff from Quito-Mariscal Sucre Airport, while climbing, the left main gear warning light remained on. The captain decided to divert to Taura AFB for an emergency landing. The aircraft belly landed and slid for few dozen meters before coming to rest. All 99 occupants escaped uninjured while the aircraft was damaged beyond repair.

Transportes Aéreos Mercantiles Ecuatorianos - TAME

The engine n°2 was inoperative due to technical problems and the crew decided to takeoff on a positioning flight to Quito with only three engines. Shortly after takeoff from Lago Agrio Airport, while in initial climb, the engine n°1 caught fire and exploded. The crew lost control of the aircraft that banked left and crashed, bursting into flames. All seven occupants were killed.

GLM Aviation

Few minutes after takeoff from Kasongo-Lunda, en route to Kinshasa, the crew encountered engine problems. He completed an emergency landing in the bush about 80 km north of Kasongo-Lunda. The aircraft crash landed and was damaged beyond repair. Two passengers were killed while 12 other occupants were injured.

Mandala Airlines

On approach to Padang-Tabing Airport, both wheels on the right main gear detached and fell on a watch manufacture located in the approach path. The captain decided to divert to Medan-Polonia Airport more suitable for an emergency landing. Following a normal approach, the four engine aircraft belly landed and slid for few dozen meters before coming to rest. All 45 occupants evacuated safely while the aircraft was damaged beyond repair.

Galaxy Airlines

During gear retraction after takeoff, the right main gear became jammed in a partially retracted position and the respective in-transit gear light would not extinguish. Attempts to recycle the gear were unsuccessful. The flight crew diverted to Atlanta, GA; then decided to land at Dobbins AFB, where there was a long, wide runway that could be foamed. Foam was applied to approximately 300 feet of runway 29. The aircraft was landed with the nose and left main gear extended and the right main gear partially retracted. Subsequently, the aircraft veered to the right and stopped with the nose gear approximately 70 feet off the runway. Fire erupted in the area of the right main gear; however, the fire was quickly extinguished by fire dept personnel. An investigation revealed the clearance between the main landing gear door hook, pn 803845-1, and the strut roller was excessive. The reason for the improper clearance was not determined. Lockheed service bulletin 88/sb-558 warned that excessive clearance combined with a drop in hydraulic pressure, gust or maneuver could result in the gear jamming. All three crew members were uninjured.

Galaxy Airlines

A Galaxy Airlines Lockheed L-188A Electra, registration N5532, was scheduled operate flights from Seattle (SEA) to Oakland as Flight 201, from Oakland to Reno (RNO) as Flight 202, from Reno (RNO) to Minneapolis (MSP) as Flight 203 and finally returning to Seattle using flight number 204. Scheduled departure time for Flight 201 had been 15:30, but had been delayed and the airplane departed Seattle at 20:19 on a ferry flight to Oakland, where it arrived at 22:25. Sixty-five passengers boarded the plane for the flight to Reno. Following ground servicing the ground handler supervisor signalled to the crew that they could commence engine starting. However, after engines one and four were started, he noticed that the other ground handler was unable to disconnect the air start hose. It was stretched taut from the power cart to the airplane’s air start access panel, located on the underside of the right wing leading edge, close to the fillet area. The supervisor gave the flightcrew an emergency stop signal, left his position, and disconnected the hose. None of the two ground crew members remembered closing the air start access door. At approximately 00:59 the first officer requested taxi instructions Reno tower almost immediately thereafter cleared Galaxy 203 to taxi to runway 16R. The aircraft taxied to the runway and at 01:01:32 the first officer requested takeoff clearance. Four seconds later Galaxy 203 was given clearance to take off from runway 16R. While accelerating through V1 speed, a "thunking" type sound was heard, followed by another one just after V2. Heavy airframe vibration started after liftoff. The captain reacted to the airplane’s vibration by reducing power significantly in all four engines, indicating that he believed the vibration was caused by the powerplants or propellers. The airplane reached an altitude of about 200-250 feet and started a right hand turn to return to the airport. The Electra then entered an aerodynamic stall buffet because of insufficient engine power to maintain flight. The Electra crashed into a field, bounced, slid into some mobile homes and burst into flames. Of the 71 occupants, three initially survived the crash. One died on January 29, while the second died of injuries on February 4. The sole survivor, a 17-year-old male, was thrown clear of the airplane onto the adjacent highway.

TPI International Airways

During arrival to the Kansas City Downtown Airport, the flight was vectored for a VOR runway 03 approach, then was cleared for the approach and to circle and land on runway 36. On final approach, the aircraft was high and was not in a position to land, so the flight was cleared to circle left for another approach to land. The aircrew acknowledged and began circling left which took them in the vicinity of the Fairfax Airport. A short time later, the ATC controller cautioned that the flight might be lining up for the Fairfax Airport. Subsequently, the crew initiated a missed approach and were instructed to turn to 360° and climb to 3,000 feet. The aircraft began a steep climb to 3,100 feet, stalled and entered a steep descent. Before the descent was arrested, the aircraft impacted in a public water treatment plant. CVR recordings indicated that the 1st officer was flying the aircraft during the en route descent, VOR approach and circling approach, then the captain took control during the missed approach. An exam of the wreckage revealed no evidence of an airframe or powerplant problem. Also, there was no evidence that the cargo had shifted. All three crew members were killed.

Zantop International Airlines

Zantop ground personnel completed the loading of Flight 931 at 00:40. All cargo was bulk loaded and tied down on the right side of the airplane for the full length of the cargo compartment. Flight 931 departed the gate at Baltimore/Washington International Airport at 01:05 and took off on runway 28 at 01:10. At 01:11:42, Flight 931 contacted Baltimore departure control and was cleared to 13,000 feet. After switching to Washington ARTCC, the flight was cleared further FL220. At 01:32 a no. 2 gyro malfunction made the crew select the no. 1 gyro to drive both approach horizons and the problem appeared resolved. At 01:43:09, Cleveland ARTCC cleared Flight 931 direct to the Dryer VOR. After the turn to the Dryer VOR, the first officer’s approach horizon may have displayed incorrect pitch and roll information. The flightcrew may have received conflicting pitch and roll information from the two approach horizons as they attempted to recover from an unusual attitude. The flightcrew overstressed the airplane in an attempt to recover from the unusual attitude as the aircraft spiralled down. The Electra broke up and falling wreckage damaged some houses; however, most of the wreckage fell in uninhabited, wooded areas.

SAHSA - Servicios Aéreos de Honduras SA

Prior to takeoff from Guatemala City to Tegucigalpa, one of the engine failed as well as a generator. Passengers were disembarked and the captain decided to fly to Tegucigalpa on three engines only. Less than one minute after takeoff, while climbing, the pilot reported a critical situation and requested an immediate return. While making a last turn, the airplane lost height and crashed on a residential area located 1,500 meters from the airport, bursting into flames. All six occupants were killed and 38 people on ground were injured. The aircraft and several houses were destroyed.

Transamerica Airlines

The four engine airplane departed Ogden-Hill AFB at 0445LT on a cargo flight to Nellis AFB on behalf of the USAF, carrying three crew members and 27,552 lbs of cargo. While climbing from 12,000 to 13,000 feet, the flight indicated to Salt Lake departure control that they had lost all electrical power, the flight requested no-gyro vectors to visual flight conditions and clearance for an immediate descent to a lower altitude. During the descent, the aircraft attained a high airspeed and high rate of descent and disintegrated in flight. The three crewmembers were killed and the aircraft was destroyed. The wreckage was dispersed along a path about 1 1/2 miles long on an abandoned airport located about 4 nmi south of the Salt Lake City International Airport.

Great Northern Airlines

On final approach to Inigok Airstrip by night, the pilot-in-command failed to realize his altitude was insufficient when the four engine airplane struck obstacle on final approach, undershot and crashed in flames. All 15 occupants escaped with minor injuries while the aircraft was damaged beyond repair.

Fleming International Airways

The takeoff procedure was abandoned after the propeller on engine n°2 autofeathered. During the second takeoff, while in initial climb, the airplane entered an uncontrolled descent and crashed in flames by the runway. All three crew members were killed.

Cooperativa de Montecillos

The four engine airplane departed San José-Juan Santamaría Airport at 1400LT on a cargo flight to Caracas, carrying one passenger, three crew members and a load of 16,330 kilos of frozen meat. While in cruising altitude over the Caribbean Sea, the airplane plunged into the sea in unknown circumstances, about 65 km east of Bocas del Toro, Panama. SAR operations were initiated but eventually suspended few days later as no trace of the airplane nor the four occupants was found.

Great Northern Airlines

After landing on an frozen lake cleared of snow, the four engine airplane ran off the end of runway, lost its right main gear and came to rest in flames. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

Aerocondor de Colombia - Aerovias Condor

Just after liftoff at Bogotá-El Dorado Airport, while in initial climb, the four engine airplane adopted a nose up attitude. With a high angle of attack, the airplane stalled and banked right before crashing in flames onto the tarmac where it collided with a parked Aerocosta Colombia DC-6F registered HK-756. Both aircraft were destroyed by fire and while the DC-6 was empty, two of the four crew members on board the Electra were killed.

Zantop International Airlines

On approach to Deadhorse Airport, the crew encountered poor weather conditions when the airplane struck the runway surface 1,000 feet past its threshold. After initial impact, the left wing was torn off and the airplane went out of control. On a snow and ice covered runway, the airplane veered off runway to the left before coming to rest in flames few hundred yards further. All three crew members escaped uninjured while the aircraft was destroyed.

Fairbanks Air Services

The airplane was completing a cargo flight from San Francisco to Deadhorse with an intermediate stop in Fairbanks, carrying a crew of three and 17,000 liters of fuel. After touchdown on a gravel runway covered by snow and ice, control was lost. The airplane veered off runway to the left, contacted an embankment then came to rest on a road. All three crew members escaped uninjured while the aircraft was partially destroyed by fire.

Panarctic Oils

Lockheed L-188 Aircraft CF-PAB operated as Panarctic flight 416 and departed Calgary International Airport at 18:05 hours 29 October 1974. The aircraft was on a routine positioning flight to Edmonton with a pilot-in-command, co-pilot and flight engineer on board. The 30-minute flight was uneventful with no unserviceabilities reported by the crew. The aircraft was prepared for the continuing flight north with the loading of 20000 lb of baggage and freight and 21000 lb of jet B fuel. The aircraft pilot-in-command and flight engineer were replaced by those scheduled for the Edmonton to Rea Point leg. The pilot-in-command received a weather briefing; an IFR flight plan was filed at an initial cruising altitude of 18000 ft with Pedder Point as the alternate. The estimated time en-route was 4 hours 12 minutes. After loading 30 passengers and a fourth crew man, the loadmaster/flight attendant, the aircraft departed the Edmonton International Airport at 20:04 hours. The flight proceeded uneventfully, cruising at 18 000ft to Fort Smith where it was cleared to flight level 210. The aircraft reported over Byron Bay at 23:04 hours with an estimated time of arrival at Rea Point of 00:16. About 100 miles north of Byron Bay the aircraft was cleared to flight level 250. Radio contact was established with Rea Point about 150 miles out and a descent was started for a straight-in VOR/DME approach to runway 33. The descent was smooth except for some turbulence at 4000 ft. The aircraft levelled at 17 miles DME from Rea Point at 2000 ft for a period of 1 minute 45 seconds. The aircraft then slowly descended to about 875 ft ASL at 6 miles DME. A call was made to Rea Point advising them of the DME range on final. There was light turbulence. Fifteen hundred horsepower was selected on the engines; both the VHF navigation radios were selected to the Rea Point VOR frequency and both ADF's were selected to the Rea Point OX nondirectional beacon. Both cockpit barometric altimeters were set to 29.91 in of mercury, the latest Rea Point setting. The airspeed was indicating 150 kt which, with a 30 kt headwind component, resulted in a ground speed of 120 kt. The pre-landing check had been completed, 100 per cent flap selected and the landing gear was down. The landing lights were extended but were off, the wing leading edge lights as well as the alternate taxi lights were on. Glare had been experienced from external lights early in the descent from 10000 ft, but not thereafter. There was no pre-landing briefing conducted by the pilot-in-command. The flight engineer was able to see what appeared to be open water below with ice. The co-pilot set his radio altimeter warning to 450 ft and the pilot-in-command set his to 300 ft. When the warning light came on the co-pilot's radio altimeter, he advised the pilot-in-command. As the descent continued through the minimum descent altitude of 450 ft, the co-pilot reset his radio altimeter to 300 ft and so advised the pilot-in-command. The aircraft was still in a shallow descent. At 300 ft radio altitude the co-pilot checked the DME reading as 3 miles, saw a dark area of open water and an ice line and reported to the pilot-in-command that they seemed to be approaching an ice ridge and that they had visual contact. The pilot-in-command reset his radio altimeter to about 150 ft. Also, close to this time the pilot-in-command said he believed they were on top of a layer of cloud, repeated the statement, following which he retarded the throttles and pushed forward on the control column with sufficient force to produce perceptible negative G. The rate of descent increased rapidly to between 1700 and 2000 ft a minute. The co-pilot shouted at the pilot-in-command reporting their descent through 200 ft at 2 miles DME but there was no response. The flight engineer and the co-pilot both called through 50 ft without an observed reaction from the pilot-in-command. The co-pilot reached for the right side power levers and found the flight engineer's hands already on them. On impact, the cockpit area broke away from the remainder of the fuselage and with the cargo continued along the ice surface for 900 ft. After the cockpit came to rest, the flight engineer undid his seat belt and saw both the pilot-in-command and co-pilot in their seats. The co-pilot although injured was able to undo his seat belt and the flight engineer pulled him on to the ice before the cockpit section sank completely.

Aerocondor de Colombia - Aerovias Condor

After takeoff from runway 12 at Bogotá-El Dorado Airport, while in initial climb in limited visibility, the four engine airplane struck the slope of Mt El Cable located 11 km southeast of the airport. The aircraft disintegrated on impact and all 42 occupants were killed.

Universal Airlines

The crew was completing a ferry flight from Tucson to Ogden-Hill AFB. On approach, while descending to a height of 7,000 feet, the crew got a n°2 prop low oil warning. The engine was shut down but the crew was unable to feather the propeller for unknown reason. Despite the situation, the pilot-in-command was able to continue the approach and landed safely on runway 32. After touchdown, the n°2 prop separated from its mount and debris punctured the n°1 fuel tank. The airplane caught fire and came to rest in flames after a course of 4,000 feet. All three crew members escaped uninjured while the aircraft was partially destroyed by fire.

Air Manila International

The crew was completing a local training flight at Manila Intl Airport. After landing, the four engine airplane went out of control, veered off runway and came to rest. While all four crew members escaped uninjured, the aircraft was damaged beyond repair.

LANSA Peru - Lineas Aéreas Nacionales del Peru

While cruising at an altitude of 21,000 feet on a flight from Lima to Pucallpa, the crew encountered poor weather conditions with thunderstorm activity and severe turbulences. It appears that lightning struck the right wing that caught fire and later detached. As the pilot-in-command attempted to stabilize the airplane, turbulences caused a structural failure of the left wing. Out of control, the airplane dove into the ground and crashed in flames in a jungle located in a mountainous area in the region of Puerto Inca. Debris and dead bodies were found in a large area. A female passenger aged 17, Juliane Koepcke, was ejected at impact and was the only survivor. Despite her injuries (a broken collar bone, a deep gash to her right arm, a concussion and an eye injury), she walked away for 10 days and was eventually rescued by lumbermen.

Universal Airlines

The airplane was engaged in a cargo flight from Ogden-Hill AFB to Grand Forks AFB, North Dakota, with intermediate stops in Mountain Home, Fairchild AFB (Spokane), Great Falls and Minot, carrying various equipment for the US Army. After liftoff from runway 32, while climbing, the pilot raised the landing gear when the airplane pitched down to 15°. It lost height and struck the ground 8,200 feet past the runway end, slid for about 2,600 feet before coming to rest in flames. All three crew members were injured and the aircraft was destroyed.

LANSA Peru - Lineas Aéreas Nacionales del Peru

The airplane was departing Cuzco-Alejandro Velasco Astete Airport on a flight to Lima, carrying a crew of nine and 91 passengers, among them 49 US students who were returning to Lima following a visit of the Machu Picchu ruins. During the takeoff roll, which was 700 meters longer than normal, the engine number three failed. The takeoff procedure was continued as well as the initial climb at a speed of V2 + 15 knots. Once the altitude of 300 feet was reached, the flaps were retracted and at a speed of 140 knots, the aircraft turn left then banked left at an angle of 30-45°. Control was lost and the airplane crashed onto a hill located about 4 km east of the airport. The copilot survived while 99 other occupants and two people on the ground were killed.

VARIG - Viação Aérea Rio Grandense

On final approach to Porto Alegre-Salgado Filho Airport, the crew failed to realize his altitude was insufficient when the right main gear struck an obstacle and was torn off. Upon landing, the airplane slid partially on its belly for dozen yards before coming to rest. While all 51 occupants escaped uninjured, the aircraft was damaged beyond repair.

Braniff Airways

Braniff Flight 352 departed Houston (HOU) at 16:11 for a flight to Dallas (DAL) and climbed to FL200. Some 25 minutes into the flight, the L-188A Electra was approaching an area of severe thunderstorm activity. The crew requested a descent to FL150 and a deviation to the west. ARTCC then advised the crew that other aircraft were deviating to the east. The Electra crew still thought it looked all right on the west and were cleared to descend to FL140 and deviate to the west. At 16:44 the flight was further cleared to descend to 5000 feet. At 16:47 the aircraft had apparently encountered an area of bad weather, including hail, and requested (and were cleared for) a 180° turn. Subsequent to the initiation of a right turn, the aircraft was upset. During the upset, N9707C rolled to the right to a bank angle in excess of 90° and pitched nose-down to approximately 40 degrees. A roll recovery maneuver was initiated and the aircraft experienced forces of 4,35 g. Part of the right wing failed and the aircraft broke up at an altitude of 6750 feet and crashed in flames a little later. There was no survivor among the 85 occupants.

Garuda Indonesian Airways

Flight 708 was a scheduled domestic flight from Jakarta to Manado, with intermediate stops at Surabaya and Makassar. It departed Djakarta at 0030 hours GMT on 15 February and proceeded on an IFR flight plan to Surabaya. While en route to Surabaya No. 4 engine would not synchronize. The flight landed at 0200 hours at Surabaya where an oil leak on No. 1 propeller was found. After rectifying these faults the flight departed from Surabaya at 0300 hours. On approaching Makassar bad weather was reported and after two attempts to land, the pilot-in-command elected to divert to another aerodrome. Two aerodromes were available - Denpasar, the first alternate and Surabaya. Although Surabaya was at a greater distance, the pilot-in-command decided for various reasons to return to Surabaya-Juanda and remain overnight. An oil leak on No. 1 propeller was again observed and noted for rectification. The flight departed the next morning at 0010 hours for Makassar where it landed without incident. After approximately a one hour stop at Makassar the flight proceeded to Menado with an estimated time of arrival there of 0512 hours GMT. On approaching Menado the pilot-in-command requested the weather conditions and was given a cloud base of 900 ft and a visibility of 2 km. At an altitude of 1 500 ft the town of Menado and the beach were visible and the aircraft made a 360° turn over the bay of Menado: the aircraft then descended to 900 ft and intercepted the beach on a heading of 120' intending to make an approach to runway 18. The pilot-in-command sighted the runway to his right, continued the approach through a gap between two hills, and called for the undercarriage to be lowered and completion of final checks. He instructed the flight engineer to stand by for an overshoot at which time the approach was being continued with the flaps in the landing position. The aircraft banked 15°-20° to the right, and the co-pilot monitored and called the airspeed. After passing a hill 200 ft above the runway elevation and some 2 720 ft before the runway threshold the pilot-in-command realized he was too high, also the aircraft was still to the left of the centre line and banked to the right. The nose of the aircraft was lowered and after intercepting the glide path at an indicated airspeed of 130 kt the control column was moved rearwards to a normal descent position. With the airspeed rapidly decreasing below the target threshold speed of 125 kt, and whilst still banked to the right, the aircraft landed heavily 3 ft short of the runway manoeuvring area and some 156 ft short of the runway threshold. The undercarriage collapsed and the aircraft skidded, caught fire and came to rest on the runway 1 442 ft after the threshold on a heading of 225°. 22 passengers were killed.

American Flyers Airline

The aircraft departed Monterey Airport, California, on a charter flight to Columbus, Georgia, with an intermediate stop at Ardmore Municipal Airport, Oklahoma, carrying 93 US soldiers and a crew of five on behalf of the Military Air Command. Following an uneventful flight from Monterey, the crew started the descent to Ardmore Municipal Airport by night and marginal weather conditions. An ADF instrument approach to runway 08 was abandoned and the crew decided to follow a visual approach to runway 30. While descending to runway 30 in poor visibility, the captain (also PIC) suffered a heart attack. The aircraft commenced an uncontrolled descent slightly banked to the right until it struck the ground and disintegrated about 1,5 mile short of runway 30. All five crew members and 75 passengers were killed while 18 others were seriously injured. Few hours later, three of the survivors died from their injuries.

Tasman Empire Airways

The crew was completing a local training mission at Whenuapai Airport. Following several uneventful manoeuvres, the crew completed a new approach for landing when, on short final, the airplane sank and stuck the runway surface at a speed of 140 knots. On impact, the left main gear was sheared off and the airplane went out of control and veered off runway to the left. While contacting soft ground, the left wing was torn off and the aircraft came to rest in flames. All six occupants were evacuated safely while the aircraft was destroyed.

American Airlines

On August 6, 1962, at 1731 e.s.t., Flight 414, an American Airlines, Inc., Lockhead Electra, N 6102A, crashed during a landing on runway 4L at McGhee-Tyson Airport, Knoxville, Tennessee. Sixty-seven passengers and five crew members were on board the aircraft. All escaped injury except one passenger who suffered a minor injury. The aircraft was substantially damaged. During the landing made by the captain in an area of thunderstorm activity and heavy rain showers, the aircraft skidded to the right off the runway. It struck a newly constructed taxiway the surface of which was approximately 17 inches above ground level, causing failure of the right main landing gear. The right wing became separated front the aircraft. The remainder of the aircraft continued to deviate to the right off the side of the runway for a short distance and came to rest 3,010 feet from the approach end of the runway on a heading of 200 degrees magnetic.

Northwest Airlines

At approximately 0855 1, the flight was cleared for takeoff on runway 14R. At this time the aircraft was taxing on a westerly heading in the runup area adjacent to runway 14R. Flight 706 acknowledged the clearance, while continuing toward the runway, and made a running takeoff No witnesses were found who observed the actual lift-off. N137US was observed after lift-off, 3,000 to 4,000 feet down the runway at an estimated altitude of 50 to 75 feet and in a normal climb attitude. At the 8,000-foot marker the altitude of the aircraft was estimated to have been approximately 100 feet, which is a slightly lower altitude than Electra aircraft normally attain at this point during takeoff. Five witnesses noted a change in engine sound during this portion of the flight. Between the 8,000 and the 9,000 foot runway marker the aircraft was observed to commence an apparently coordinated right turn with a slowly increasing rate of bank. When the bank angle was 30 to 45 degrees, the crew made a short, garbled transmission. Immediately thereafter, at a bank angle of 50 to 60 degrees, the aircraft began to lose altitude. The minimum altitude attained in the entire turn was 200 to 300 feet. The right wing near the No. 4 engine struck powerlines adjacent to the Chicago Northwestern Railroad tracks, severing the lines at an angle of about 70 degrees from the horizontal, and causing a bright bluish flash. The aircraft then continued in a direction of about 271 degrees magnetic and, when in a bank of about 85 degrees and a nose-down attitude of about 10 degrees, the right wing of the aircraft struck the railroad embankment. Continuing to roll about its longitudinal axis, the aircraft cartwheeled, the nose crashing into the ground 380 feet beyond the point of first Impact, and landed right side up It then slid tall first another 820 feet. The aircraft disintegrated throughout its path, and wreckage was strewn over an area 200 feet wide and 1,200 feet long. Evidence of ground fire was found at various points along this path. Impact occurred on airport property about 3,800 feet abeam and to the right of the end of runway 14R, about 500 feet north of Irving Park Road. After passing beyond the railroad embankment the aircraft was lost to view by most of the eye witnesses because of trees and other obstructions; immediately thereafter a large mushroom of orange-red flame accompanied by heavy black smoke was seen. Time of impact was established as 0857. The aircraft was demolished by impact and fire. All occupants were fatally injured.

KLM Royal Dutch Airlines - Koninklijke Luchtvaart Maatschappij

The approach to Cairo-Intl Airport was completed by night. On final, the four engine aircraft struck a hill and crashed 4 km short of runway 34 threshold. Three crew members and 17 passengers were killed while 16 other occupants were injured. The aircraft was destroyed. Following a crew error, the aircraft was below the glide.

Eastern Airlines

On October 4, 1960, at 1740 e.d.t., an Eastern Air Lines Lockheed Electra, N 5533, crashed into Winthrop Bay immediately following takeoff from runway 9 at Logan International Airport, Boston, Massachusetts. Ten of the 72 persons aboard survived the crash. The aircraft was totally destroyed. A few seconds after becoming airborne, the aircraft struck a flock of starlings. A number of these birds were ingested In engines Nos. 1, 2, and 4. Engine No. 1 was shut down and its propeller was feathered. Nos. 2 and 4 experienced a substantial momentary loss of power. This abrupt and intermittent loss and recovery of power resulted in the aircraft yawing to the left and decelerating to the stall speed. As speed decayed during the continued yaw and skidding left turn, the stall speed was reached; the left wing dropped, the nose pitched up, and the aircraft rolled left into a spin and fell almost vertically into the water. An altitude of less than 150 feet precluded recovery. The Board determines that the probable cause of this accident was the unique and critical sequence of the loss and recovery of engine power following bird ingestion, resulting in loss of airspeed and control during takeoff.

American Airlines

The Electra scheduled as Flight 361 departed Boston at 0716LT with its destination St Louis, Missouri, and with a planned intermediate stop at LaGuardia Airport. About ten minutes prior to departure a crew change was made when a check pilot boarded the aircraft to flight-check the flight engineer. This check pilot, by mutual agreement with the crew and in accordance with existing company policy, took over the left or pilot-in-command seat with the previously assigned captain moving to the jump seat. The trip was routine until final approach at LaGuardia. On final approach, the airplane aircraft was too low and struck a dyke with its main landing gear and crash landed. Approximately half of the 76 persons on board suffered minor injuries or shock; no one was killed. The aircraft was severely damaged by impact forces and fire.

Northwest Airlines

The four engine aircraft departed Chicago-Midway at 1438LT bound for Miami, carrying 57 passengers and a crew of six. While cruising at an altitude of 18,000 feet over the south of Indiana State, the aircraft entered a dive and crashed in a huge explosion in a snow covered field located east of Tell City. Some debris were also found in a wooded area. The aircraft disintegrated on impact and all 63 occupants were killed. The crew was unable to send any distress call prior to the accident.

Braniff International Airways

Flight 542 departed the ramp at Houston at 2237LT, 22 minutes behind schedule with a total of 34 persons including a crew of six consisting of Captain Wilson Elza Stone, First Officer Dan Hollowell, Second Officer Roland Longhill, and Stewardesses Alvilyn Harrison, Betty Rusch and Leona Winkler, none of whom survived. The delayed departure was due to a mechanical discrepancy involving No. 3 generator. This generator was inoperative on arrival of N9705C at Houston. Prior to departure from Houston the Nos. 3 and 4 voltage regulators were interchanged. Actual gross weight upon departure was calculated at 83,252 pounds, including 17,000 pounds of fuel, and was 16,548 pounds less than the authorized gross weight of 99,800 pounds. The estimated time en route to Dallas was 41 minutes. The flight was given an instrument-flight-rules clearance which was to the Leona omni, via Victor Airway 13 west to the Gulf Coast intersection, direct to Leona, to maintain 2,300 feet altitude to Gulf Coast, then to climb to and maintain 9,000. At approximately 2240 the flight was cleared for takeoff and at 2242 it reported ready for takeoff and was airborne at 2244. After takeoff Houston departure control advised that it had the flight in radar contact and requested it to report when established outbound on the 345-degree radial of the Houston omni. Flight 542 complied and subsequently was cleared to 9,000 feet and advised to contact San Antonio Center on 121.1 mcs. upon passing the Gulf Coast intersection. Flight 542 reported to company radio at 2251 as blocking out of Houston at 37, taking off at 42, to cruise at 15,000 feet when so cleared, estimating Dallas at 2325, and that the Center had this information. At approximately 2252 Flight 542 reported to San Antonio Center as being over Gulf Coast intersection at 9,000 feet. The flight was then issued its destination clearance to the Dallas Airport via direct to Leona, direct to Trinidad, direct to Forney, direct to Dallas, to maintain 15,000 feet. The flight was cleared to climb to its cruising altitude. The next transmission from Flight 542 was to the San Antonio, Center, giving the time over Leona as 05 at 15,000. San Antonio Center acknowledged, and requested Flight 542 to change over and monitor the Fort Worth frequency of 120.8 mcs. at this time. The flight acknowledged. Shortly thereafter Flight 542 contacted company radio with a message for maintenance, advising that the generators were then OK out that there had been insufficient time for maintenance to insulate the terminal strip on No. 3 propeller at Houston and it would like to have it done in Dallas. At this time the flight also said it would give the communication center a Dallas estimate of 25. This was then followed by one other item for maintenance, which was that No. 3 sump pump was inoperative. This was the final transmission from the flight and was logged as completed at 2307. Structural failure of the aircraft occurred at approximately 2309 on course to the next fix, Trinidad intersection. The radial from Leona omni to Trinidad intersection is 344 degrees. The main wreckage was located 19.7 miles 2 north of Leona omni, 3.19 miles east-southeast of Buffalo, Texas. The time, 2309, correlates closely with the information obtained from witnesses to the accident as well as the time indicated on impact-stopped watches recovered at the scene. The aircraft was destroyed upon impact and all 34 occupants were killed.

American Airlines

At approximately 2356LT, the aircraft crashed into the East River while attempting an instrument approach to runway 22 at LaGuardia Airport. There were 73 persons on board, including one infant. The captain and one stewardess were killed; the first officer, flight engineer, and the remaining stewardess survived. Of the 68 passengers, 5 survived. The Board believes that a premature descent below landing minimums was the result of preoccupation of the crew on particular aspects of the aircraft and its environment to the neglect of essential flight instrument references for attitude and height above the approach surface. Contributing factors were found to be: limited experience of the crew with the aircraft type, fealty approach technique in which the autopilot was used in the heading mode to or almost to the surface, erroneous setting of the captain's altimeter, marginal weather in the approach area, possible misinterpretation of altimeter and rate of descent indicator, and sensory illusion with respect to height and attitude resulting from visual reference to the few lights existing in the approach area.