Martin 404

CAMBA Transportes Aéreos - Comercializadora Aérea Mixta Boliviana

On final approach to Paraparau Airport, an engine failed and caught fire. Also, the crew was unable to lower the gear. The aircraft belly landed and slid for few dozen meters before coming to rest. All three crew members escaped uninjured and the aircraft was damaged beyond repair.

Frontier Airways

N40443 was contracted by the Wyoming Department of Agriculture to spray grasshoppers. Investigation revealed the pilot held a private certificate with asmel ratings. His medical certificate was denied because he failed to provide information concerning high blood pressure and alcoholism. Copilot held a commercial certificate with asel rating. No evidence was found to indicate that either pilot had any operating experience in the Martin 404 aircraft. Former employees of operator stated that N40443 was not well maintained. The ADI system and interior lights were inoperative. Weight of aircraft at the time of accident was calculated to be 44,492 pounds. The max gross total weight for a 'dry' takeoff from a 4,500 foot runway was approximately 37,900 pounds. The flight manual performance charts indicate that a runway length of over 5,500 feet would be needed for an aircraft at 44,492 pounds. The aircraft collided with a dirt bank during takeoff. All three occupants were killed.

Compañia Aérea Nacional - CAN

Crashed while taking off from La Paz-El Alto Airport after an engine failed at rotation. The aircraft was destroyed and all three crew members were injured.

Clayton V. Curtis

After takeoff the aircraft was observed to trail a brown substance. About 3 miles from the airport the right engine oil pressure dropped. The pilot decided to return to the airport. When he thought the runway was attainable he lowered the flaps; however, a loss of power in the left engine occurred and a landing was made in a wheat field. Investigation revealed failure of the front master rod bearing in the right engine. The aircraft had not been flown for five years prior to this flight and evidence of oil starvation was apparent in both engines. Both pilots escaped with minor injuries.

CAMBA Transportes Aéreos - Comercializadora Aérea Mixta Boliviana

After takeoff from Apolo Airport, while climbing, the airplane stalled and crashed in flames in an open field. A passenger was seriously injured while 10 other occupants were killed.

Nevada Airlines

On November 16, 1979, Nevada Airlines, Inc., Flight 2504, a Martin 404 (N40438), was a chartered flight from Las Vegas, Nevada, to Grand Canyon National Park Airport, Tusayan, Arizona, and return. About 0935 / Flight 2504 departed Las Vegas to carry a French tour group to the Grand Canyon for a sightseeing tour. There were 41 passengers and a crew of 3 aboard for the roundtrip. The crew and passengers reported that the trip from Las Vegas to Tusayan was routine. After a scenic flight over the Grand Canyon, a landing was made at Tusayan after about 1 hr 10 min of flight time. No fuel, oil, or antidetonate (ADI) fluid was taken on, and no baggage was placed aboard at Tusayan. Takeoff for the return flight was started at 1450 from runway 3. The copilot was to make the takeoff from the right seat. The weather was clear, visibility unlimited, and winds were from 040° at 15 kns. The crew stated that all pretakeoff checklist items were completed and that the takeoff roll was normal. The captain said that he checked the engine instruments at V speed, takeoff safety speed, as the aircraft was rotated for takeoff and "everything was normal." He said he raised the landing gear and, almost immediately thereafter, sensed a loss of power from the left engine. He said he took control of the aircraft from the copilot and noticed that the left engine autofeather light was illuminated and the feather button depressed. About 1451:20, the tower local controller stated, '...do you want to come back?" The captain-said he told the copilot to advise the tower that the flight had lost an engine and was returning to the airport. At 1451:50, the copilot told the tower, '... we're (sic) lost an engine and we want to come back around." The local controller cleared the aircraft as requested. There was no reply from Flight 2504. The captain stated that he noticed a 200-fpm rate of climb when the aircraft reached the departure end of the runway. He said that after passing the runway the aircraft encountered a downdraft and turbulence which overcame the single engine climb performance of the aircraft. He said that, as the engine failure emergency checklist was being accomplished, he made a slight left turn to avoid a radio tower along the flightpath. The copilot stated that the aircraft passed to the left of and below the top of the tower; the top of the tower is 6,739 feet, about 100 feet above the ground. Even though she was aware of an engine problem, the flight attendant stated that she was not aware that an engine had failed. She said she was not warned by the cockpit crew about the impending crash. The passengers recalled hearing no unusual noises during the takeoff; however, several of them saw the left propeller stop shortly after the aircraft left the ground. Several passengers stated that, once the aircraft was airborne and after the left engine had failed, they experienced a "rocking" movement of the aircraft. One passenger, a pilot who was seated at the front of the cabin, said he was aware that the left propeller had been feathered and that, immediately thereafter, the aircraft began to descend. None of the passengers interviewed, were aware that the aircraft was going to crash until they heard the noise of a tree strike. They said there was no warning given by the crew. Several witnesses on the ground stated that they saw the aircraft flying low with the left propeller stationary. Some reported that the landing gear was up. No witnesses reported smoke, fire, or any other problems with the aircraft before impact. The airport tower personnel stated that they saw the left propeller stop when the aircraft was abeam of their position in the tower and slightly below the top of the tower. The tower is located about 6,000 ft from the beginning of Flight 2504's takeoff roll. Tower personnel stated that the aircraft never climbed over 100 ft above the ground level. They said the aircraft banked slightly to the left and descended into the trees. They activated the crash notification circuit when they realized an accident was inevitable. The captain stated that he "was making it except for the downdrafts," and he noticed that the airspeed had decreased to 105 knots; V2 was about 101,5 knots. He said that when he saw that the temperature of the right engine cylinder head was rising rapidly toward the maximum limit, he reduced the manifold pressure about 2 inHg to avoid engine failure. However, he said the inability of the aircraft to climb and the proximity of the terrain required that he return the right engine to full power and select a forced-landing area. The captain stated that, since terrain surrounding the airport was heavily wooded, he headed for the clear area north of the field. He said that when he realized that he would not clear two tall trees before reaching the clear area, he lowered the nose slightly and "flew through the trees." The cockpit struck one of the trees, shattering the captain's windshield. The captain said the aircraft lost about 20 kns of airspeed when it struck the trees and the aircraft began to roll to the left; minimum control speed with the left engine inoperative was about 91 kns. He further reduced the power on the right engine, rolled the wings level, and rotated the aircraft so that it would strike the ground in a nose-high altitude. Both pilots said they hit the ground three times, with each impact becoming progressively more severe. The aircraft came to rest about 850 ft beyond the point where the first trees were struck. The crashpath was oriented on a heading of 355°, and the fuselage came to rest on a heading of 070°. A fire broke out on the right side of the aircraft as it slid to a stop. The fire originated near the cockpit, which had twisted to the left about 120°. Three crew members and seven passengers were seriously injured while 34 other occupants escaped with minor injuries. The aircraft was written off.

Alpha Aviation - USA

The crew departed in the early morning the airport of Pampa-Perry Lefors Field to spray grasshoppers on pasture land in the region of Miami, north Texas. While flying at low height in restricted vision, the airplane struck a dirt bank and crashed. Both pilots were seriously injured and the aircraft was destroyed.

Lisle Aircraft

While cruising over the Gulf of Venezuela, the crew informed ATC about an engine failure and ditched the aircraft few km off the coast of Punto Fijo. All three occupants were rescued while the aircraft sank and was lost.

CAMBA Transportes Aéreos - Comercializadora Aérea Mixta Boliviana

On final approach, the captain sighted cattle on the first portion of the runway and decided to extend the flare and landed further down the runway. After touchdown on a wet surface, the left main gear struck an irregularity in the terrain. Upon impact, it collapsed and the airplane veered off runway to the left and came to rest. All six occupants escaped uninjured while the aircraft was damaged beyond repair.

Aero Proveedora Proa

The crew was completing a local training flight at Mariquita Airport. On final approach, the instructor simulated an engine failure and reduced the power on the left engine when the pilot-in-command lost control of the airplane that stalled and crashed 500 meters short of runway 18 threshold. Two pilots were killed while four others were injured.

Golden Eagle Aviation - USA

The airplane was chartered by the Wichita State University football team for a special flight from Wichita to Logan with an intermediate stop in Denver, carrying players and supporters. After departure from Denver-Stapleton Airport, the crew went off course and followed a wrong track. While cruising at an altitude of 10,800 feet, the airplane struck trees and crashed on the slope of Mt Trelease (12,447 feet high) located about 10,6 miles west of Silver Plume. Two crew members and 30 passengers were killed while eight other occupants were seriously injured. The aircraft was totally destroyed by impact forces and a post crash fire.

Lehigh Acres Development Company

Lehigh Acres Development, Inc., Flight 701, a Martin 404, N40412, departed from Runway 02R at DeKalb-Peachtree Airport, Chamblee, Georgia, at 0916 e.d.t. on an Instrument Flight Rules flight plan to Fort Myers, Florida. Two pilots, two cabin attendants and 29 passengers were on board. The aircraft had been fueled to approximately 800 gallons prior to departure. The weather at the time of takeoff was: Measured 400 feet overcast, visibility 1 mile with very light rain and fog. Atlanta Departure Control established radar and radio contact with the flight one minute after takeoff. .During the climb, there was a loss of power from the No. 2 engine. This loss rapidly deteriorated to the extent that little useful power was being developed. While the crew was working to correct the discrepancy with the No. 2 engine, the No. 1 engine lost power. The crew declared an emergency and reported that they were going down. Departure Control attempted to vector the aircraft to the Atlanta International Airport for an emergency landing. When the aircraft descended below the overcast, the pilot observed Interstate Highway 285 just below and decided to make an emergency landing on the median strip, heading west. Touchdown on the highway occurred at approximately 0930. The aircraft skidded along the highway for approximately one-half mile, struck the side of the Moreland Avenue bridge, and came to rest on top of the bridge. As the aircraft proceeded along the highway, it struck an automobile that was traveling east and inflicted fatal injuries to the five occupants. One passenger in the aircraft received fatal injuries. The two pilots and one flight attendant received serious injuries. Twenty-seven passengers received injuries requiring medical treatment or hospitalization. The aircraft was destroyed by impact; no fire developed.

Southern Airways

During a night approach to Oxford-University Airport, the visibility was reduced and the copilot-in-command failed to realize his altitude was too low. The aircraft struck the ground short of runway threshold, lost its undercarriage and came to rest. All three crew members were uninjured while the aircraft was damaged beyond repair.

Piedmont Airlines

The crew departed Wilmington Airport, North Carolina, at 0540LT on a positioning flight to New Bern under call sign PI101. The approach to New Bern-Simmons Nott Airport was started in limited visibility due to the night when the airplane, too low, struck tree tops and crashed in the Croatan National Forest, about 3 miles short of runway. The aircraft was destroyed and all three crew members were killed. Crew: Joe Helsabeck, pilot, E. O. Adams, copilot, Pamela Rumble, stewardess.

Piedmont Airlines

While parked at Roanoke-Woodrum Airport, all passengers embarked when the undercarriage failed. The airplane sank on its belly. All 42 occupants were evacuated safely and the airplane was later considered as damaged beyond repair.

Mohawk Airlines

A Mohawk Airlines, Inc., Martin 404, N449A, operating as Flight 112 from Rochester, New York, to Newark, New Jersey, crashed on the Rochester-Monroe County Airport July 2, 1963, at approximately 1649 e d t. Seven of the forty-three persons aboard, including both pilots, were fatally injured. Flight 112 commenced a takeoff on runway 28 as a thunderstorm approaching from the west-northwest, moved over the takeoff runway. After becoming airborne and almost immediately after entering heavy rain and shifting wind conditions, the left wing of the aircraft made contact with the ground. In the ensuing Cartwheel to a stop, the aircraft was destroyed by impact and fire.

Piedmont Airlines

The crew was completing a local training flight at Wilmington-New Hanover County Airport. After touchdown, the airplane went out of control, veered off runway and came to rest. While all three crew members were uninjured, the aircraft was damaged beyond repair.

Eastern Airlines

On final approach to Melbourne Airport, the aircraft was too low, causing an undercarriage to struck a gravel pile located short of runway threshold. The crew continued the approach and at touchdown, the undercarriage collapsed. The airplane sank on its belly and slid for several yards before coming to rest in flames. All ten occupants were evacuated safely while the aircraft was destroyed by fire.

Eastern Airlines

Eastern Air Lines Flight 18 is a scheduled operation serving the carrier's route between New York City and Massena, New York, and its intermediate stops at Albany, Plattsburg, and Malone, New York. On November 14, at 1245, the flight originated on schedule, its flight crew consisting of Captain Joseph W. Harpham, First Officer Robert Casper and Flight Attendant Nancy A. Price. The flight followed routine preparation and was in accordance with an IFR (Instrument Flight Rules) flight plan. The general weather conditions over most of the route were forecast to be good. The flight proceeded through the intermediate stops in a routine manner, with most passengers deplaning at Albany and Flattsburg. Just prior to reaching Malone the instrument flight plan was canceled in good weather conditions. The flight landed at Malone at 1502. Continuing uneventfully, Flight 18 departed Malone at 1510. The gross takeoff weight of the Martin 404 was 35,977 pounds, 8,923 pounds under the maximum allowable. According to the load manifest the load was properly distributed within the center of gravity limitations. The first officer made the takeoff, climbed the aircraft approximately 2,500 feet, and flew it to Massena. Captain Harpham from his left seat, supervised the flight and performed the duties of copilot. At 1516, when about eight miles east of Richards Field, Captain Harpham reported the flight's position, then asked for and received landing information, which included the surface wind as “northeast 5 to 10 knots," and the active runway 4 (150 feet wide and 4,000 feet long). First Officer Casper established a downwind leg at 1,200 feet to execute a rectangular left-hand pattern for landing on runway 4. The flight was viewed briefly by ground observers during the pattern before reaching the final landing approach and it seemed entirely normal. As the aircraft drew closer to the threshold it seemed high and thereafter assumed an abnormally steep descent. As it approached the runway surface the aircraft assumed a flareout attitude, however, the rate of descent continued with little visible abatement. Consequently, N492A contacted the runway surface with great force at which time the right powerplant separated from the aircraft. The aircraft rebounded and again contacted with great force. It then rolled forward and gradually off the runway to the right. Before stopping it crossed a taxiway and the left powerplant fell free, accompanied by a small fire in the engine and the empty nacelle area. As the aircraft stopped Captain Harpham shut off the fuel and electrical services and ordered the loading ramp lowered. The passengers and crew quickly evacuated by this exit without difficulty or reported injury. At 1522, two minutes after the accident, weather conditions were reported as: Ceiling 4,000 feet broken, 10,000 feet, overcast; visibility 3 miles; haze; wind northeast 6 knots.

Eastern Airlines

Flight 181 originated at Midway Airport, Chicago, Illinois, for Miami, Florida. Several stops were scheduled including Indianapolis, Indiana, and Louisville, Kentucky, the latter a point of crew change. Departure, scheduled for 0955, was at 1001, with a crew of Captain Clarence G. Chambers, Pilot Harold D. Bingham, and Stewardess Shirley Michael. To Indianapolis the flight was routine, with Captain Chambers flying, and arrival was on schedule. Departure from Indianapolis was on schedule, at 1105, with 31 passengers and 450 gallons of fuel. The aircraft’s gross weight was 41,126 pounds, 3,774 less than the maximum takeoff allowable of 44,900, and its center of gravity was located within prescribed limits. Captain Chambers instructed Pilot Bingham to do the flying and, accordingly, Bingham, seated on the right, made the takeoff and flew this segment of the flight. The aircraft proceeded along V-53 airway at 5,000 feet altitude on a VFR flight plan in clear weather. At 1133 the flight advised Standiford (Louisville) tower that it was over New Albany, Indiana, eight miles to the north-northwest, and requested clearance to the airport. At 1134 the flight asked landing information of its company radio station and was given the Louisville pressure altitude as 340 feet and the Louisville altimeter setting as 30.10 inches. A minute later the flight advised the tower that it was over the city and received clearance to land on runway 11. Wind conditions were given as southeast five to eight knots, variable both sides. Ceiling and visibility were unlimited. The “Fasten Seat Belt” sign had been put on. Pilot Bingham descended from 5,000 feet to 2,000 feet and then reduced both rate of descent and power. An airspeed of 165 knots was established, the landing gear was lowered, and the flaps were placed in takeoff position. Bingham then started a turn for final approach, and the flaps were placed in approach position. Captain Chambers saw that the aircraft was too high and reduced power still further; Bingham lowered the flaps to full down. The pre-landing checklist had been accomplished. At this point (the altitude was then 1,000 to 1,500 feet higher than the runway) the captain took over control. He nosed down sharply, holding as closely as possible to an airspeed of 100 knots. The landing gear remained down, flaps remained fully down, and throttles were pulled fully back. Neither pilot read the rate-of-climb (descent) indicator during the approach. When approximately over the threshold of the runway and while about 100 feet above it, the captain pulled back on the yoke to flare out. No power was used. The aircraft’s attitude was observed to change from nose-down to nose-up but its rate of descent did not seem to lessen markedly. The aircraft struck the runway on its main landing gear, the left wing separated inboard of the left engine nacelle, and the remainder of the aircraft half rolled to an inverted position. It slid along in that attitude, turning and coming to rest headed nearly opposite its direction at touchdown. Two minutes later, by estimate, all occupants were out of their inverted seats, in which they were belted, and away from the wreckage which had developed a small fire. This was confined by a passenger using a hand extinguisher until emergency apparatus, which had been alerted by the tower, arrived quickly and took the necessary steps to prevent further fire.

Trans World Airlines - TWA

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

Trans World Airlines - TWA

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

Eastern Airlines

Eastern Air Lines Flight 156 of February 17 was a scheduled operation between Evansville, Indiana, and Chicago, Illinois, with intermediate stops at Owensboro and Louisville, Kentucky. It utilized the aircraft and flight crew of Trip 157 from Chicago, which terminated at Evansville. The crew consisted of Captain Charles R. Hard, Pilot Raymond F. Rozman, and Flight Attendant Robert T. Schroeter. The Chicago to Evansville flight arrived at 1422, 43 minutes late because of traffic and ground delays. It was reported routine in all other respects. During the short ground time at Evansville Captain Bard reviewed the weather forecasts for the flight Evansville to Chicago, and received the latest weather observation reports for Owensboro, the first stop. These indicated the flight to Owensboro would be in accordance with Instrument Flight Rules and that an instrument approach to the airport there would be necessary. Accordingly, an IFR flight plan was filed and an instrument clearance was given the crew before departure. Clearance was direct to Owensboro at 2,000 feet. Flight 156 departed at 1441. Gross takeoff weight was 41,471 pounds, which was less than the maximum allowable, 43,306 pounds. The load was properly distributed with respect to the center of gravity limits of the aircraft. The crew reported its position en mute to ATC (Air Traffic Control) according to its clearance and thereafter at 1447 called the company radio located on the Owensboro Airport. Routine information exchanged between flight and ground personnel included giving the flight the latest weather and altimeter information. There being no control tower at Owensboro, the company there advised the flight that surface wind favored landing on runway 05. A few minutes later N445A was observed to descend below the clouds just north of the airport, flying on a southerly heading toward the field. It was observed to level out and turn right onto a downwind leg for runway 05. In the limited visibility, reported as one mile in rain and fog, the aircraft disappeared from view near the southwest boundary of the airport while still, on its downwind leg. Shortly thereafter it came back into view, proceeding toward the landing runway. It suddenly struck the ground, right wing down, rolled to an inverted position, and slid to a stop beside runway 05. The aircraft lost its both wings and was partially destroyed. All 23 occupants were evacuated.

Trans World Airlines - TWA

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