Syria

The aircraft took off from Beirut International Airport, Lebanon, at 1955 hours GMT on a non-scheduled international flight to Amman, Jordan. The aircraft was cleared to climb to and maintain FL 135 according to the flight plan submitted. At 2014 hours the aircraft reported to Damascus Centre over Dakweh at FL 120 climbing to FL 135 and estimating Damascus beacon at 2019 hours. The aircraft having not reported over that beacon by 2020 hours, the Damascus Centre controller initiated a series of calls which were not answered by the aircraft. At 2035 hours, a telephone call indicated that an aircraft flying west to east was seen on fire and had crashed half-way between the Syrian border and Damascus. It was subsequently found that this was the subject aircraft, and that it had crashed at approximately 2016 hours on a 45° slope of a mountain at a height of 4 200 ft AMSL on a heading of 340°. The aircraft was totally destroyed and all 54 occupants have been killed.

After touchdown at Damascus Airport, the four engine aircraft encountered difficulties to stop within the remaining distance, overran and lost its nose gear before coming to rest. There were no injuries but the aircraft was damaged beyond repair.

While taking off from Hamāh Airport, the four engine airplane went out of control, veered off runway and came to rest in flames. A passenger died while 29 other occupants were evacuated. The aircraft was destroyed.

On final approach to Kameshli Airport, the aircraft was too low, struck the ground 300 meters short of runway threshold and came to rest in flames. All seven occupants were injured and the aircraft was destroyed.

Few minutes after takeoff from Aleppo Airport, while climbing, the crew encountered poor weather conditions with thunderstorm activity. It is believed that both engines failed and that control was lost. The airplane dove into the ground and crashed 25 km from the airport, killing all 19 occupants.

On final approach to Damascus Airport, while completing the check-list, the crew noted that the three green lights related to the undercarriage were not green. The captain requested confirmation to the controller based in the tower who confirmed that all three landing gear were down. On touchdown, the rain main gear collapsed and the airplane slid for several yards before coming to rest. There were no injuries among the 22 occupants but the aircraft was damaged beyond repair.

Crashed in unknown circumstances.

Crashed on takeoff at Mezzeh AFB, Damascus. Crew fate remains unknown.

En route to Damascus, the pilot was forced to make an emergency landing in a desert area located in the southeast of Syria. Both occupants were unhurt while the aircraft was damaged beyond repair.

Flight 121 departed from Karachi at 1537 June 18, 1947, for a return trip to the United States. The climb to the cruising altitude of' 18,500 feet was routine, and the flight was proceeding “direct” to Istanbul, the first intended point of landing, estimating its arrival there to be 0208 the next day. Five hours after take-off trouble developed in the No. 1 engine, and the No. 1 propeller was feathered. The captain, J H. Hart, decided to continue to Istanbul with the use of three engines, however, it soon became evident that at an altitude of 18,500 feet the airspeed obtainable was not sufficient to provide adequate cooling for the engines. even though climb power was applied. Power was accordingly reduced and altitude was gradually lost. At 17,500 feet the engines still overheated and the descent was continued to 10,000 feet. At 2140, approximately one hour after the failure of engine No 1, the flight advised its company radio in Karachi of the engine trouble, following which it reported its 2200 position. This report placed the aircraft at 14,000 feet, 50 miles east of Baghdad, Iraq, and 90 miles east of the Royal Air Force Field at Habbaniya, Iraq Shortly after this report Habbaniya Tower was advised by the flight that its approximate position was over Baghdad. at an altitude of 10,000 feet, and the flight requested Habbaniya Tower to inform the civilian airfields in their area that the aircraft was proceeding with the use of only three engines to Istanbul Habbaniya Tower replied, stating that no airfields would be open until dawn, and suggested that an emergency landing be made at Habbaniya Flight 121, however, affirmed Its intention to continue, and added that if it were impossible to reach Istanbul, a landing would be made at Damascus, Syria Habbaniya Tower answered, at 2225, that all airfields in the Damascus area were closed until 0400 and again suggested that the flight land at Habbaniya. The flight again stated that It would continue to Istanbul, but that it would turn back to Habbaniya if it experienced any more trouble. Contemporaneous with this communication to Habbaniya Tower the flight sent a message, received in Karachi, and relayed to Damascus, requesting that Damascus Radio be alerted to stand by, and that the airport be opened. At 2308, June 18, Damascus Radio was on the air, and the field was opened as had been re quested. At approximately 2300 the flight reported its position to be 75 miles north west of Habbaniya at 10,000 feet Fifteen to thirty minutes later the purser seated in the passenger cabin noticed that the "fasten seat belt-no smoking” sign had come on, and he Immediately started to awaken the passengers so that they might fasten themselves in their seats. Suddenly. the entire cabin became illuminated from a fire which had started in Zone 1 of the No 2 engine nacelle. A report of this fire was received at 2330. by the Habbaniya direction finding station. at which time the flight was reporting a position of 34 38 degrees north and 41 05 degrees east, a point 170 statute miles northwest of Habbaniya, and 290 miles northeast of Damascus Immediately after the fire started in engine No. 2 a rapid descent was made for the purpose of crash landing the aircraft, and six to seven minutes later on the landing approach the No. 2 engine fell from the aircraft The wing in the area of the No 2 engine, however, continued to burn intensely. Less than a minute after the No 2 engine fell from the aircraft a wheels-up landing was made on relatively smooth, hard-packed desert sand. The left wing tip made the first contact with the ground, then the No 1 propeller and then the left wing at the No 2 engine position. The impact tore the left wing from the fuselage near its root, and caused the aircraft to ground loop violently to the left. During the course of the ground loop the aircraft turned around its longitudinal axis 180 degrees, skidded backwards for a distance of 210 feet, then came to rest in flames 400 feet from the first point of impact, and headed opposite to its course of landing.