Operator Image

Crash of a Douglas DC-6A into the Pacific Ocean: 58 killed

Date & Time: Jul 12, 1953 at 0841 LT
Type of aircraft:
Operator:
Registration:
N90806
Flight Phase:
Survivors:
No
Schedule:
Hanoi – Manila – Agana – Wake – Honolulu – Oakland
MSN:
42901
YOM:
1949
Flight number:
TL512
Country:
Region:
Crew on board:
9
Crew fatalities:
Pax on board:
49
Pax fatalities:
Other fatalities:
Total fatalities:
58
Captain / Total flying hours:
10312
Captain / Total hours on type:
729.00
Copilot / Total flying hours:
5699
Copilot / Total hours on type:
434
Aircraft flight hours:
6235
Circumstances:
Transocean Air Lines' Flight 512 departed Guam. M. I., at 0004 on July 12, 1953, for Oakland, California, with planned intermediate stops at Wake Island and Honolulu, T. H. The crew consisted of Captain W. L. Word, First Officer H. A. Hudson, Second Officer L. H. Nowell, Navigator J. R. Hay, Flight Engineer G. C. Haaskamp, Student Flight Engineer P. Yedwabnick, flight Purser H. H. Sargent and Stewardess N. L. Downing. Forty-nine passengers were on board including one infant. The flight to Wake Island was accomplished without incident in five hours and 35 minutes. One passenger boarded the aircraft at Wake Island and since none were discharged at this point, there was a total of 50 passengers on board for the Wake Island-Honolulu segment of the flight. Following a briefing by the U. S. Weather Bureau personnel on the expected en route weather conditions, the crew filed an IFR flight plan. This plan indicated that a rhumb-line course to Honolulu was to be flown at a cruising altitude of 15,000 feet at an air speed of 236 miles per hour. Also that the estimated elapsed time was nine hours and three minutes with 11 hours and 15 minutes of fuel on board. Prior to departure the aircraft was serviced with 2,503 gallons of 100/130 octane gasoline (to a total of 4,069 gallons) and 32 gallons of oil. Takeoff from Wake Island was at 0658, July 12, 1953, with the same crew on board. According to the company's records, the total gross weight of the aircraft at takeoff was 94,397 pounds which was within the allowable gross takeoff weight of 100,000 pounds; the load was properly distributed relative to the approved CG limits. Seven minutes after departure, Flight 512 was cleared from the Wake Island CAA Control Tower frequency. At 0729 the flight made the required 100-mile-east position report and stated that it had reached cruising altitude two minutes earlier. At 0829, one hour and 31 minutes after departing Wake Island, the flight made a scheduled position report as 19 degree 48’ north latitude, 171 degree 48’ east longitude, and cruising at 15,000 feet between cloud layers. This was the last known radio contact with the flight. Since the flight did not report over its next scheduled reporting point, an alert was declared by Wake Island ARTC (Air Route Traffic Control) at 1001. An aircraft flying from Honolulu to Wake Island reported at 1212 that a green flare had been seen. This aircraft's position was 19 degree 23’N and 172 degree 05’E at the time the flare was sighted. The U. S. Coast Guard immediately dispatched several aircraft and a surface vessel to search the area. A Preliminary Accident Notice was filed by Wake Island ARTC at 1643, July 12, 1953.
Probable cause:
The Board is unable to determine the probable cause of this accident from the available evidence.
Final Report:

Crash of a Douglas C-54G-10-DO Skymaster near Oakland: 35 killed

Date & Time: Mar 20, 1953 at 1838 LT
Type of aircraft:
Operator:
Registration:
N88942
Survivors:
No
Schedule:
Roswell – Oakland – Honolulu – Agana
MSN:
36076
YOM:
1945
Flight number:
TL942
Crew on board:
5
Crew fatalities:
Pax on board:
30
Pax fatalities:
Other fatalities:
Total fatalities:
35
Captain / Total flying hours:
8312
Captain / Total hours on type:
5570.00
Copilot / Total flying hours:
10656
Copilot / Total hours on type:
7379
Aircraft flight hours:
5976
Circumstances:
Transocean Air Lines’ Flight 942 of March 20, 1953, departed Roswell, New Mexico, at 1211 for Oakland, California. On board were 30 military passengers and a crew consisting of Captain H. E. Hum, First Officer F. W. Patchett, Chief Pilot H. W. Rodgers and Stewardesses V. Sandridge and L. Chapman. The flight was for the purpose of transporting military personnel in accordance with the company’s contract with the United States Department of Defense. Prior to departure a DVFR (Defense Visual Flight Rules) flight plan was filed with ARTC (Air Route Traffic Control), indicating a flight to be flown at an altitude of at least 500 feet on top of clouds via Red Airway 88 to Albuquerque, New Mexico; Green Airway 4 to Palmdale, California; Blue Airway 14 and Amber Airway 1 to Bakersfield, California; Amber Airway 1 to Fresno, California; and Blue Airway 10 to Oakland, California. There was sufficient fuel on board for 10 hours and the flying time to Oakland was estimated to be six hours and 35 minutes. According to the company’s records the gross weight of the aircraft at the time of takeoff was 63,817 pounds, which was within the allowable gross weight of 73,000 pounds; the load was properly distributed. After departing Roswell the flight progressed in a routine manner and at 1451, when in the vicinity of Winslow, Arizona, the DVFR flight plan was changed to IFR (Instrument Flight Rules), still at least 500 feet on top of clouds. At 1732 the flight reported that it was over Fresno, California, at 1730, that it was cruising at 8,000 feet (at least 500 feet on top of clouds), estimating Los Banos, California, at 1740 and requested further clearance, At 1744 Flight 942 called the Fresno radio communications station and asked that the requested clearance be expedited, stating that it was now at 7,000 feet, at least 500 feet on top. At 1747, the following clearance was issued the flight: “ARTC clears Transocean 942 to the Newark radio beacon, maintain 8,000, contact Oakland Approach Control after passing Evergreen, no delay expected, report reaching 8,000.” Approaching Evergreen at 1809, the flight was advised to maintain 8,000 feet to Newark. One minute later, at 1810, Flight 942 reported over Evergreen at 8,000 and requested a lower altitude. This request was denied because of traffic at the 7,000-foot level. At 1819 the flight reported over the Newark, California, compass locator and fan marker (radio beacon) at 8,000 feet where it held for 11 minutes. At 1827, Oakland Approach Control cleared Flight 942 for a straight-in range approach, to descend in the holding pattern to cross the Newark compass locator at 3,500 feet and to report leaving each 1,000-foot level. Three minutes later, at 1830, the flight reported leaving 8,000 feet, and subsequently reported leaving each 1,000-foot level. At 1836, it reported being at 3,500 feet leaving the Newark compass locator inbound. This was the last known radio contact with the flight. At approximately 1838 the aircraft crashed in a barley field. Impact and fire destroyed the aircraft. There were no survivors. The Oakland weather reported at the time was: Measured ceiling 1300 feet broken, 1800 feet overcast, light rain, fog, visibility two and one-half miles, wind south-southwest 17 miles per hour, altimeter setting 30.09.
Probable cause:
The Board determines that the probable cause of this accident was the loss of control of the aircraft for reasons unknown, during its descent from the Newark compass locator. The following findings were pointed out:
- The aircraft was flying under instrument weather conditions with icing in the clouds above 5,000 feet; temperatures were above freezing below this altitude,
- The descent from 8,000 feet to 3,500 feet was made at a rate of approximately 750 feet per minute,
- After reporting at an altitude of 3,500 feet and leaving the Newark fan marker inbound, the aircraft became uncontrollable and its average rate of descent was approximately 1,750 feet per minute,
- Witnesses observed the aircraft when it was immediately below the 1,300-foot cloud ceiling in a right wing low slipping attitude and watched it continue in this attitude until it struck the ground,
- No emergency was declared by the flight,
- All ground navigational facilities were operating normally,
- The location of the accident was approximately three miles beyond the Newark fan marker toward Oakland, and one and one-half miles to the right of course,
- The available evidence does not indicate that any malfunctioning of the aircraft or controls, fire in flight, or structural failure occurred prior to impact.
Final Report:

Crash of a Curtiss C-46F-1-CU Commando near Fairbanks: 4 killed

Date & Time: Dec 30, 1951 at 2207 LT
Type of aircraft:
Operator:
Registration:
N68963
Flight Type:
Survivors:
No
Site:
Schedule:
Point Barrow – Umiat – Fairbanks
MSN:
22485
YOM:
1945
Flight number:
TL501
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
7034
Captain / Total hours on type:
150.00
Copilot / Total flying hours:
2552
Copilot / Total hours on type:
196
Aircraft flight hours:
1937
Circumstances:
Transocean Air Lines, an irregular carrier, is currently engaged in Alaskan air transport for the United States Navy as part of its operations. Flight 501 South was made in connection with this contract. Upon departure from Point Barrow at 1655, December 30, 1951, the aircraft carried six passengers, 9,243 pounds of cargo, 275 pounds of baggage, 900 gallons of gasoline, and the two crew members, Captain R. R. Warren and First Officer R. V. Irwin. This loading resulted in a gross takeoff weight of 47,646 pounds (allowable 48,000 pounds), and the disposable load was properly distributed with relation to the center of gravity. The following IFR (Instrument Flight Rules) flight plan was filed with ARTC (Air Route Traffic Control) at Point Barrow; Point Barrow to Umiat via Amber Airway 2 at 4,000 feet mean sea level; Umiat to Bettles via Amber 2 at 10,000 feet; Bettles to Nenabank intersection 2 via Amber 2 at 8,000 feet; and Nenabank intersection to Fairbanks via Green 7 at 5,000 feet. Big Delta, 70 miles southeast of Fairbanks, was the alternate airport. Weather forecasts indicated instrument and on-top flight conditions en route; an instrument approach was anticipated at Fairbanks. The flight arrived at Umiat at 1754, remaining there for one hour and 56 minutes. The captain and first officer were advised by the CAA communications station employee of a recent repositioning of the north leg of the Bettles radio range, with a resultant change in quadrant signals. Both pilots, while in the CAA INSAC (Interstate Airways Communications) station, received the 1928 weather information. The 1810 weather, which included route and terminal forecasts and winds aloft, was also available to the crew. Winds from 240 degrees at 40-60 knots were forecast for cruising altitude to Nenabank intersection; thence to Fairbanks the forecast was 240 degrees at 30-40 knots. Upon departing Umiat at 1950, the takeoff gross weight of the aircraft was 36,373 pounds. The only passengers aboard were two employees of Wien Alaska Airlines who were carried nonrevenue through a mutual assistance agreement between the two companies. Their names were entered on the flight plan as additional crew members. The flight reported over Bettles at 2053. At 2744 it reported 25 miles northwest of Nenabank intersection, estimating there at 2150. An ARTC clearance was delivered to the flight at 2144, clearing it to the Fairbanks radio range station, to cruise and maintain 8,000 feet to the Nenabank intersection, and then maintain 5,000 feet to Fairbanks. At 2148, the flight reported over Nenabank intersection at 8,000 feet, descending to 5,000 feet IFR, and estimating Fairbanks at 2200. At 2155, it reported reaching 5,000 feet. At 2157, the flight was cleared for a standard range approach to Fairbanks, to cross Fairbanks at 4,000 feet. The flight again contacted Fairbanks at 2205 and advised as follows: "ADF OUT HAVE MISSED CONE PROCEEDING OUT WEST LEG WILL CALL WHEN OVER STATION." At 2206 Fairbanks requested confirmation that the flight was proceeding out the west leg, and at 2207 this confirmation was received from the pilot. This was the last message received and it is believed that the aircraft crashed immediately thereafter. The wreckage was found in a hilly terrain on January 3, 1952. The aircraft was destroyed upon impact and all four occupants have been killed.
Probable cause:
The Board determines that the probable cause of this accident was the failure of the pilot to follow procedures and utilize properly the radio facilities for approach and letdown at Fairbanks, with the result that the flight became lost. The following findings were pointed out:
- Weather conditions were substantially the same as forecast and would not have precluded a successful approach and landing at the terminal point,
- The flight was considerably off course when initially positioned by radar, and was shortly thereafter plotted on the west and east legs of the Fairbanks range for 12 minutes,
- All ground radio facilities functioned normally, and all radio contacts with the flight were normal,
- The flight made an authorized left turn while outbound on the east leg of the Fairbanks radio range and subsequently struck a mountain northeast of the station while on a westerly heading.
Final Report:

Crash of a Martin 202 in Tucumcari: 1 killed

Date & Time: Nov 5, 1951 at 0929 LT
Type of aircraft:
Operator:
Registration:
N93039
Survivors:
Yes
Schedule:
Oakland – Albuquerque – Indiantown Gap
MSN:
9160
YOM:
1947
Flight number:
TL5763
Crew on board:
3
Crew fatalities:
Pax on board:
26
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
7963
Captain / Total hours on type:
261.00
Copilot / Total flying hours:
1300
Copilot / Total hours on type:
13
Aircraft flight hours:
6790
Circumstances:
Flight 5763, a military contract flight, originated in Oakland, California, with Indiantown Gap, Pennsylvania, as its destination. It was scheduled to depart Oakland, California, at 0200, November 5, 1951, but due to a mechanical delay, departure was not made until 0352. The crew consisted of Captain Alec S. Hamilton, Copilot Henry N. Ingram, and Stewardess Frances B. Reilly. There were 26 passengers on board. The IFR (Instrument Flight Rules) flight plan filed with the CAA prior to departure indicated that the first intended landing would be Albuquerque, New Mexico, with Tucumcari, New Mexico, as the alternate. It showed a cruising altitude of 500 on top and an estimated time of Albuquerque of four hours and five minutes, with six hours and fifteen minutes of fuel on board. At the time of departure the aircraft weighed 38,939 pounds, which was within the allowable gross takeoff weight of 39,900 pounds; the load was properly distributed. The company maintains a dispatching office at Oakland to assist crews in planning flights, but it has no communications facilities for maintaining flight supervision. Company pilots are authorized to act as their own dispatchers, utilizing the CAA Communications facilities for the purpose of flight control. Captain Hamilton stated that prior to departure he was briefed by the U. S. Weather Bureau forecaster at the Oakland Airport on the an route weather and forecasts. Weather information available to the captain at this time indicated that there would be VFR (Visual Flight Rules) flying weather between Oakland and Albuquerque, at a cruising altitude of 11,000 feet, and that helping winds averaging 15 to 20 knots could be expected along the entire route. The forecast for Tucumcari, the alternate airport, indicated clear weather until 0500, followed by an overcast, with a ceiling of 800 feet and surface winds from the northeast at 15 miles per hour. The flight was routine and on reaching Acomita, New Mexico, at 0755, reported that it was 500 on top at 12,000 feet and was estimating Albuquerque at 0811. Following this report the flight asked to change its flight plan to Tucumcari with Amarillo, Texas, the alternate, and requested the latest Tucumcari weather which was: 0728, overcast, 1500 feet, visibility 20 miles, wind northeast 20 mph; Amarillo, 0728, broken clouds 1700 feet, overcast at 3500 feet, visibility 8 miles, wind north-northeast, 17 mph. The flight passed over Albuquerque under broken clouds in the clear at 12,000 feet NSL at 0813, whereupon the following clearance was given: “ARTC (Air Route Traffic Control) Clears CAM 5763 to the Tucumcari Airport via Green Airway No. 4, to maintain 500 on top while in the control area.” This clearance was acknowledged. At 0831, the flight reported being over Anton Chico, New Mexico, at 13,000 feet, estimating Tucumcari at 0852. At this time the 0828 Tucumcari weather was given the flight as; coiling estimated 1,000 feet, overcast, visibility 3 miles, snow and fog. At approximately 0845, Tucumcari radio gave 5763 the following clearance: “ARTC clears 5763 to descend to 8,000 feet on the south course of Tucumcari range, maintain 11,000 feet until 2 minutes south, descend outbound, maintain 8,000, report leaving 9,000.” The following clearance was transmitted to the flight by Tucumcari radio at 0851: “ARTC clears 5763 to approach Tucumcari Airport en reaching 8,000 feet.” The flight next reported being over the Tucumcari range station at 0852, at 11,000 feet, descending to 8,000 feet, and at 0901 reported that it was at 9,000 feet outbound on the south leg of the Tucumcari range. At this time the special 0852 Tucumcari weather report was given the flight: “Ceiling 800 feet, overcast, visibility one mile, light snow and fog, wind north 20 miles per hour with strong gusts.” The reported surface visibility in this official weather report was loss than the CAA and company minimums of 11/2 miles for the Tucumcari Airport. At 0907 5763 was given the following clearance: “ARTC clears 5763 to make standard instrument approach.” The Amarillo weather was then given as: coiling estimated 1,000 feet, broken clouds, overcast 2,000 feet; visibility 5 miles, light snow and fog. The flight was asked if it wished to proceed to Amarillo and it replied that it had to land at Tucumcari. The flight continued its descent and at 0909 was advised by Tucumcari radio that the Tucumcari weather was then ceiling 800 feet, overcast, visibility 1/2 miles, light snow and fog, wind north 20 miles per hour. Two minutes later, at 0911, the flight reported it was outbound on the west leg at 8,000 feet, descending to 6,000 feet. Tucumcari radio again gave the flight the weather which had been given it at 0908. One minute after this transmission Tucumcari radio gave the flight the wind direction which was then north-northwest, variable to north-northeast, at 16 miles per hour, and advised that Runway 30 was the runway in use. 5763 immediately requested the bearing of this runway and this was corrected to 03, which was acknowledged by the flight. At 0915 5763 reported that it was at 6,000 feet and inbound on the west leg of the Tucumcari range. Immediately following this report, at 0916, Tucumcari radio asked the flight if it wanted ARTC to recommend an alternate airport closer than Amarillo. The flight acknowledged this and advised it would have to land at Tucumcari but asked where the alternate would be. The pilot was advised to stand by and, according to the communicator on duty, the aircraft was then seen to cross the field in a northwesterly direction at very low altitude. The pilot was quickly advised to pull up and answered that he was doing so. At 0925, the flight advised it was landing downwind. This was the last report received from the flight. After several passes over the airport at altitudes varying from 500 feet to as low as 50 feet, the aircraft crashed near the northeast end of Runway 21 at approximately 0929. A flash fire which occurred immediately after impact quickly subsided. Ten passengers were injured and another one was killed. The aircraft was destroyed.
Probable cause:
The Board determines that the probable cause of this accident was the captain’s attempt to land during less than minimum visibility, rather than proceed to his alternate. The following findings were pointed out:
- The flight was routine until it arrived in the vicinity of Acomita, New Mexico, where the captain elected to change the existing flight plan and land at Tucumcari, with Amarillo as the new alternate,
- The weather at Albuquerque at that time was CAVU, whereas the weather at Tucumcari at the estimated time of the flight’s arrival there was forecast to be marginal,
- Prior to the change in flight plan the captain did not ask for now terminal forecasts as required, nor were they volunteered by Flight Assistance Service,
- During the approach to Tucumcari the surface visibility was transmitted to the flight as one mile and eight minutes later, one-half mile, the company’s prescribed visibility minimum is 11/2 miles,
- The captain did not execute a missed-approach and proceed to the alternate, but continued his attempts to land,
- Control of the aircraft was lost during a steep turn, and the left wing struck the ground.
Final Report:

Crash of a Douglas C-54A-DO Skymaster off Kilkee: 8 killed

Date & Time: Aug 15, 1949 at 0240 LT
Type of aircraft:
Operator:
Registration:
N79998
Flight Phase:
Survivors:
Yes
Schedule:
Rome – Shannon – Gander – New York – San Juan – Caracas
MSN:
3076
YOM:
1943
Location:
Country:
Region:
Crew on board:
9
Crew fatalities:
Pax on board:
49
Pax fatalities:
Other fatalities:
Total fatalities:
8
Captain / Total flying hours:
8600
Captain / Total hours on type:
2500.00
Copilot / Total flying hours:
6200
Copilot / Total hours on type:
2500
Circumstances:
The flight departed from Rome, Italy, at 1608, August 14, 1949, carrying 49 passengers and a crew of nine, 2,260 gallons of fuel, and 2,750 pounds of baggage and cargo Aircraft weight at time of takeoff was 68,646 pounds, which was within the allowable limit of 70,700 pounds No information is available as to whether the aircraft was properly loaded with respect to its certificated center of gravity limits According to the instrument flight clearance filed with Rome Air Traffic Control, the planned route was to Marseille, France, at an altitude of 10,500 feet, then direct to Shannon, Ireland, at an altitude of 8,500 feet Orly, the principal commercial airport at Paris, France, was designated as the flight's alternate Clear weather and light to moderate winds over the proposed route were predicted. Takeoff from Rome was made by First Officer Hall as pilot with Captain Bessey serving as copilot After leveling off at 8,500 feet, 2,000 feet below the planned cruising altitude to Marseille, Captain Bessey retired to the crew's quarters, and the flight continued with First Officer Hall flying as pilot Second Officer John Moore was co-pilot, James Baumann was navigator, Robert D Thomas and Herbert Ashbell were radio officers, and Ralph Fisher and Luigina Cerabona were flight attendants The ninth member of the crew, Ruth Nichols, had no assigned duties. Except for the fact that the number 3 engine operated roughly when the mixture was in auto lean, the flight progressed without incident At approximately 2300, the flight descended to 3,500 feet, which was above a layer of stratus clouds. The original ETA (estimated time of arrival) of 0021 over Shannon was revised several times en route, but all such times passed without the flight observing the Shannon Airport Actually, although unknown to the crew, at 2300 the aircraft had been flown beyond Shannon and was over the North Atlantic It was not until 0050 or later that a turn was made for the return course to Shannon. At 0106 the flight alerted Air-Sea Rescue facilities at Shannon and gave its position as 100 miles west of Shannon, flying inbound on a track of 80 degrees Ground speed was estimated to be 140 knots The flight continued toward Shannon until 0240 when all fuel was exhausted, and at which time the aircraft was ditched, seven miles northwest of Lurga Point on the Irish Coast No use was, made by the flight of 500 KC's, the International Distress Frequency. The aircraft remained afloat for about 15 minutes, during which time the crew and the passengers removed and manned all but one of the life rafts Aircraft circling over the life rafts were able to direct the British trawler "Stalberg" to the scene. All rescue operations were completed shortly after daylight of August 15, 1949. Seven passengers and one crew member died as a result of exposure or drowning, all others were successfully rescued. The aircraft sank and was lost.
Probable cause:
The Board determines that the probable cause of this accident was the failure of the captain to exercise the proper supervision over his crew during flight planning and while en route.
The following findings were noted:
- The crew did not confer during flight planning, and did not have any agreement or accurate knowledge as to route, fuel hours an board, fuel requirements, or duration of flight,
- Weather information which was obtained at the time of flight planning was not obtained for the route which was flown, and no attempt was made en route to secure such information,
- Accurate hourly positions of the aircraft were not determined or plotted, nor was celestial navigation used as a routine means of position determination, though the stars were visible at all times after sunset,
- The flight passed over the immediate vicinity of Mizen Head, Ireland, at 2227 at which time it erroneously reported its position to Shannon radio as being over Land's End, Great Britain,
- The flight continued beyond destination until approximately 0050, at which time a turn was made in the vicinity of 53 27 degrees north latitude End 18 20 degrees west longitude for return to Shannon,
- All fuel was exhausted at 0240, necessitating a ditching at a point approximately seven miles northwest of Lurga Point on the Irish Coast.
Final Report: