Douglas DC-3

Crashed on landing at Taipei-Songshan Airport. Both pilots were killed and all eight passengers were injured.

The flight departed Montreal at 1112LT and was cleared to Burlington by the Civil Aeronautics Air Route Traffic Control to proceed In accordance with visual flight rules. A message was received from the aircraft, by the Colonial radio at Burlington, indicating that it was over the Grand Isle Fan Marker, approximately 25 miles northwest of Burlington at 1135. Colonial radio acknowledged the report and transmitted the latest local weather ceiling 800 feet, visibility 1 mile in heavy rain. This report was acknowledged. Nearing the airport, light rain was encountered. The flight asked Burlington Tower for its existing traffic, and being in the approach control area, farther asked permission to make an approach from its present position. After checking with Boston Air Route Traffic Control establishing that no traffic was in the area, the aircraft was cleared to approach VFR. The windshield wipers were turned on and simultaneously wit passing over the range station at an altitude of approximately 700 feet and sighting the airport, the tower called and stated that it had the ship in sight and that the flight was cleared to land. Flight 3 previously had been informed that the surface wind was west, variable to northwest, 5 mph, and due to a heavy rain occurring east of the airport the pilot elected to use Runway 1. The aircraft headed southwest in order to widen the pattern and establish a downwind leg at a suitable distance from the runway. During the turn to final approach the flaps and landing gear were extended, and descent was made toward the airport aligned with Runway 01. The aircraft landed long and was unable to stop within the remaining runway, overran and came to rest in trees. All 17 occupants escaped slightly injured while the aircraft was damaged beyond repair.

The aircraft suffered an accident. No more information.

The crew was descending to Opa Locka Airport when the aircraft collided with a Stearman while 11 miles north of Miami. Both aircraft dove into the ground and crashed. While both occupants of the Stearman were able to bail out and were found alive, all 10 crew members of the R4D-6 inbound from Norfolk NAS were killed. The exact circumstances and causes of the in flight collision remains unknown.

En route, the crew encountered poor weather conditions with heavy rain falls and thunderstorm activity. The airplane hit the slope of Orizaba Peak located northeast of Ciudad Serdán. The wreckage was found three days later and all 14 occupants were killed. The aircraft was performing a special flight for the US-Mexico Foot and Mouth Disease Commission.

Shortly after takeoff, while in initial climb, the aircraft stalled and crashed in a field. All 17 occupants were injured and the aircraft was destroyed.

The flight departed from Seattle, Washington, at approximately 1300, March 8, 1948, with a crew consisting of George S. Griebel, pilot, and William F. Grund, co-pilot. It carried 800 gallons of fuel, but no passengers or cargo, weighing at the time of take-off 21.963 pounds. At 1615, the flight reported over Red Bluff, California, at 12.000 feet, and requested clearance to descend to and cruise at 10.000 feet. Oakland Airway Traffic Control granted the request, and also cleared the flight to the Moffett radio range station. 25 miles southeast of San Francisco Municipal Airport, San Francisco, California. At 1715, the flight advised San Francisco Approach Control that it as holding northwest of the Moffett radio range station at 10,000 feet. In reply, San Francisco Approach Control directed the flight to hold between the Moffett radio range station and a point 2 minutes northwest of it. At the same time the flight was advised to expect clearance to the San Francisco Municipal Airport at 1745. Between 1717 and 1734 the flight, while flying its holding pattern, received clearance and descended from 10,000 to 6,000 feet. At 1741, it was cleared to make a “straight in” approach to the San Francisco Airport. It was directed to report when it crossed the Moffett radio range station and 4,000 feet, and to report again when it had descended below the overcast, A minute later, at 1742, the flight reported leaving the Moffett radio range station and 4,000 feet. Though the San Francisco Tower called repeatedly, this was the last communication received from the flight.
Between 1755 and 1805 a rancher in the vicinity of Mt. Hamilton heard a noise he thought to be either thunder or blasting. About 1945, after driving to another part of his ranch, he observed fire in the hills and realized then that the noise he had thought to be thunder was that of an aircraft crashing. It was midnight before a searching party reached the wreckage, which was approximately 20 miles east-southeast (on a bearing of 110 degrees) from the Moffett radio range station, and at an elevation of 1,800 feet.

The approach to London-Heathrow Airport was completed in reduced visibility due to the night and foggy conditions. On final, the airplane impacted the ground, exploded and came to rest short of the runway threshold, bursting into flames. Two passengers survived the crash and were seriously injured while 20 other occupants were killed.
Crew:
Henri Goblet, pilot,
Jean Lomba, radio operator,
Louis De Geyndt, steward.

Crashed shortly after takeoff from Mati, killing all 12 occupants.

The crew was on his way from Brownsville to Ciudad del Carmen to pick up a load of seafood for the US market. While cruising vertical to the Gulf of Mexico, the right engine failed, forcing the crew to ditch the aircraft 24 km off Ciudad del Carmen. While preparing a life raft, the American pilot Neil Womack fell into the water and was drowned. The Mexican copilot Esteban de León was rescued by the crew of a ship christened 'Roatán' nine days later.