Half Moon Bay

The airplane was conducting a trans-Pacific flight when the accident occurred. A ferry fuel tank system was installed on the airplane and 1,189 gallons of fuel was added for the flight. About 4 hours into the flight over the Pacific Ocean, the crew contacted air traffic control (ATC) and reported that they were having a fuel transfer problem and were thinking of turning around. The crew then reported they were declaring an emergency and had 10 hours of fuel remaining but could only access about 2 hours of fuel. Satellite flight track data showed the airplane reversed course when it was about 356 miles from the California coast. About 132 miles from the coast the flight track decreases in altitude to about 4,000 ft above mean sea level (msl). The last few minutes of the data shows the altitude decrease from about 3,600 ft msl to about 240 ft msl. The last track data point was located about 33 miles off the California coast. The United States Coast Guard (USCG) responded to the accident location and reported the fuselage was inverted in the water. They reported the wings and engines were separated from the fuselage. The pilots were still strapped in their seats and unresponsive. The occupants were not recovered. Search efforts resulted in finding the nose landing gear, right wing, and right engine. A fuel bladder tank had washed ashore in southern California. Postaccident examination of the recovered components revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. A mechanic reported that he was instructed to set up the ferry fuel tank system in the accident airplane. He installed but did not fill the system with fuel, as he did not know when the flight would take place and it would have been unsafe to have the bladders contain fuel for several days before the flight. After installing the ferry fuel tank system, he contacted the copilot (who was also a mechanic), who was then to complete the installation. The mechanic understood that the copilot would be responsible for the final installation of the ferry fuel tank system and complete the appropriate logbook entries. The mechanic was not present when the copilot completed the installation and was not sure if the copilot had signed off on it.

British Commonwealth Pacific Airlines' Flight 304/44 of October 28. 1953, was scheduled between Sydney, Australia., and San Francisco., California., with intermediate stops at Nadi., Fiji Island, Canton Island., and Honolulu, T. H. The flight to Honolulu was without incident. A routine crew change was effected at Honolulu and the new crew consisted of Captain B. N. Dickson. First Officer F. A. Campbell. Navigator G. R. Murtagh. Radio Officer V. A. Walker, Flight Engineer C. N. Cattanach., Purser W. Knight and Hostesses J. F. Elder and A. K. Lewis. Following a briefing on expected en route and terminal weather by U. S. Weather Bureau personnel: the crew filed an IFR (Instrument Flight Rules) flight plan with ARTC (Air Route Traffic Control) which indicated a rhumb line course was to be flown to San Francisco with Sacramento, California,, the alternate airport. The estimated flying time of the flight was nine hours and 25 minutes and there was 12 hours and 53 minutes of fuel on board. Flight 304/44 departed Honolulu at 2259, October 28, 1953, with 10 adult passengers and one child. According to company records., the gross takeoff weight of the aircraft was 90,166 pounds which was below the allowable gross takeoff weight of 95,200 pounds and the load was properly distributed with respect to the center of gravity of the aircraft. Following departure from Honolulu, the flight called the tower and requested to leave tower frequency. This request was granted. At 2302, the flight again called the tower and reported that it was over Diamond Head requesting permission to return to the airport. At this time the pilot stated, "We're having a little trouble with one of the props." The IFR flight plan was then cancelled. Three minutes later when over the airport the flight reported: "The relay is working okay now; desire to continue flight." Upon receipt of this message., ARTC revalidated the original clearance and the flight proceeded on course. As the flight proceeded toward San Francisco hourly routine position reports were made to OFACS (Overseas Foreign Aeronautical Communication Station). At 0555, the following message was sent by the flight: "VHBPE Position 32.39N 134,40W. Time 13502 (0550). Altitude 11,500. Track 064 degrees. Ground speed 225 knots. Estimating over SFO at 1640Z (0840). Estimating arrival at Blocks 1650Z (0850)." Communications to and from the flight were then changed from CW (code) to voice. In answer to a request from the flight, San Francisco ARTC,, at 0807, cleared it to descend in accordance with Visual Flight Rules and to maintain at least 500 feet on top of clouds. The flight reported that it was starting descent at 0815 and at that time was given the San Francisco 0800 weather: "Measured ceiling 1.200 feet. broken. visibility nine statute miles. temperature 54. dew point 50, wind west 12 knots and altimeter 30.13." As the aircraft approached the coast, it was identified by Western Air Defense Force Radar and released from corridor assignment at 0821. ARTC shortly there after cleared VHBPE as follows: "ATC clears VHBPE to the San Francisco ILS Outer Marker via the Half Moon Bay Fan Marker direct to the San Francisco Outer Marker. Maintain at least 500 feet above all clouds. Contact San Francisco Approach Control after passing Half Moon Bay Fan Marker. Cloud tops reported in the Bay area l.,700 feet." This message was acknowledged and repeated back. The last communication from the flight heard by OFACS was at 0823 when the aircraft reported approximately 60 miles west of the coast. At 0839., the flight called San Francisco Approach Control on 3105 kc., identified itself as "Air Pacific Echo" and advised that it was over Half Moon Bay. 500 on top and was listening on 278 kc. Approach Control acknowledged and gave the following clearance: "Cleared for an ILS approach to the airport, Runway 28, wind west 15; cross the outer marker initial (ly) at least 500 on top, report when inbound; ceiling 1.200, visibility nine. altimeter 30.14." Approximately three minutes later, the flight made a report which was acknowledged by the controller as "Air Pacific Easy., Roger, southeast, turning inbound"; the controller then added. "Cheek passing the ILS outer marker inbound." At 0845, a call to the flight was unanswered as were all subsequent calls. Shortly thereafter, appropriate search and rescue agencies were alerted that the flight was overdue. The wreckage was sighted at 1010, approximately seven and one-half miles southeast of the town of Half Moon Bay. All 19 occupants have been killed.

The crew was completing a training flight when the seaplane impacted the slope of a mountain located east of Half Moon Bay. All eight occupants were killed.