Cargo

The crew was performing a cargo flight from Aden-Khormaksar Airport. Enroute, the airplane went out of control, went into a dive by an angle of 30° and finally crashed into the Gulf of Aden, about 352 km east of Aden. Few debris were found but no trace of the ten occupants who were considered as deceased. The aircraft sank in relatively deep. It is believed that an engine failed in flight and that the crew mistakenly shot down the wrong engine. It is possible that the engine failure was caused by a lack of electric power due to the failure of a battery. Also, it appears that the cargo loading was completed against the published procedures and that the CofG was affected, which may contribute to the loss of control.

Just before reaching Las Vegas, however, a distance of 268 miles from Burbank, Captain Clark stated that his fuel quantity gauges indicated that he had 360 gallons of fuel remaining. Since he believed this to be sufficient to reach destination, he did not land at Las Vegas which was generally used as a fueling stop for Slick Airways. From Las Vegas to Palmdale, lighter winds were encountered resulting in a ground speed averaging 180 miles per hour. Palmdale was flown over at 1025, at which time the aircraft had been in the air a total of 5 hours and 18 minutes. Three minutes after passing over Palmdale, which was clear, the left engine fuel pressure dropped to 3 pounds, the red fuel warning light came on, and the left engine stopped. Fuel selector valves were changed, and as a result power was restored to the left engine. Captain Clark suspected a fuel leak. He inspected the aircraft for visible loss of fuel or fire, found none, and continued on to Burbank. As the flight approached Newhall California, Burbank reported a ceiling of 1,600 feet with visibility of two and one-half miles. The flight was instructed by the Los Angeles Airways Traffic Control Center to hold on the northwest course of the Burbank range, and advised that the approach clearance Into Burbank could be expected at approximately 1052. Captain Clerk informed the Burbank control tower that he was losing fuel and wanted to land as soon as possible, however, he declined to declare an emergency. Shortly after this, the left engine stopped for the second time, but power was again restored by changing the positions of the fuel selector valves. At 1056, approach clearance into Burbank was given, and at 1058, the flight reported inbound over the Chatsworth fan marker, approximately 14 miles from the Lockheed Air Terminal. The ceiling over Burbank had by this time lowered to 1,000 feet, and rain showers had reduced visibility to about one mile. As the flight descended below 1,600 feet only intermittent bursts of power could be secured from the left engine. The “letdown” was continued, the Burbank radio range station and the Lockheed Air Terminal were passed. Upon completion of a right turn to return to the range station the right engine stopped, and the propeller was immediately feathered. At an altitude of 200 to 400 feet, Captain Clark recognized almost immediately underneath him a hangar on the Lockheed Air Terminal. He executed a sharp right turn of approximately 270 degrees, and landed on the north-south taxi way about 400 feet before crossing Runway 7, a distance of approximately 1,900 feet from the south boundary of the airport. Brakes were applied, but the aircraft could not be brought to a stop within the airport boundaries. It came to rest only after skidding across a highway and railroad line adjacent to the south boundary of the airport.

Crashed on landing for unknown reason. Both crew members were slightly injured while the aircraft was written off.

Crashed on landing for unknown reason. There were no casualties but the aircraft was written off.

While flying at an altitude of 10,000 feet in marginal weather conditions, the aircraft hit the slope of Mt Blue Bell Knoll located north of Boulder, Utah. The aircraft was destroyed by impact forces and all three occupants were killed.

While landing by night off Montevideo, the seaplane crashed, overturned and sank. Four crew members were killed while both passengers and a fifth crewman were injured. The aircraft was lost.
Source:
http://1000aircraftphotos.com/Contributions/HornDavid/9343.htm

On approach to Malmö-Bulltofta Airport, the aircraft was too high on the glide. Instead of making a go around, the captain decided to nose down, increase engine power and landed at high speed. Unable to stop within the remaining distance, the aircraft overran and hit an embankment before coming to rest. The aircraft was destroyed, a crew member was killed while four others were seriously injured.

The aircraft took off on runway 13 of La Guardia Airport at 1843LT, having been cleared on an instrument flight plan to Rochester, New York, with Toronto, Ontario, as an alternate. Approximately 2 minutes after take-off the flight called La Guardia Tower and reported that it was in the vicinity of the south end of Whitestone Bridge, approximately 2 1/2 miles northeast of La Guardia Airport. The flight advised that the oil pressure was low on one engine, and requested clearance to land on runway 22. The request was approved, and the tower informed the crew that the wind was calm. When asked if emergency equipment was desired to stand by, the flight replied in the negative. Shortly thereafter, NX88787 reported that it was on the final approach, and that it was over the sand barges, located approximately one-half mile off the approach end of runway 22. In reply the flight was again given clearance to land. The aircraft was first seen at an altitude of approximately 800 feet, and about 1,300 feet off the approach end of runway 22 with the landing gear extended. The flaps were lowered, and the aircraft started a steep descent to runway 22,but it passed over the approach end of the runway at an altitude of approximately 300 feet. The flight then requested and was granted permission by the tower to make a right turn, however, the aircraft continued straight ahead over the runway, gradually losing altitude. When one-third of the way down the runway, the right propeller was feathered. When over the intersection of runways 22 and 18 and at an altitude of 200 feet the flaps were raised, which resulted in an additional loss of altitude. During or directly after raising the flaps, a right turn was initiated, and the landing gear was observed to retract slowly. Competent witnesses stated that the right turn was made at a very slow speed, at a high angle of attack, and at an altitude appearing never to have exceeded 200 feet. Over Bowery Bay the aircraft on two occasions almost settled into the water. When in a flat right turn toward runway 13 it lost altitude to about 50 feet. Approximately 2,000 feet from the end of the runway, the landing gear started to extend, and became fully extended when the aircraft was aligned with runway 13. At this time the airplane attitude appeared to be that of a steep climb. The wings were seen to wobble slightly, then the left wing and nose dropped, and the airplane struck the water at an angle of approximately 20 degrees. The forward movement of the aircraft continued on the surface of the water for 40 to 50 feet, throwing up a great spray as the tail rose to a vertical position, after which the aircraft continued over on its back and sank in about 5 minutes.

The crew was completing a cargo flight from Sydney-Mascot. On touchdown in Kempsey, the undercarriage collapsed. The aircraft skidded on runway, came to rest and was damaged beyond repair. Both pilots were unarmed.

During the takeoff roll, the aircraft went out of control, veered off runway and came to rest. All five crew members were unhurt while the aircraft christened 'Port of Marseilles' was damaged beyond repair.