Mountains

The crew was on his way from Geneva to Dübendorf, near Zurich, when the twin engine aircraft hit the south side of the Mt Vorder Galmihorn (3,517 metres high) located north of the village of Grafschaft. The wreckage was found a day later and all four crew members were killed.
Crew:
1st Lt H. Schafroth, pilot,
Maj M. Brenneisen,
P. Weder, engineer,
H. Früh (Radio Suisse).

While cruising at an altitude of 1,040 meters about 65 km south of Palermo in marginal weather conditions, the twin engine aircraft hit the north slope of Mt La Cinta. The crash site was reached by the rescuers three days later and all 31 occupants have been killed. The aircraft was destroyed upon impact and an engine and a wing were found about 800 meters from the main wreckage.

While cruising in poor weather conditions and at an insufficient altitude, the aircraft hit the slope of a mountain shrouded in clouds. The wreckage was found near Le Vigan, about 45 km north of Montpellier. All seven crew members were killed. It was determined that the aircraft was slightly off course at the time of the accident, maybe following a navigational error on part of the crew. The poor visibility caused by low clouds was considered as a contributory factor.

En route, an engine caught fire and exploded. All 13 crew members decided to bail out and abandoned the aircraft that dove into the ground and crashed in a mountainous area located 7 km west of Yokosuka. The airplane was destroyed while all 13 crew members were found alive.
Crew:
Cpt Norman T. Abercrombie,
1st Lt Cecile C. Choato,
Sgt Bruce H. Gilbert,
2nd Lt James Guinane,
Cpt Raymond M. Lajeunesse,
Cpt Julian C. Meadows,
Sgt Jerry M. Murry,
M/Sgt Clarence C. Price,
Cpl Loyal Robinson,
Sgt Franklin E. Rynot,
Pfc Donald H. Thomas,
Col Delmore P. Wood.

The crew was performing a flight from Mountain Home AFB, Idaho, to San Diego. While cruising by night at an altitude of 11,000 feet, one of the engine failed. All six crew members decided to bail out and abandoned the aircraft that crashed on the slope of the Towne Peak (7,287 feet high) located in the Dolomite canyon, in the Death Valley, about seven miles northeast of Panamint Springs. All six occupants were found unarmed while the aircraft was destroyed. It was later reported that the remaining engine was running normally at impact.

The crew left McChord AFB that day on a reconnaissance mission, taking part to rescue operations after a Northwest Airlines C-54 disappeared in the region of the Queen Charlotte Island. While returning to its base by night, the airplane was too low and hit tree tops before crashing in a wooded area located on the slope of Mt Buckhorn, about 17,5 miles south of Sequim. Three crew members were killed while five others were rescued.

While cruising in poor weather conditions, the twin engine aircraft hit the slope of the Mt Canale dello Stretto located near Sprigno Saturnia, killing both crew members.
Crew:
Cpt Ugo Filosa, pilot,
Mot Luigi Feroci, copilot.

Flight 785 departed Portland, Oregon, at 0200, January 12, 1952, destined for Merrill Field, Anchorage, Alaska, with a cargo of produce consisting mainly of crated eggs. The crew consisted of Captain Burton L. McGuire, Chief Pilot of General Airways, Inc., and First Officer George A. Simpson. The flight proceeded uneventfully and landed at Annette, Alaska, at 0709, at this point having completed almost one-half of the trip. At Annette, 507 gallons of 91 octane gasoline were added, resulting in a total fuel load of 650 gallons. The fueling report of the Standard Oil station at Annette reflected that the oil supply for each engine was 24 gallons. No cargo was removed from or added to the aircraft; the cargo weight upon departure was 6,177 pounds. The weight and balance manifest indicated a takeoff gross weight of 26,894 pounds, and the load was properly distributed with respect to the center of gravity. The maximum certificated takeoff gross weight for the aircraft was 26,900 pounds. The flight delayed at Annette for two hours and twenty-two minutes, awaiting improvement of weather conditions at Anchorage. Both pilots were thoroughly briefed on weather conditions by U. S. Weather Bureau personnel, and the pilots reviewed pertinent weather information several times. The aircraft was placed in a hangar to prevent ice formation due to freezing drizzle. A solid overcast was forecast over the route from Annette to Anchorage with temperature at flight level lowering from -10 degrees C. at Annette to -12 degrees C. between Sitka and Cape Spencer, and -14 degrees C. at Yakutat. Winds at the 10,000-foot level 2 were forecast as approximately 230 degrees and 45 knots to Sitka, and 200 degrees and 65 knots north of Sitka. Stable air was predicted, with little or no turbulence except over high, rough terrain where mechanically induced turbulence was expected due to the effect of strong winds. Light icing at flight level was forecast. The freezing drizzle changed to snow at about 0905, and the pilots made preparations to continue the flight. A new flight plan was filed at Annette, and Flight 785 was authorized by Air Route Traffic Control to proceed under Instrument Flight Rules (IFR), direct from Annette to Sitka (off airway) and thence to Anchorage via Amber Airway No. 1. 3 The flight was to maintain at least 500 feet on top of the clouds while in the control area, join Amber 1 at Sitka at 9,000 feet, and maintain 9,000 feet. The alternate airport was Kenai, near Anchorage. Flight 785 departed Annette at 0931. The flight reported to Annette radio at 0940 that it estimated over Sitka at 1050. At 1111, Flight 785 advised Sitka radio that it was meeting strong head winds and estimated over Sitka in five or ten minutes. At 1116, the pilot reported by Sitka at 1113, 9,000 feet, and estimating Cape Spencer intersection 4 at 1156. Flight 785 reported by Cape Spencer intersection at 1147, 9,000 feet, estimating over Yakutat at 1245. This was the last radio contact with N 41748.

At 1725LT, the aircraft christened 'Saint Kevin' took off from Northolt Airport en route for Dublin, carrying a crew of three and twenty passengers. The flight was without incident as far as Welshpool. The intended course from this point onwards until the coast was reached at a point near Harlech, lay over the Welsh mountains with heights rising to about 3,000 feet. At 1855LT the 'Saint Kevin', which throughout was flying under Instrument Flight Rules, asked and received permission from Preston Air Traffic Control to ascend from 4,500 feet which was the planned height of the flight, to 6,500 feet, being the next authorized level for westbound flights on this route. No reason was given for this request. At about 1912LT the aircraft reported its position to be over Nevin. At some time between 1912LT and 1915LT, the 'Saint Kevin', having changed to the Dublin frequency requested descent clearance. Dublin acknowledged this request and granted clearance which was not acknowledged. No further radio messages were received. At about 1915LT the aircraft crashed approximately 18 nautical miles from Nevin Beacon in a northerly direction, at a point about 4 nautical miles ESE from the summit of Snowdon. All 23 occupants lost their lives.

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.