On December 16, 1951, a Curtiss C-46 Commando (registration N1678M) operated by Miami Airlines was involved in an aviation accident near Elizabeth, United States of America during takeoff. 56 people were killed. Investigators recorded the probable cause as: The Board determines that the probable cause of this accident was a stall with the landing gear extended following a serious loss of power from the right engine. This loss of power was caused by the failure of the hold-down studs of the No. This summary draws on records from the Bureau of Aircraft Accidents Archives (B3A).
An aircraft crashed into the Elizabeth River after a right engine fire and loss of power. The plane was overweight, and the probable cause was a stall with landing gear extended following a cylinder hold-down stud failure.
Flight and Maintenance History On December 15, the aircraft arrived at Newark Airport from Fort Smith, Arkansas, after a nonstop flight of about five and a quarter hours. During the flight, both cabin heaters were inoperative. Mechanics at the Babb Company, a CAA-approved repair station, worked on the heaters overnight and the following morning. One heater was believed to be repaired, but this was not confirmed by a test flight. On the morning of December 16, the aircraft was serviced. The left engine required five gallons of oil, and the right engine required 10 gallons to bring each tank to 34 gallons. A total of 767 gallons of fuel was added, filling the front and center tanks in each wing. The aircraft carried 52 passengers, including two infants in arms. The crew consisted of Captain Albert C. Lyons, Copilot John R. Mason, and Stewardess Doris Helm. A fourth company employee was deadheading to Miami in the jump seat. The center of gravity was within prescribed limits, but the actual takeoff weight was about 117 pounds over the prescribed maximum of 48,000 pounds. A flight plan was signed by both the captain and copilot, specifying a VFR direct flight at 4,000 feet to Tampa, Florida. After loading, both engines were run up. The right engine was run up longer than the left, and nearby persons observed continuous smoke from that engine, described as white, grey, or light in color. The Newark Control Tower gave taxi instructions and advised the captain of a choice between Runway 24 or 28. The captain chose Runway 28. The flight was cleared for takeoff at 1502 and started down the runway. The tower recorded that the aircraft left the ground at approximately 1503. Immediately after becoming airborne, the landing gear was seen to retract. Tower personnel then observed a trail of white smoke from the right side of the aircraft and the tower supervisor pressed the airport crash alarm button, fearing a fire. The tower advised the flight: “1678M, you can land any my possible, any way you wish, cleared back to the field.” This was not acknowledged. The takeoff run was normal, but the subsequent climb was slow. The right engine emitted a continuous smoke trail. A captain employed by Miami Airline witnessed the takeoff and, believing the smoke came from an overheated right brake, telephoned the control tower and suggested that the landing gear not be raised and that it be extended if it had been raised. The tower complied, the flight acknowledged, and the landing gear was seen to extend. The tower then sent: “1678M the wind is west at 20, Runway 6, the airport is yours, you're cleared to land, Runway 6.” There was no acknowledgement. The aircraft continued straight ahead in the direction of takeoff for about four miles, slowly gaining an altitude of approximately 800 to 1,000 feet. The smoke increased in volume, and shortly before the four-mile point, black smoke and actual flame were seen coming from the underside of the right nacelle as the landing gear was lowered. Shortly after the landing gear was extended, a large “ball of fire” was seen coming from underneath the right nacelle. The aircraft then started a gradual left turn banked at an estimated 10 degrees. This turn and subsequent flight continued for an additional distance of approximately 4 1/2 miles with altitude continuously being lost, until the aircraft was approximately 3 miles southwest of Runway 28 of the Newark airport. During this period, the flame from the right nacelle appeared to go out for a few seconds and then start again. The speed of the aircraft throughout the flight was somewhat slow, and during the latter portion it became progressively slower, with the right propeller turning slowly. The aircraft was over the City of Elizabeth, New Jersey, and was nearly 60 degrees from alignment with and approximately two and one-fourth miles distant from Runway 6 of the Newark Airport. At an estimated altitude of about 200 feet, the aircraft's low left wing dropped about vertically downward with the right wing coming vertically upward, and the aircraft fell with relatively little forward speed. Just before striking the ground, the left wing tip struck the gabled roof of a vacant house near its ridge. The aircraft continued ahead and down, struck a brick building used by the City of Elizabeth as storage for water supply department materials, damaged this building, and plunged a few feet ahead to the bank of the Elizabeth River, where it came to rest. The wreckage was in a generally inverted position and partially submerged in shallow water. A severe gasoline fire developed instantly, spreading to and damaging the storage building. Nearby fire fighting apparatus arrived quickly, and about 17 minutes later, the fire was extinguished. All aboard were killed, and one person on the ground was seriously injured.
Probable cause
The Board determines that the probable cause of this accident was a stall with the landing gear extended following a serious loss of power from the right engine. This loss of power was caused by the failure of the hold-down studs of the No. 10 cylinder, precipitating a fire in flight which became uncontrollable.