Flight History
Flight 157 departed LaGuardia Field, New York, on November 28 at 2147, en route to Mexico City with scheduled stops in Washington, D.C., and Dallas, Texas. The flight to Washington was uneventful, and a flight plan was filed with Airway Route Traffic Control for Instrument Flight Rules to Dallas, with Wichita Falls as the alternate. The cruising altitude was 18,000 feet. The aircraft's gross weight at takeoff was 82,298 pounds, 3,577 pounds below the maximum allowable, and the center of gravity was within limits.
Engine Failure and Diversion
At 0206, the flight requested and received permission to switch to Visual Flight Rules. A position report was made over Nashville at 16,000 feet at 0254, and a descent to 6,000 feet began. Approaching Nashville, the No. 1 engine began backfiring at intervals of about 20 seconds. Corrective measures, including applying alcohol and carburetor heat and richening the fuel mixture, were unsuccessful. Approximately 25 miles southwest of Nashville at 0300, the crew feathered the No. 1 engine. This was not reported to the company until 0429, when the flight was near Altheimer, Arkansas—about 125 miles beyond Memphis. The crew advised that a change of aircraft would be needed on arrival at Dallas.
Approach and Landing Attempt
Fifteen miles northeast of Dallas at 0536, the flight was cleared to enter the traffic pattern at Love Field with a right-hand turn and instructed to land on Runway 36. The weather was reported as unlimited ceiling, visibility 15 miles, and a north-northeast wind of 5 mph, with an altimeter setting of 29.83 inches. The captain and flight engineer decided against returning the No. 1 engine to service. During the pre-landing check, landing lights were turned on and flaps lowered to 20 degrees.
When the aircraft was over the Range Station—2.2 miles south of the approach end of Runway 36—the captain estimated its altitude at 1,200 feet above field level, while the first officer estimated 800 feet. About 1.5 miles from the runway, the landing gear was extended, followed by full flaps. The turn to final placed the aircraft left of the runway centerline, prompting an "S" turn to correct. During this maneuver, the aircraft skidded to the left, airspeed dropped abruptly, and the aircraft settled rapidly. The captain increased power to engines Nos. 2, 3, and 4. Control tower operators observed the aircraft clear obstruction lights on 30-foot poles, located 800 feet south of the runway, by an estimated 75 to 100 feet. The aircraft continued in a generally northwest direction across the airport, heading about 40 degrees left of Runway 36, in a tail-low attitude. Airspeed continued to fall, the nose rose, and a stall developed just before striking a hangar and other buildings on the northwest side of the airport. Both pilots and 26 passengers were killed.
Probable Cause
The official finding determined that the accident was caused by a faulty execution of an engine-out approach on the part of the crew. Noted findings included the captain's failure to align with the runway after the final turn, attempting a risky "S" turn at low altitude, and applying excessive rudder causing a skid. The crew did not cross-feed fuel from the No. 1 engine's tank to balance the aircraft, leaving about 1,400 pounds more fuel in that tank. The first officer misinterpreted a fuel pressure drop in the No. 4 engine as a sign of failure and feathered the propeller. The captain's application of full throttle to the right engines exacerbated directional control loss, and excessive elevator input caused the stall. The CAB concluded the accident could have been avoided if the crew had executed a go-around and attempted another landing.