Narrative:
United Air Lines Flight 329 originated at Newark, New Jersey, with its destination Lincoln, Nebraska, and with intermediate stops scheduled at Allentown, Pennsylvania; Youngstown, Akron, and Cleveland, Ohio; Chicago and Moline, Illinois; Iowa City and Des Moines, Iowa; and Omaha, Nebraska.
It departed Newark at 07:03 and was routine to Des Moines. The aircraft, a CV-340, left Des Moines at 16:08 for Omaha.
The climb to 5000 feet was uneventful but at that altitude the crew noticed vibration and a slight fore-and-aft movement of the control column. The climb was continued to 6000 feet, where the aircraft was leveled off and power was reduced. As the vibration was still present at this time, the captain attempted to dampen it by engaging the autopilot; however, this was unsuccessful and it was immediately disengaged.
The first officer next lowered the flaps, first to 5 degrees and then to 15 degrees, without any noticeable effect. The captain told the first officer to advise the company of their difficulty via radio. About this time a sudden failure in the control system was felt and it was with extreme difficulty that any appearance of elevator control was maintained. The first officer again tried lowering the flaps, this time to the 24-degree position, but as this did not help to maintain control he returned them to the 15-degree position, where it was found the most favorable results were attained.
The buffeting became so severe it was then necessary for the copilot to help the captain hold the control column. However, the buffeting lessened and the captain advised the first officer to depressurize the aircraft and tell the stewardess to prepare the passengers for an emergency landing.
The vibration built up to high level and suddenly another failure in the control system was felt and the airplane went into a steep climb. As it seemed that a stall was imminent, the captain quickly moved the propellers to a high rpm and pushed the throttles forward until about 50 inches of manifold pressure. The airplane then nosed over and began to dive at a very steep angle. During this rapid descent the captain reduced power and headed toward open country to his right. When the aircraft reached 500 feet above the ground the captain was successful in flaring the aircraft and it struck the ground in a flat attitude. All occupants were quickly deplaned as soon as the aircraft stopped.
Probable Cause: "The Board determines that the probable cause of this accident was a series of omissions made by maintenance personnel during a scheduled inspection which resulted in the release of the aircraft in an unairworthy condition and an almost complete loss of elevator control during flight."
Elevator issue
Forced landing outside airport
| Status: | Accident investigation report completed and information captured |
| Date: | Wednesday 19 January 1955 |
| Time: | 16:25 |
| Type: |  Convair CV-340-13 |
| Operator: | United Airlines |
| Registration: | N73154 |
| MSN: | 180 |
| First flight: | 1954 |
| Total airframe hrs: | 1502 |
| Engines: | 2 Pratt & Whitney R-2800-CB16 |
| Crew: | Fatalities: 0 / Occupants: 3 |
| Passengers: | Fatalities: 0 / Occupants: 36 |
| Total: | Fatalities: 0 / Occupants: 39 |
| Aircraft damage: | Substantial |
| Aircraft fate: | Repaired |
| Location: | 10 km (6.3 mls) SE of Dexter, IA ( United States of America)
|
| Phase: | En route (ENR) |
| Nature: | Domestic Scheduled Passenger |
| Departure airport: | Des Moines Airport, IA (DSM/KDSM), United States of America |
| Omaha-Eppley Airfield, NE (OMA/KOMA), United States of America | |
| Flightnumber: | UA329 |
United Air Lines Flight 329 originated at Newark, New Jersey, with its destination Lincoln, Nebraska, and with intermediate stops scheduled at Allentown, Pennsylvania; Youngstown, Akron, and Cleveland, Ohio; Chicago and Moline, Illinois; Iowa City and Des Moines, Iowa; and Omaha, Nebraska.
It departed Newark at 07:03 and was routine to Des Moines. The aircraft, a CV-340, left Des Moines at 16:08 for Omaha.
The climb to 5000 feet was uneventful but at that altitude the crew noticed vibration and a slight fore-and-aft movement of the control column. The climb was continued to 6000 feet, where the aircraft was leveled off and power was reduced. As the vibration was still present at this time, the captain attempted to dampen it by engaging the autopilot; however, this was unsuccessful and it was immediately disengaged.
The first officer next lowered the flaps, first to 5 degrees and then to 15 degrees, without any noticeable effect. The captain told the first officer to advise the company of their difficulty via radio. About this time a sudden failure in the control system was felt and it was with extreme difficulty that any appearance of elevator control was maintained. The first officer again tried lowering the flaps, this time to the 24-degree position, but as this did not help to maintain control he returned them to the 15-degree position, where it was found the most favorable results were attained.
The buffeting became so severe it was then necessary for the copilot to help the captain hold the control column. However, the buffeting lessened and the captain advised the first officer to depressurize the aircraft and tell the stewardess to prepare the passengers for an emergency landing.
The vibration built up to high level and suddenly another failure in the control system was felt and the airplane went into a steep climb. As it seemed that a stall was imminent, the captain quickly moved the propellers to a high rpm and pushed the throttles forward until about 50 inches of manifold pressure. The airplane then nosed over and began to dive at a very steep angle. During this rapid descent the captain reduced power and headed toward open country to his right. When the aircraft reached 500 feet above the ground the captain was successful in flaring the aircraft and it struck the ground in a flat attitude. All occupants were quickly deplaned as soon as the aircraft stopped.
Probable Cause:
Probable Cause: "The Board determines that the probable cause of this accident was a series of omissions made by maintenance personnel during a scheduled inspection which resulted in the release of the aircraft in an unairworthy condition and an almost complete loss of elevator control during flight."
Accident investigation:
 |
|
Classification:
Elevator issue
Forced landing outside airport
Photos
Aircraft history
| date | registration | operator | remarks |
|---|---|---|---|
| 27 May 1954 | N73154 | United Air Lines | delivered |
| 19 Jan. 1955 | N73154 | United Air Lines | substantial damage in emergency landing near Dexter, IA |
| 1 March 1968 | N73154 | Tex Johnston | bought |
| Nov. 1968 | N73154 | Tex Johnston | converted to CV-580 |
| August 1969 | N73154 | Aero Spacelines | |
| Oct. 1972 | N73154 | Armstrong Cork Company | |
| June 1973 | N14278 | Armstrong Cork Company | new registration |
| March 1984 | N14278 | Hubbard Broadcasting Inc | |
| Oct. 1988 | N14278 | AHW Inc. | |
| 17 May 1989 | C-FEDO | Kelowna Flightcraft Charter | |
| 18 July 1989 | ZK-FTB | Fieldair | registered |
| 31 July 1989 | ZK-FTB | Fieldair | Crashed at Auckland |
Map
This map shows the airport of departure and the intended destination of the flight. The line between the airports does not display the exact flight path.
Distance from Des Moines Airport, IA to Omaha-Eppley Airfield, NE as the crow flies is 186 km (117 miles).
Accident location: Approximate; accuracy within a few kilometers.
Distance from Des Moines Airport, IA to Omaha-Eppley Airfield, NE as the crow flies is 186 km (117 miles).
Accident location: Approximate; accuracy within a few kilometers.
This information is not presented as the Flight Safety Foundation or the Aviation Safety Network’s opinion as to the cause of the accident. It is preliminary and is based on the facts as they are known at this time.
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