Investigation Summary
The flight was operating normally until it reached the vicinity of the Mississippi River. The aircraft was observed at a normal altitude 30 miles west of the crash site, but by the time it reached a point 2.5 miles west of the river, it was flying very low. Ground witnesses provided concerning accounts of the aircraft's final moments. Two young witnesses initially thought the plane was spinning, though investigators later attributed this to an optical illusion caused by blinking navigation lights. Another witness described the engines cutting out and then 'picking back up', which was followed by loud popping sounds. A resident near the river bank reported a constant metallic rattling noise, comparing it to a failed connecting rod in a car engine. The most direct witness, a shipkeeper on a barge, saw the aircraft plunge into the river from a height of about 200 feet. He reported a 'whistling noise' and stated the engines were running until impact. The aircraft struck the water with the right wing slightly low, followed by a flash of fire and immediate submersion. The Civil Aeronautics Board (CAB) was unable to recover sufficient evidence from the river to identify a mechanical failure or crew disability that would explain the steep, high-speed descent, especially as only 75% of the wreckage was recovered under difficult salvage conditions. The United States Army Engineers' Office at West Memphis, Arkansas, coordinated the initial salvage response after being notified by the shipkeeper's chief.
Final Conclusions
The Civil Aeronautics Board (CAB) officially stated in File No. 523-44 that it was unable to determine the probable cause of the accident based on available evidence. While the board indicated that a supplemental report would be issued if additional significant evidence was obtained, no such report was ever filed, leaving the case officially unresolved.
Video Analysis
No video analysis linked for this case file yet.
Airframe & Maintenance
Crew Experience
Captain
G.A. Shoemaker. A routine crew change occurred at Fort Worth prior to the final legs of the flight.
First Officer
J.F. Stroud
Systems & Failure Modes
Wright Cyclone Engines
Witnesses reported metallic rattling and popping noises, suggesting a potential mechanical issue, though investigators could not confirm a failure.
Navigation Lights
Blinking lights on the aircraft caused an optical illusion of spinning for ground witnesses watching the descent at night.
Interesting Facts
- 01The aircraft had accumulated 12,446 hours of flight time since entering service in 1939.
- 02NC21767 was placed into service at Fort Worth as a replacement for the original aircraft, which had inoperative propeller de-icing equipment.
- 03The flight was a transcontinental service designated as the 'Sun Country Special', operating from Los Angeles to New York City via Little Rock and Memphis.
- 04There was no abnormal radio contact or distress signal received from the crew prior to the crash; the last transmission was a routine weight update.
- 05The impact occurred approximately 300 yards east of the west bank of the river, near a barge tied to the bank.
- 06Visibility was reported as 8 miles with moonlight reflecting off the water, though light rain showers were present in the area.
- 07The flight number 'American 2' remains in use by the airline today, contrary to modern industry safety conventions.