United States of America

At 0139 the pilot advised Bradley Approach Control that the aircraft was over Hartford at 0138 and that he would maintain 3,000 feet to the Bradley Field outer marker. The controller in the Bradley Field tower, who was handling all three radio positions, acknowledged the Hartford position report, gave the flight a time check (0139), and cleared it for an instrument approach with advice that No. 6 was the runway in use. Weather information was also given to the flight: "Wind indicating northeast calm," and Bradley Field 0128 weather conditions - ceiling indefinite 500 feet, obscurement, visibility one and one-half miles, light rain and fog, altimeter 30.01 inches. The pilot was then requested to report over the outer marker when inbound and was advised that the Bradley Field glide path was inoperative until further notice. The glide path had been decommissioned for some time owing to extension of Runway 6; this had been duly published in "Notices to Airmen." At approximately 0141, the pilot asked if the Bradley Field ILS localiser was also inoperative. He was told that the monitoring panel indicated normal operation of all components except the glide path. The pilot replied, "I believe my ILS is cut momentary and I will continue to make an ADF let-down." The flight reported over the outer marker at 0144. The controller acknowledged and asked the pilot if the flight was inbound. The pilot replied "Roger" and the aircraft was cleared to land. The controller advised that the high intensity lights were on intensity 5 (maximum brilliance) and requested the pilot to let the tower know when he wished the intensity lowered, The pilot again acknowledged with "Roger." This was the lest contact with the aircraft. At approximately 0149, the controller requested the pilot to give the aircraft's position. Receiving no response, he then transmitted the following advisory: "If you are experiencing transmitter difficulties and have missed your approach you are cleared to reverse course, climb to 2,500 feet to the outer marker for another approach 2 Several other efforts were made to contact the flight, but to no avail. Following the last contact with the tower, the aircraft was seen and heard flying low to the southwest of Bradley Field just before it struck the trees. The aircraft was destroyed by impact forces and both pilots were killed.
Crew:
Jefferson R. Elliott, pilot,
John Bielak, copilot.

On Saturday, February 28th 1953 at 1749 Hours a Douglas B-26B Invader [44-34183A] aircraft assigned to the 3902 Air Base Wing at Offutt Air Force Base, crashed in a cornfield 2.25 miles southeast of Springfield or 3 miles south of Richfield, Nebraska. The pilot, flight engineer and the sole passenger were fatally injured. The exact cause of the accident was never fully determined and there is no suggestion of pilot error. The B-26B aircraft, piloted by Colonel James R. Luper, was returning to Offutt from Ent AFB (Peterson Field) Colorado after attending a three-day TDY security briefing. Colonel Luper was the Deputy Inspector General of Security assigned to the Strategic Air Command Headquarters at Offutt AFB. Upon arriving over the Weeping Water Homer, the aircraft was cleared to descend from the en-route altitude of 9,000 feet to 3,500 feet. Offutt GCA (Ground Controlled Approach) took over at a range of 8 miles on an inbound heading of 020 from Weeping Water and further descended the aircraft to 3,000 feet. Because the aircraft was too close to the field to attempt a straight-in approach, a short box pattern to the left for a landing on Runway 03 was employed. The aircraft was turned on a cross-wind leg, then to the downwind leg and descended to 2,500 feet. The request for initial cockpit check, runway information, emergency procedures, etc., was transmitted at that time. The aircraft was then given instructions to turn to the base leg and descend to 2,000 feet. All of the radio transmissions were acknowledged by the pilot and no indication of any difficulty was reported. The acknowledgment for the turn to base leg was the last radio contact and up to that point, all procedures were normal. Search Controller, S/Sgt Michael Mullins, 1911 AACS Squadron, Offutt AFB, observed the aircraft complete the turn to base leg on radar and followed the aircraft for approximately 20 seconds when the blip suddenly disappeared from the radar screen. When the pilot did not respond to radio calls, S/Sgt Mullins notified Senior Controller S/Sgt John R. Nelson and Chief Air Traffic Controller Lt. Elman N. Sandell who initiated base emergency procedures. The aircraft wreckage was located in a cornfield owned by Mrs. Annie Bowser, 9 miles southwest of Offutt AFB. Today, the location is approximately one-tenth of a mile east of the intersection of 111th Street and Whitney Road. According to Weather Station Officer, Major David A. Adams, local cloud conditions at the time reported 5/10 fracto cumulus bases 1,800 feet MSL. 10/10 strato cumulus bases at 2,000 feet MSL with tops estimated at 3,000 MSL. The ground temperature was 33°F and the dew point 30 degrees. At 2,000 feet the temperature was 28°F and at 3,000 feet it was 26°F. The wind was from the northeast at 17 knots and barometric setting was 30.01. Visibility was 3 miles restricted by light snow grains and fog. Local farmer, Arthur Carstens, who was located 5 miles south-southwest of Papillion, Nebraska; heard the aircraft pass overhead while it was in the clouds. Shortly thereafter, he saw it emerge from the cloud-deck about 1.5 miles south of his position. Mr. Carstens reported that he saw the aircraft "going straight down with the engines roaring and suddenly, all was silent." He did not see or hear the actual collision with terrain and no smoke or fire was observed. Inspection of the crash scene indicated that the B-26B struck the ground in a flat altitude from a steep trajectory, estimated between 45 to 60 degrees. The impact gouged the frozen earth 35 feet wide and 23 feet long. Although totally destroyed, the aircraft did not catch fire. The majority of the aircraft was piled on top of itself immediately adjacent to the crater. Smaller parts of the aircraft were thrown forward and scattered from the point of impact for a distance of 250 feet. The bodies of the pilot, flight engineer and passenger were located 95 feet in front of the wreckage and all within 19 feet of each other. The cockpit was completely demolished. The aircraft clock displayed a time of 1749 Hours. The altimeter read 1,400 feet and the Kollsman window indicated 30.00 InHg. The main fuel line was on and the two engine magneto switches were set on "both." The fuel selector valves were set for main tanks. Approximately two hours of fuel remained in the tanks. The landing gear was down. Flaps were set at approximately 10 degrees. Trim tabs and control surfaces although badly mangled appeared normal. No prop blades remained on the right engine hub. Investigation of the dome indicated a prop blade angle of 35 degrees. The left prop had one blade remaining on the hub indicating that the engine was feathered. Due to the steep angle of descent, but relative flatness of the angle of attack, there was some reason to believe the aircraft was stalled at the time of impact. Both engines were sent to the Ogden Air Material Area, Hill AFB, Utah for a Disassembly Inspection Report. The subsequent inspection report issued on May 12th 1953 declared that both engines were developing power at the time of impact. No evidence could be found indicating any mechanical failure or malfunction. Neither carburetor nor structural icing were considered to be a contributing cause. Approximately 20 minutes prior to the accident, another B-26B aircraft piloted by Lt. Colonel Wayne J. Seward also arriving from Ent AFB, had landed safely at Offutt AFB with the assistance of GCA. Lt. Colonel Seward testified at the investigation board inquiry that he did not encounter any adverse weather conditions that placed his aircraft in jeopardy. Interestingly, the US Army Air Force accepted delivery of B-26B Invader 44-34183A from the Douglas Aircraft Company on Wednesday, February 28th 1945, exactly eight years in prelude to the date of the crash.

Colonel James R. Luper, (1448A) joined the US Army in 1933 and graduated in 1938 from the US Military Academy at West Point. He served as the Commanding Officer, 457th Bombardment Group, 8th Air Force, during World War II. He received his initial Pilot rating on August 25th 1939 and Senior Pilot rating on September 10th 1944. Colonel Luper acquired 136 combat hours as a co-pilot and pilot in the Boeing B-17 type aircraft while stationed in the ETO. He was awarded the Silver Star Medal for gallantry in action and the Legion of Merit (posthumously) for meritorious conduct in the performance of outstanding services and achievements. Col. Luper had acquired a total of 3,038 career flight hours with 74.25 hours as a Pilot In Command of the B-26 type aircraft. Colonel Luper had completed his 60-2 Instrument and Proficiency check ten days prior to the fatal accident with an excellent grade. He was considered an above average pilot. On March 6th 1953, Colonel James R. Luper was interred at the US Military Academy Cemetery, West Point, NY. Crew Chief/Engineer on the flight was Technical Sergeant James R. Armstrong, (AF15067847) 3902 Periodic Maintenance Squadron, 3902 Air Base Wing. He was stationed in Europe during WWII and had 11 years of combined service in the US Army Air Force and US Air Force. During his overseas service, he had been awarded a Good Conduct Medal, European Theater of Operations ribbon with four battle stars, the Air Medal with eight Oak leaf clusters and Presidential Unit Citation. Sergeant Armstrong had 907 total flying hours and for the past 30 months had been a Crew Chief on the Douglas B-26 type aircraft. He was considered a well above average Crew Chief and Flight Technician. On March 3rd 1953, Technical Sergeant James R. Armstrong was interred at Hillcrest Cemetery in Omaha, Nebraska. Lieutenant Colonel George R. Groves, (O-357534) was a US Army Infantry Officer assigned to Colonel Luper's office and was the sole passenger aboard the aircraft. Colonel Groves had served in the Texas National Guard (36th Infantry Division) during WWII and was also a Korean War veteran. In March 1953, Lieutenant Colonel George R. Groves was interred at Southland Memorial Park in Grand Prairie, Texas.

The FBI Laboratory toxicology examination report submitted on March 27th 1953, found no signs of alcohol, drugs or poisons present in the autopsy specimens of the three decedents.

Frank R. Vondra (source of all text above) would like to recognize and thank his USAF retired friends, Brigadier General Regis "Reg" Urschler, former 55th Wing Commander, Offutt AFB; Colonel Roger Craig former Commander of the Kirtland AFB, New Mexico; Master Sergeant Richard Shively, Security Forces, Offutt AFB; Mr. Ben Justman, Executive Director, Sarpy County Museum and Lieutenant Russ Zeeb, Sarpy County Sheriff's Office who provided valuable research assistance in this endeavor.

Special thanks to Frank R. Vondra for his contribution.

On landing, the undercarriage collapsed and punctured the fuel tank. The aircraft slid on its belly for dozen yards and came to rest in flames on the runway. All 22 occupants evacuated safely before the aircraft would be destroyed by fire.

Flight 470 departed Tampa at 1543LT. Its flight plan, filed previously at Miami, specified a cruising altitude of 14,500 feet according to Instrument Flight Rules and an estimated elapsed tune of two hours for the direct 498 statute miles to New Orleans. Included among the weather data attached to the captain's copy of the flight plan was a forecast of thunder-storms attended by moderate to severe turbulence in the vicinity of New Orleans, the destination. The CAA Air Route Traffic Control cleared the flight at the 14,500-foot level direct to New Orleans. Flight 470 passed over NA-3 at its cruising altitude of 14,500 feet at 1614, estimating over NA-2 at 1642, and so reported to Radio-Tampa one minute later. At that time the flight also gave the local weather: broken clouds at 6,000 feet, broken clouds at 20,000 feet and temperature 4 degrees Centigrade. Meanwhile, Flight 917 landed at New Orleans at 1612. It reached the ramp at 1617 and at 1624, its captain sent the following message to Miami flight Control and to all company stations between New Orleans and Jacksonville, Florida, including Pensacola, Florida: "Flight 917 advises extreme turbulence all altitudes just east of New Orleans." At 1636, the captain sent the following message to the same stations: "Reference extreme conditions stop at present time severe turbulence No. 1. check (NA-1) to New Orleans weather looks better to west of New Orleans." At 1649, Flight 470 reported passing over NA-2 at 1645 at 14,500 feet, and estimated being over NA-l at 1710. It also reported, "Thunderstorms all quadrants . . ." Pensacola radio received and acknowledged this message, and advised the flight of "severe turbulence" between NA-l and New Orleans as reported by Flight 917. Flight 470 acknowledged, asked what altitude Flight 917 reported turbulence, and was informed "severe turbulence at all altitudes." Again Flight 470 acknowledged. At 1654, the flight advised Pensacola that it was reducing power because of turbulence and five minutes later requested Air Route Traffic Control clearance to descend from 14,500 feet to 4,500 feet. This was granted within a minute or so, with the provision that descent between 10,000 feet and 8,000 feet be visual. At 1703, the Flight advised Pensacola of passing through 10,000 feet, and at 1712 (recorded), advised that it had reached 4,500 feet at 1710. Pensacola repeated this message back to the flight and gave it the 1648 New Orleans special weather. This was: measured 800, overcast, visibility 10 miles, wind north-northeast 25 m.p.h., with gusts to 34, the altimeter 29.61; barometer unsteady. The flight acknowledged and there were no further radio contacts. An attempt by New Orleans at 1718 to contact Flight 470 was unsuccessful, as were subsequent attempts by several other stations, and at 1840 the Coast Guard's air-sea rescue service was alerted. Low clouds and heavy seas hampered the search both by air and sea. However, on the following day (February 15) floating debris and 17 bodies were recovered from a fairly localized area in the Gulf of Mexico at about 30 degrees 38' North Latitude and 87 degrees 46' West Longitude. This position is approximately 38 miles to the right of the aircraft's direct course and is about 20 miles southeast of Mobile Point at the easterly mouth of Mobile Bay. Two wrist watches on bodies were impact stopped at 1710LT.

En route, weather conditions deteriorated and the pilot decided to bail out and abandoned the aircraft that dove into the ground and crashed in Roswell. While the airplane was destroyed upon impact, the pilot was unhurt.

Just after takeoff, while climbing, an engine failed. The aircraft lost speed, stalled and crashed in a field located 0,3 miles past the runway end. There were no casualties but the aircraft was damaged beyond repair.

On final approach, the aircraft was too low and hit the ground short of runway threshold. There were no casualties but the aircraft was damaged beyond repair.

Shortly after takeoff from Hunter AFB, while climbing to a height of about 50 feet, the aircraft stalled and crashed in flames in a wooded area. The aircraft was destroyed by a post crash fire and four of the seven crew members were killed.

While cruising at an altitude of 5,000 feet, the crew encountered poor weather conditions. In low visibility, the aircraft registered 59937 (VP-9) hit the slope of the Black Peak and disintegrated on impact. SAR operations were conducted but eventually suspended few days later as no trace of the aircraft nor the crew was found. The wreckage was spotted and localized in July 1953. All 10 occupants have been killed and the aircraft was destroyed by impact forces and a post crash fire. The airplane was on its way from NAS Alameda to NAS Whidbey Island, carrying two Navy Officers and a crew of eight.
Crew:
Lt Leland R. Stegemerten, pilot,
Lt David Jarvis, copilot,
Adc C. C. Longacre,
At1 T. W. Huffman,
Ao3 J. A. Kerrigan,
Ao3 J. L. McDonnell,
Ad3 H. L. Ziemba,
Adan T. J. Whited.
Passengers:
Cpt Julian David Greer,
Lt O. C. Everhart.

The crew was engaged in a local test flight. On final approach, during the last segment, the crew inadvertently raised the gears. The four engine aircraft belly landed and slid for dozen yards before coming to rest in flames. While all five crew members were unhurt, the aircraft was lost.