Military

Shortly after takeoff from Lajes AFB, while in initial climb, the heavy bomber lost height and crashed one mile south of the airfield. Six crew members were killed while nine others were injured, some of them seriously.
Crew:
Maj Hugh S. Abcock Jr., †
Cpt Louis Carl Bowen, †
A1c Jimmie R. Cherry, †
T/Sgt Issac M. Daniel, †
S/Sgt. Wilmer R. Devlin, †
1st Lt Roy Wesley Wallace, †
1st Lt William R. Sundermann,
1st Lt William J. Pederson,
A2c Fred W. Maschner,
A1c Charles M. Caillouett Jr.,
A2c Daniel L. Browder,
1st Lt Thomas W. Minter,
S/Sgt Yulee Mickler,
A2c Arthur L. Turk Jr.,
A2c James F. Locklin.

While taxiing for takeoff, the nose wheel steering system failed. The pilot informed ATC and continued to taxi using other braking systems and attempted a double bend when the brakes failed. The aircraft veered off the taxiway and collided with parked fuel tanks. There were no casualties while the aircraft was written off.

During a night landing on rough seas off Iwakuni AFB, the seaplane went out of control and came to rest upside down. Four crew members were killed while seven others were rescued. It was determined that the visibility was low at the time the crew tried to land on rough seas with high winds.

Crashed in unknown circumstances into the Atlantic Ocean about 200 km northeast of Turks & Caicos Islands while on a flight from San Juan to Plymouth, Massachusetts. All 11 occupants were killed.

Capt. Jacob Pruett Jr., Capt Orion Clark, Brigadier General Richard Ellsworth, Major Frank Wright and a crew of nineteen took off in RB-36H, 51-13721 of the 28th Strategic Reconnaissance Wing (Heavy) from Lajes Airdrome in the Azores at 0000 Zulu (11:00 PM Azores time) on March 18, 1953. Their destination was their home base of Rapid City Air Force Base, South Dakota. Their flight path took them across the Atlantic Ocean and over Newfoundland. The flight was expected to take 25 hours. The pre-flight weather briefing indicated that their flight path would take them to the south of a low pressure zone. The counter-clockwise rotation of the low would produce headwinds that were forecast to average 17 knots from 300 degrees. General Ellsworth and Major Wright were not current in take-offs and landings, so Capt. Jacob Pruett Jr. and Capt Orion Clark were probably at the controls during the take-off. Major Wright then moved into the pilot's seat on the left and General Ellsworth got into the co-pilot's seat on the right. Major Wright and General Ellsworth flew the over water portion of the flight about 1,000 feet off the water for best range performance. They monitored their altitude above the water with the radar altimeter as they flew through the darkness. The navigator intended to turn on the mapping radar an hour before the time that he expected the RB-36H to reach land. The pilots planned to climb to an altitude that would carry the RB-36H safely over the mountains of Newfoundland while they were still 20 miles from land. Most of the flight was flown in overcast conditions that prevented the navigator from using the sextant for a celestial observation to determine the true position of the airplane. The low pressure zone moved south of its predicted position before the RB-36H reached its vicinity. The airplane passed to the north of the low. Instead of the anticipated headwinds, the airplane encountered tailwinds that averaged 12 knots from 197 degrees. Ocean station delta received a position update from the RB-36H at 0645Z. The navigator reported that the ground speed of the airplane was 130 knots. The position was in error by 138 nautical miles, and the true ground speed was closer to 185 knots. The RB-36H reached Newfoundland about 1-1/2 hours earlier than expected. The crew made no attempt to contact air defense when they were fifty miles off shore. The navigator did not turn on the radar. The pilots continued to fly at low altitude. In the last twenty minutes of the flight, the ground speed averaged 202 knots. The visibility was less than 1/8-mile as the airplane flew straight and level through sleet, freezing drizzle, and fog. At 0740Z (4:10 AM Newfoundland time), thirty miles after crossing the coastline the RB-36H struck an 896-foot tall ridge at an elevation of 800 feet. The six whirling propellers chopped the tops off numerous pine trees before the left wing struck the ground. The left wing ripped off of the airplane, and spilled fuel ignited a huge fireball. The fuselage and right wing impacted 1,000 feet beyond the left wing. The entire crew was killed on impact. Wreckage was strewn for 3/4-mile across the hillside. U. S. Air Force 1st Lt Dick Richardson heard the RB-36H approaching his cabin at Nut Cove. The sound of the engines stopped suddenly, to be replaced by a loud explosion. Richardson reported that, "Everything lit up real bright". He could see a fire burning on the hillside above. He woke up the other men on the hill. They boiled up the kettle and sent a search party up to the crash site through deep snow. They found no survivors. Following this tragedy, the Rapid City airbase will be renamed Ellsworth AFB to honor the general.
Crew:
Cpt Jacob Pruett Jr.,
Cpt Orion Clark,
Br Gen Richard Ellsworth,
Maj Frank Wright,
Cpt Stuart Fauhl,
Cpt Harold Smith,
Cpt William Maher,
1st Lt Edwin Meader,
1st Lt James Pace,
Maj John Murray,
1st Lt James Powell Jr.,
A2cC Robert Nall,
1st Lt Clifford Bransdor,
M/Sgt Jack Winegardner,
A2cC Morris Rogers,
T/Sgt Walter Pinski,
A1c Burse Vaughn,
S/Sgt Ira Beard,
S/Sgt Robert Ullom,
A2c Phillip Mancos Jr.,
A2c Keith Hoppons,
A1c Theodore Kuzik,
T/Sgt Jack Maltsberger.
Source:
http://www.air-and-space.com/b-36 wrecks.htm#51-13721

En route, the four engine bomber was shot down by the pilot of a Soviet AF MiG-15 and crashed in Boizenburg, killing all seven crew members. It is understood tha the aircraft had been attacked after staying off course 'whilst on a routine training mission' from RAF Leconfield to the Airport of Berlin-Gatow. However, that may have been a "cover story" for the aircrafts real mission of ELINT (Electronic Intelligence Gathering) over Soviet-occupied East Germany.

Crash landed at Goose Bay-Ernest Harmon Airport for unknown reason. There were no casualties but the aircraft was written off.

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.

While cruising at an altitude of 11,000 feet enroute from Hamilton to Lajes, Azores Islands, the manifold pressure on the right engine dropped from 30 to 17 inches. The captain decided to return to Hamilton (Bermuda) for a safe landing but twenty minutes later, the right engine backfired while the manifold pressure increased to 20 inches. In such conditions, he decided to shot down the engine and feathered its propeller. Less than an hour later, while flying at an altitude of 3,000 feet, the left engine started smoking and lost oil. The crew eventually decided to ditch the aircraft near the weather station 'Echo' located in the Atlantic Ocean, east of the Bermuda archipelago. The aircraft sank and was lost while all ten crew members were rescued and evacuated by the crew of the USCGC Coos Bay.

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.