[KWE Note: The Korean War Educator is continuously seeking more information, as well as
pictures, for this page. Dee Lovingood (TN), Richard Beeson (WA), Jock O'Connell (CA), Martel Donahoe
(TX), Wilma Donahoe Jones (TX), the Read Family in the Ashland City, TN area, the Ralf Miller, Howell
McCarley and Charles Welker families, and others are helping in the search for further details about the
crash. If any of our readers have any details about this accident, they are encouraged to contact
Lynnita Brown, lynnita@koreanwar-educator.org
or phone 217-253-4620 (Illinois) in the evening; 217-253-5171 days.]
Most recent additions: June 12, 2008
Page Contents
Back to Page Contents
About the Crash
One of the world’s worst air disasters occurred in December of 1952 and involved veterans who were
stationed stateside and veterans returning home from the Korean War and Far East Command. At that
time, the Air Force had a program called "Operation Sleigh Ride", which brought servicemen home in time for
the holidays. The lucky passengers' names were drawn by lot number. This particular flight was
scheduled for Texas and points east. The accident took place at 6:27 a.m. on December 20. There were 105
passengers and 10 crew members. Eighty-two passengers and 5 crew members were killed when the plane crashed
shortly after takeoff. The four pictures below were contributed to the Korean War Educator by Howell
and Peggy McCarley. He was one of the fortunate survivors of the crash.
(Click picture for a larger view) |
(Click picture for a larger view) |
(Click picture for a larger view) |
The plane involved in the accident was a C-124A Globemaster that had been made by the Douglas
Corporation. These giant planes were big enough to carry an armored vehicle, two big buses, or 200 fully
armed troops. It was a two-deck plane with four 3,500 horsepower engines, and passengers entered it by a
nose ramp. The cost of the plane was about $1.8 million.
|
(Click picture for a larger view)
|
The accident took place at Larson Air Field. The base was geographically located five miles northwest of
the city of Moses Lake, Washington, fourteen miles southwest of Ephrata, Washington, and seventeen miles
south of Soap Lake, Washington. Larson AFB closed in June of 1966. The plane took off from the runway,
climbed to about 100 feet, started to turn left, and then plunged back to earth. The plane shattered into
pieces of metal in a fiery crash.
The victims were rushed the 3 ½ miles from the accident scene to the base hospital. According to
newspaper reports, some of the injured needed up to 12 pints of blood. Within two hours of the accident, 81
donors had given blood at the Yakima Red Cross regional blood center. Forty-eight pints of whole blood and
100 units of plasma were rushed to the Larson air Force Base hospital, where base doctors and nurses, as
well as airmen’s wives, were handling the emergency. By noon, more doctors and nurses had been flown in to
care for the injured.
One of the survivors of the crash was the plane engineer. He was conscious long enough to talk to his
wife, but he died the next day. Another survivor, Lt. Frank Riggenbach of Houston, is now deceased, but his
wife at the time, Dorothy Riggenbach of Pasadena, Texas, remembers the day she heard the news about the
crash. Frank had flown in India and Burma in World War II. The father of two children, he had been sent to
Korea after the war broke out. He had just finished 50 combat missions in Korea and had notified Dorothy
that his time was up in Korea and he was coming home on a commercial flight.
On the day he was scheduled to leave Washington for his home in Texas, he overslept and was thus rushed
to get to the plane before it took off. Because he was late, he had to sit in the tail end of the plane. His
lateness probably helped him to survive what so many others tragically did not. According to Dorothy, Frank
told her that he knew that something was wrong as soon as the plane started to lift off. He had flown so
many missions that he knew how a plane was supposed to "feel". This one didn’t feel right. Within two
minutes after takeoff the aircraft began to lose altitude. It crashed and burned into a snow-laden field at
the end of the airstrip.
Dorothy said that she received a telephone call from a Red Cross worker telling her that her husband had
been in an accident on "a ship in Washington". Dorothy told her that that was impossible because he had
already written to her to say that he was coming home by plane. Within hours, local newspaper reporters were
on her doorstep in Houston trying to get a story about something Dorothy knew nothing about. The next day,
she received a telephone call from a neighbor saying she was to call the Red Cross. When she called, she was
told that her husband had been in the crash but that, other than a few scrapes and burns and a dislocated
shoulder, he was fine and would soon be coming home. She took both of her young children to a nearby
shopping area to try to get away from the reporters and to calm herself down. When she returned home, she
found her injured husband waiting for her, along with LIFE magazine reporters and photographers. Photos of
the Riggenbach family appeared in LIFE magazine in Volume 34, No. 1, January 5, 1953, on pages 22-24.
Larson Air Force Base, now Grant County International Airport, is today a world-class heavy jet training
and testing facility used by the Boeing Company, Japan Airlines, the U.S. military, and many other air
carriers from around the world. With 4,700 acres and a main runway 13,500 feet long, it is one of the
largest airports in the United States.
Tail Section
(Click picture for a larger view) |
Debris Field
(Click picture for a larger view) |
One of the Landing Gear sections
(Click picture for a larger view) |
The three photographs above were provided to the Korean War Educator by the Air Force Historical Research
Agency, Maxwell Air Force Base, Alabama. AFHRA provides Aircraft Accident Reports and other Air
Force-related data to the general public upon reasonable request. To find out more information about
that agency, visit
http://www.maxwell.af.mil/au/afhra.
Back to Page Contents
Government Investigators
The cause of the plane crash was later determined by government investigators to be the failure of the
pilot to remove the rudder and elevator locking pin prior to taking off. It should be noted, however,
that more than one Globemaster inexplicably crashed in the late 1940s/early 1950s. Consequently, some
believe that it was not pilot error that caused the crash; instead, they believe it was a plane malfunction
not caused by error on the part of a crew member, and that the C-124 was not a safe aircraft. Among those
who believe the latter is Jock O'Connell, the pilot's cousin, who has researched and written extensively on
the subject in an effort to clear the name and reputation of Lt. William N. O'Connell. An article about the
crash, written by Jock O'Connell, appeared in the Sacramento Bee on May 30, 1999.
Official Declassified Structures & Aerodynamics
Group Report (PDF File)
Official Flight Operations Group Report
(PDF File)
Back to Page Contents
Manifest
All Military Personnel Onboard the Plane
- Airman 2/C Lewis J. Adams, Jr.
- SN B.P. Alexander (USS Duncan)
- Airman 3/C C.J. Allen
- Airman 3/C John W. Allen (62nd Instl Sq)
- Airman 3/C Robert Leon Allen (Maint Sq)
- Airman 2/C Kenneth Rodney Bacot (A.P. Sq)
- Airman 3/C Charles R. Baker (Fd Sv Sq)
- Airman 3/C David Balden (Fd Sv Sq)
- S/Sgt. James L. Beck (59th RS&S)
- A/2C W.E. Bennett (Fd Sv Sq)
- ATAM Arthur S. Beach (Op Emgcy Lv)
- Airman 2/C Willie James Blake (15th T.C.)
- Airman 2/C Louis A. Bowen (Fd Sv Sq)
- Airman 3/C Sidney R. Bozeman (Maint Sq)
- Airman 2/C James H. Bradley (Maint Sq)
- PN3 Robert W. Buecker (USNS Caffey)
- S/Sgt. Ceathill R. Bumpers (Comm Sq)
- M/Sgt. Wendell L. Burton (flight engineer).
He was transferred to Brooke AH, and died in that hospital shortly thereafter.
- 1st Lt. Anthony Cannizzaro (7th T.C. Sq)
- Airman 1/C Allen C. Carson (15th T.C.)
- Airman 2/C Edward Roy Choate (Fd Sv Sq)
- 2nd Lt. Donald H. Clayton (62nd Supp)
- Airman 1/C Robert N. Dalton (Fd Sv Sq)
- S/Sgt. Thomas Richard Dehart (Hq Sq Wg)
- Airman 2/C Percy J. Develle Jr. (Hq Sq AB Gp)
- Capt. George Diemas (61st T.C. Gp)
- Airman 2/C Amos W. Dinkins (Hq Sq Wg)
- Airman 1/C Paul Kenneth Donahoe (637th AC&W Squadron), LaPorte, TX
- Airman 2/C William C. Dunn, Jr. (62nd Supp)
- Airman 2/C Robert H.J. Dupriest (7th T.S. Sq)
- M/Sgt. Willy Ellis (Mtr Veh Sq)
- Airman 3/C Robert J. Elrod (4th T.C. Sq)
- Airman 3/C W.K. Ferguson (Fd Sv Sq)
- Airman 2/C F. Ford (Instl Sq)
- Airman 2/C Zachariah Gaither (62nd Instl Sq)
- Airman Basic Otis Roland Gilley (15th T.C.)
- S/Sgt. Richard G. Girdham (61st T.C. Gp)
- Airman 1/C Ernest W. Gomillion (4th T.C. sq)
- Airman 2/C Jewell D. Grantham (Instl Sq)
- M/Sgt. Hoyt G. Greene (Med - Army)
- A/3C B.A. Grogan (82 Supply Sq.)
- Airman 2/C James P. Guidry (637th AC&W Squadron), Port Arthur, TX
- Airman 2/C Charles N. Hall (61st T.C. Gp)
- Airman 3/C Thomas T. Hartley (SKA)
- Pfc. Arnold E. Helms (62nd Supp)
- S/Sgt Lewis F. Henry (63rd T.C. Sq)
- AA D.L. Herrine (USN)
- Airman 1/C Bobby H. Lee Hyman (62nd T.C. Gp)
- A/B Manford L. Irwin (Instl Sq)
- Airman 1/C Robert M. Jacobs
- Airman 1/C Alvin Cullen Jared (62nd Instl. Sq)
- M/Sgt. James S. Jones, Jr (61st T.C. Gp). Unknown how he escaped from the plane. Taken to Larson
AFB Hospital, where he died shortly thereafter.
- Airman 2/C Sam R. Kaufman (Hq 39th Air Div Wg). Taken to Larson AFB Hospital, where he died
shortly thereafter.
- 2nd Lt. Artice Lee Laird (Hq Sq Wg)
- Airman 1/C Walter J. Lavette (62nd Supply)
- Airman 2/C George Lee Leverette (Fd Sv Sq)
- Airman 3/C James W. Lewis (62nd Supply Sq)
- Airman 2/C Francisco E. Loya (62nd Sq)
- 1st Lt. Robert J. Maple (Co-Pilot), Larson AFB
- Airman 3/C David Martinez (Fd Sv Sq)
- Airman 3/C Feliman Martinez (62nd Supply Sq)
- SN Alexander J. Maynes (USS Duncan)
- S/Sgt. Johnny L. McBride (53rd T.C.)
- Howell D. McCarley (AF - Hq Sq Wg)
- Airman 3/C T. McDonald (Instl Sq)
- Airman Basic Howard McGuire (62nd Supp Sq)
- Airman 1/C Joseph Bartolo Miccli
- 2nd Lt. Ralf M. Miller (Ft. Lewis, WA)
- Airman 3/C Willie J. Milton (Maint Sq)
- Airman 2/C Thomas W. Mires (A.P. Sq.)
- Airman 2/C Washington Morgan (4th T.C. Sq). Unknown how he escaped from the plane. He was
transferred to Brooke AH, and died in that hospital shortly thereafter.
- QMS Robert T. Myers (LSL 25, NY, NY)
- A/2C Ernest Narcisse (7th T.C. Sq)
- Airman 1/C Van Buren Nickens (Hq Sq AB Gp)
- Lt. William N. O'Connell (pilot)
- Airman 3/C Leroy Parker (Fd Sv Sq)
- Airman 1/C Charles E. Phillips (62nd Hq T.C. Gp)
- A/1c David C. Pinnick (10th Air Division)
- Airman 1/C Robert R. Poole (Mtr Veh Sq)
- Airman 1/C Leray Prestwich (7th T.S. Sq)
- Airman 1/C John R. Price (Mtr Veh Sq)
- Pfc. Donald M. Queen (Ft. Lewis, USA)
- Airman 2/C Joseph E. Quinn (667th MV Sq). Unknown how he escaped from the plane. He was
taken to Larson AFB Hospital and died shortly thereafter.
- Airman 1/C Harold B. Ramsey (Hq Sq Wg)
- Airman 2/C M. Jimmy Read (Fd Sv Sq)
- Airman 3/C Teddy G. Reynolds, Alcoa, TN (637th AC&W Squadron)
- Lt. Frank Riggenbach (22nd Air REF Wg)
- S/Sgt. Thomas Eugene Roberson (637th AC&W Squadron), Little Rock, AR
- A/3C John C. Ross (62nd Supply)
- Airman 2/C Arthur A. Ruffin (62nd Supply)
- Airman 2/C N.A. Rustad (G. Squadron)
- Airman 3/C Alvin R. Six (62nd Sup)
- Airman 1/C John P. Sloan (5201 AB Sq APO 729)
- Airman 3/C Walter E. Smith (637th AC&W Squadron)
- Airman 1/C Spurgeon D. Stonecypher (15th T.C.)
- Airman 1/C Joseph C. Stout (567th Inst. Sq)
- S/Sgt. Carlos Manuel Suarez (7th T.C. Sq)
- Airman 2/C Bernard A. Tacy (66th FTR In Sq)
- S/Sgt. Clarke H. Taft (Hq AB Gp)
- Airman 1/C Alexander Taylor, Jr.
- Airman 3/C Duane O. Taylor (66th FTR In Sq)
- Lt. K.D. Taylor (22nd Air REF Wg)
- 2nd Lt. Marshall (or Marseal) R. Thompson (M&S Gp)
- M/Sgt. Thomas Turner (61st T.C. Gp)
- Airman 1/C Paul E. Vaden (Hq Sq AF Gp)
- S/Sgt. Finn Otto Wahl (Maint. Sq.)
- Airman 2/C Ned M. Walker (Mtr Veh Sq)
- Airman 2/C Jerry Nehland Wall (Maint. Sq)
- S/Sgt. O.B. Weaver (15th T.C.)
- AF2 Robert L. Weaver (USS Yorktown)
- S/Sgt. Francis W. Wehrle (61st T.C. Gp)
- S/Sgt. Charles B. Welker (Fd Sv Sq)
- Capt. Joseph E. Wells
- Capt. Beryl L. Williams (1727___ Sep Sq APO 729)
Airman 1/C Vance Jones (62nd Supply) was scheduled to board the craft, but did not. 1st Lt. Cammizaro and
S/Sgt suarez did not arrive for the roll call but boarded the aircraft after engines had started.
Deceased Crew Members
Airman 2/C Louis J. Adams Jr.
M/Sgt. Wendell Burton (lived a short time; was seated by the engineers panel)
S/Sgt. Melvin L. Flowers
Airman 1/C Robert M. Jacobs
1Lt. Robert V. Maple
Airman 1/C Joseph B. Micelli
1Lt. William N. O'Connell
Capt. Joseph E. Wells
Back to Page Contents
Survivors
Survivors (Military Personnel)
- Alexander, SN Billy P.
Unknown how he escaped from the plane. Transferred to Madigan.
- Balden, Airman 2/C David
Escaped through a break in the tail section. He was seated in the end seat, lower deck, center,
facing outward.
- Diemas, Capt. George
He escaped through the bottom of the fuselage. He was seated 3rd right rear left, lower center,
facing outward. Transferred to Brooke AH.
- Ellis, M/Sgt. Willie
Exited through break in tail section. He was seated 2nd seat from back, right lower center, facing
outward. Transferred to Brooke AH.
- Elrod, Airman 3/C Robert J.
Unknown how he escaped from the plane. He was seated in the tail section.
- Ferguson, Airman 3/C Waymond K.
He escaped through a hole in the ship. He was seated fourth seat from the rear against the wall,
facing inward.
- Ford, Airman 2/C F.
Unknown how he escaped from the plane.
- Greene, M/Sgt. Hoyt
Unknown how he escaped from the plane. He was seated in the tail section. Transferred to
Madigan AH.
- Grogan, Airman 3/C Donald H.
Unknown how he escaped from the plane. Transferred to Madigan AH.
- Herring, AA Donald L.
Unknown how he escaped from the plane. Transferred to Madigan AH.
- Higgenbach, Lt. Frank
Houston, TX - Exited through hole in fuselage. Was seated facing forward in the left rear, 6th seat
against the wall.
- Irwin, A/B Manford L.
Unknown how he escaped from the plane.
- Martinez, Airman 3/C Fulimon G.
He escaped through a hole in the ship behind the right wing. He was seated in the lower deck, right
side against wall, facing inward. Transferred to Brooke AH.
- Maynes, SN Alexander
Unknown how he escaped from the plane. Transferred to Brooke AH.
- McCarley, Airman 1/C Howell
Unknown how he escaped from the plane. Transferred to Madigan.
- McDonald, Airman 3/C Thurman
Unknown how he escaped from the plane. Transferred to Madigan.
- Miller, 2nd Lt. Ralf M.
He escaped through a hole in the ship. He was seated in the left rear against the wall.
- Narcisse, Airman 2/C Ernest
He escaped through a hole in the right wall. He was seated on the right side, lower deck, against
the wall, facing inward. Resides (2005) in Lafayette, LA.
- Read, Airman 2/C Marion J.
Unknown how he escaped from the plane. He was seated in the tail section.
- Riggenbach, 1st Lt. Frank
- Schwan, Airman 1/C Ignatino
- Six, Airman 3/C Alvin R.
He exited through a hole in the right wall. He was seated in the lower deck, right side against the
wall, facing inward.
- Skrnartz, S/Sgt. Joseph.
Unknown how he escaped from the plane.
- Stonecypher, Airman 1/C Spurgeon D.
Not known how he escaped from the plane. He was seated left rear, middle seat, facing outward.
Transferred to Brooke AH.
- Stout, Airman 1/C Joseph C.
Exited through hole in plane behind him. He was seated right rear, 5th seat against the wall, facing
inward. Transferred to Brooke AH.
- Taylor, Airman 3/C Duane O.
Unknown how he escaped from the plane. Transferred to Brooke AH.
- Taylor, 1st Lt. James D.
Exited through hole in fuselage. He was seated in the tail.
- Wehrle, S/Sgt. Francis M.
He escaped through a hold in the ship. He was seated in the lower deck against the left wall, 3rd
seat, facing inward.
- Welker, S/Sgt. Charles B.
Unknown how he escaped from the plane. He was seated in the tail section.
Survivors (Crew Members)
- S/Sgt. Joseph Skrzyniarz (major injuries) - He was seated near the rear exit door, right side of
plane.
- Airman 1/C Ignatiusa Schwan (no injuries) - He was seated in the scanner seat, left rear.
Escaped through the elevator well.
Back to Page Contents
Pilot/Co-pilot Information
The Pilot
The pilot of the aircraft was 1st Lt. William Norbert O'Connell, based at Larson Air Force Base with the
62nd Troop Carrier Group, 7th T.C. Squadron, 18th Air Force. He received his pilot's license on 30
September 1949, and since that time had acquired the following hours of experience:
-
Total pilot (1st pilot, copilot, command pilot etc) hours - 2,775
-
Total 1st pilot hours - 1633
- 1st pilot hours within last 90 days - 255
- 1st pilot hours within last 30 days - 35
- 1st pilot hours with this model - 331
- Other pilot hours this model - 137
- Total time spent in air during 24 hours prior to accident - 20 minutes
- Total 1st pilot instrument weather hours - 329
- Total 1st pilot instrument hood hours - 28
- 1st pilot instrument (weather & hood) hours last 6 months - 95
- 1st pilot instrument (weather & hood) hours last 60 days - 73
- 1st pilot night hours last 6 months - 87
- 1st pilot night hours this model last 60 days - 74
The Co-Pilot
The co-pilot of the aircraft was 1st Lt. Robert Vernon Maple, based at Larson AFB with the 18th Air
Force, 62nd T.C. Wg., 62nd T.C. Gp, 7th T.C. Sq. He received his pilot's license in August of 1950 and
since that time had acquired the following hours of experience:
- Total pilot (1st pilot, copilot, command pilot etc) hours - 2007
- Total 1st pilot hours - 1133
- Pilot hours last 90 days - 198
- 1st pilot hours last 90 days - 130
- Co-pilot hours last 90 days - 68
- Pilot hours last 30 days - 7
- Total pilot hours this model - 388
- 1st pilot hours this model - 269
- Co-pilot hours this model - 119
- Total pilot hours this model last 90 days - 141
- 1st pilot hours this model last 90 days - 71
- Co-pilot hours this model last 90 days - 70
- Total 1st pilot instrument weather hours - 170
- Total 1st pilot instrument hood hours - 9
- 1st pilot instrument (weather & hood) hours last 6 months - 19
- 1st pilot instrument (weather & hood) hours last 60 days - 1
- Total pilot night hours last 6 months - 16
- Co-pilot night hours last 6 months - 37
- Total pilot night hours this model last 60 days - 15
- 1st pilot night hours this model last 60 days -
- Co-pilot night hours this model last 60 days - 8
Back to Page Contents
Weather Information
Ceiling - P500X
Visibility - 2 miles
Wind direction & velocity - N13
Temperature - 33
Dew point - 31
Other weather conditions - light now
Back to Page Contents
Eye-Witness Testimonies
Riggenbach, Frank, 1st Lt., USAF
21 December 1952
The following statement was taken on 21 December 1952 at 1500 from 1st Lt. Frank Riggenbach by 1st Lt.
John Olsen. Lt. Riggenbach is a navigator on flying status and a recent returnee from a Korean tour.
He was flying as a passenger.
Statement as follows:
The time between starting and takeoff seemed long. It amounted to about 45 minutes. I
remember one time after we had started engines running that we let another man in. Then we taxied
out. It seemed like the takeoff roll was awfully long. After leaving the ground and the wheels
were retracted, I had the sensation that we were settling. A very short time and then we started to
climb again although the engines sounded the same. That is, there did not seem to be any power
change. The climbing sensation may have been a turn but I did not realize it at the time. Next
there was the firs jolt like hitting a bird but imagine it was the ground. Then just a fraction of a
second and we hit.
Welker, Charles B., S/Sgt., USAF, AF 14385696
21 December 1952
Statement as follows:
I, S/Sgt Charles B. Welker, AF 14 385696, 62nd Food Service Squadron, Larson Air Force Base, Washington
was a passenger on the C-124 that crashed at Larson Air Force Base December 20, 1952. This was my
first ride in a large aircraft. We seemed to make a good takeoff, after which we went down a little,
then came back up and seemed to have leveled off. The ship swung to one side, then crashed into the
ground. I guess I blacked out but came to immediately, for I was the second or third man to get
clear of wreckage.
Read, Marion J. Jr., A/2C, USAF, AF 14385682
21 December 1952
Statement as follows:
I, Marion J. Read, Jr., A/2C, AF14385 682, 62nd Food Service Squadron, Larson Air Force Base,
Washington, was a passenger on a C-124, AF #0100 which crashed on 20 December 1952. I boarded the
plane at 0500 and took the next to the last seat on the bottom right hand side of the deck. I put on
my parachute and fastened my safety belt. The pilot then briefed us on what to do in event of an
emergency or accident.
We started the takeoff and left the ground very smoothly. Shortly after becoming airborne, the
plane appeared to drop about twenty feet. Then it seemed to continue climbing normally. At
this time the wings started to rock and the left wing hit the ground. The plane then seemed to
bounce and start coming apart. I was fully conscious throughout the accident. I recollect
hanging from my safety belt and being pinned against the wall of a large box. I then released my
belt and fell to the bottom of the ship right next to a large hole in the fuselage. I immediately
escaped from the ship through the hole.
I then returned to the aircraft with several other passengers to help remove other men from the crash.
We had removed all but three when the fire and crash crews arrived. I was then brought to the
hospital in a pickup truck.
Bolden, David, A/3C, AF14434108, USAF
21 December 1952
Statement as follows:
I, A/3C David Bolden, AF14434108, Food Service Squadron, Larson Air Force Base, Washington, was a
passenger on a C-124, AF #0100, which crashed on 20 December 1952. I got on the plane at 0500 and
went to the rear of the plane, sat down and put on my parachute and fastened my safety belt. We all
were briefed. We taxied down the runway at 0600. The takeoff was good, then the ship began to
rock and we went down. I blacked out for a moment. My safety belt was still fastened. I
got out as quickly as possible and began to help get the men out that were trapped in the plane.
Miller, Ralf M., 2nd Lt, USA, 01931408
21 December 1952
Statement as follows:
I arrived at Larson AFB about 3:30 Saturday morning and went directly to Base Operations to see about
the flight to Kelly Field. I was on the manifest and about 0500 hours, the Sergeant in Operations
announced roll call. After getting a box lunch, I listened for my name and then, when it was called,
I took my luggage and went directly aboard the plane. I went towards the rear of the plane and sat
down about 6 or 7 seats from the rear. I got into my parachute, sat down and listened to the pilot's
instructions over the speaker. The safety instructions and abandon ship procedures were covered
thoroughly by the pilot and also printed instructions were handed out to everyone aboard. One of the
crew members went around to see that everyone had his chute on correctly. A crew member sat by each
emergency door in the rear and then we waited for takeoff.
To my knowledge, everyone around me had their safety belt fastened. The pilot warmed the motors
up for a few minutes and then we taxied to the runway. There, the motors were gunned up fast for
quite a while before takeoff. Then we started our takeoff. I was sitting near a window and
watched the lights go by until I couldn't see them anymore. My ears started popping then and I knew
we were airborne and thought we were pretty high.
I was looking to the front of the plane and felt the plane turn right because of the way I leaned and
saw other guys leaning. Then the nose slowly went down and I thought we were just straightening out
to gain speed. Then we hit the ground. Besides the noise, the first thing I saw were sparks
and flames. The fire was all over everywhere and it was awfully dusty and smoky when the plane
stopped moving. I got out of a hole in the right side of the plane and dragged another guy with me.
I then helped with the injured inside the plane and took out all I could find. Then about 0730 I
rode in with Chaplain Rumney to the hospital.
Diemas, George, Captain, USAF
21 December 1952
The following statement was taken on 21 December 1952 at 1430 hours from Captain George Diemas by 1st
Lt. John Olsen. Captain Diemas is a recent Korean returnee where he flew a tour in B-26's as pilot.
Captain George Diemas was flying as a passenger.
Statement as follows:
As we started down the runway, this being my first ride in a C-124, I was very conscious of everything
going on. The first thing, it seemed to me the plane stayed a long time on the runway. It
seemed like it used the whole runway. Then it felt like the pilot ranked it off the runway as it got
in a steep altitude and I felt a floating sensation as if mushing. By then I looked out the window
and could see lights below. I judge we were about 75 feet in the air. Right then the pilot
decided to make a steep bank to the left and I could feel pulling. Then he seemed to change his mind
like he was going the wrong way and then changed it again trying to level the plane. Then we hit.
Gallarda, William J., Engineering Officer, 7th TC Sq
20 December 1952
Statement as follows:
Reported to flight line at 0525 on the 20th of December 1952 to see aircraft 50-100 department as
scheduled. MSgt. Shulte reported two (2) exhaust brackets were broken and replaced. The
fire-guard and alert crew were standing by waiting the arrival of the pilot, 1st Lt O'Connell, who had
left instructions to start the engines.
Lt. O'Connell arrived at approximately 0535 and I asked him if he was also ready and what he thought of
the light snow on the aircraft. His reply was, "I think it's OK, but what do you think?" I was
also of the opinion that it was not a dangerous factor and that it would blow off. He said he would
have liked a 5 gallon can of water and some paper cups, but didn't have anymore time to look for them.
I informed him of a check list we are putting into use in the near future to ensure flights departing,
they would have every item, even to including cups and napkins. He then turned to leave and said,
"Good, we are in fine shape."
He then taxied out behind Aircraft 51-903 and started his runup check. He stood by in Base
Operations in case he needed any assistance.
I heard him go to full power for takeoff. Then climbing out I turned to go to the Officers' Mess
for breakfast. I turned to say something to the Base Operations' Clerk, when I saw a large fire.
at the same time the Base Operations' clerk said, "My Lord, what's that?" I knew it was a fuel fire,
but I could still hear the noise from engines and couldn't quite believe it was our aircraft. I
said, "It's an aircraft, sound the crash alarm." Then the noise of the engines faded and a dull thud
was heard.
After the crash alarm was put into effect, I called Major Mayland, Operations Officer, 7th Troop Carier
Squadron and then stood by to assist in dispatching crash crews.
DeGarmo, Leon B., Ground Crew Member
20 December 1952
Statement as follows:
Reported to the line at 0500 to see Aircraft 0100 off on Operation sleigh Ride. The aircraft was
parked in front of Base Operations loading the passengers and luggage. Sgt. Shulte and Sgt. Foreman
were replacing an A clamp on #1 engine, and Sgt. Jones and Sgt Sine were replacing one on #4 engine.
After the necessary maintenance was done, the pilot briefed the passengers and engines were started at
0600. Sgt. Foreman and myself stood fire-guard.
The engines were all started and everything was normal from the ground. The engines were warmed
up and A/C proceeded to taxi out to take-off position. Myself and the rest of the ground crew went
into Operations to wait until the aircraft was airborne.
About 0615 the aircraft started down the runway. Just as I was about to leave Operations, I saw
the flash. The day before the accident I helped Sgt Foreman clear up some minor write ups.
I changed the landing gear safety switch crystals, cleaned the struts and gassed the aircraft to 35,00
lbs of gasoline. After I finished, Sgt Shults came over with a climb indicator to install in my own
aircraft and I left Sgt Foreman to work on my own aircraft. I did not see Sgt Foreman or his
aircraft until 0500 the morning of December 20th.
Jones, James L., S/Sgt USAF, AF19362429
20 December 1952
Statement as follows:
I, S/Sgt. J.L. Jones, S/Sgt. Sine and S/Sgt. DeGramo, were told upon completion of work December 19, by
M/Sgt Shults to report to Aircraft 50-100 at 0400 on the 20th December for the purpose of readying
Aircraft 50-100 for 0600 take-off.
Shortly after my arrival, I was told by M/Sgt. Shults to remove the "A" clamp on exhaust collector on
#4 engine. The clamp was broken. After removing clamp, S/Sgt. Sine and myself replaced it with
a clamp removed from Aircraft 49-252. Upon completion of replacing clamp, we removed the stand and
waited for Lt O'Connell before starting engines.
An airman from Base Operations came out and asked for some member of the crew to answer a phone call in
operations. The crew was busy on the aircraft so I took the call. Lt O'Connell was calling, he
told me to have them start the engines and to brief the passengers. He was getting water and paper
cups for the trip. I told Lt Maple and TSgt Foreman of the phone conversation and TSgt Foreman went
into the aircraft.
The scanner wasn't there at the time so I put on the scanner headsets and MSgt Burton and I started the
engines. TSgt Foreman stood fire guard. We had some trouble starting #1 and #2 engines, it was
nothing unusual. after the engines were running, SSgt Skrayniarz (scanner on the aircraft) took
over. We then stood by waiting for Lt O'Connell. He arrived in a few minutes and entered the
aircraft. Shortly after this, another man came out and entered the aircraft, then they taxied out.
S/Sgt DeGramo and myself went in Operations. The rest of the ground crew followed. We all
waited in Operations for the aircraft to take off. When the aircraft started its take-off, TSgt
Foreman and myself went out the door on the line side of Operations. When I got outside, I began to
look for the aircraft again which was airborne by then. I saw a flash of fire and heard two
explosions and then the engines quit.
Sine, Benjamin E., S/Sgt, USAF AF15060516
20 December 1952
Statement as follows:
Reporting to MSgt Shuts at 0400 as instructed, we heard the C-21B back-firing and were going down to
replace it. Before we left the engineering office, MSgt Burton came in and told us that two spider
brackets were cracked.
MSgt Shults and myself left the office, went to the hangar and pulled another C-21B down to the
aircraft with the tug. MSgt Shults sent TSgt Foreman, SSgt Skrzyniarz, and myself, over to Aircraft
49-252 to get two spider brackets to replace the ones on #1 and #1 engines. We spent about 15
minutes getting the brackets off. Returning to Aircraft 100, TSgt Foreman and MSgt Shults had
changed the one on #1 engine and SSgt Jones and myself changed the one on #4 engine. As soon as we
were through on #4, we took the tug and pulled the stands back to the hangar.
While we were in the hangar (MSgt Shulte and myself), SSgt Skrzyniarz came after his tool box. We
hauled him and his tool box over to the aircraft. While we were on the way over, the engines were
being started. After the engines were started, TSgt Foreman told me to take the tug and park it
under the aircraft parked in front of 100, so I could clear the wing on Aircraft 100 as it taxied out.
After this was done I stood in the light from the headlights of the tug and guided him out to the center
of the taxiway. After that I drove the tug down in front of Operations and went inside. We
waited in Operations (the whole crew), until the aircraft had run up and started its take-off run.
We watched the aircraft go down the runway until it was airborne. We then started home. I had
just got to the front door and turned around to say something to SSgt DeGarmo and saw the explosion.
Before the runup, MSgt Shults and myself noticed a light covering of snow on the aircraft wings.
After the engines were started, the prop wash blew the snow off the wings except for the outboard of the
nacelles. After we found out that Aircraft 100 had crashed we stood by in Operations until relieved
by Captain Gallarda.
Back to Page Contents
Redeeming Cousin Billy: An Elegy for Memorial Day
Written by Jock O'Connell
theclarkstreetgroup@email.com
[This is the author's text of an article published in the Sacramento Bee on Sunday, May
30, 1999. It is reprinted on the Korean War Educator with the permission of Mr. O'Connell.)]
By all accounts, the crash of the C-124 Globemaster near Moses Lake, Washington, just before dawn on
December 20, 1952, was horrific. Survivors told of a leftward lurch seconds after take-off, a sinking
descent until the wing clipped the ground and sent the plane into a cartwheel. An instant later, the impact
gave way to a gruesome inferno as the fuel tanks ruptured, spilling 32,000 pounds of aviation fuel and
spewing fire on nearly everything and everyone. Intense flames burned for more than two hours, consuming
much of the aircraft and melting metal parts into shapeless lumps of steel and aluminum. In the end, 86 of
the 115 men on board were dead or dying in what remained of the big, double-decked Air Force transport.
The crash was quite literally a disaster of the first magnitude. It was the worst mishap in aviation
history up to that date, as radio news bulletins and newspaper headlines around the country announced.
Compounding the sense of national tragedy was the fact that many of those on board were servicemen en route
home from the war in Korea.
Several days later, our family gathered in Maine to bury one of those who had perished in the crash, Lt.
William N. O'Connell, my uncle Norbert's son. Though I was just five years old at the time, I carry memories
of my cousin's funeral that are as crisp as the mid-winter air. The occasion was replete with the mnemonic
events that captivate a small boy: the resplendent honor guard the Air Force had sent from Pease AFB in
Portsmouth; the crack of rifles fired in salute; the somber ritual of the folded flag. What I was much too
callow to appreciate that day was how perversely our family's grief had been defiled by the news, delivered
only days earlier, that we were burying the 27-year-old pilot the Air Force had deemed responsible for the
entire disaster.
Today, we are accustomed to lengthy investigations into airplane crashes. We've grown familiar with the
exhaustive and expensive efforts made to collect and reassemble plane wreckage -- even if it requires diving
to the ocean floor or plunging into malarial swamps or impenetrable jungles. But such extensive, meticulous
inquiries are not merely products of our peculiarly litigious age. An Associated Press story that ran in the
Los Angeles Times following the Moses Lake disaster warned that "crash investigations often take months" as
investigators gingerly sift through the wreckage and question witnesses and survivors (if there are any)
looking for clues.
In this instance, though, the Air Force was uncommonly swift to judgment. Within hours of the Saturday
morning crash, an Accident Investigation Board had been formally impaneled and dispatched to the crash site
at Larson AFB in Washington State. By the following Wednesday, the panel had wrapped up its work and
officially closed the book on the inquiry.
Then, with an appallingly lack of grace, the Air Force did something unconscionable. It promptly released
the panel's conclusions to a callous press. As a result, the entire nation awoke the next morning --
Christmas Day -- to newspaper accounts much like the one that appeared in the New York Herald Tribune under
the headline: "Take-Off With Locked Controls Blamed For Crash Killing 86." The damnation of Cousin Billy was
lodged in the second paragraph: "By implication, the world's worst flying disaster was attributed to the
failure of the plane's chief pilot, 1st Lt. William N. O'Connell, to make a prescribed check of the craft's
controls before attempting to leave the ground."
So there it was right under the Christmas tree -- the unwrapped gift proclaiming that Billy's negligence
had made him the next worst thing to a mass murderer. Apart from that, Mr. & Mrs. O'Connell, how were your
holidays?
What little evidence the Air Force chose to share with the public looked sufficiently conclusive. Billy,
the Air Force said, had failed to insure that a mechanism which locked the plane's rudders and flaps while
on the ground had been properly unlocked prior to take-off. With the plane's critical surface controls
locked, he had taken off in a heavy piece of machinery that, once airborne, was incapable of sustained
flight.
The Air Force's account went unchallenged. It was, it must be remembered, an era in which few were
inclined to argue with the established order. Vietnam and Watergate were well in the future. In 1952, there
was a shooting war in Korea, Josef Stalin was still in the Kremlin, and at home the House Un- American
Activities Committee, Sen. Joe McCarthy and others were on the prowl for malcontents. Besides, not to
indulge ethnic stereotypes, my aunts and uncles were generally of the sort more apt to ask for another round
of Bushmills than for an independent inquiry.
And that proved too bad for Billy. For a closer examination of the Air Force inquiry raises many more
questions than it put to rest. Indeed, what happened in those predawn minutes nearly 47 years ago still
remains far from evident.
I'm not sure what it was that, in the fullness of time, prompted me to re-examine this painful chapter of
family history. But a couple of years ago I began by reading contemporary newspaper accounts of the
accident. From the outset, there were aspects of the Air Force inquiry that struck me as quite odd -- not
the least of which was the remarkable speed with which it had been concluded.
The plain truth was that by the time of the Moses Lake disaster, neither the Air Force nor the plane's
builder, the Douglas Aircraft Corporation, could afford the luxury of a long, exhaustive inquiry. For the
Air Force had a very serious problem: Its big transport planes had been falling out of the sky with
disturbing frequency.
In the six weeks leading up to the Moses Lake crash, the Air Force had lost ten transport planes along
the North Pacific rim between Korea to Montana. Just four weeks earlier, a virtually identical C-124 with
fifty-two servicemen on board had vanished on a flight in Alaska. Another 91 lives had been claimed in the
crashes of four C-119 Flying Boxcars, manufactured by Fairchild. In all, nearly 300 men had died in
accidents involving Air Force transports since November 7.
Disturbed at such an appalling waste of lives, Congress was threatening to hold public hearings,
something neither the Pentagon nor Douglas Aircraft welcomed. In particular, serious questions were being
raised as to whether the C-124 was a safe aircraft. Noting that a third C-124 had disappeared in 1951 on a
flight over the Atlantic, Sen. Richard Russell, chairman of the Senate Armed Services Committee, told
reporters after Billy's crash: "I think the Air Force should ground these Globemaster's until it can
definitely be determined whether they are mechanically defective." The head of the House Veterans Affairs
Committee voiced exactly the same recommendation.
Under the threat of further unfavorable publicity, did the Air Force exhaust all possible explanations
for the crash of the C-124 at Moses Lake? Or did it merely embrace the most convenient explanation -- the
one that seemingly accounted for what happened without pointing any accusing fingers at Air Force procedures
or aircraft design?
To learn more of what had happened at Moses Lake, I obtained a copy of the report filed by The Accident
Investigation Board. It makes for some exceptionally troubling reading. "The C-124," the report notes, "has
one mechanical control handle which locks four separate controls -- the throttles, elevators, ailerons and
rudder -- when the plane is parked on the ground. All of these controls are unlocked by moving the control
handle through its complete traverse area." Then came the report's principal allegation. "Indications are
that in this case the control handle was moved partly but not completely through its full traverse before
the take-off and, as a result, the throttle was unlocked, permitting power to be applied, while the surface
control locks remained in a locked position. The investigation established that the elevator and rudder
control surfaces were in the locked position prior to impact."
This conclusion rests, however, on a liberal dose of supposition. For one thing, the crucial physical
evidence was simply lacking. For another, the conclusion was contradicted by most of the eyewitness
testimony. But what seemed most extraordinary was that at least one senior participant in the accident
inquiry, Major General Victor E. Bertrandias, the Deputy Inspector General of the Air Force, appears to have
made up his mind about what had happened even before he arrived on scene to consider the factual evidence.
As for the physical evidence, the full report conceded: "A very intensive search was made in the crash
area in an attempt to recover the cockpit control surface lock handle and mechanism. This search was
negative." The fire damage on the aircraft itself was very intense and concentrated around the cockpit and
forward fuselage. "There was little that could be readily discernible of these parts in the wreckage itself
due to the melting down of the structure. There were large solidified parts of melted aluminum alloy."
As for the witnesses -- not only survivors but Air Force ground personnel who helped ready the aircraft
prior to take-off -- no one reported anything but a routine, by-the-book operation almost up to the point
the plane veered out of control. The C-124's flight engineers, Master Sgt. Wendell L. Burton, lived long
enough to tell investigators that "the C-124's instruments indicated the plane's operation was normal in the
takeoff." He did, however, reveal that the pilot had said his gyro had gone out.
Q. Were the controls locked?
A. No, the controls didn't seem to be.
Q. Do you recall who unlocked the controls?
A. Yes, sir. It was the Assistant Engineer.
Q. You're pretty sure it was unlocked before your taxiing down?
A. Yes, sir, I know it was.
Q. No warning horns or lights?
A. No warning horns.
Another crew member, S/Sgt. Joseph Skrzyniarz, was seated in the rear of the aircraft but had a
communications link with the flight crew in the cockpit. According to a transcript of his testimony,
Skrzyniarz attested that all procedures with respect to the surface controls locking mechanism had been
followed. He, too, stated he had heard the pilot saying that "the gyro was out" but was unsure whether this
was before or after take-off. At the conclusion of his testimony, Skrzyniarz was asked: "Other than the
comments you have already made, do you feel that this take-off was other than normal?" Answer: "I felt that
it was normal procedure. Everything was normal."
Of course, there had to be something that was not normal about this flight. Normally functioning
airplanes do not crash and explode after take-off. So what was abnormal about this flight, and why didn't
anyone -- the pilot, the co-pilot or the flight engineer -- recognize they had a problem until it was too
late?
According to the accident report, the pre-flight checklist required the C-124's co-pilot to ascertain
that the locking mechanism had been fully disengaged. The report further notes that the actual unlocking was
typically performed by a flight engineer. (In this case, Sgt. Burton evidently delegated the chore to one of
two student engineers who were accompanying him on the training flight.)
Could it be that Sgt. Burton's last act before succumbing to his injuries was to cover up his own failure
to properly supervise a trainee? After all, it would have been his responsibility not only to insure the
lock was fully disengaged but also to assure the co-pilot he had done so. Gen. Bertrandias certainly did not
disguise his belief that Burton's word could not be trusted. But even if Burton were lying or simply
confused, why hadn't anyone else noticed the surface controls remained locked? What about those horns and
lights? What about the pilot's statement that the plane's gyroscopes -- so essential in an instrument
take-off -- had failed? Had equipment the crew had grown to trust malfunctioned at a very inopportune
moment?
Among those questioned by accident investigators was Major Milton W. Byrn, the pilot of a C-124 that took
off just 11 minutes before the ill-fated flight rolled down the runway. Byrn was asked about the procedures
for disengaging the locking mechanism.
Q. It is our understanding from looking at this system that if the [surface control] locks are
on, there is a safety feature in the throttles where you cannot move two of them forward to full open
position which precludes the pilot from taking off with the locks on. Do you know that?
A. Yes, sir, you can't move both throttles up on the same side with the locks on.
Q. In this checklist before taxiing...it is required that the controls and tabs be visually checked
after the controls are unlocked. How do you do this in the airplane you fly? How do you obtain the check
on the controls?
A. I don't do it.
Q. It is not accomplished?
A. No, sir.
As it turned out, Byrn was far from the only C-124 pilot who had been less than completely fastidious
about pre-flight safety procedures. In a nasty bit of irony, the C-124 pilots (at least those attached to
the 62nd Troop Carrier Wing at Larson AFB) appear to have trusted in built-in mechanical safeguards to such
an extent they routinely dispensed with a check of the surface controls which, in the case of the C-124,
could only be accomplished by positioning a crew member (known as the scanner) outside the aircraft while
the pilot moved the flaps and rudder.
Such confidence likely proved unfortunate. Buried deep in the investigation team's report is clear
evidence to indicate that the controls locking mechanism was poorly designed and badly maintained.
"Examinations were made on quite a number of C-124 aircraft at this base to determine the operational
sequence and functions of the cockpit control surface lock mechanism. Various inadequacies and
malfunctionings and inconsistencies were noted in this apparatus." (Emphasis added.) While it would appear
that both the Air Force and Douglas Aircraft had some explaining to do, neither understandably had any
interest in resolving questions of possible culpability in public. But in fact, as the accident team's
report indicates, the crash did hasten steps already underway for a major redesign of the locking mechanism
in later models of the C-124 and a similarly major overhaul of pertinent Air Force training manuals.
In retrospect, Gen. Bertrandias' prejudgment of the evidence suggests he may have had prior knowledge
that the locking mechanism was subject to malfunction and that he just may have expected a malfunction could
cause the very disaster that befell the C-124 at Moses Lake. His successful efforts to shift blame for the
accident from the machinery to the men operating it bore the hallmarks of a classic bureaucratic maneuver.
But was he guilty of more than a garden-variety institutional cover-up? On this point, there is no hard
evidence. Still, let the record show that, no doubt by sheer coincidence, the general found employment upon
his subsequent retirement from the Air Force as a corporate vice president at Douglas Aircraft.
The title of world's worse aircraft disaster did not belong to the Moses Lake crash for very long. Just
six months later, on June 18, 1953, an Air Force transport crashed just after taking-off from an airport
near Tokyo, killing 129 servicemen. The aircraft involved? Another C-124.
The day of the Moses Lake crash, an Associated Press reporter asked Billy's sister her reaction to word
her brother had been among those killed. "Somehow we've been expecting it to happen for a long time," she
said. "With all those other crashes we thought he'd have to get it sooner or later. That's just the way it
is with those fellows. If he was [the pilot], then this thing hangs on his neck. We'd like to know."
What we now know, but what the Air Force did not chose to share with the public at the time, was that
there was ample blame to be apportioned all around. A fairer, more conscientious investigation into the
accident might have doled out responsibility to numerous parties -- Douglas Aircraft, for designing and
building a flawed instrument for controlling the aircraft's ability to stay aloft; the Air Force, for not
sharing with its pilots and crews growing suspicions over the integrity of the locking mechanism; and, yes,
the crew of this particular C-124 for likely ignoring some vital safety procedures.
Too bad that only one individual, having already lost his life, was alone in forfeiting his good name in
the tragedy at Moses Lake.
Copyright © 1999 by J. A. O'Connell
Back to Page Contents
D.L. Lovingood on the Crash Anniversary
I was in the U S Air Force and stationed at the 637th AC&W Squadron near Othello, WA at the time of the
crash. There was approximately 150 to 175 airmen stationed at the Othello radar station that is located
about eight miles South of town, and five of them were killed in that crash 50 years ago on December 20,
1952.
They are as follows:
- Airman 3/ C Teddy G. Reynolds Alcoa, Tennessee
- Airman 2/ C James P. Guidry Port Arthur, Texas
- Staff Sgt Thomas Eugene Robertson Little Rock, Arkansas
- Airman 1/ C Paul Kenneth Donahoe LaPorte, Texas
- Airman 3/C Walter E. Smith, Unknown by me
As a Christmas moral booster for the military that year, the Air Force offered a free flight from Larson
AFB to various bases across the United States. A drawing was held from the entrees submitted, and the airmen
that had been away from home for the longest period of time were offered a free trip to a base closest to
their hometown. There would be two C-124’s departing from Larson in the early morning of December 20th and a
return flight would be made after Christmas.
One of the airmen that was killed from our base was Teddy G Reynolds. I did not know Teddy personally,
but he was from Alcoa, TN where I now live. Teddy was going home for Christmas on the flight, and was to be
married while he was at home.
Another airman that was killed in the crash was Paul Donahoe from LaPorte, TX. Paul's wife was living in
Othello when he got killed, but she had taken their new baby boy and gone back to Texas by train. Paul was
to follow on the free flight. That "new baby boy" would be about 50 years old now.
Paul also had a younger brother, Martel Donahoe, that was also stationed at the 637th. They were both
members of a Texas Air National Guard unit that had been activated for the Korean War. About one third of
the airman stationed at the 637th IN Othello were from the Texas National Guard unit.
Martel Donahoe, the brother of Paul, was an alternate for the winners of the free trip. If one of the
five airmen from our base could not make the flight for any reason, Martel would have taken the flight.
Martel was assigned the job of driving his brother and our four other airmen from the 637th to Larson AFB
the morning of the crash.
Very early in the morning on Saturday, December 20, 1952, Martel took his brother, Paul Donahoe and the
other four Airmen from the 637th to Larson AFB in an Air Force carry-all. Martel told me it was snowing real
hard when they got up to Larson, so our guys unloaded and told Martel to head back to Othello so he wouldn't
get caught in the snowstorm. As he drove out of the front gate at Larson, he heard the first C-124 take off.
His brother Paul was going on the second C-124, and Martel had not even heard it start up prior to leaving
the Larson front gate.
It was a 37 mile trip back to Othello on two lane roads, so Martel headed out to beat the snow. He drove
directly back to the Radar Station and when he went through the main gate, the Air Police told him to report
to the orderly room immediately. The base commander was there, a Colonel, and he told Martel that there had
been a plane crash at Larson, and his brother Paul was aboard. They didn’t know any details about the crash,
or if there were any survivors.
The base commander gave Martel orders that he was not to leave the base or go to the site of the plane
crash. Martel and Paul were very close, and he was all torn up and probably in shock when he came back to
the barracks and told us about the crash of the plane that his brother was on.
I told Martel that I would take him to the crash site in my car. I had Martel to lie down in the back
seat of my car and I drove out the main gate without being stopped by the Air Police. I took him to Larson
AFB at Moses Lake and we could see the smoke from the crash. I drove around trying to find the closest road
to where the crash was. We finally found a spot where we could see the crash site but we were about half to
three quarters of a mile from the site. We could see from the fire and smoke that the wreckage was strung
out some distance. We could see the flames and black smoke boiling up from the wreckage but could not see
anything on the ground because of the smoke.
We had found a road that ran parallel to the runway and take-off path so we just followed it until we
could see the crash site. We knew that we had gotten as close as we were going to get so we just sat there
and watched the plane burn for a good while. I don’t remember actually seeing any of the plane wreckage but
we knew it was Paul’s plane.
I don’t know how long after the crash that we arrived at our lookout point, but it was before the
firefighters could put out the flames from the crash. I don’t remember how long we watched but we could
still see the smoke boiling up from the crash when we left. As we left, we drove along the road looking over
at the crash site, but could not find a way to get any closer to the crash site.
Martel told me that Paul had four or five rolls of Silver Dollars with him on the plane that he had been
saving to spend in Texas while he was home for Christmas. The Air Force paid us in cash, and some of each
months pay was paid in Silver Dollars. Paul also had a pistol with him, and Martel said he could identify
it, and also had the serial number of the pistol, but none of Paul's personal property was ever returned to
the family. Martel had bought Paul's car from him so he would have more money for his leave, and the Air
Force took the car away from him, even though he had a bill-of sale for the car. It was later returned to
Paul’s family. Paul and Martel's mother and father are now deceased.
It has been 50 years but I can still close my eyes and visualize the flames and smoke from that crash
site.
D. L. Lovingood. Jr., 917 N Linden Drive, Alcoa, TN 37701-1815
Back to Page Contents
Rescue/Recovery Efforts
S/Sgt Calvin C. Lawson, AF12343478, Keyport, NJ
"I was an auto mechanic in the motor vehicle squadron stationed at Larson AFB, Moses Lake, Washington
1951-53. On the morning of December 20, 1952, I was taken to the crash site of the C-124 Globemaster.
It was my job to put the bodies on stretchers and load them on trucks. I was to pick up any items
near a body and set the item on the stretchers to help identify the body.
When I arrived at the site I saw big body standing tall, leaning against the tail section. His
uniform was clean, net, and ready for inspection, but he had no head. I walked away in another
direction because I thought he might be my work partner. I found out later he was not my partner.
My work partner was on the plane when it went down. He was a big guy from Texas who weighed bout
220-230 pounds. We were both auto mechanics in the motor vehicle squadron. I was told his
sister wanted to know why the casket was so light. I don't know what they told her, but if he was in
the fire, losing all of his liquids would have caused a large weight loss.
M/Sgt. Ellis was in charge of the squadron we were in. He survived the crash but the other three
airmen in squadron died.
As I started removing bodies, I came to one that was almost glowing. I could see all of his
arteries and muscle. He was very muscular. It was like he had no skin and was not hurt.
It looked like he was made for doctors to study.
The next place I stopped, there were three or four bodies burnt together. They had no hands or
feet. They were burnt off. I don't remember about the heads. No one wanted to help me
with these bodies until an officer made them. They had no clothes on and it was hard to pull them
apart.
I don't remember finding anything to help identify the bodies. Almost everything was burnt up.
I went back to the barracks and sat on my bed alone. It was hard to see what I had just witnessed
and now be alone with my thoughts.
I was called to the orderly room and told to call my mother. She had called to see if I was on
the plane.
It was Christmas and I went to the NCO club with a few of my friends. I was not a drinking
person, but that night I drank too much. When we left the club it was foggy and dreary and you could
smell death over the base. There was a man-made Santa outside. One of the guys took a stick
and beat the Santa until there was nothing left of it. It was the saddest time of my life.
When I got to my room my head started spinning around and I threw up on my floor. When I cleaned it
up it left a large shining spot on the floor. When I had to stand for room inspection, I would
always stand behind the spot so my shining shoes would help the area look better. The spot was a
daily reminder of the crash site until I left the base.
A week or so after the crash I was told an Air Policeman had picked up some silver dollars from the
crash site and had put them in his pocket. He was locked up and lost his stripes. When he was
released from the stockade he was transferred to the motor vehicle squadron. I asked him why he did
it. He said that he just wanted something to remember that day. I just found out about the
silver dollars that Paul Donahoe had and I wondered if the ones the AP picked up were some of Paul's and
could have been near or at Paul's body and used to identify him and sent home to his family. Since
they were stolen, they should still be in the evidence locker and his family should be able to get them.
I never took a furlough at Christmas time. When I married in 1957, I could not celebrate
Christmas with my wife. I can buy gifts, but I still can't decorate. I know that I will always
think of the crash every Christmas.
Back to Page Contents
Tribute to CB
The Christmas Special
Author: Terry Welker, Kettering, Ohio
Dateline: Larson AFB, Moses Lake, Washington
December 20, 1952
Heroes don’t look for heroism. But, sometimes - bravery finds them anyway.
A little over a half a century ago, December 20, 1952, "Operation Santa Clause" was in full swing. The
"Christmas Special", a C-124 Globemaster military transport, was fully loaded with fuel and happy servicemen
headed for home from all over the Pacific.
Seconds after take-off, the huge triple-decked transport plane became victim to the largest aviation
disaster in the history of the world at that time. The lumbering C-124, disabled by malfunctioning flaps,
never achieved enough lift to stay more than a few hundred feet in the air. The struggling Globemaster
groaned to a stall and fell quickly toward the earth. There were 116 GI’s on board, most of them less than
25 years old. Eighty-six died, and the rest were injured.
Among the survivors was a young, single, 22-year-old Air Force Staff Sergeant from Clarksville,
Tennessee, named Charles Burch--"CB" his friends and family called him. The usually punctual CB was too busy
picking up friends to get preferred seating aboard the "Christmas Special." As luck would have it, the
Loadmaster directed CB and one of his friends to the rear of the airplane in the swept tail section. Another
friend took an ill-fated seat on the top deck. Crammed into canvas sling "seats", no one complained - they
were going home!
The only recognizable part left of the burning C-124 scattered over a half mile of rocky desert was the
tail section. Alive, but hanging upside down and unconscious for several minutes, CB freed himself and fell
to the ground. Escaping the inferno in a rage of terror, he heard voices and stopped, when suddenly, bravery
found him. CB and a few others that could still walk turned and rushed back into the disaster to rescue as
many men as they could from the flames. Tragically late for most, they pulled 15 more men out of the fire.
Some critically injured, 30 servicemen lived to see Christmas.
It was a bittersweet holiday for CB as he ventured home by train. Taking time to visit with a few of the
families who had lost their sons, he shared their last moments. He also shared in the blessing of his own
thankful family whose son had lived by some miracle.
The U.S. Armed Forces personnel serving today all over the world are just like the brave young servicemen
of "Operation Santa Clause." Christmas for them is often bittersweet. Half a century later we can still be
reminded by a visit to the U.S. Air Force Museum and actually walk through a C-124 Globemaster--just like
the one where bravery found my father, "CB" Welker, on that fateful "Christmas Special" morning.
CB Welker, USAF Master Sergeant Ret., served for 23 years before retiring at WPAFB. Today, he lives at
Lake Cumberland, KY with his wife, Virginia.
Back to Page Contents
Obituaries
Johnny McBride
The name and information about one of the crash victims was located on the Internet on the Southern
Standard newspaper website. The victim was Johnny McBride of McMinnville, TN. The names of
five more victims from the 637th AC&W Squadron were supplied by Dee Lovingood of Alcoa, TN. He also
supplied the names of almost all of the other deceased military personnel, and the rest of the names were
found in a report from Maxwell Air Force Base.
Rites Held Sunday For Crash Victim
Johnny McBride - Funeral rites for S/Sgt. Johnny F. McBride, 23-year-old Air Force soldier who
was one of the 86 victims of the worst airplane crash in history on December 20 at Moses Lake, Wash., were
conducted Sunday afternoon at 2 o'clock at Liberty Cumberland Presbyterian Church. John W. High officiated
and burial was in Liberty cemetery. An honor guard of members of the American Legion and VFW posts
escorted the body in the last rites. Pallbearers were Joe Buckner, Phillip Buckner, Donald Smith, Gene
Woodlee, Dalton Hoover, T.C. Andes and Clifton O'Neal. Sgt. McBride, a veteran of two tours of duty with
the Air Force and 2 ½ years of recent service in Korea, was en route home to spend the Christmas holidays
with his family when the Air Force's giant C-124 Globemaster "Christmas Special" crashed and burned
shortly after taking off from Larson Air Force Base about 6:30 a.m. on the December 20 date.
The McMinnville airman's body arrived at Tullahoma Saturday afternoon at 12:55 o'clock and was brought
here by High Funeral Home. It was escorted by S/Sgt. William F. Walsh of the Washington base. A native of
McMinnville, Sgt McBride was born October 23, 1929, the son of the late Fulton and Emma Louella Bolt
McBride. He attended the public schools and completed two years at Central high school before volunteering
for duty with the Air Force. During his grammar and high school days he was employed at the Serv-all and
Travis, local restaurants, during after-school hours. Entering the service in November 1946, the airman
received his basic training at Keesler Field, Miss., and was stationed in New Hampshire prior to an
assignment in Alaska, where he was on duty at Grennier Air Force Base. Completing his first tour of duty,
Sgt. McBride was at home for a period of three months before re-enlisting. In his second enlistment period
he was stationed at Stewart Air Force Base, near Nashville, for five months prior to his recent
assignment. As a hydraulic specialist with the Air Force in the Far East, the deceased airman made
frequent trips over the front lines as elements of his unit hauled supplies to the combat troops. Sgt.
McBride returned to the states in late November and had been stationed at the Larson base, pending
completion of his second tour of duty, which have expired in March. The Airman is survived by two
brothers, Dewey and Edwin McBride, McMinnville, and four sisters, Mrs. Gladys Keel and Mrs. Nan Cantrell,
McMinnville, Mrs. Lola Stanton, Oak Ridge, and Miss Dora McBride, Nashville. High Funeral Home was in
charge of arrangements.
Southern Standard newspaper, McMinnville, TN, Thursday, January 1, 1953
[Contributor: Maxine Reggio, 2000]
Wall, A-2C Jerry N.
From: January 11, 1953 Winn Parish, PA Enterprise
Funeral Dec. 31 For Victim of Plane Tragedy
Funeral services for A-2c Jerry N. Wall are scheduled Wednesday, December 31 at 3 p.m. in the Tioga
Baptist Church. Wall, brother of A. D. Wall of Dodson, was killed in the tragic crash of the C124
Globemaster in Washington last Saturday.
A telegram sent to his parents said his body was shipped at 4 a.m. Monday and was due in Tioga at 8
a.m. In addition to his parents he is survived by three brothers, A. D. of Dodson, Joseph M. of Tioga, and
Charles L. of Port Arthur, Texas. A2c Wall, 21, was a veteran of almost two years with the Air Force. He
was aboard the huge transport from the base in Washington Kelley AFB in San Antonio, Texas, for the
Christmas holidays. A total of 86 were killed.
Swift Boating the Crash Investigation of C-124A, Serial
Number 50-100
Author - Jacques Evans
Posted 5/16/08
"Now well into my eighties, memories of the airplanes and crews I flew with during World War II, Korea
and Vietnam occasionally enter my mind. I have lots of pleasant memories, some that aren’t so pleasant,
and others I’d rather forget.
Until a few days ago, I haven’t thought about the C-124 crash at Moses Lake, Washington in over fifty
years. The crash killed over eighty people and occurred on December 20, 1952. For some reason the name of
the flight engineer, Wendell Burton, popped into my mind. As I had known and thought highly of Burton, I
fired up my computer and googled him. When I perused the
http://www.thekwe.org/topics/airplane_crashes/globemaster_larson/p_globemaster.htm web site, I learned
that the dead crew members were blamed for the crash because they didn’t unlock the flight controls and it
made me mad as hell. There aren’t many people who care about a crash that happened over fifty years
ago---but there are a few and I’m one of them.
In December 1952, I was a C-124 flight engineer assigned to the 8th Troop Carrier Squadron based at
Larson Air Force Base that was located five miles northwest of Moses Lake. At the time, I had 8,000 hours
of flight time with over eleven years of service and held the rank of master sergeant. Only years later
were grades higher than master sergeant authorized for the armed forces.
The cable operated, C-124 flight control locking mechanism was completely internal to the aircraft;
there were no pins or other devices installed externally to lock the control surfaces. The design was
flawed and nothing the crew did, didn’t do, or should have done would have prevented the crash---the
faulty design was the cause of the crash. As I recall, no one that had any extensive technical knowledge
of the C-124 disagreed. Intensive flight training and a thorough knowledge of the aircraft systems was
required of all C-124 flight engineers. M/Sgt. Burton was well thought of and an experienced flight
engineer---he also held an instructor’s rating.
But I digress; the C-124’s rudder, elevator and ailerons were cable operated as were their respective
trim tabs. Only the ailerons had hydraulic assist through an electrically operated pump. When the controls
were locked, a micro switch prevented the aileron boost pump from operating. The first inkling that the
controls were locked came when the aileron boost motor was recovered. When the damaged brush cover was
removed, only a few of the cooling fan blades were bent. Had the pump been running when the crash occurred
all, or nearly all, of the fan blades would have been bent.
Suspecting that the controls were locked, the theoretical flight path of the aircraft with locked
controls, twenty degrees of flaps and full power was calculated and it coincided closely with the actual
flight path. There was no doubt that the controls were locked and that engine operation was normal for a
‘wet’ take-off. Wet refers to using the water injection system to get the full 3,500 horsepower from each
engine. Only 3,250 horsepower was available for a ‘dry’ take-off.
The handle to lock and unlock the flight controls was located behind the pilot’s seat in plain view of
anyone on the flight deck. While the flight control locking mechanism was not recovered, there is no doubt
that the crew placed the handle in the unlock position before take-off. There were other interlocks
designed into the system that would have prevented the throttles from going to full power plus a warning
horn.
The C-124 had what we called flying (trim) tabs. You could move the yoke when the controls were locked
and the trim tabs would move giving the pilot a false indication that the controls were unlocked. A well
designed locking system would have assured that the yoke could not be moved when the controls were locked.
Another design flaw was that the locking mechanism should have been coerced into a fail safe (unlocked)
position as soon as the handle was moved. Spring loading the mechanism could have achieved this result.
These are the most serious design flaws that doomed the crew and passengers of tail number 100 and
inspired the cover up by those who knew better."
From other posts on your site, some viewers are under the impression that the C-124 preflight check (at
the time of the crash) required that a scanner verify the position of the flight controls visually.
This requirement was added after the Moses Lake crash; before then, pilots checked that the controls were
unlocked by moving the yoke and rudder pedals through their entire range.
As I pointed out earlier, the flawed lock design gave the pilot an artificial indication that the
controls were unlocked. Scanners were not required to visually check the controls until after the
Moses Lake crash. In fact, on some occasions we flew with a three-man crew and didn't have a
scanner. Again I have to repeat, nothing the crew did, didn't do, or should have done would have
prevented the crash--the faulty design was the cause of the crash.
The author’s web site is at: http://geturmsgout.com/evans/.
Reader Comments
Raymond J. Schoffstall Jr., SMSgt., USAF (Ret.)
Just finished reading the web site on the crash at Larson AFB, Washington. I was the shop chief and
part of the investigating board. Brought back many memories as I was also on the C-124 project at
McChord when we got the first two aircraft. Know it like the back of my hand. Also lost some
of my men from the Maintenance shop. When the incident happened, I was awakened by a loud noise as if
there was an explosion. A little later our Maintenance officer came and got me and said I had to go
to the shop as there was an emergency. I saw and walked the crash site and served on the board.
The most glaring fault was poor or no pre-flight physical check of the tail surface controls. Also,
the tail was intact on the ground and yielded partial engagement of the locked mechanism. I knew the
Flight Engineer, having been on the Korean Airlift at McChord with the 8th TC. I was an electrician
arriving there in 1950. Hard to believe it was so long ago. I loved the C-124 "old shaky." We
flew all the Radar equipment into Tule with the project. It was Top Secret until workers there blabbed
about it. Lots of memories.
I believe that aircraft was the first one of two we received for evaluation, 100 and 102. I disagree
with the idea the fault of the crash was found too quick. Being on the investigating board and
having worked with Douglas tech reps on the C-124 project all of us worked long hours to unravel the
cause. Sometimes one small thing can lead to a major disaster, such as the scanner arriving late and not
asking the pilot to move the tail controls for confirmation--just one of many things at the last moment.
Who knows. Flight crews must be well disciplined in their responsibilities.
|
