In God We Trust
On January 3, 1953, a C-47 transport stationed at Donaldson Air Force Base, South Carolina, was on a courier run from Newburgh, New York to Donaldson AFB via Pope Air Force Base, Fayetteville, North Carolina. The aircraft developed engine problem and the pilot tried to make an emergency landing at Crabtree Creek State Park near Raleigh, North Carolina. It ran into dense fog and rain and crashed, killing three crew members.
Just before midnight on January 2, 1953, an Army C-47 transport plane crashed in Crabtree Park while attempting an emergency landing at Raleigh-Durham Airport. The weather was raining with dense fog. Three of the four crew members were killed. The fourth member survived, T-Sgt. Edward Matus, who walked to the airport, arriving at the Eastern Airlines office at 1:00 a.m. He followed the "sounds of airplanes taking off." He was rushed to Duke Hospital. The crash was the first fatal airplane accident "since the airport came under civilian operation in 1946." The plane was flying a "routine training flight" from Stewart Air Force Base, in Newburg, NY, to Donaldson Air Force Base, in Greenville, S.C, with a stop at Pope Air Force Base in Fayetteville. They attempted a landing a Pope, but "visibility there was zero." They diverted to Raleigh-Durham, where visibility "was about a one-quarter of a mile." Their last radio contact with Pope was at 10:41 p.m., when the crew reported "icing at 9,000 feet."
Matus remembered being struck and falling to the floor in the plane, then waking up in the wreckage. He followed the sounds of airplanes to the airport. "Bleeding profusely despite a crude tourniquet," the survivor stumbled into the nearly empty office. He was "pale with shock and dazed." He couldn't tell from which direction he had come. He was treated at the hospital for "shock and multiple cuts." Wikipedia Photo The 100-person search party included "police, Civil Air Patrol officials, and Air Force investigators." After hours of searching, Highway Patrol officers were sent to the hospital, to retrieve one of the survivor's shoes. The lawmen also procured bloodhounds from the "Cary prison farm." They attempted, though unsuccessfully, to retrace the survivor's steps. None of the residents of the area reported hearing a plane crash. Six hours after they started, a 25-member search party located the wreckage and the bodies of the pilot, co-pilot, and navigator. The plane had crashed in thick woods, some 1,000 yards from the park's picnic area. The wings were sheared by the trees, and the tail section separated. The area "reeked of high-octane gasoline" but there was no fire, as the pilot had cut power. The plane's gear was down. The wreckage was "less than two miles from the airport's control tower."
The dead airmen were Capt. Louis R. Gossman, pilot, First Lt. Norman W. Joyce, co-pilot, both of Donaldson Air Force Base, and First Lt. Robert W. Shaw, of Pope Air Force Base. The area was subsequently secured, though "crowds of curious persons" had converged on the wreckage earlier, "picking up souvenirs from the broken parts of the plane." Cars also jammed the gate at the park entrance, and caused traffic problems on the highway. The process of moving the wreckage started on January 4. (January 2, 1953)
Forty souls were lost when an Associated Air Transport C-46 aircraft crashed eight miles west of Fish Haven, Idaho in the Cache-Wasatch National Forest's Pat Hollow on January 07, 1953. Thirty-seven of the victims were military personnel returning home to loved ones. Three other victims were the crew members. The plane was traveling from Boeing Field, Seattle, Washington en route to Fort Jackson, South Carolina. For three hours the pilots checked in regularly by radio. They were last heard from at 3:58 a.m. as the plane passed 13,000 feet over Malad City. The pilots were due to report in again over Rock Springs at 4:45 a.m., but a call was never made. The C-46 hit a tree at 8,545 feet above sea level. It continued in the air for 377 feet before slamming into two large pines. It then careened downhill and disintegrated. Snowy conditions necessitated that armed military guards be placed at the crash site until the recovery process could be completed in June 1953.
At approximately 0412 MST, January 7, 1953, an Associated Air Transport Curtiss C-46F, N1648M, being operated as Trip 1-6-6A, CAM, No. 4355J. between Seattle, Washington, and Fort Jackson, South Carolina, crashed approximately eight miles west of Fish Haven, Idaho. All 40 persons aboard, consisting of 37 passengers, all military personnel, and a crew of three lost their lives, and the aircraft was completely demolished.
Trip 1-6-6A originated at Boeing Field, Seattle, Washington, with the first stop scheduled at Cheyenne, Wyoming. The crew consisted of Captain Lawrence B. Crawford, First Officer Maxwell F. Perkins and Stewardess Marie Davis. Prior to departure the aircraft was serviced with 738 gallons of fuel and 60 gallons of oil. Pre-flight inspection was performed by the crew. The gross weight of the aircraft at departure was 45,401 pounds or 401 pounds over the maximum allowable gross weight of 45,000 pounds authorized for passenger operations; the distribution of the load on board, however, was within the prescribed center of gravity limitations.
Weather briefing of the crew by the United States Weather Bureau at Boeing Field indicated en route weather to be scattered to broken clouds to overcast with the tops estimated at 12,000 feet and a Cheyenne Terminal Forecast of scattered clouds at 15,000 feet, visibility of more than 15 miles. The weather briefing included a forecast of icing conditions in clouds and precipitations above 6,000 feet along the route, with cloud tops ranging from 10,000 to 14,000 feet MSL.
An IFR (Instrument Flight Rules) flight plan, filed by Captain Crawford and approved by the Civil Aeronautics Administration Air Route Traffic Control, Seattle, requested a cruising altitude of 13,000 feet to Cheyenne via Airways Green 2, Blue 12, Blue 32, Red 1, and Green 3, with a proposed true air speed of 200 m.p.h., estimated elapsed time five hours, with six hours and forty minutes of fuel aboard, alternate airport, Denver, Colorado.
The flight departed Boeing Field at 0050 and made the required position reports along the route, with no mention of any irregularities, reporting over Malad City at 13,000 feet, time 0358, and estimating Rock Springs at 0445.
There were no further radio contacts with the aircraft. All attempts to contact the flight by CAA radio stations and by other aircraft along and bordering the proposed route were unsuccessful. A widespread search for the missing aircraft was subsequently conducted under the supervision of Air Search and Rescue units of the United States Air Force.
Five days later, on January 12, 1953, at 1320 hours, the wreckage was sighted from the air by a Civil Air Patrol pilot. Two Air Force paramedics parachuted to the scene and immediately confirmed the aircraft's identity and determined that there were no survivors.
During their observation of the wreckage area, a strip of hard ice was noticed on the leading edge of the deicer boot of a partially exposed wing. This piece of ice was adhering to the boot, parallel to the leading edge and was about three feet long and uniformly about 1-1/2 inches thick and about 3/4 inches wide. Both ends of this strip appeared to be blunt. No other ice was seen on the aircraft wreckage.
On January 13 and 14, a military search party and Board investigators reached the crash site. It was agreed to by all concerned that it was impossible to find and identify the bodies or to conduct a detailed examination of the wreckage because of extremely deep and heavily drifted snow.
The military established and maintained a guard of the crash area until June 20, 1953, when recovery operations were completed and the last of the bodies had been removed.
The investigation at the scene of the accident revealed that the initial impact occurred when the aircraft, traveling on a heading of about 340 degrees and nearly level longitudinally, struck a small pine tree at an altitude of approximately 8,545 feet, 45 feet south of an 8,500-foot east-west ridge, and continued 377 feet in a nearly level attitude where contact was made with two large pine trees.
At this point several small bits of wreckage, including chips of propeller blades, were recovered. The aircraft continued on the same heading (340 degrees), striking another large pine tree 242 feet beyond and approximately 75 feet lower. From this point, the aircraft began to disintegrate as it continued down the slope at an approximate 50-degree angle shearing numerous trees. Contact with the ground was made at the base of the hill at the north end of a 93-foot ravine where the aircraft gouged three large holes in the ground.
The aircraft then continued up a 32-degree rise approximately 200 feet where the tail section came to rest. Several components of the wreckage continued over this hill approximately 350 feet. The wreckage was distributed over an area approximately 400 feet wide and 1,540 feet north from the point of initial impact.
Time of the crash was determined by impact-stopped watches as close to 0412. The location was 42 degrees 04 feet North latitude 111 degrees 32 feet West longitude.
Two oxygen bottles were found at the scene of the accident. Although the main valve on each cylinder was closed, both pressure gauges and output control valves were broken off. One bottle was completely charged, while the other, which was badly damaged, was partially discharged. Thus, it is evident that there was no shortage of oxygen supply.
Examination of the widespread and scattered wreckage yielded no clue or even suggestion that there had been structural or mechanical difficulty of any nature before impact. Further, the relatively flat angle of impact is indicative of partial control at the time the aircraft struck. There was no evidence of any fire or explosion before the crash.
Examination showed that both engines were rotating at the time of impact and that the propellers were in the cruising r.p.m. range which definitely indicated that power was being developed at impact. Damage was so extensive that it was impossible to follow through on the continuity of all control systems; however, those portions of control systems that could be examined were found to be properly fastened and safetied.
The aircraft was equipped with wing deicer boots but the cockpit unit controlling their use was not recovered. However, investigation disclosed that the deicer boots were operative when checked at Boston on January 4, 1953, three days prior to the accident. Due to the forecasted icing conditions en route to Cheyenne, it is probably that the pilot checked the aircraft's deicer equipment prior to departure from Seattle in accordance with standard operating procedure. Also, the propellers were equipped for deicing, and the 20 gallon anti-icer tank, supplying the propellers, the carburetor and the windshields, was full of alcohol when the aircraft left Cheyenne for Seattle on January 5, 1953.
The Board's investigation also disclosed that all the required items of navigation equipment were aboard the aircraft, and that the flight log found at the scene had been maintained with the last position entry over Malad City at 0358. It revealed no discrepancies. The indicated times over stations along the route coincided with reported times as recorded by the CAA radio stations.
According to company records, Captain Crawford and First Officer Perkins were both well qualified on C-46 aircraft, and were thoroughly familiar with the deicing equipment and its use. A company official testified that both had flown the route involved about 12 times during the year preceding the accident and were therefore familiar with terrain elevations. Investigation disclosed that both Captain Crawford and First Officer Perkins had received their required rest periods prior to departure from Seattle.
Had the flight continued on from Malad City at 13,000 feet, it would likely have entered the tops of the clouds over the mountains between Malad City and Bear Lake. During this short period that the flight would have been in the clouds, light rime ice and light to possibly moderate turbulence would have occurred. It is probable that the top portion of these clouds were predominately ice crystals, and that therefore sufficient water in the liquid state would not have been present to produce more than a light coating of ice. It seems likely that even this condition could have been flown over by an increase of altitude of not more than 500 feet. These conditions were verified by another flight that preceded N1648M by only a few minutes without any difficulty. There was no request received from the flight for a higher altitude. (Any change of altitude would require clearance from Air Route Traffic Control.)
Since the above conditions did exist at the time the flight was in the area, it is likely that an involuntary descent was made into an area of increasing ice and turbulence which extended two or three thousand feet above the mountains. The mountains between Malad City and Bear Lake range from 8,000 feet to in excess of 9,000 feet. The westerly winds were lifting the moist unstable air over those mountains, producing zero ceiling, moderate to severe turbulence, moderate to heavy icing and snow, with updrafts on the windward side of the slopes and downdrafts on the leeward sides. Ground observers in that area, none of whom saw any aircraft, described conditions as a blizzard. This was a local condition resulting from the air flow over this mountain range.
The general weather conditions at 13,000 feet in the area were not conducive to carburetor ice. However, had any icing occurred, the prompt application of alcohol or heat should have eliminated this condition. Since icing became progressively worse at lower altitudes, there is a possibility that any appreciable delay in taking corrective action could have caused a forced descent into worsening conditions. There was an ample supply of alcohol for both the carburetors and propellers.
As mentioned previously, a strip of hard ice was found on the leading edge of the deicer boot, parallel to the exposed supper surface of a wing. Although this ice was observed five days following the accident, there were strong indications that it had accumulated on the wing during descent. No ice was seen on the other exposed parts of the airplane and the absence of glazed ice or icicles on the boughs of trees is indicative that the wing ice had not formed following the accident. The configuration of the ice precludes the possibility of it having formed as a result of rain droplets after the crash. Furthermore, the blunt condition of both ends of the ice strip strongly suggests that it was the remaining portion of a larger ice layer on the leading edge which could well have been broken off during the crash. Since this ice was on the deicer boot, it shows that ice was forming on the boots so rapidly during descent that action of the boots themselves was not sufficient to break off and remove the ice completely.
Investigation disclosed that the aircraft struck on a heading almost 100 degrees from its intended course. This gives rise to the belief that during the descent a rapid accumulation of ice on the top surfaces of the wings would have seriously impaired the lift of the aircraft and probably adversely affected controllability despite the fact that the deicer boots could have been operating at the time. The airplane could not have maintained proper altitude much less climb had these conditions existed, even though maximum continuous power was being used.
It is well known that the rate of ice accretion and its quantity vary greatly under different conditions of temperature, moisture content, etc.
About 42 miles back from the crash site, over Malad City, the flight reported as being at 13,000 feet. The elapsed time from the Malad City report to the time of crash was about 14 minutes. Thus the ground speed over these 42 miles was about 180 miles per hour. Previous legs of the flight had been logged at ground speeds of 220-230 miles per hour. But the distance of the final segment, from Malad City, is short and the time determinations are subject to some error. Therefore, it may be presumed that the flight lost altitude while continuing straight ahead and on course at a somewhat reduced speed until shortly before the accident when a left turn was made. (The crash site was only about two miles from the center of the airway.) This somewhat reduced speed can be accounted for by the fact that light to moderate turbulence existed at the cruising level and became worse at the lower altitudes. (The company's Operation Manual specifies a speed reduction to 140 m.p.h. through turbulence.)
The flight previously mentioned, also eastbound, and only a few minutes earlier, did encounter some turbulence in the area and this pilot avoided it by increasing his altitude from 13,000 feet to 13,500 feet.
The crash site was several hundred miles from Cheyenne, the point of next intended landing, far too distant to start a letdown.
The fact that the aircraft was overweight by 401 pounds when it left Boeing Field cannot be considered as pertinent because the aircraft's weight at the time it crashed was some 3,000 pounds less than the weight at take-off due to fuel consumption.
The Board concludes from the evidence available that the aircraft encountered severe turbulence and the formation of heavy icing of the aircraft which precipitated its descent and subsequent crash. The Board is unable to state why the flight did not request and proceed to a higher altitude to clear the tops of the clouds. The reason for the initial descent is not known.
On the basis of all available evidence the Board finds that: The carrier, the crew and the aircraft were properly certified. Both the captain and copilot had received the required rest period at Seattle. The flight was routine until passing Malad City, the last reporting point. The flight reported being over Malad City at 13,000 feet, its assigned altitude. Light to moderate turbulence and light rime ice prevailed in cloud tops at cruising altitude, while at lower altitudes moderate to severe turbulence and moderate to heavy icing exists. Ice found on the wing had formed in flight. The crew had been adequately briefed by the U.S. Weather Bureau as to weather over the route prior to departure from Seattle. All major components of the aircraft were identified and examination of the wreckage disclosed no evidence of malfunction, failure or fire prior to impact. Both engines were developing power at impact. All navigation aids along the route were reported normal. The accident occurred within the airway and slightly to the left of course.
The Board determines that the probable cause of this accident was the inadvertent descent into an area of turbulence and icing which resulted in the flight's inability to regain a safe altitude.
Signed by the Civil Aeronautics Board: Oswald Ryan, Harmar D. Denny, Josh Lee, Joseph P. Adams, and Chan Gurney.
The Civil Aeronautics Board's office at Kansas City, Missouri, received notification of the accident through CAA Communications, at 0930, January 7, 1953. An investigation was immediately initiated in accordance with the provisions of Section 702(a)(2) of the Civil Aeronautics Act of 1938, as amended. A public hearing was held in connection with the investigation of this accident at San Antonio, Texas, February 20 and 21, 1953. Additional reports of the Board's final examination of the wreckage were entered in the record by deposition at Kansas City, Missouri, on August 14, 1953.
Associated Air Transport, Inc., an irregular air carrier, is a Texas Corporation with its principal place of business at San Antonio, Texas. It is authorized to operate in the area of the Continental United States, Overseas and International, transporting passengers and cargo under the terms of Air Carrier Operating Certificate No. 1-740.
Captain Lawrence B. Crawford, age 28, was employed by Associated Air Transport on August 1, 1951. He was the holder of a valid airman certificate with an airline transport and appropriate aircraft rating. Captain Crawford had a total of 4,960 flying hours of which 1,055 were in C-46 aircraft. His last instrument check was accomplished October 27, 1952. He possessed a first-class medical certificate dated August 22, 1952, listing no restrictions.*
First Officer Maxwell F. Perkins, age 32, was employed by Associated Air Transport October 20, 1952. He held an airman certificate with a commercial pilot, multi-engine land and instrument ratings. He had a total of 3,584 flying hours, which included 1,445 hours on C-46 type aircraft. First Officer Perkins possessed a first-class medical certificate dated April 14, 1952, which contained a waiver for glasses.
Miss Dorothy Marie Davis was employed as a Stewardess by Associated Air Transport, on January 1, 1953. This was Miss Davis' first flight with the company.
N1648M, a Curtiss-Wright Model C-46F, Serial No. 2504, was certified under CAA Specifications 3A2. It was equipped with two Pratt & Whitney R-2800 engines with a total time of 673:33 hours since overhaul. Total time on the aircraft as of December 31, 1952, was 1,941:37 hours. The aircraft possessed a current Airworthiness Certificate issued December 12, 1952.
*Note: Civil Air Regulations require the holder of an airman certificate with an airline transport rating to take a physical examination each six months by a Medical Examiner certificated by the Civil Aeronautics Administration.
Kyle Moore, age 13, took on the creation of a memorial to the lost souls on this flight as an Eagle Scout project. In 2006, Moore researched the crash and its victims and decided to design and build a wooden cross in Cache-Wasatch National Forest. Joined by members of the Moore family, members of Troop 305, and Forest Service recreation employees, the cross was erected near another existing memorial. Kyle said he wanted visitors to the site to remember the sacrifices of those who died in the crash. Congratulations, Kyle and friends!
1Lt. Harry Frederick Carter was the pilot of a F-86E Sabrejet fighter bomber (#51-2744) with the 16th Fighter-Interceptor Squadron, 51st Fighter-Interceptor Group. On January 7, 1953, while on an operational mission, his aircraft crashed short of the runway. Lieutenant Carter was born June 15, 1929 in Mount Pleasant, Texas, a son of Lynne Preston Carter Sr. (1901-1962) and Elsie Louise Grell Carter (1901-1981). His siblings were Lynn Carter Jr. and Mary Eugenia Redman (1925-2014). Lieutenant Carter attended Woodrow Wilson High School in Dallas, Texas and graduated in 1947 from Beeville High School. He attended Texas A & I and enlisted in the Air Force in January of 1951. Lieutenant Carter is buried in Restland Memorial Park, Dallas, Texas.
A B-26 Invader bomber with the 37th Bomber Squadron, 17th Bomber Wing, stationed at Pusan Airfield (K-9), South Korea. On January 13, 1953, shortly after takeoff from Pusan, the aircraft crashed into the sea and exploded, killing all three on board.
In the early morning hours of January 13, 1953, a B-26B Invader (tail number 43-22447-A) departed Kunsan (K-8) Air Base, Korea, with a crew of three aviators. The briefed mission was a railroad reconnaissance operation targeting three main supply routes southeast of Pyongyang. Two hours into the mission, the crew requested a diversion to their secondary target; the reason for their request is unknown. Approximately 30 minutes later, the Invader suddenly disappeared from the radar scope near Hwagong. Prompt searches of both the primary and secondary target areas yielded no information on the missing aircraft or its crew.
On January 18, 1953, while on a reconnaissance mission over enemy territory, an OE-1 Cessna observation aircraft (#133806) with Headquarters Battery, 11th Marines, 1st Marine Division. was shot down. One parachute was seen.
A U.S. Navy Lockheed P2V-5 Neptune (127744), attached to the Navy Patrol Squadron VP-22, was based at Okinawa. It was engaged in a mission to photograph communist anti-aircraft artillery on China's southeastern coast. The aircraft was struck by ground fire, causing a fire in the no.1 engine and left-hand wing. The fire could not be contained and the aircraft was ditched about 15 minutes later in the Formosa Strait. All 13 on board were able to evacuate the aircraft.
A U.S. Coast Guard Martin PBM-5G Mariner (84738) was dispatched and landed at sea. Eleven crewmen were rescued but two remained missing. The Mariner pilot eventually decided to depart, but the aircraft crashed on takeoff. In this accident five of the eight Mariner crew were killed. Four of the eleven Neptune crewmen were also killed. The survivors were eventually rescued by the Navy destroyer USS Halsey Powell later that night.
2Lt. Bill James Stauffer was the pilot of a F-86E Sabrejet fighter bomber (#51-2796) with the 336th Fighter-Interceptor Squadron, 4th Fighter-Interceptor Group. On January 26, 1953, while on a combat mission, his flight of four F-86s was attacked by six MiGs. His aircraft crashed inverted. He was listed as Missing in Action and was presumed dead on January 27, 1954. Lieutenant Stauffer was born January 10, 1929. He was the recipient of an Air Medal. Lieutenant Stauffer was born January 10, 1929, in Pine Bluff, Arkansas, a son of John W. Stauffer (1894-1984) and Ruby Lee Elliott Stauffer (1905-1977). He was married to Lydia Ross in August of 1952. His brother was John Wesley Stauffer (1923-1923) and his sister was Mrs. Henry Hooker. Lieutenant Stauffer attemded Pine Bluff High School. He then attended Arkansas Tech and Arkansas State College before joining the Air Force in 1 951. He arrived in Korea on December 22, 1952. He was the recipient of an Air Medal.
DPAA: On January 28, 1953, an AD-4N Skyraider (bureau number 125709) with a crew of two took off from the USS Kearsarge (CVA 33) on a "night heckler" (nighttime airfield attack) mission over eastern North Korea. The pilot's last radio communication indicated that he was over the town of Sinp'o, but the Skyraider failed to return to the aircraft carrier. A search-and-rescue mission was initiated; however, they failed to find a crash site or any sign of the crew.
On January 13, 1952, while on a night interdiction mission over the Anju/Sinaju area of North Korea, a B-26B Invader bomber (#44-34600) with the 8th Bomber Squadron, 3rd Bomber Group. was shot down. Two of the crew were captured.
On the evening on January 28, 1953, a B-29 Superfortress (tail number 42-65357A) (a/k/a Shady Lady/Double or Nuthin') with a crew of fourteen departed Kadena Air Base in a flight of four. The briefed mission was a night bombing operation targeting the Kompo-Dong supply yard south of Pyongyang, North Korea. Shortly after releasing its payload, the B-29 was attacked by enemy MiG-15 fighters. Just after midnight, the aircraft commander made a distress call and ordered the crew to bail out. A few minutes later, witnesses reported the Superfortress caught fire and exploded in midair near Hungsu-ri. It is believed that five airmen were still aboard the aircraft when it exploded. The nine surviving crew members were captured by the North Koreans; three of them were returned to U.S. custody following the war, and one is known to have died at the Pike's Peak prisoner interrogation center. While being moved in a convoy to a holding site, the remaining five prisoners were "liberated" by a group of Korean irregulars, believed to be North Koreans masquerading as South Korean guerrillas. Later that day, the B-29's Aircraft Commander (Captain Gilbert Ashley) was allowed to contact United Nations Forces. On April 24, U.S. forces attempted to rescue the five men, but the rescue aircraft was fired upon during the attempt and the efforts were abandoned. Later reporting revealed the loyalty of the guerrilla unit and the probability that it had used the prisoners as bait. The five prisoners became known as the "Ashley 5," after the Aircraft Commander, and all five of them remain unaccounted-for, along with the five who were believed to be aboard the plane when it exploded and the one who died at the Pike's Peak center.
A B-29 Superfortress bomber with the 301st Bomber Squadron, 352nd Bomber Wing based in Upper Hayford Air Base, England, crashed after taking off from Wheelus Field, Tripoli, Lybia on February 2, 1953. The plane was taking off on a training mission. Cause of the crash was not immediately determined. Fifteen crew members were killed. Fourteen of them were from the 301st Bomber Wing, formerly stationed at Barksdale AFB and temporarily assigned to duty in England. The list of crash fatalities was sent to the KWE by Art Lajeunesse of New York.
DPAA: On February 4, 1953, a B-26 Invader (tail number 44-34345, call sign "Yard 62") with a crew of three departed Pusan East Air Base on a night reconnaissance mission against rail lines along the main supply route in the Hungnam area of North Korea. During the mission the pilot radioed that his aircraft was in difficulty; the right engine was feathered and the right landing gear was stuck in the down position. He stated that he was going to try to fly the aircraft to the nearest friendly air base, Kangnung, and that he was taking the coastal route. Several minutes later the pilot ordered his crew to bail out of the aircraft. All three men bailed out of the stricken aircraft and were captured shortly after landing. The pilot reportedly was killed by his captors while trying to escape, but the gunner and the navigator survived and were returned to U.S. custody during Operation Big Switch. According to reports received at 34thBS HQ, Carmody was found floating in Wonsan harbor by the Navy picket vessel, dead of exposure. Apparently the B-26 had been damaged inland and was trying to make it out to sea.
DPAA report: Lieutenant Junior Grade Donald Hugo Hagge, who joined the U.S. Navy from California, was a member of Attack Squadron 702, embarked aboard the USS Kearsarge (CVA 33). On February 8, 1953, he took off from the Kearsarge in a single-seat AD-4 Skyraider (bureau number 123871) as part of a tactical air support mission targeting enemy forces and supply points in Wonsan and Hamhung, North Korea. Lieutenant Junior Grade Hagge's Skyraider was hit by anti-aircraft fire while attacking enemy positions. Other pilots on the mission reported seeing a parachute emerge from the aircraft before it crashed and exploded near Wonsan; however, they could not confirm that it had fully deployed, or that LTJG Hagge was attached to it. An aerial search of the area found no sign of LTJG Hagge, and he remains unaccounted for. Lieutenant Hagge was born September 19, 1928 in Nebraska, the son of Emil Hagge (1903-1929) and Frieda Koenig Hagge. His stepfather was Chester E. Davis. Lieutenant Hagge was the recipient of a Distinguished Flying Cross and Air Medal with Gold Star.
DPAA report: First Lieutenant Paul Joseph Jacobson, who entered the U.S. Air Force from Minnesota, served with the 335th Fighter-Interceptor Squadron, 4th Fighter-Interceptor Group. On February 12, 1953, he took off from K-14 Kimpo airbase, South Korea, he was the pilot of an F-86 Sabre (serial number 51-12938) on a combat escort mission for an RF-80 reconnaissance aircraft over North Korea. As the RF-80 made its pass over the town of Sinuiju, enemy MiG fighters approached and aerial combat ensued. During the engagement, other friendly pilots lost visual contact with 1st LT Jacobson's aircraft. Afterward, he did not rejoin the flight and the other pilots could not establish radio or visual contact with him. They searched the area but saw no sign of a crash site, wreckage, a parachute, or any other indication of 1st LT Jacobson's fate. No returning POWs mentioned having contact with 1st Lt Jacobson, nor was he seen at any known holding point, interrogation center, hospital, or permanent POW camp. He has not been associated with any remains returned to U.S. custody after the ceasefire, and he is still unaccounted-for. Lieutenant Jacobson was born April 30, 1929, the son of Rev. Hiram Edward Jacobson (1900-1977) and Marjorie Kate Peterson Jacobson (1903-1988). Findagrave has two birthplaces for him: Elmore, Minnesota and Williams, Iowa. Lieutenant Jacobson attended Waldorf College in Forest City and entered the Air Force in 1950. He was the recipient of a Distinguished Flying Cross and an Air Medal.
On February 12, 1953, during a rendezvous with an aircraft carrier 25 miles south of Pusan, South Korea, a Sikorsky HRS-1 (#127798) helicopter crashed into the ocean. Its crew members were about 25 miles south of Pusan on their way to rendezvous with an aircraft carrier that was to take them to Japan, when their helicopter crashed into the water. Mechanical trouble was believed to have been the cause; neither the bodies nor the aircraft were ever recovered."
Fatalities:
Brand, Joseph Lycurgus "Joe" Jr. - Tech Sergeant Brand was born September 03, 1924 in Orlando, Florida, a son of Joseph Lycurgus Brand Sr. (1900-1946) and Odessa E. Dye Brand (1899-1987). His siblings were Carolyn Brand Smith (1932-2023), Roy Croft Brand (1936-2018) and Dorothy E. Brand Respess. Sergeant Brand was the recipient of an Air Medal with Oak Leaf Cluster.
Ruggles, Allen Ward - Captain Ruggles was the pilot. He was born on December 13, 1920 in Concord, Massachusetts. He was the recipient of an Air Medal.
1Lt. Albert Weldon Beerwinkle was the pilot of a F-86F Sabrejet fighter bomber (#51-12975) with the 335th Fighter-Interceptor Squadron, 4th Fighter- Interceptor Group. On February 11, 1953, while returning from a combat mission and making a final approach to the runway, his aircraft crashed killing him.Lieutenant Beerwinkle was born October 28, 1929, a son of Henry Fred Beerwinkle Jr. (1889-1964) and Hanna Sophia Schmidt Beerwinkle (1891-1985). He was married to Martha Ann Wright (later Fulbright) (1930-2016). His siblings were Ruben Henry Beerwinkle (1912-1996), Esther Beerwinkle Haas (1913-1993), Pearl Beerwinkle Haas (1916-1987), Marvin Arthur Beerwinkle (1919-1977), and Ewaldine Beerwinkle (1920-2009). Lieutenant Beerwinkle is buried in Moody-Leon Cemetery, Bell County, Texas.
DPAA: Just before midnight on February 23, 1953, a B-26B Invader (tail number 44-34570, callsign "Dutchboy 94") departed Pusan East (K-9) Air Base, Korea, with three crew of three. The briefed mission was a night intruder operation targeting the enemy supply line known as Black 16, which ran between Songjin and Chongjin. After making a series of very low altitude bomb runs on an enemy train operating above northeast Hungnam, the Invader disappeared for unknown reasons. No trace of "Dutchboy 94" could be found and all efforts to establish radio contact with the crew were unsuccessful. The missing aviators were listed as missing in action and were not seen again.
Immediately after take off, a B-26B Invader bomber (#44-35680) with the 37th Bomber Squadron, 17th Bomber Wing, stationed at Pusan East Airfield (K-9), South Korea crashed at Kyongsong near Yongdung-po, South Korea.
Ltjg. Howard Maurice Davenport Jr. was the pilot of an AD-4 Skyraider dive bomber with Fighter Squadron 54, aboard the aircraft carrier USS Valley Forge (CVA-45). On March 4, 1953, while on a combat mission northwest of Wonsan, North Korea, his aircraft was struck by anti-aircraft fire and set on fire. He tried to land on an air strip but lost control and crashed into the sea at high speed two miles southwest of Yo-do, North Korea. His remains were not recovered. Lieutenant Davenport was born August 19, 19 26, the son of Howard Maurice Davenport Sr. (1903-1962) and Rhoda Phyllis Guttromsen (1904-1981). He was married to Charlotte Isabel Parrish. His sister was Ingrid Davenport O'Hearne (1933-2017). LIeutenant Davenport was the recipient of a Distinguished Flying Cross.
Capt. Taek-sun Im was the pilot of an F-51 Mustang (#45-11599) when it was downed by AAA fire near Goseong, South Korea. Captain Im, a member of the Republic of Korea Air Force, was killed.
1Lt. Richard Merlin "Dick" Cowden was the pilot of a F-86E Sabrejet fighter bomber (#51-2897) with the 16th Fighter-Interceptor Squadron, 51st Fighter-Interceptor Group. On March 9, 1953, while on a combat mission, his flight of three F-86s engaged two MiG-15s. His aircraft was hit, crashed and burst into flames. His remains were not recovered. Lieutenant Cowden was born July 22, 1928, a son of Louis Merlin Cowden (1896-1971) and Sarah Mabel Harp Cowden (1898-1990). His siblings were Lydia A., Webster T., Frank, and James Harp Cowden. Lieutenant Cowden was the recipient of a Distinguished Flying Cross and an Air Medal with one Oak Leaf Cluster. His name appears in the publication, "The Transfer of U.S. Korean War POW's to the Soviet Union" published in 1993.
Euston, Lt. Thomas James Jr. - Lieutenant Euston served with the Marine Observation Squadron 6 attached from the Navy. He was Killed in Action while on a recon mission over enemy territory on March 10, 1953. His remains were not recovered. Captain Dee E. Ezell, USMC, survived as a POW and returned in Operation Big Switch. Lieutenant Euston was born November 21, 1919, the son of Thomas James Euston Sr. (1881-1956) and Mabel Lucretia Chisholm Euston (1882-1973). He was married to Susan M. Euston (1922-2003) in 1945. They had a son, Thomas James Euston III (1949-1959). His siblings were an infant brother (1908-1908) and John Hamilton Euston (1910-2003).
F-86E-6 (#52-2879) of the 4th FIW, 336th FIS, was shot down by a MiG-15 of the 224th IAP(32th IAD) flown by Kapt Grigorii N.Berelizde. An unsuccessful bailout caused Squad Leader Graham Hulse to be missing in action. Hulse's F-86 was the first victory of the future ace Berelizde. Squad Leader Hulse was born in Cheshire, England on April 11, l920. He joined the RAF in January of 1936 and was one of only 49 RAF pilots who were attached to the United States Air Force in Korea.
During a low-altitude flight over the Atlantic Ocean, RB-36 (#51-13721), an all-weather bomber, struck an 896-foot tall ridge near Nut Grove (Burgoyne's Cove), Newfoundland, Canada, on March 18, 1953 at an altitude of 800 feet. The pilots were off-course and had misjudged speed, arriving at the coast of Newfoundland 1.5 hrs. early. The plane exploded on impact, killing all 23 aboard.
That same night, a SAR aircraft (Boeing SB-29-70-BW Superfortress, #44-69982) of the 52d ARS, 6th ARG, based at Harmon AFB, Newfoundland, was sent out to assist the search for the crashed RB-36 and went missing shortly before landing, apparently crashing into St. Georges Bay and killing the crew of 11. The victims were: Capt. Francis Xavier Quinn, Dorchester, Massachusetts; Capt. William A. Roy, San Antonio, Texas; First Lt. Rodger D. Null, Venice, California; First Lt. Robert W. Errico, Bronx, New York; S/Sgt. David E. Kimbrough, Roswell, New Mexico; Cpl. David E. Rash, Beaverton, Oregon; A/1c Robert J. Montgomery, Mountain Grove, Missouri; A/3c Michael Kerr, Jr., Chisholm, Minnesota; A/3c Sammy O. Jones, Akron, Ohio; and A/3c James E. Coggins, Allston, Massachusetts.
[KWE Note: Source of the next two paragraphs: www.reddit.com.]
"Brig. Gen. Richard E. Ellsworth, commander of the 28th Strategic Reconnaissance Wing was co-piloting on a 25-hour journey as part of a simulated combat mission flying from Lajes Airdrome in the Azores back to Rapid City Air Force Base, South Dakota. As part of the exercise, the bomber was observing radio silence and had switched off their radar guidance, flying via celestial navigation. They had planned to fly low over the ocean, steadily increasing to higher altitudes before reaching the mountainous countryside of Newfoundland. Late into the night, the aircraft struck bad weather and went off course, reaching Newfoundland 90 minutes earlier than planned.
"At 0410 hrs. at a hill near Burgoyne's Cove, inland from Nut Cove, Trinity Bay, Newfoundland, with sleet, fog, freezing drizzle, and visibility estimated at less than 1⁄8-mile (0.20 km), the plane struck an 896-foot (273 m) hill at 800 feet (240 m) with a ground speed of 202 knots (374 km/h). The aircraft's propellers severed the tops of pine trees while the plane's left wing hit the ground, tore off, and spilled fuel. The rest of the plane impacted some thousand feet further. The impact and subsequent fire from the plane's fuel tanks scorched an 8-foot-deep (2.4 m) trench in the countryside. Loggers on a nearby hill spotted the fireball and alerted rescuers, but all 23 on board were killed on impact. Much of the wreckage remains at the crash site."
[KWE Note: The following information was found on the "Hidden Newfoundland" website.]
"In order to test North America's defense systems, multiple RB-36H Peacemaker reconnaissance aircraft from the 28th Reconnaissance Wing out of Rapid City Air Force Base in South Dakota took off from the Canary Islands and attempt to enter the continent undetected. The planes were set to maintain a 500 foot altitude to avoid detection and once they entered the continental US they would climb to 40,000 feet and proceed to designated targets. On the night of March 17, 1953, these aircraft took off in 15 minute intervals en route to North America. The mission commander, General Richard E. Ellsworth was in the first plane to leave and was the only person in the air force who knew when the mission started. In order to navigate to the United States in total secrecy, the pilots would use sextons, a navigation instrument, and would have to rely on weather forecasts which meant they weren’t able to be given updates if anything changed."
This B-29 was with the 375th Bomber Squadron, 308th Bomber Wing stationed at Hunter AFB, Georgia. On March 29, 1953, the B-29 departed from Lajes Field, Azores en route to Hunter AFB. Shortly after take off it crashed near Praia, Terceira Island, Azores, killing six airmen.
According to the Times Union newspaper (March 3, 1953)
[Initial information about this crash was submitted to the KWE by Art Lajeunesse of Latham, New York, and the KWE followed up with more research.]
1Lt. Allan Parker Hunt Jr. was the pilot of a F-86E Sabrejet fighter bomber (#52-2873) with the 25th Fighter-Interceptor Squadron, 51st Fighter-Interceptor Group. On 30 March 1953, while returning from a combat mission, his aircraft dove into a heavy cloud cover and crashed. Lieutenant Parker was born July 16, 1930 in Elberton, Georgia, a son of Allan Parker Hunt Sr. (1906-1957) and Grovia Louise Dockery Hunt (1905-1960). He was married to Janet McIntosh on December 24, 1951, in Miami Beach, Florida, and they had a daughter, Nancy Carolyn Hunt, who was born in 1953 just months before her father's death in Korea. Lieutenant Hunt had a brother Donald Hunt and sister, Mary Sue Hunt Moore (1941-1964). Lieutenant Hunt graduated with honors from Riverside Military Academy and entered West Point in 1947, finishing in 1951. He was killed on his 41st combat mission in Korea, and is buried in Elmhurst Cemetery, Elberton, Georgia.
On April 1, 1953, while on a night intruder mission, B-26C Invader bomber (#44-3594) with Headquarters Squadron, 3rd Bomber Group based at Kunsan Air Force Base (K-8), Korea. was hit by anti-aircraft fire and it landed in a rice paddy.
First Lieutenant Robert Frank Niemann, who joined the U.S. Air Force from Minnesota, was assigned to 334th Fighter-Interceptor Squadron. Just before noon on April 12, 1953, he departed Kimpo Air Base flying an F-86E Sabre jet (tail number 52-2891, call sign “Charlie 4”). 1st Lt. Niemen was the number four pilot in a flight for four. The briefed mission was a fighter escort for a reconnaissance flight southwest of Kanggye, Korea. Bad weather over the target area forced the reconnaissance aircraft to return to base and Charlie Flight’s mission was changed to a fighter sweep operation over the Sui-Ho Reservoir. While patrolling the reservoir area, the flight encountered a group of MiG-15s and split into two elements. As the two F-86s rolled out heading south in a shallow dive, the enemy aircraft move into firing position. During the last seconds of the ensuing action 1st Lt. Niemen was heard to say, “Here he comes again.” Then both Charlie 4 and the MiG-15 slid from the wingman’s view. All attempts to locate him or his aircraft were unsuccessful. No returning POWs mentioned contact with 1st Lt. Niemen, nor was he seen at any known holding point, interrogation center, hospital, or permanent POW camp. He remains unaccounted-for. Lieutenant Niemann was born March 20, 1928 in New Ulm, Minneosta, the son of Frank Herman Niemann (1896-1989) and Laura Wilhelmina Oswald Niemann (1903-1997). His wife was Thelma Ann Muesing (Dahlen) (1928-2013). Lieutenant Niemann and wife were parents of a daughter Ann, age 11 months, and Robert "Bobby" (born two months after his father's disappearance). Lieutenant Niemann graduated from the U.S. Military Academy in 1 951 and was the recipient of an Air Medal.
The aircraft of Lt. David Charles Clements (#51-1022) crashed in Japan on April 16, 1953, 12 miles north of Obuchi, Japan, Misawa Air Base, Japan. The Lieutenant's remains were recovered on June 29, 1992. He was reported to have been on a routine training mission of four aircraft when a malfunction led to ejection. His remains were recovered by farmers forty years later. His remains were found in the ejection seat in the area of Eboshi-Dake near Mutsu Bay and Mount Aomori, aka Eboshi-Dake.
On April 25, 1953, while on a night intruder mission, a B-26B Invader bomber (#43-22449) with the 95th Bomber Squadron, 17th Bomber Wing, was hit by anti-aircraft fire and crashed.
On May 12, 1953, a pilotless target drone plane went out of control, crashed into a catwalk on the USS Wright CVL-49, and exploded. Three servicemen were killed and four were injured. The USS Wright was on a training cruise en route to the Gulf of Mexico when the accident happened. The 14,500 ton aircraft carrier was 300 miles off Key West, Florida at the time. The drone plane had been hit by anti-aircraft fire at 1500 feet and again at 600 feet, causing it to go out of control. The carrier's catwalk ended along the sides of the flight deck.
Seven airmen were killed on May 15, 1953, when two C-119 Flying Boxcars and an F-84 Thunderjet collided 40 miles south of Frankfurt. The Boxcars were flying at an altitude of 5,000 feet. The F-84 (tail number 51-628) broke into a formation of C-119 Boxcars, rammed into C119 (tail number 51-8241), and tore the wing off C119 (tail number 51-8235). The F-84 pilot (Lt. James W. Chilton) and three crewmen from the Flying Boxcars ejected and parachuted to safety. Two other transports were damaged but made it back to base safely.
DPAA: In the evening of May 17, 1953, a B-26C Invader (tail number 44-35882) departed Kunasn Air Base with a crew of four aviators. The briefed mission was a night interdiction operation targeting the main supply routes known as Red 3, 5 and 6. The flight plan would cover routes from Pyongyang to Chaeryong, to Sinwon-ni, to Pyongsa, to Hungsu-ri, to Kaesong. Approximately one hour before midnight, the Invader was diverted to north of Sinmak, targeting several enemy trucks in the area. Once in target area, the aircraft was hit by anti-aircraft artillery in the right engine. The pilot jettisoned the bomb load as smoke filled the cockpit. After seeing that the engine burn off and the wing was stating to bend from the heat, the pilot ordered the crew to bail out. As the pilot and navigator descended, they observed the aircraft crash and burst into flames. On May 18, the pilot and the navigator were rescued, but all efforts to locate the gunner and the bombardier were unsuccessful. Following their rescue, the pilot and navigator stated that they did not see any signs two missing men. Both men remain unaccounted-for.
While on a night intruder mission, a B-26C (#44-35618) with the 8th Bomber Squadron, 3rd Bomber Group based at Kunsan Air Force Base (K-8), Korea, became iced and crashed near airfield K- 47.
1Lt. Marion Kent Smotherman was the pilot of a F-86F Sabrejet fighter bomber (#52-4362) with the 12th Fighter Bomber Squadron, 18th Fighter Bomber Wing. On May 31, 1953, while on an operational mission, his aircraft crashed killing him. Lieutenant Smotherman was born January 18, 1929, a son of Riley Beauford Smotherman (1893-1959) and Gladys Irene White Smotherman (1901-1986). His siblings were Faye Nell Smotherman Worde (1923-2000), Beauford Mack Smotherman (1925-2010), Doris Ann Smotherman Griffith-Hise (1930-2012) and John Ross Smotherman (1933-2015).
This F-86 was separated from the flight in bad weather and there was no radio contact. It is possible the aircraft was shot down by a MiG. The pilot, Flight Leader John E.Y. King of the Royal Air Force was declared missing in action.
1Lt. John Edward Southerland was the pilot of a F-86F Sabrejet fighter bomber (#52-4421) with the 35th Fighter-Bomber Squadron, 8th Fighter-Bomber Group. On June 6, 1953, while on a combat mission, his aircraft received a direct hit by anti-aircraft fire. He bailed out safely. He was listed as Missing in Action and was presumed dead on June 7, 1954. His remains were not recovered. Lieutenant Southerland was born September 14, 1929 in Americus, Georgia. He attended Union High School in Leslie, Georgia, and then Georgia Souhwestern College 1946-1949. Hewas the recipient of an Air Medal.
Capt. Hyeon Kim II was the pilot of an F-51 Mustang (#44-73096) when it was hit by AAA fire and crashed near Goseong, South Korea. Captain Kim, a member of the Republic of Korea Air Force, was killed.
1Lt. Chadwick Boyd Smith was the pilot of an F-86F Sabrejet fighter bomber (# 52-4380) with the 12th Fighter Bomber Squadron, 18th Fighter Bomber Wing, 5th Air Force at Osan-ni AB, South Korea (K-55). On 15 June 1953, while on a night combat mission, after diving at a target, his aircraft failed to pull up and crashed. He was listed as Missing in Action and was presumed dead on 15 June 1954. He is listed as killed in action near Sin Gosan, Korea. Lieutenant Smith was born June 13, 1929 in Minnesota, the son of Chadwick Buford Smith (1905-1931) and Nettie Ingebray Boyd Smith (James) (1902-1989). Lieutenant Smith attended Iowa State University 1947-1948 before joining the Air Force. Lieutenant Smith was the recipient of a Silver Star and an Air Medal.
DPAA - Second Lieutenant James Hartford Allston, who joined the U.S. Air Force in New York, served in the 12th Fighter-Bomber Squadron, 18th Fighter-Bomber Group. Just before 17:00 (Korea time) on June 16, 1953, he piloted a single-seat F-86F Sabre (tail number 52-4323A) as the number two in a flight of four aircraft on an armed reconnaissance operation over an enemy supply route known as "Green 6." While searching for targets of opportunity, the number three pilot observed an enemy truck near what appeared to be an inactive enemy airstrip north of Pyonggang. The lead aircraft engaged the truck, followed closely by his wingman, 2nd Lt Allston. A few seconds later, flight-leader felt a slight shock in the aircraft (probably from a near miss anti-aircraft artillery round) resulting in a gun-sight failure. After the flight-leader pulled away from the target, 2nd Lt Allston continued to press his attack on the truck. Reaching the bottom of his run, 2nd Lt Allston failed to pull-up, crashing his Sabrejet ground which exploded on impact. None of the other pilots in the area reported witnessing any indication that 2nd Lt Allston had exited the aircraft before it crashed. All attempts to locate 2nd Lt Allston following the incident were unsuccessful.
DPAA report: Second Lieutenant William John Hummer, who entered the U.S. Air Force from Oklahoma, was a member of the 80th Fighter Bombardment Squadron, 8th Fighter Bombardment Group. On June 16, 1953, he was the pilot of an F-86 Sabre (tail number 52-4486A) that took off second in a flight of two on an armed reconnaissance mission against enemy targets in North Korea. When the flight reached the target, the leader initiated a bombing run. 2d Lt Hummer followed but his aircraft failed to pull out of its run, and crashed and exploded upon impact with the ground. There were no indications that 2d Lt Hummer jettisoned his canopy or ejected prior to the crash. The flight leader made several low passes over the crash site but saw no sign of the downed pilot. The active enemy presence prevented any ground search efforts. No returning POWs mentioned having contact with 2d Lt Hummer, nor was he seen at any known holding point, interrogation center, hospital, or permanent POW camp. He remains unaccounted-for. Lieutenant Hummer was born July 02, 1928 in Oklahoma City, Oklahoma, the son of Robert Benjamin Franklin Hummer Sr. (1886-1949) and Edith McKay Hummer (1883-1936). His half-siblings were Jesse Shivers Montgomery (1907-1995), Ruth Ann Hummer Newby (1920-2015) and Robert Benjamin Franklin "Bob" Hummer Jr. (1923-2008). Lieutenant Hummer was a graduate of Stanford University and was the recipient of an Air Medal.
Ltjg. Donald Edward Brewer was the pilot of an AD-4N Skyraider night dive bomber with Attack Squadron 45 aboard carrier USS Lake Champlain (CVA-39). June 19, 1953, while on a combat mission over North Korea, his aircraft was struck by anti-aircraft fire and crashed. He was killed instantly while trying to eject at a low altitude. Lieutenant Brewer was born January 26, 1931 in Cincinnati, Ohio, a son of Hollis Edward Brewer (1907-1993). His sister was Betty Charlotte Brewer Denton (1928-2011). He was married with a small son. Lieutenant Brewer is buried in Barrancas National Cemetery, Pensacola, Florida.
The President of the United States of America takes pride in presenting the Navy Cross (Posthumously) to Lieutenant, Junior Grade Donald Edward Brewer (NSN: 0-394429), United States Naval Reserve, for extraordinary heroism in connection with military operations against an armed enemy of the United Nations while serving as Pilot of an attack plane of Attack Squadron Forty-Five (VA-45), attached to the U.S.S. Lake Champlain (CVA-39), while flying a close air support mission against Communist-held positions on the central Korean front on 19 June 1953. Lieutenant, Junior Grade, Brewer pressed home his bombing attack against enemy front line troops, despite the fact that his plane was seriously damaged by 37-mm. anti-aircraft fire. Although hit at the beginning of his attack, Lieutenant, Junior Grade, Brewer continued his dive, dissipating life-saving altitude, until he was assured of a good hit. He was personally credited with the destruction of 150 yards of trenches containing enemy troops firing at friendly forces. Upon the completion of his attack, he bailed out of his now-disabled aircraft. However, too much altitude had been lost and his parachute did not have time to open. His disregard for personal safety and extraordinary heroism in action contributed materially to the mission of the United Nations in Korea, at the cost of his life. His devotion to duty was in keeping with the highest traditions of the United States Naval Service.
DPAA report: First Lieutenant Jimmy Louis Escalle, who joined the U.S. Air Force from California, served with the 36th Fighter-Bomber Squadron, 8th Fighter-Bomber Group. On June 19, 1953, he was the pilot of an F-86 Sabre (tail number 52-4367, call sign "Mike 3") that took off from Suwon airbase, South Korea, as third in a flight of four on an armed reconnaissance mission over North Korea. The flight bombed the initial target successfully and then began reconnaissance along a major supply route where 2d Lt Escalle and his wingman identified camouflaged enemy trucks and went in to strafe them. After his second strafing pass, 2nd Lt Escalle could not be reached by radio and his aircraft disappeared. Aerial searches eventually found 2nd Lt Escalle's aircraft wreckage but no signs of the pilot or a parachute were found. No returning POWs mentioned having contact with 2d Lt Escalle, nor was he seen at any known holding point, interrogation center, hospital, or permanent POW camp. Lieutenant Escalle was born November 17, 1929, a son of Frank Louis Escalle (1910-1977) and Andrey Edness "Edna" Rhoads Escalle (Witt) (1912-2002). His sibling was Robert Frank "Bobby" Escalle (1931-2012). Lieutenant Escalle was the recipient of a Soldier's Medal and an Air Medal. Lieutenant Escalle's name appears on the publication, "The Transfer of U.S. Korean War POW's to the Soviet Union" dated September 1993.
2Lt. Allan Keith Rudolph was the pilot of a F-86E Sabrejet fighter bomber (#52-2855) with the 39th Fighter-Interceptor Squadron, 51st Fighter-Interceptor Group. On June 19, 1953, while on a combat mission, his aircraft developed engine problems and crashed about four miles north-east of Namsi-Dong, North Korea. He was listed as Missing in Action and was presumed dead on June 20, 1954. His remains were never recovered. Lieutenant Rudolph was born April 01, 1930, in Chicago, Illinois, a son of Edward Wellington "Ned" Rudolph (1894-19 69 ) and Lorine Leona Hansford Rudolph ( 1899-1983). His siblings were Madalyn Frances Rudolph VanLandingham (1919-2003) and Richard Hansford Rudolph (1922-2009). Lieutenant Rudolph was the recipient of an Air Medal.
On this date, two F2H Banshees collided in mid-air during a night training mission. The pilot of F2H #126384 was killed and was found two days later still strapped in his ejection seat in a wooded area in West Greenwich. The pilot of F2H #126411, LTJG James J. Schollian, parachuted to safety.
For meritorious achievement while participating in aerial flight as a pilot of a jet fighter plane attached to Fighter Squadron Seventy One, during operations against enemy Communist Forces in North Korea on 23 June 1952, Ensign Snipes bravely and skillfully executed two bombing and strafing runs against Fusen number two hydro-electric power plant obtaining hits in the target area. He inflicted serious damage to the installation in the face of enemy anti-aircraft fire and contributed materially in the complete destruction of this vital plant. His outstanding courage and skillful airmanship were in keeping with the highest traditions of the United States Naval Service.
Lieutenant Snipes completed 20 combat missions over North Korea from September 22, 1952, to December 12, 1952. He is buried in Prospect Free Will Baptist Church Cemetery, Dunn, North Carolina.
1Lt. Maxwell Jonah Shipp was the pilot of a F-86F Sabrejet fighter bomber (tail number unknown) with the 67th Fighter Bomber Squadron, 18th Fighter Bomber Group. On June 25, 1953, while on a combat mission, his aircraft's engine flamed out and the plane stalled and crashed. He tried to eject but was not successful. Lieutenant Shipp was born May 22, 1930, in Tuscaloosa County, Alabama, a son of Ezra Jonah Shipp (1897-1985) and Norah L. Earnest Shipp (1898-1942). In 1952 he married Sara Frances Bell (Lewis) (1930-2005). His siblings were Lucile Shipp (1925-1925) and Dr. Joseph Calvin Shipp (born 1927).
2Lt. Joseph Michael Quagley was the pilot of an F-86 Sabrejet (#52-4457) with the 80th Fighter Bomber Squadron, 8th Fighter Bomber Group. On 30 June 1953, while on a combat mission of strafing enemy positions, his aircraft received a direct hit by anti-aircraft fire. The jet failed to pull up and crashed. Lieutenant Quagley was born March 10, 1930 in Gates Center, New York, the son of Sam Thomas Quagley (1908-1992) and Eleanor M. Quagley (1904-2002). Lieutenant Quagley is buried in Woodlawn National Cemetery, Elmira, New York.
DPAA: On June 30, 1953, a B-26 Invader (tail number 44-35355A) with a crew of four took off from Kunsan Air Base, South Korea, on an armed reconnaissance mission along main supply routes in North Korea. During an attack on railroad facilities in the vicinity of Ch'innanp'o, North Korea, the Invader was hit and severely damaged by hostile ground fire. After establishing contact with a forward ground controller, the pilot turned south toward Ch'o-do, an island in the Yellow Sea, off the west coast of Korea. Upon reaching the island's coast, the crew bailed out due to a spreading fire on the plane. Three crew members successfully parachuted from the aircraft before it crashed into Korea Bay, and all three were rescued from the water and returned to duty. The fourth crew member was not located following the incident.
DPAA: A couple hours after midnight on July 1, 1953, a B-26 Invader (tail number 44-35210) departed Kunsan Air Base, Korea, with a crew of three. The briefed mission was single-ship night intruder operation targeting three main supply routes known as Red 1, 2 and 3. The target emphasis was Pyongyang to Chinampo, Sariwon to Haeju and Pyongyang to Sariwon. Approximately 40 minutes after takeoff, as this B-26 was approaching Taeyong Island, the pilot checked in with the forward air control station, reporting that he was inbound to the target area. This was the last contact with the aircraft. All attempts to locate the crash site or the missing aviators were unsuccessful.
DPAA: On July 5, 1953, an AD4N Skyraider (bureau number 126944) with a crew of three departed the USS Boxer (CVA 21) for a combat mission off the east coast of North Korea. The aircraft suffered a power failure immediately after take-off, forcing the pilot to ditch the plane in the sea. The pilot and one crew member managed to escape the sinking aircraft and were picked up by rescuers; however, the third crew member (A01 Martin J. Wright) went down with the aircraft before he could be rescued. The other crew members were Lt. C.R. Johnson and ACAN D.G. Kennedy, both rescued by the USS Sumner DD692. A01 Wright was born September 12, 1921. His mother was Mary Wright.
DPAA: Midmorning on July 11, 1953, a flight of four F-86 Sabres departed Kimpo Air Base, Korea. The briefed mission was airborne alert operation patrolling from a point two miles north of Kaechon to a point 10 miles northwest of Ochon. Approximately 45 minutes after takeoff, the flight was alerted to an unidentified aircraft in their operational area. While maneuvering to intercept and identify the unknown aircraft, the number two Sabre (tail number 52-2836) and number three Sabre (tail number 51-12972) collided. The number two aircraft, severely damaged, began to spin out of control. The number three aircraft wobbled from side to side for about 15 seconds, rolled to the left and then began a 30 degree downward descent. Both F-86s crashed in the Korea Bay about 40 miles off the coast, east of Pyongyang. Weather conditions in the area prevented witnesses from maintaining continuous visual contact as they descended. Searches of the area were unsuccessful in locating either pilot.
DPAA: Lieutenant Junior Grade Jacob Louis Pawer Jr. entered the U.S. Navy from Wisconsin and was assigned to Carrier Division 3, embarked aboard the USS Princeton (CV-37). On July 12, 1953, he piloted a single-seat AD-4N Skyraider (bureau number 125757) that launched from the Princeton, positioned off the east coast of Korea in the Sea of Japan, to conduct over-water live-fire weapons delivery practice. The Skyraider belonged to Fighter Squadron 155, and it is thought that LTJG Pawer had borrowed this aircraft from the fighter squadron to fly this training mission. During his flight, LTJG Pawer took the aircraft into a dive to make a firing pass, but for unknown reasons he never pulled up and crashed into the water. The impact destroyed the aircraft. There was no evidence indicating he survived the crash, and his remains could not be located following the incident. Lieutenant Pawer was born September 12, 1923 in Appleton, Wisconsin, the son of Jacob Louis Pawer Sr. (1889-1968) and Anna W. Winkler Pawer (1889-1986). He married a Wilterding and they had one son. His sister was Eyvonne P. Pawer Geise (1929-2015). Lieutenant Pawer was the recipient of a Bronze Star.
An AD-4N Skyraider night dive bomber (#125738) with Composite Squadron 35 was stationed aboard the USS Boxer (CVA-21). On July 14, 1953, while on a night combat air patrol, radio contact with the aircraft was lost. Both crew members are listed as missing in action.
Missing in Action:
Guyn, AEAN Thomas H. - AEAN Guyn was born June 28, 1932, the son of Betty M. Guyn, Detroit, Michigan.
Kennedy, AEAN Jack Spencer - AEAN Kennedy was born November 01, 1933 in Bakersfield, California, the son of Neal Kennedy. He was the recipient of an Air Medal.
Smith, Lt. Ralph Arthur Jr. - Lieutenant Smith was born March 16, 1921 in Salina, Kansas, the son of Ralph Arthur Smith Sr. (1882-1960) and Elizabeth Allan Smith (1883-1977). He married Babette Hartzell "Babs" Stiefel (later Freeman) (1929-2009) on September 07, 1946 in Salina, Kansas. They were parents of Eric Jay Smith (1947-1947) and Gary Stiefel Smith Freeman (1950-2004). Lieutenant Smith was the recipient of a Navy Cross, Silver Star, Distinguished Flying Cross, and Air Medal with four Gold Stars.
On July 14, 1953, while on a night intruder mission, contact with a B-26C Invader (#44-35817) with the 13th Bomber Squadron, 3rd Bomber Group at Kunsan Airfield (K-8), South Korea was lost between Sinanju and Pyongyang, North Korea.
Young college students, all Navy midshipmen, many of whom were teenagers, were injured or lost their lives in a fiery plane crash near Milton, Florida on July 17, 1953. There were 41 casualties among the passengers and crew. The midshipmen victims had just completed a three-week familiarization course in naval aviation at NAS, Cabaniss Field and NAAS Kingsville. For many of them, it was their first time in an airplane. There were 40 Naval ROTC men and six Marine crewmen aboard the R4Q Fairchild Packet plane (the Marine version of the C119 Flying Boxcar) which was regularly attached to the 2nd Marine Air Wing based at Cherry Point, North Carolina. All the ROTC men were college students, in their sophomore and junior years and from many states. As part of their reserve work they are required to take six weeks summer training at naval installations in Corpus Christi and Norfolk. Altogether, 1,600 ROTC men are taking part in this summer's program, half of them at Corpus Christi and half at Norfolk.
At the end of three weeks, the 800 at Norfolk and 800 at Corpus Christi swapped bases for the final three weeks. The group which had stopped at Whiting was half of the 800 being flown to Norfolk. Part of a flight of five transports ferrying the NROTC men from Corpus Christi, Texas to Norfolk, Virginia, for another phase of their six-week summer training program, the cargo plane had left from a refueling stop at Whiting Field minutes before it crashed on a farm near Pensacola and burst into flames. It crashed into a group of trees 0.75 miles past the runway end, hit three parked cars, and then plowed into a barn on the Ray Allen farm. Navy rescue teams found six survivors, but one died en-route to a hospital.
Three others died a few days later. A message on the internet by T.G. Lilly stated: "Three of the initial five survivors died several days later in the Pensacola Naval Hospital: Dale E. Scott, a student at the University of Oklahoma, died on Wednesday, July 22, 1953; Captain C. E. Graff died the following day; and Thomas F. Maggard, a student at the University of Utah, died on Sunday, July 26, 1953. The only survivors were Corporal Jerome Tuttle, navigator, and midshipman Jay B. Weidler, Jr., of Rice Institute."
The ten NROTC midshipmen from Rice Institute were honored with a plaque in the Rice Memorial Center in 2005. The plaque was designed by classmate and architect John Joiner. Further information and photographs of the Rice midshipmen can be found in the Volume II, No. 3, Fall 2006 issue of The Cornerstone newsletter of the Rice Historical Society. The article was written by Mary S. Dix.
Jay grew up in Philadelphia, attended Central High School (196th graduating class), and left for Rice Institute in Houston, Texas in 1951. He joined the Naval Reserve Officers Training Corps (N.R.O.T.C.) and tragically was one of the only survivors of a plane crash occurring shortly after midnight on July 17, 1953, in Pensacola, Florida as part of midshipman amphibious training.
After recovering from his injuries at home in Philadelphia, he returned to college for his junior year. He graduated from Rice Institute in 1956 with a Bachelor of Arts and a Bachelor of Science degree in civil engineering. He then served in the Marine Corps, as an Engineering Officer ending with a rank of First Lieutenant. He was honorably discharged from the Marine Corps in 1959 and from the reserves in 1964.
He returned to Rice in 1959 for graduate school, earning a Masters in Science in 1961 and a Doctor of Philosophy in 1965 in civil engineering, followed by postdoctoral work at Brown University in Providence, Rhode Island from 1965 to 1968. He left academia and returned to Houston in 1969 to join Brown & Root, Inc. and rose to Senior Vice President, Chief Marine Engineer and Director of Technology, semi-retiring in 2000, and fully retiring in 2004 after consulting part-time.
Dr. Weidler had over 45 years of engineering experience in the military, academic, and industrial fields. He authored or co-authored 26 technical papers and held five patents. Weidler's accomplishments included the design, fabrication and installation of the Louisiana Offshore Oil Port, which received the ASCE Outstanding Civil Engineering Achievement Award in 1982. In 1995, Jay was the Offshore Technology Conference recipient of the Distinguished Achievement Award for Individuals for significant leadership in the application of structural engineering concepts and approaches that allowed the safe and economic development in challenging offshore areas worldwide, including the Gulf of Mexico, North Slope and Cook Inlet, Alaska, and the North Sea. Also in 1995, he was awarded the American Society of Civil Engineers John G. Moffatt-Frank E. Nichol Harbor and Coastal Engineering Award. He was inducted in 1998 to the Offshore Pioneers Hall Fame as a charter member at the Offshore Energy Center in Galveston, Texas. Dr. Weidler was a two-term member of the Rice University Alumni Board, an initial Chairman of Industry Advisory Board for the University of Texas/ Texas A&M University for the establishment of the Offshore Technology Research Center, 1988-1990. Jay was also on the Board of Trustees of the Southwest Research Institute, served as Brown & Root representative to the American Petroleum Institute Committee Two, Committee for Standardization of Offshore Structures and was active on numerous subcommittees, work groups as a member and/ or chairman for over twenty-five years.
Jay married Mary Hughston "Mary Hugh" Patrick in 1961 in Houston, Texas. Jay is survived by: his wife, Mary, his daughters, Teresa Weidler and Julia Hall Weidler; his son and daughter-in-law, John Benoir Weidler and Christine Elizabeth Edwards; his grandchildren, Jodie Olivia Tokumoto; Sean Mareo Tokumoto; Joseph Thomas Weidler; and Elise Catherine Weidler; Jay's younger sister, Phyllis Jane (Weidler) Gilbert; and his three nephews and their wives: Samuel Vanderpoel Gilbert IV (wife Kristine), Jay Benoir Gilbert (wife Marti), and Geoffrey Calderwood Gilbert (wife Jennifer), and their children .
Jay was preceded in death by: his parents, his grandchild, Corinne Elizabeth Weidler; his brother-in-law, Samuel Vanderpoel Gilbert III; his aunts, Phyllis Edith Stalker; Jessie Apoline (Weidler) Oberholtzer; Jane Groff (Weidler) Blizzard; his uncles, Robert Dobson Stalker; William John Stalker, Jr.; Edward Dale Stalker; Joseph Grier Weidler; John Alford Weidler; James Theodore Weidler; Grier Lud Orth Weidler, Jr.; and his grandparents, Grier Lud Orth Weidler, Sr.; Jessie Apoline (Bennor) Weidler; William John Stalker, Sr.; Emma Dorothy (Hall) Stalker; his father-in-law, William Lester Patrick; and mother-in-law, Julia Emma (Taylor) Patrick.
A funeral service at St. Peter's Episcopal Church in Brenham, Texas. Memorial Oaks Chapel - Brenham had charge of arrangements.
[Source: Findagrave]
The crew of B-50A (#46-049) was performing a local training flight from Williams Air Force base. En route, the heavy bomber collided with a second USAF B-50 (#47-101). Following the collision, the crew of 47-101 was able to land safely while 46-049 went into a dive. Four crew members parachuted to safety, one was killed in the parachute attempt, and seven were unable to bail out and were killed when the plane crashed in the San Juan Mountains, southeast of Chandler. The exact circumstances of the collision remains unclear. The pilot of #46049 was Roy B. Martin. The pilot of #47-101 was Edgar C. Fowler.
2Lt. Gerald Wesley Knott was the pilot of a F-86E Sabrejet fighter bomber with the 16th Fighter-Interceptor Squadron, 51st Fighter-Interceptor Group. On July 20, 1953, while on a mission of providing a combat air patrol over a downed comrade, his aircraft crashed for unknown reasons. His remains were not recovered. Lieutenant Knott was born June 12, 1928 in Franklin County, North Carolina, a son of John Wesley Knott (1903-1973) and Allie Marie Pruitt Knott (1900-1993). His siblings were Louise Knott Daniel (1924-2004) and Robert Stanley Knott (1927-1961). Lieutenant Knott was the recipient of a Bronze Star and an Air Medal.
On July 20, 1953, Maj. Thomas Milford Sellers was an exchange pilot of a F-86F Sabrejet fighter bomber (#51-12973) with the 336th Fighter-Interceptor Squadron, 4th Fighter-Interceptor Group. He destroyed two MiG-15s before his aircraft was hit, loosing both wings. Major Sllers was born August 29, 1924. He was the recipient of a Distinguished Flyhing Cross with Gold Star and an Air Medal with five Oak Leaf Clusters.
1Lt. John Francis "Jack" Thees served with the 35th Fighter-Bomber Squadron, 8th Fighter-Bomber Group. He piloted an F-86F Sabrejet fighter (#5204469) that was hit by anti-aircraft fire, crashed and burst into flames. He was listed as Missing in Action and was presumed dead on July 21, 1954. Lieutenant Thees was born May 04, 1930. He was the recipient of an Air Medal.
Piloted by LTJG Jack W. Ingram, this jet was hit by anti-aircraft fire and ditched four miles south of Tanchon. The pilot was killed.
The pilot of this jet ditched forward of the carrier USS Boxer. His body was not recovered.
At 06:15 local time, the RB-50G 'Little Red Ass', temporarily attached to the 91st SRS, was intercepted by two MiG-15 of the 88 GvIAP in 42°38'3"N, 132°20'9"E at 20,000 feet over the Sea of Japan after it had violated the Soviet air space near Cape Gamov. What happened next is disputed, according to Soviet reports the fighter pilots instructed the aircraft to land but the gunners opened fire and hit the MiG flown by 1st Lt. Aleksandr D. Rybakov, who subsequently attacked the RB-50 together with his wingman 1st Lt. Yuri M. Yablonskiy and shot it down with cannon fire. US reports claim that the interceptors opened fire first, disabling the #1 engine and the gunners then only returned fire in self-defense, but could not prevent another attack that set #4 engine on fire. The RB-50 went in a sharp dive, but parts of the damaged right wing and tail assembly tore off and the aircraft disintegrated and crashed into the sea about two minutes after being fired upon. At least seven crew members succeeded in bailing out, but only the copilot was rescued after 22 hours by the US destroyer USS Picking (DD 685) from a liferaft that had been dropped for him by a SB-29 about 12 hours after the crash. The destroyer also recovered the body of the pilot who had died of injuries and exposure and the body of a flight engineer was later located on the coast of Japan, while the remaining 13 were reported missing in action. It was suspected that at least some of them were taken prisoner by Soviet PT boats observed to be operating in the area, but it is not known if this was actually the case.
The central rotor blade of H-19 (#51-3896) came loose in flight and struck the rear rotor, causing the helicopter to crash. Six personnel on the Sikorsky lost their lives.
A Navy Martin PBM-5S Mariner (#84760) ditched into the sea 60 miles off the west coast of Luzon Island. The crew was from the US Naval Station at Sangley Point. Five survivors were picked up and taken to Sangley Point. Search and Rescue missions took place for two days after the ditching, but ten crew members were never located
On this date B-50A (#47-116) was cruising at an altitude of 15,000 feet a few minutes after takeoff from Davis-Monthan Air Force Base when a sudden heavy fire broke out on the right wing. The captain ordered his crew to bail out and all 12 occupants parachuted out. The plane dove into the ground in a huge explosion on the slope of Picacho Peak. Ten crew members were injured and three were killed.
A twin-engine C46 (Registration No. N66534) operated by Resort Airlines was chartered by the United States Army to help in the transfer of 140 soldiers from Camp Kilmer, New Jersey to Ft. Knox, Kentucky on September 28, 1953. The passengers were mostly from Puerto Rico, and many had seen combat duty in Korea. They were being flown to Louisville, Kentucky, for discharge from the Army and then Captain Wharton was to fly them on to Puerto Rico. There were 38 passengers and 3 crew members on this fated flight. There were five planes chartered to fly the 140 veterans to Louisville, and this flight was the second plane to take off that day. The first flight landed safely in Louisville. After the crash of N66534, the other three planes were rerouted to Godman AFB at Ft. Knox.
This C46 nearly touched the ground when trouble developed at Standiford Field, Louisville. The C46 pulled up to about 400 feet, the liner nosed down, and then crashed into a field near Louisville, Kentucky, with a terrific impact. Bodies were scattered as far as 100 feet, and some were decapitated. The plane broke into two parts and both engines burst into flames. It was the first fatal crash at Standiford Field since it opened in 1944. Of the 41 persons onboard, there were originally only 19 survivors. Fourteen of them were taken to St. Joseph's Infirmary; four were taken to General Hospital; and one was sent to St. Anthony's Hospital. In the interim, military police guards stood around the plane and the entire field was closed off to sightseers. Over the next few days the number of survivors dropped to 16. The cause of the accident was mechanical failure. Coverage of this tragedy appeared in LIFE magazine, October 1953.
The Aviation Safety Network stated: "The Curtiss was approaching Louisville Airport (SDF) runway 24 when it ballooned slightly during the flare out. Power was applied and the aircraft entered a steep climb. The angle of attack continued to increase until the aircraft stalled at an altitude of about 300 feet. The plane struck the ground with the nose and left wing, bursting into flames. Probable Cause: "Structural failure of the left elevator in flight, causing loss of control. The structural failure was brought about by the left outboard hinge bolt backing out of the assembly. The underlying cause was improper maintenance which resulted in the installation of hinge bolts and bearings not meeting specifications, and inadequate inspection which failed to detect this condition."
[Incomplete list]
The flight was operating between North Philadelphia, Pennsylvania, and Louisville. It departed North Philadelphia Airport at 1303 on a Visual Flight Rules flight plan. The crew consisted of Captain W. E. Moller, First Officer J. D. Pickel, and Stewardess D. J. Bush. At departure the gross weight of the aircraft was 44,940 pounds (allowable 45,300 pounds), with 775 gallons of fuel aboard. Distribution of the load was within prescribed center of gravity limitations. The trip between North Philadelphia and Louisville was normal and in good weather.
In the vicinity of Standiford Airport, the pilot requested landing instructions and was cleared for landing on Runway 24 by the tower. The clearance was acknowledged by the pilot. One of the three controllers on duty observed that the approach appeared normal until the flare-out when the aircraft "ballooned" slightly, power was applied, and about 500 feet farther on entered a steep climb. The aircraft then yawed to the left and climbed with a steadily increasing angle of attack. At this point he noticed that a portion of the left elevator was hanging down and immediately advised the aircraft but received no acknowledgement of his warning. The aircraft continued in a steep climbing left turn until it reached an altitude of about 300 feet, stalled, fell off to the left, and struck the ground on the nose and left wing. The fuselage burst open upon impact.
A number of the occupants were thrown free and emergency equipment immediately took survivors to nearby hospitals. Due to the severity of impact and the extent of damage, there was no organized evacuation by the occupants. Sixteen passengers were injured while 25 other occupants, among them all three crew members, were killed.
The Board determines that the probable cause of this accident was structural failure of the left elevator in flight, causing loss of control. This structural failure was brought about by the left outboard hinge bolt backing out of the assembly. The underlying cause was improper maintenance which resulted in the installation of hinge bolts and bearings not meeting specifications, and inadequate inspection which failed to detect this condition. The following findings were reported:
The flight between North Philadelphia and Standiford Airport, Louisville, was routine and in good weather. The aircraft crashed on Standiford Airport when the left elevator failed at No. 2 hinge station. The No. 1 hinge bolt worked free from the hinge fitting and thus resulted in the outboard third of the elevator being unsupported. The four hinge bolts in the left elevator were a non approved type for this installation, as were three of the four interposer ball bearings; the bolts and bearings in the right elevator were approved types. Major maintenance on Resort Airlines' aircraft was performed under contract by Slick Airways. The left and right elevators were removed by Slick Airways' personnel during a No. 3 inspection of N 66534 at San Antonio, July 8-11, 1953. Excessive wear and other deficiencies ware not noted in any inspection by Slick Airways, Airline Services, or the carrier's personnel curing the period between the No. 3 inspection and the day of the accident.
Four Kentucky Air National Guardsmen were cited for heroic efforts to rescue survivors from the wreckage and received the Medal for Valor. They were: Jess D. Brown, Walter Carter, Howard A. Curtis, and Charles W. Simmons. Significance of the Medal for Valor: "The Medal for Valor may be awarded to a member of the Kentucky National Guard who has distinguished himself conspicuously by gallantry and intrepidity at the risk of his life above and beyond the call of duty while in the service of the State and/or United States. Additionally, it must have involved personal risk of life or a performance of more than ordinarily hazardous service, the omission of which would not justly subject the person to censure for shortcoming or failure in the performance of duty. No award of the Medal for Valor shall be made except upon clear and uncontested proof of at least one eyewitness or person having personal knowledge of the act or deed."
A/1C Jesse Danielson Brown, Jr. - On 28 September 1953, at Standiford Field, Louisville, Kentucky, A/1C Jesse D. Brown, Jr. (then in a civilian Air Technician capacity as a member of the Alert Crew of the 123rd Fighter Bomber Wing, Kentucky Air National Guard) distinguished himself as follows: At 1617 hours, this date, a civilian resort airline aircraft chartered to the Army, carrying a total of forty-one (41) soldiers and crewmen, most of whom were returning Korean veterans, crashed while landing. There is no fire fighting or crash rescue facilities at Standiford Field and A/1C Brown immediately manned the "155" fire fighting truck of the Air National Guard and rushed to the scene of the crash. The aircraft was burning severely when Airman Brown arrived and despite the imminent possibility of gasoline tank explosion, Airman Brown, without benefit of protective clothing, climbed on the burning wing of the aircraft and subdued the blazing wing and fuselage. Such heroic action undoubtedly saved the lives of at least ten severely injured soldiers who were unable to help themselves. Such actions reflect great credit on A/1C Brown, The Air National Guard, and the United States Air Force.
T/SGT Charles William Simmons - On 28 September 1953, at Standiford Field, Louisville, Kentucky, T/SGT Charles W. Simmons (then in a civilian Air Technician capacity as a member of the Alert Crew of the 123rd Fighter Bomber Wing, Kentucky Air National Guard) distinguished himself as follows: At 1617 hours, this date, a civilian resort airline aircraft chartered to the Army, carrying a total of forty-one (41) soldiers and crewmen, most of whom were returning Korean veterans, crashed while landing. There is no fire fighting or crash rescue facilities at Standiford Field and T/SGT Simmons immediately manned the "155" fire fighting truck of the Air National Guard and rushed to the scene of the crash. The aircraft was burning severely when T/SGT Simmons arrived and despite the imminent possibility of gasoline tank explosion, T/SGT Simmons, without benefit of protective clothing, climbed on the burning wing of the aircraft and subdued the blazing wing and fuselage. Such heroic action undoubtedly saved the lives of at least ten severely injured soldiers who were unable to help themselves. Such actions reflect great credit on T/SGT Simmons, The Air National Guard, and the United States Air Force.
T/SGT Walter Carter - On 28 September 1953, at Standiford Field, Louisville, Kentucky, T/SGT Walter Carter (then in a civilian Air Technician capacity as a member of the Alert Crew of the 123rd Fighter Bomber Wing, Kentucky Air National Guard) distinguished himself as follows: At 1617 hours, this date, a civilian resort airline aircraft chartered to the Army, carrying a total of forty-one (41) soldiers and crewmen, most of whom were returning Korean veterans, crashed while landing. There is no fire fighting or crash rescue facilities at Standiford Field and T/SGT Carter immediately manned the "155" fire fighting truck of the Air National Guard and rushed to the scene of the crash. The aircraft was burning severely when T/SGT Carter arrived and despite the imminent possibility of gasoline tank explosion, T/SGT Carter, without benefit of protective clothing, climbed on the burning wing of the aircraft and subdued the blazing wing and fuselage. Such heroic action undoubtedly saved the lives of at least ten severely injured soldiers who were unable to help themselves. Such actions reflect great credit on T/SGT Carter, The Air National Guard, and the United States Air Force.
T/SGT Howard Arthur Curtis - On 28 September 1953, at Standiford Field, Louisville, Kentucky, T/SGT Howard A. Curtis (then in a civilian Air Technician capacity as a member of the Alert Crew of the 123rd Fighter Bomber Wing, Kentucky Air National Guard) distinguished himself as follows: At 1617 hours, this date, a civilian resort airline aircraft chartered to the Army, carrying a total of forty-one (41) soldiers and crewmen, most of whom were returning Korean veterans, crashed while landing. T/SGT Curtis immediately manned the Air National Guard crash ambulance and rushed to the scene of the crash. The aircraft was burning severely upon his arrival, but despite the imminent possibility of explosion, T/SGT Curtis, without benefit of protective clothing, proceeded to assist in the rescue of injured and dying passengers. His quick action and disregard for personal safety were responsible for the saving of many lives. T/SGT Curtis' courage, initiative and devotion to duty reflect great credit upon himself, The Air National Guard, and the United States Air Force. [KWE Note: Howard Arthur Curtis died April 17, 1999.]
On this date H-5-H helicopter #49-1996A was on its second test flight following a change of the Main Transmission. The helicopter climbed to an altitude of 150 feet, started to roll to the left, and took a nose dive to the ground. The impact demolisted the aircraft forward of the engine compartment, killing the pilot and mechanic. THe fuel tank collapsed and the helicopter burst into flames following an explosion ignited by spilling fuel. The fatal accident took place at Maxwell Air Force Base. Two were killed. An investigation into the accident determined it was caused by improper safety procedures by maintenance personnel.
On November 17, 1953, twelve C-119 aircraft participated in a training exercise with some 1,000 members of the Army's 82nd Airborne. C-119 #51-8163 left Pope Air Force Base in Fayetteville, North Carolina as part of the paratrooper dropping exercise. The aircraft was attached to the 764th Squadron of the 4566th Troop Carrier Wing, Charlestown, South Carolina. While in flight over Holland Drop Zone, this aircraft's engine failed. One account states that, piloted by 1Lt. Leo Burr Clark, the C-119 clipped C-119F #51-8122 (piloted by James A. Rowe) as it dove into the ground and scrub brush. The C-119 was flying at 1,200 feet when it went into the dive. Some 38 paratroopers in the plane jumped after the plane began to fall. Eleven paratroopers were hit by the disabled plane and were killed during the crash, and four crew members and one doctor onboard #51-8163 lost their lives. Some paratroopers who had dropped from planes ahead of the disabled C-119 died in the accident, while others died when suction from the falling aircraft collapsed parachutes. Others died while making 'short jumps' as the pilot of the C-119 tried to veer from the jump zone. The jumpmaster of #51-8163 was Sgt. Jesse Arrington of Newport News, Virginia. He survived. The following list of survivors and fatalities is incomplete.
[Incomplete list]
Due to trouble with one rotor, YH-21 #50-1240 crashed at Thule Air Force Base while in the final stages of an operational durability test under Arctic conditions. Four were killed. The aircraft was part of an Air Rescue Squad.
This F-89 crashed into a marshy area near Lake Wingra. It went into a muddy area as it was attempting to avoid hitting a Canadian airliner that was 30 miles off its course. The Truax plane was a member of the 433rd Fighter Interceptor Squadron. There were two fatalities.
An F-89 jet disappeared on a flight over Lake Superior on this date. Radar indicated that the jet crashed into something. No trace of the pilots or jet was ever found. The cenotaph for pilot Gene Moncla states: "Disappeared November 23, 1953, intercepting an UFO over Canadian Border as pilot of a Northrup F-89 jet plane."
VJ1 Squadron at Naval Air Station Agana sent out one of their six PB4Y-2S's to track Typhoon Doris. PB44-2S #59716 disappeared without a trace while penetrating the eye wall of the typhoon. The crew of nine was lost.
[KWE Note: The following introductory information was found on the Aviation Safety Net website.]
B-29 #44-87741 left Andersen AFB, Yigo, Guam at 06:05 local time on December 17, 1953. The heavy bomber was on its way back to Mountain Home AFB, Idaho, via Kwajalein Island. Shortly after takeoff, the engine number two failed. The crew was able to shut it down, and feathered the propeller. On final approach to runway 07R, after passing through the last cloud layer, the pilot-in-command decided to make a go around and following a circuit before starting a second approach few minutes later. While struggling to land the second time, he turned the B-29 into the feathered propeller at too steep of an angle, with the landing gear down, and flaps retracted which caused the bomber to lose lift and control. The aircraft banked 80 degrees to the left, and crashed in a near vertical position onto several houses located short of the runway. Among the 16 occupants, all four crew members and five passengers were killed, and seven others were injured. On the ground, ten people were killed, among them six children, and two entire families. It is still (as of 2017) the worst ever accident (in terms of fatalities) to have happened at Guam's Andersen AFB. For further information on this horrific plane crash, search "60th Anniversary of the Worst Peacetime Accident at Andersen", located on the Andersen AFB website.
Skytrain #17179 was brought in on the Search and Rescue effort to locate a PB4Y that disappeared on December 13, 1953. The R-4D-8 aircraft disappeared on December 20 with ten crewmen aboard. The wreckage was later discovered six days later inside Agrihan Island's volcano crater. It had hit the slope of the crater 800 feet up from the crater floor on the southeast side of the volcano. A detail of Marines climbed into the crater, where the underbrush was so thick it had to be cut with machetes in order to reach the wreckage. There were no survivors, and the condition of the found bodies was in such bad shape that the crash victims were buried inside the crater.
The Corsair is an inverted gull wing fighter aircraft with a single tail and engine. During the Korean War there were 26 US Navy Squadrons and six USMC squadrons of Corsairs. Designed for aircraft carriers, during the Korean War the Corsair provided ground attack and Close Air Support (CAS). For more expanded knowledge of the use of this aircraft during the Korean War, the KWE suggests that our viewers read F4U Corsair Units of the Korean War by Warren Thompson. To add more information or photographs to this page of the KWE, contact Lynnita. [A portion of this page was made possible by a grant from the Illinois Humanities Council.]
February 03, 1953 - 2Lt. Carl Henry Bruggemeier II was the pilot of an AU-1 Corsair attack fighter (#129370) with the Marine Attack Squadron 212, Marine Air Group 12, 1st Marine Air Wing. On February 3, 1953, while on a combat mission, his aircraft was hit by anti-aircraft fire, lost a portion of its wing, crashed and burned. His remains were not recovered. Lieutenant Bruggemeier was born September 19, 1929 in Ohio, the son of Carl Henry Bruggemeier Sr. (1899-1971) and Elizabeth Caroline Bruggemeier (1901-1984). Captain Bruggemeier was the recipient of a Distinguished Flying Cross and an Air Medal with one Gold Star.
February 08, 1953 - Capt. Joseph Casmire Januszewski was the pilot of an AU-1 Corsair attack fighter (#129392) with the Marine Attack Squadron 323, Marine Air Group 12, 1st Marine Air Wing. On February 8, 1953, while on a combat mission north of Yonchon, his aircraft was hit by small arms fire, the engine failed, the aircraft crashed and burned. His remains were recovered and he was buried in Saint Patricks Cemetery, Haverhill, Massachusetts. Captain Januszewski was born March 04, 1922, a son of Antoni Januszewski (1888-1962) and Mary Bajek Januszewski (1894-1963). He was married to Santa M. Piccolo Januszewski (1921-2012). His brother was Alfred Januszewski (1930-2011).
February 14, 1953 - Capt. James Louie Garrison Jr. was the pilot of an AU-1 Corsair attack fighter (#129363) with the Marine Attack Squadron 323, Marine Air Group 12, 1st Marine Air Wing. On February 14, 1953, while on a combat mission, his aircraft was hit by anti-aircraft fire, crashed and burned. His remains were not recovered. Captain Garrison was born February 22, 1924 in Austin County, Texas, the son of James Louie Garrison Sr. (1896-1961) and Esther Bunge Garrison (1897-1966). Captain Garrison was married in 1947 to Jackie Glenn Miller (later Phillips) (1928-2011) and they had a baby son Jim (later Phillips) at the time of the captain's death. Captain Garrison was a 1945 graduate of Texas Aggie. After serving in the Philippines and Okinawa during World War II, he was discharged in February of 1946. He was recalled to active duty in April of 1952 because of the Korean War. He was the recipient of a Distinguished Flying Cross and an Air Medal with one Gold Star.
March 06, 1953 - An F4-U Corsair (#412) piloted by Lt. Edwin L. Kummer developed engine trouble shortly after takeoff. While aborting the mission and returning to the deck of the USS Oriskany, the Corsair's general purpose bomb broke loose and exploded over the No. 3 elevator. While the pilot was rescued due to the heroic effort of Airman Richard D. Donovan, two sailors on the deck were killed and fourteen others were wounded. Killed were Photographer Airman Thomas Leo McGraw, who died while filming landing operations, and Aviation Electrician Airman Thomas M. Yeager, who died while working on a tied-down Panther. Airman McGraw was born on December 15, 1930 in Watertown, New York, the son of Thomas Leo McGraw Sr. He is buried in Glenwood Cemetery, Watertown. Airman Yeager was born June 02, 1933 in Columbus, Ohio, the son of Michael J. Yeager (1894- 1961) and Mary Yeager (1901-1983). He is buried in Saint Joseph Cemetery, Lockbourne, Ohio.
April 7, 1953 - Lt. William Bernard Woerman (USN) was the pilot of a F4U-4 Corsair fighter (#96794) with Fighter Squadron 92 aboard the aircraft carrier USS Valley Forge (CVA-45). On April 7, 1953, while on a combat mission of strafing enemy positions south of Wonsan, Korea, his aircraft received a direct hit by anti-aircraft fire, crashed and burst into flames. His remains were not recovered. For his leadership and valor, Lieutenant Woerman was awarded the Distinguished Flying Cross, the Air Medal with Gold Star, the Navy Commendation Ribbon, the Purple Heart, the Korean Service Medal, the United Nations Service Medal and the National Defense Service Medal. Lieutenant Woerman was born March 29, 1925, the son of William John Woerman (1893-1957) and Anna M. Wietmarschen Woerman (1893-1974). He was married to Rosella M. Woerman (1924-1999). His siblings were Rosella M. Woerman Chapman (1919-1995), Anna Mae Woerman Gallagher (1921-2001), and Dorothy Helen Woerman Zwick (1929-2007). Lieutenant Woerman is buried in Arlington National Cemetery.
April 16, 1953 - Maj. Max Hartwell Harper was the pilot of an AU-1 Corsair attack fighter (#129358) with the Marine Attack Squadron 323, Marine Air Group 12, 1st Marine Air Wing. On April 16, 1953, while on a combat mission, his aircraft was hit by anti-aircraft fire, went into a steep dive and crashed. His remains were not recovered. Major Harper was born September 24, 1920 in Macon County, Tennessee, a son of Arthur Burr Harper Sr. (1887-1944) and Clara Nettie Ragland Harper (1897-1988). He was married to Joy Gallagher Harper. His siblings were Arthur Burr Harper Jr. (1915-2012), Gwendolyn Christine Harper Housser (1917-1995), Ronald Ragland Harper (1924-1991) and Nettie Joy Harper Keller (1928-1992). Major Harper was the recipient of a Distinguished Flying Cross with three Gold Stars and and Air Medal with 12 Gold Stars.
May 02, 1953 - Maj. Grover Rombeau Betzer was the pilot of a F4U-4 Corsair fighter (#81932) with the Marine Fighter Squadron 312, Marine Air Group 12 aboard the USS Bataan (CVL-29). On May 2, 1953, while on a combat mission over North Korea, his aircraft was struck by anti-aircraft fire and crashed about 25 miles southeast of Haeju, North Korea. His remains were not recovered. Major Betzer was born March 25, 1917 in Oskaloosa, Iowa, the son of John Ray Betzer (1890-1968) and Rena M. Gustafson Betzer (1893-1967). He was married to Nellie Lorraine "Lorry" Fitzpatrick (later Perry) (1921-2004) and they had a daughter Loralyn. Major Betzer's sister was Blanche Babette Betzer (Pinneo) (1918-2009). Major Betzer was the recipient of a Distinguished Flying Cross and an Air Medal with two Gold Stars.
May 2, 1953 - A veteran of World War II, Maj. Grover Rombeau Betzer was the pilot of an F4U-4 Corsair fighter (#381932) with Marine Fighter Squadron 312, Marine Air Group 12 aboard the USS Bataan. He was killed over North Korea while participating in the rescue of a downed pilot who was surrounded by enemy troops. During the rescue, Betzer flew a series of strafing attacks, drawing enemy fire. After his ammunition was gone, he continued simulated strafing attacks, enabling a helicopter to pick up the downed pilot. Betzer's plane was struck by anti-aircraft fire and crashed. His remains were not recovered. He was 36 years old at the time of his death. He was survived by his wife, Loralyn; a 2-year-old son and a 4-year-old daughter all of Santa Ana, California; his father, Ray Betzer, of Klamath Falls; and a sister, Mrs. Robert Pinneo, of Wichita, Kansas. He was awarded the Distinguished Flying Cross, which was presented to his daughter. Betzer was also awarded the Air Medal with two Gold Stars, the Purple Heart, the Combat Action Ribbon, the Korean Service Medal, the United Nations Service Medal, the National Defense Service Medal, the Korean Presidential Unit Citation and the Republic of Korea War Service Medal. His name is inscribed on the Courts of the Missing at the Honolulu Memorial.
May 05, 1953 - Ens. William Malcolm Quinley was the pilot of a F4U-4 Corsair fighter (#H-210) with Fighter Squadron aboard the USS Princeton (CVA-37). On May 5, 1953, while he was on a naval gun-fire spotting mission over Wonsan, Korea, his aircraft was struck by heavy anti-aircraft fire, crashed and burned. He was listed as Missing and was presumed dead on July 26, 1954. Ensign Quinley was born February 07, 1930 in Shelby County, Tennessee, the son of Malcolm John Quinley (1910-2005) and Zelma May Joyner Quinley (1911-2002). Ensign Quinley was a 1948 graduate of Memphis (Tennessee) Tech High School. He was the recipient of a Distinguished Flying Cross.
May 06, 1953 - Lt. Leland Ralph Richey was the pilot of a F4U-4 Corsair fighter (#81911) with Fighter Squadron 152 aboard the aircraft carrier USS Princeton (CV-37). On May 6, 1953, following a strike south of Wonsan, North Korea, his aircraft was struck by anti-aircraft fire and crashed.Lt. Leland Ralph "Lee" Richey was born July 08, 1922 in Erie, Kansas, a son of Earle Jacob Richey (1894-1944) and Mary Wintress Oakleaf Richey (1892-1980). He married Mary Jane Carter (later Smith) (1925-2020) on October 30, 1944, and they were parents of four children: Sharyn, Leland Jr., and twins Don and Ron. His siblings were Marion E. Richey (1915-2003), Earle Junior Richey (1917-1993), Eldon Keith Richey (1920-1960) and Ronald K. "Ron" Richey (1926-2010). Lieutenant Richey was the recipient of a Distinguished Flying Cross and an Air Medal.
May 14, 1953 - Capt. Merco Joe Verrant was a veteran of World War II. In Korea, he was the pilot of an AU-1 Corsair attack fighter (#129338) with the Marine Attack Squadron 212, Marine Air Group 12, 1st Marine Air Wing. On May 14, 1953, while on a combat mission near Anak, his aircraft was hit by anti-aircraft fire, exploded and crashed. He was listed as Missing in Action. Captain Verrant was born February 18, 1921 in Keewatin, Minnesota, a son of Jerry Verrant (1886-1961) and Agnes Ponikvar Verrant (1884-1945). On February 21, 1952 he married Patricia Jean Rathbun (later DaSilva) in Los Angeles and they were parents of one son, Charles Jerry Verrant, born in 1952. Captain Verrant's siblings were Jerry Ambrose Verrant (1913-1983), Stanley Peter Verrant (1915-1964), Julia Verrant Palcich (1917-2010), Adolph M. Verrant (1918-1955), Agnes "Aggie" Verrant Vanger (1923-2009) and William E. Verrant (1925-2002). A World War II veteran that served in Okinawa, Captain Verrant enlisted in July 1942. He received a Distinguished Flying Cross in 1945 and received a second such award as well as an Air Medal with eight Gold Stars.
May 21, 1953 - 1Lt. Rayman Gregory Heiple was the pilot of an AU-1 Corsair attack fighter (#129333) with the Marine Attack Squadron 212, Marine Air Group 12, 1st Marine Air Wing. On May 21, 1953, while on a combat mission, his aircraft was hit by anti-aircraft fire and he bailed out. He was last seen on the ground surrounded by the enemy. He was listed as Missing in Action. Lieutenant Heiple was born April 15, `912 in Scotts Mills, Oregon, the son of Ray Edgar Heiple (1902-1987) and Theodora Elizabeth "Theo" Gregory Heiple (1904-1965). He was married to Rosalie Shirley Hurt (later Glenn) (1925-1993) in 1948. Captain Heiple was the recipient of a Silver Star and an Air Medal with one Gold Star.
May 24, 1953 - Lt. Wilfrid Stayner Wheeler III was the pilot of a F4U-5N Corsair (#121852) night fighter with Composite Squadron 3 aboard the carrier USS Boxer (CVA-21). On May 24, 1953, while conducting night operations over North Korea, his aircraft was observed to crash in the vicinity of Soho-ri. He was listed as Missing in Action and was presumed dead on July 29, 1954. Lieutenant Wheeler was born May 12, 1925 in Concord, Massachusetts, a son of Wilfred Stayner Wheeler Jr. (1901-1983) and Sybil Constance Leckenby Wheeler. His brother was Richard Warren Wheeler (1925-2020) and his siter was Shirley Wheeler.
June 11, 1953 - Ltjg. Jacob Torosian was the pilot of a F4U-4 Corsair fighter (#80878) with Fighter Squadron 94, aboard the carrier USS Philippine Sea (CV-47). On June 11, 1953, while on a combat mission over North Korea, his aircraft was struck by anti-aircraft fire, causing the engine to burst into flames. He bailed out over water but drowned before he could be rescued. Lieutenant Torosian was born October 18, 1922 in Sacramento, California, a son of Garabed Donabed "Charles" Torosian (1892-1995) and Takooni Marasdjian Torosian (1901-1992). His siblings were Vartan Joseph Torosian (1924-2016), John Torosian, Marguerite Torosian Bordieri (1921-2006), Virginia Torosian Deiranieh, and Rosalee "Lee" Torosian Leone. Lieutenant Torosian is buried in Reedley Cemetery, Reedley, California.
July 9, 1953 - An F4U-4 Corsair fighter (#62921) with the Marine Fighter Squadron 332, Marine Air Group 12 aboard the aircraft carrier USS Bairoko (CVE-115) was strafing enemy troops in a village northwest of Changyon, North Korea, when the aircraft was hit by small arms fire and crashed. The pilot's remains were not recovered. His name was Walter Edward Lindberg, born February 12, 1921 in Worcester, Massachusetts, the son of Frank L. and Mae Lindberg.
July 13, 1953 - Capt. Carl Francis Barlow was the pilot of an AU-1 Corsair (#129336) attack fighter with the Marine Attack Squadron 212, Marine Air Group 12, 1st Marine Air Wing. On July 13, 1953, while on a combat mission, he flew into a solid cloud cover and became separated from his wingman. His aircraft crashed and burned. His remains were recovered. Captain Barlow was born March 05, 1923 in LaJunta, Colorado, a son of Marion Albert Barlow (1893-1961) and Jessie Ridley Barlow (1896-1982). He was married to Barbara Jean Madl. His siblings were Thomas Albert Barlow Sr. (1920-1982), Norma Gene Barlow Carpenter (born 1925), Richard Lewis Barlow (1928-2005) and Philip Lee Barlow (1929-2006). Captain Barlow is buried in Mount Calvary Catholic Church, Lawrence, Kansas. He was posthumously awarded the Distinguished Flying Cross.
July 25, 1953 - Ens. Charles Harvey Sells was the pilot of a F4U-4 Corsair Fighter Bomber (#81652) with Fighter Squadron 94 aboard the carrier USS Philippine Sea (CV-47). On July 25, 1953, while on a combat mission near Tanchon, North Korea, his aircraft was struck by anti-aircraft fire crashed and burned. His remains were not recovered. Ensign Sells was born March 26, 1931, the son of Almon W. Sells (1907-1935) and Georgia Pearl Gilbert (Kendall) (1907-1999). His sister was Lois Elaine Sells Goletz (1928-1997). Ensign Sells was the recipient of a Distinguished Flying Cross and an Air Medal.
July 26, 1953 - An F4U-4 Corsair fighter (#81834) with Fighter Squadron 152 aboard the USS Princeton (CV-37), while on a reconnaissance mission over enemy territory, was shot down by anti-aircraft fire. Missing in action was the pilot, Lt. William Charles Blackford Jr., USNR. He was born May 3, 1924 in Eureka, California. His home of record was Milwaukee, Wisconsin. Lieutenant Blackford was the son of William Charles Blackford Sr. and Esther L. Blackford.
DPAA: First Lieutenant Heath Thurman Glass Jr., who entered the U.S. Air Force from Florida, served with the 36th Fighter-Bomber Squadron, 8th Fighter-Bomber Group. On January 3, 1953, he took off from Suwon Air Base, South Korea, piloting an F-80C Shooting Star (serial number 49-817) for a dive-bombing mission against enemy targets in North Korea. While approaching the target area, his aircraft was hit by enemy automatic weapons fire and both its wingtip fuel tanks broke away. Another pilot informed 1st Lt Glass that his plane was on fire and he acknowledged and turned toward the coast, but then turned again and went into a dive before crashing and exploding on impact south of Chasam, North Korea. No parachute or ejection was observed, and no signs of 1st Lt Glass were seen at the crash site. Because the crash site was in enemy territory, a ground search was not possible. No returning POWs mentioned having contact with 1st Lt Glass, nor was he seen at any known holding point, interrogation center, hospital, or permanent POW camp. He remains unaccounted-for. Lieutenant Glass was born August 03, 1925, the son of Heath Thurman Glass Sr. (1897-1970) and Kate M. Glass (1898-1987). He was married to Miriam C. Acenbrack. Lieutenant Glass was the recipient of an Air Medal with Oak Leaf Cluster.
DPAA report: Second Lieutenant Roy Gilbert Rydin, who entered the U.S. Air Force from California, served with the 35th Fighter-Bomber Squadron, 8th Fighter-Bomber Group. On January 10, 1953, he was the pilot of an F-80C Shooting Star (tail number 49-1822) when it departed Suwan Air Base, South Korea on an attack mission against enemy anti-aircraft artillery positions around Sinanju, North Korea. While over the target, his aircraft was hit by enemy ground fire and began trailing flames, and then went into a dive, crashed and exploded. Another pilot who witnessed the incident saw no sign that 2nd Lt Rydin escaped the aircraft before the crash. Ground searches were impossible because the crash site was in enemy territory. No returning POWs mentioned having contact with 2d Lt Rydin, nor was he seen at any known holding point, interrogation center, hospital, or permanent POW camp. He remains unaccounted-for. Lieutenant Rydin was born March 08, 1930 in Cook County, Illinois, the son of Oscar Wilhelm Rydin (1888-1971) and Agnes Julia Fairvalley Rydin (1892-1946).
1Lt. Robert Allie Hallman was the pilot of a F-80C Shooting Star fighter interceptor (#9-581) with the 36th Fighter-Bomber Squadron, 8th Fighter-Bomber Group. On January 26, 1953, while on a combat mission, his aircraft received a direct hit by anti-aircraft fire, burst into flames and crashed. He was listed as Missing in Action and was presumed dead on January 19, 1954. Lieutenant Hallman was born April 06, 1929 in Cleveland, Mississippi, the son of Van Leslie Hallman Sr. (1895-1954) and Afa Barksdale Hallman (1900-1977). He had a brother, Van Leslie Hallman Jr. Lieutenant Hallman was the recipient of an Air Medal with an Oak Leaf Cluster.
1Lt. Robert Marion Crosley was the pilot of a F-80C Shooting Star fighter interceptor (#49-501) with the 36th Fighter-Bomber Squadron, 8th Fighter-Bomber Group. On February 5, 1953, while on a combat mission, he reported his aircraft was on fire and contact was lost. He was listed as Missing in Action and was presumed dead on January 22, 1954. Lieutenant Crosley was born June 30, 1929 in Hancock County, Indiana (or Charleston, Illinois), a son of Parks Lester Crosley (1894-1977) and Hazel Chappell Crosley (1892-1963). His siblings were Forest Henry Crosley (1914-1927), Mary Edith Crosley Shobe (1915-2008), Helen M. Crosley Vincent (1918-1984) and Parks L Crosley Jr. (1920-1990). Lieutenant Crosley was the recipient of an Air Medal with three Oak Leaf Clusters.
Major Melvin Clinton Wood was the pilot of a F-80C Shooting Star fighter interceptor with the 80th Fighter Bomber Squadron, 8th Fighter Bomber Group. On February 16, 1953, while on a combat mission, his aircraft received a direct hit by anti-aircraft fire, he was unable to eject and the aircraft crashed.Maj. Melvin Clinton Wood was born April 30, 1917, a son of Clarence Nelson Wood (1884-1940) and Dixey Phister Wood (1887-1981). He was married to Alice Anne Wood (1924-2011) and they had three sons. His brother was Montgomery Phister Wood (1915-1987). Major Wood is buried in Arlington National Cemetery. A World War II ace, Major Wood was the recipient of a Distinguished Flying Cross with three Oak Leaf Clusters and an Air Medal with two Oak Leaf Clusters.
2Lt. Allan Maurice "Al" Tarr was piloting an F-80C (tail number unknown) on a training mission at the Suwon Gunnery range when his aircraft crashed into the ocean, killing Lieutenant Tarr. His body was recovered and repatriated to his final resting place. Lieutenant Tarr was born May 22, 1928, in Norwood, Massachusetts, the son of Maurice Julian Tarr (1900-1970) and Fannie Gleason Tarr (1898-1985). He had one sibling. Lieutenant Tarr was a 1946 graduate of Philips Execter Academy and Dartmouth College Class of 1950. He is buried in Exeter Cemetery, Exeter, New Hampshire.