1975 — Jan 9, Planes Collide, Golden West Air 261 (12), Cessna (2), near Whittier, CA– 14

–14 Kimura. World Commercial Aircraft Accidents 3rd Ed., 1946-1993, V.1. 4-11-1994, p. 3-21.
–14 NTSB. AAR. Golden West Air…CessnAir Aviation…Whittier, CA, Jan 9, 1975. Aug 1975.
–14 Notable California Aviation Disasters. “The 1970s.” Oct 23, 2008 update.
–14 Progress-Index, Petersburg VA. “23 Apparently Killed in 2 Plane Collisions.” 1-10-1975, 1

Narrative Information

National Transportation Safety Board: “Golden West Airlines, Inc., Flight 261, a De Havilland Twin Otter, and a CessnAir Aviation, Inc., Cessna 150 collided in flight near Whittier, California. The accident occurred during daylight hours, at approximately 4:07 p.m., P.s.t., January 9, 1975. Both aircraft were destroyed by the collision and subsequent ground impact. The 10 passengers and 2 crewmembers of the Twin Otter, and the instructor pilot and student pilot of the Cessna 150 were killed. Falling wreckage inflicted substantial damage to houses and lawns in the area of the collision, but there were no reported injuries to persons on the ground.

“The National Transportation Safety Board determines that the probable cause of the accident was the failure of both flightcrews to see the other aircraft in sufficient time to initiate evasive action. The Board is unable to determine why each crew failed to see and avoid the other aircraft; however, the Board believes that the ability of both crews to detect the other aircraft in time to avoid a collision was reduced because of the position of the sun, the closure angle of the aircraft, and the necessity for the Twin Otter’s flightcrew to acquire visual contact with radar-reported traffic directly in front of them.” (NTSB 1975, 1)

“Golden West Airlines, Inc., Flight 261 (GLW 261), a De Havilland Twin Otter, was a regularly scheduled passenger flight between Ontario, California, and Los Angeles International Airport, California (LAX). The flight departed from Ontario Airport at 1556 P.s.t., January 9, 1975, on a visual flight rules (VFR) flight plan to LAX with 10 passengers and 2 crewmembers aboard.

“At 1604:45, GLW 261 contacted the LAX arrival radar controller and reported that they were over Rose Hills, a local landmark. The arrival controller acknowledged the transmission, stated that the flight was in radar contact 23 nmi east of the airport, assigned the flight a new transponder code, and cleared GLW 261 for a terminal control area (TCA) No. 2 arrival to runway 24 left. The flightcrew acknowledged, and 21 seconds later the flight was acquired automatically by the air traffic control’s computer equipment. GLW 261’s transponder showed that the altitude at computer acquisition was 2,800 f t mean sea level….

“CessnAir Aviation, Inc., Cessna 150, N11421, was based at Long Beach Airport, California. The aircraft departed from the Long Beach Airport on a local training flight at 1546. An instructor and a student pilot were on board. The takeoff was made from runway 25 right, and in accordance with the Cessna pilot’s request, the flight was cleared to maintain runway heading after takeoff, with a left turn after passing the Los Angeles River, about 2 nmi west of the airport. There were no further radio contacts with the crew after N11421’s departure. The crew did not file a flight plan with air traffic control, nor was one required.

“The exact route flown by N11421 between the Long Beach Airport and the point of collision is unknown. According to ground witnesses, the Cessna was on a northerly heading at the time of the collision….” (NTSB 1975, 2-3)

“The wreckage of both aircraft was scattered over an 8- to 10-city block area. The fuselage of the Twin Otter fell into a schoolyard, and its wings fell to the ground two blocks from the fuselage. The fuselage of the Cessna fell into the front yard of a residence about a block and a half away from, and on a bearing of 60° from the Twin Otter’s fuselage….” (NTSB 1975, 5)

“One witness stated that the large aircraft was flying ‘’westerly along the regular flightpath which I have often observed similar type aircraft flying on previous occasions.” He noted a smaller aircraft on the left side of the larger aircraft proceeding in a northerly direction. He stated that neither aircraft made any abrupt evasive maneuvers prior to the collision. He said that “the Cess” struck the left side of the Twin Otter, just back of the large plane’s cockpit, and under the large aircraft’s wing. The smaller plane hit it nose first.” This witness also described a midair breakup, and specifically, a separation of a wing from the fuselage of the Twin Otter….” (NTSB 1975, 8)

“The arrival controller stated that he did not observe any nontransponder or primary returns on his display. Since the controller had reported other traffic to GLW 261 it was obvious that he was attentive and that his attention was directed toward the display area where the Cessna’s return would have appeared. One possible reason that the return did not show is that the Cessna’s track was tangential to the radar antenna, and remained tangential to it during this critical time period….

“Since the crew of GLW 261 could not be advised of the Cessna’s presence, and the Cessna was not in contact with approach control, both aircraft were operating under the see-and-avoid concept. There were no restrictions to visibility i n the Los Angeles area that afternoon….” (NTSB 1975, 10)

“The Board continues to be concerned with the overall midair collision problem. The fact that this collision occurred with the visibility was virtually unlimited reemphasizes the Board’s contention that the midair collision hazard is one of the most urgent and serious problems confronting civil aviation….

“The Board, in the course of its investigations of previous midair collision accidents and special studies, has forwarded numerous recommendations to the FAA and to the aviation community designed to reduce the risk of midair collisions. These recommendations have been acted upon, in part, by the responsible agencies. However, the recurrence of midair collisions, such as this, demonstrate that many of these proposals continue to be relevant, and could provide not only added impetus to the ongoing prevention programs, but also subject matter for pilot education programs. In view of this, the Safety Board has listed certain of its earlier recommendations concerning midair collisions which seem particularly relevant and worthy of restatement at this time.

1. Undertake an educational program to make both pilots and controllers more aware of the midair collision problems, and to make pilots aware that most midair collisions occur at or near airports in clear weather and in daylight hours.

2. Establish a continuing program to assure indoctrination and continuing awareness on the part of all pilots to the midair collision potential and avoidance techniques (i.e., “see and be seen” concept, descent, turn, and climb maneuvering techniques, etc.).

3. Examine more stringently all pilot applicants for their external cockpit vigilance, with particular attention to pilots who are tested for flight instructor ratings.

4. Provide special warning and guidance to pilots who are required by the nature of their operations to fly in pairs.

5. Inform all certificated flight instructors of the high statistical significance of their involvement in midair collisions.

6. Consider the establishment of requirements for the installation and day and night operation of high-intensity white flashing lights on all civil aircraft.

7. Support the expeditious development of low-cost collision avoidance systems for all civil aircraft.

8. Develop a total midair collision prevention system approach to include training, education, procedures, ATC equipment and practices, and the development of collision avoidance systems and proximity warning instruments that are cost feasible to the general aviation community.

9. Require general aviation aircraft, when equipped, to utilize at all times both landing lights and anticollision lights during the approach and takeoff phases of operation and while operating in terminal or other high density areas.

10. After a designated date, require the daytime use of high-intensity white lights on all air carrier aircraft.

11. Develop and publish standards for visual search techniques to be used by instructors and check pilots on all training and certification check flights when pilots are operating in VMC.

12. Establish a requirement for pilots to be trained in the techniques of time sharing between visual scanning for airborne targets and cockpit duties.

13. Require that all pilots and flightcrew members be graded in scanning and time sharing techniques when training, certification, and proficiency flight checks are conducted under VMC.

1. Require that all pilots’ and flightcrew members’ training, certification, and proficiency check forms contain a specific item on scanning and time sharing.” (NTSB 1975, 21-22)

Notable California Aviation Disasters:
“Date / Time: Thursday, January 9, 1975 / 4:07 p.m.
“Operator / Flight No.: Golden West Airlines / Flight 261
“Location: Whittier, Calif.

“Details and Probable Cause: Midair collision. The Golden West Airlines de Havilland Canada DHC-6 Twin Otter 100 (N6383) was on a westbound commuter flight from Ontario International Airport to Los Angeles International Airport, carrying 10 passengers and a crew of two.

“While flying at 2,200 feet, it was struck by a Cessna 150 (N11421), owned by CessnAir Aviation, which was flying on a northerly route while on a training flight out of Long Beach Municipal Airport.

“The two aircraft collided at almost a 90-degree angle, after which the wreckage of both planes fell over a two square-mile residential area of Whittier. The main fuselage of the Golden West Airlines plane crashed onto a playing field at Katherine Edwards Intermediate School. Several other pieces crashed through the roof of a house.

“The Cessna 150 fell in pieces into a street intersection about a mile away from the school. All 12 occupants aboard the Golden West aircraft were killed, as were the flight instructor and his student aboard the Cessna.

“The crash resulted from the failure of both flight crews to see the other aircraft in sufficient time to initiate evasive action and avoid a collision. Fatalities: 14 — all 12 on the Golden West Airlines Twin Otter; 2 on the Cessna.” (Notable California Aviation Disasters. “The 1970s.” Oct 23, 2008 update.)

Newspaper

Jan 10: “By The Associated Press. In-flight plane collisions over Virginia and California took an apparent toll of 23 lives.

“The Coast Guard resumed a search in shallow offshore waters of the James River in Newport News today for the bodies of nine persons believed to have died when an Air Force plane and a rented private aircraft collided in-flight here Thursday night.

“Fourteen persons died Thursday at Whittier, Calif, in a collision involving a commuter airliner and a small plane. “No survivors have been located,” an Air Force spokesman said as the search picked up this morning only two bodies and a portion of a third had been recovered.” (Progress-Index, Petersburg VA. “23 Apparently Killed in 2 Plane Collisions.” 1-10-1975, p. 1.)

Sources

Kimura, Chris Y. World Commercial Aircraft Accidents 3rd Edition, 1946-1993, Volume 1: Jet and Turboprop Aircrafts. Livermore, CA: Lawrence Livermore National Laboratory, Risk Assessment and Nuclear Engineering Group. 4-11-1994.

National Transportation Safety Board. Aircraft Accident Report. Golden West Airlines, Inc. De Havilland DHC-6, N6383, Cessnair Aviation, Inc., Cessna 150, N11421, Whittier, California, January 9, 1975 (NTSB-AAR-75-14). Washington, DC: NTSB, Aug 7, 1975, 24 pages. At: http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR75-14.pdf

Notable California Aviation Disasters. “The 1970s.” Oct 23, 2008 update. Accessed 10-18-2009 at: http://www.jaydeebee1.com/crash70s.html

Progress-Index, Petersburg, VA. “23 Apparently Killed in 2 Plane Collisions.” 1-10-1975, 1. Accessed at: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=100400457