1942 — Oct 23, American Airlines 28 and USAAF B-34 collide 3M N Palm Springs, CA– 12

Compiled by Wayne Blanchard; last edit 5-29-2024 for upload to: http://www.usdeadlyevents.com/

 –12  CAB. Report of the Civil Aeronautics Board (File No. 2362-42). January 28, 1943.

–12  Eckert. “Fatal commercial air transport crashes, 1924-1981.” AJFMP, 3/1, Mar 1982, p.53.[1]

–12  Mireles. Fatal Army Air Forces Aviation Accidents in…US, 1941-1945 (V. 1), 2006, 177.

–12  Notable California Aviation Disasters.  “The 1940s.” 

–12  Planecrashinfo.com.  American Airlines / Military – USAF, October 23, 1942.

Narrative Information

Civil Aeronautics Board: “On the investigation of an accident which occurred near Palm Springs, California, on October 23, 1942, involving a mid-air collision between an aircraft of U. S. registry, NC 16017,[2] owned by American Airlines, Inc., and a U. S. Army B-34 bomber.

“An accident occurred approximately 3 miles north of Palm Springs, California, at about 5:15 p.m. (PWT) on October 23, 1942. It involved a collision between an aircraft of U. S. registry NC 16017 and a U. S. Army Bomber B-34, at an altitude of about 9000 feet…. At the time of the accident Douglas Aircraft NC 16017 was operating in scheduled air carrier service from Burbank, California, to Phoenix, Arizona, as part of Trip 28 of American Airlines, Inc.  The B-34 was being operated by the Ferrying Command of the U. S. Army Air Forces on a ferrying flight from Long Beach, California, to Palm Springs, California. The Douglas DC-3 crashed to the ground and was completely destroyed by impact and subsequent fire.[3] The nine passengers and the three crew ware fatally injured. The B-34 received only minor damage as a result of the collision and was landed safely at the Army Airport of the Sixth Ferrying Command, Palm Springs, California, without injury to either occupant….

Facts Preceding the Flight

“Lt. Wilson testified to the following facts: That he was a friend of First Officer Reppert, of American’s Trip 28; that they had met the previous evening and during their conversation it was revealed that there was a possibility of both of them “going out” the following afternoon at about the same time; that they had trained together several months previously in small type aircraft and thought it would be pleasant to “see each other in the air; that they discussed the possibility of clicking their radio microphones as a signal of “hello”, but decided to abandon that idea on account of the difference in transmitting frequency of their equipment, and that no definite signals of recognition were decided upon… Sergeant Leicht testified that just before their flight on October 23 Lieutenant Wilson told him that he knew the copilot on the Airliner and that he would like to thumb his nose at him.” There as no evidence to indicate that Captain Pedley, in command of the Airliner, had any knowledge of the tentative arrangements between Wilson and Reppert.[4]

“The Airliner was properly cleared and took off from the Lockheed Air Terminal[5], Burbank, California, on regular schedule at about 4.36 p m., October 23, 1942 on an approved flight plan calling for a cruising altitude of 9000 ft….

“Meanwhile the Bomber was clear under Contact Flight Rules from Long Beach to Palm Springs.[6]  Lieutenant Wilson, the pilot, took off at about 4 26 p. m. and proceeded to a point north and west of March Field near Riverside, California, at an altitude of about 4000 feet.  Here he made two wide circles and instructed his copilot to be on the lookout for the Airliner. Upon sighting the Airliner, he proceeded in a climb toward the San Gorgonia Pass. Upon reaching an altitude of about 9000 feet in the vicinity of March Field, he passed about one and one half to two miles to the left of the Airliner. As they passed Lieutenant Wilson rocked the wings of the Bomber to identify himself to First Officer Reppert in the Airliner. Both Pilot Wilson and Copilot Leicht testified that they observed no maneuver of recognition from the Airlines.

“Lieutenant Wilson, then well ahead, crossed the line of flight of the Airliner and throttled back, waiting for it to overtake him on him left. The Airliner next observed overtaking the Bomber on a parallel course to the left.  Pilot Wilson, feeling that he was still too far from the Airliner to recognize his friend, turned his plane to the left to approach closer. Following this change of course he realized he was coming closer to the Airliner than he had anticipated and he immediately made a right turn to avoid it. Wilson testified that it was while in this right bank that the impact occurred after ‘I had been in it for a long enough time that I felt perfectly clear and far away and on my way back to the airport. As a matter of fact, I had throttled my left engine up a couple of inches and was getting my nose down a little bit, and I was ready to trim it up and prepare for my letdown when the impact occurred.’

“The copilot of the Bomber stated that at the moment of the impact he saw the Airliner, which was then immediately below and ahead of them. He said he observed that the rudder of the Airliner had been hit by the propeller of the Bomber and about three-fourths of the rudder was gone. He stated further that the Airliner that appeared to rise about ten feet above them, hover momentarily, fall off to the left and disappear. He said he noticed no markings on the aircraft but knew it was an airliner because he “just saw the silver shining in the sun.”

“Lieutenant Wilson testified that at no time during which he had observed the Airliner could he identify it as the one his friend Reppert was aboard. He stated that his first knowledge of the collision was a “noise and a wrenching of my ship up arid to my left.” Shortly thereafter he noticed that a portion of his right de-icer boot had been ripped loose from the leading edge of the wing; that the right engine felt rough and that the aircraft handled a little sluggishly. He asked Copilot Leicht what had happened and was informed that “we hit the air-liner”. Lieutenant Wilson instructed Leicht to call the Palm Springs tower and notify them of the accident. He then circled the Palm Springs Army Airport, landed, and with his copilot proceeded to the office of the Commanding Officer to report the accident.

“…the time of the actual impact is estimated to have been about 5:15 p. m….

“The wreckage of the Airliner was found approximately two miles west the Army Airport at Palm Springs and about three miles south of the center of the airway….The impact with the ground and subsequent fire resulted in such extensive damage to the aircraft that little could be learned from an examination. During the descent, the entire tail assembly was torn loose from the fuselage.

“Examination of the Bomber revealed that the right wing de-icer boot had been cut just inboard of the landing light. The oil radiator scoop was partly collapsed. Two of the blades of the right propeller were badly scratched. The third blade had severe nicks and a small diamond-shaped piece had been cut out completely. All of the blades appeared to be bent forward slightly. There were slight dents, red paint markings and other damage to the inboard side of the right nacelle just ahead of the leading edge of the wing. With the possible exception of the right engine, which was not given a tear down inspection, there was little damage done to the Bomber.

“The evidence of the record leaves no doubt as to the cause of, or the responsibility for, this accident. The pilot of the Bomber testified with great frankness to the facts, which showed that he diverged from his military mission to fly the Bomber in close proximity to the Airliner for the express purpose of signaling a friend in the copilot’s seat of the latter plane. Such conduct was wholly without justification. The investigation discloses no basis for any inference that the pilot in command of the Airliner was aware of the reason for Lieutenant Wilson’s conduct or that he sought in any manner to cooperate with Lieutenant Wilson in any plan of reciprocal saluting.  Both the pilot and copilot of the Bomber testified that they observed no maneuver of recognition from the Airliner in response to the Bomber’s wing-dip salute.

“We are driven to the conclusion that this collision resulted from the reckless and irresponsible act of the Bomber pilot and that the captain of the Airliner was without fault…

“In the investigation of this accident it was learned that the Sixth Ferrying Group of the Air Transport Command at Long Beach, California, had placed an erroneous interpretation on the rules governing contact flight on a civil airway. Although this had no direct bearing on the accident, their interpretation of these rules creates a situation fraught with great danger, particularly under conditions of mountainous terrain and congested air traffic.

“PROBABLE CAUSE:  In the investigation of this accident it was learned that the Sixth Ferrying Group of the Air Transport Command at Long Beach, California, had placed an erroneous interpretation on the rules governing contact flight on a civil airway. Although this had no direct bearing on the accident, their interpretation of these rules creates a situation fraught with great danger, particularly under conditions of mountainous terrain and congested air traffic.”  (CAB. Report of the Civil Aeronautics Board (File No. 2362-42). January 28, 1943.)

Notable California Aviation Disasters:

“Date / Time: Friday, October 23, 1942 / 5:15 p.m.

“Operator / Flight No.: American Airlines / Flight 28

“Location: Chino Canyon, near Palm Springs, Calif.

“Details and Probable Cause:  Midair collision.  American Airlines’ “Flagship Connecticut,” a twin-engine Douglas DC-3 (NC16017) carrying nine passengers and a crew of three, departed the Lockheed Air Terminal (today’s Burbank Airport) at 4:36 p.m. bound for Phoenix, Arizona, and with an ultimate destination of New York City.

“While cruising at an altitude of approximately 9,000 feet near the desert resort city of Palm Springs, the airliner was struck by a U.S. Army Air Corps Lockheed B-34 Ventura IIA bomber (41-38116) that was being ferried to Palm Springs from Long Beach Army Air Base.

“The DC-3, its tail splintered and its rudder shorn off by the whirling propeller of the B-34’s right engine, fell earthward in a flat spin, clipped a rocky ledge in Chino Canyon below Mount San Jacinto, slammed into the rugged desert terrain and exploded in flames.   All 12 passengers and crew aboard the plane died in the fiery crash.

“Among the passengers killed was Academy Award-winning Hollywood composer Ralph Rainger, 41, who had written or collaborated on such hit songs as “I Wished on the Moon,” “Love in Bloom” (comedian Jack Benny’s theme song), “Faithful Forever,” “June in January,” “Blue Hawaii” and “Thanks for the Memory,” which entertainer Bob Hope adopted as his signature song.

“The slightly damaged Army bomber, piloted by Lieutenant William N. Wilson and copilot Staff Sergeant Robert Leicht, was able to make an emergency landing at Palm Springs Army Air Field.

“At a Coroner’s Inquest held shortly after the accident, both Army pilots initially testified that they had spotted the airliner prior to the collision but lost sight of it when their bomber, while in a turn, flew into a cloud of smoke rising from a forest fire in the nearby mountains.

“However, the probe took a bizarre turn when, during a separate, closed-door Congressional investigation, both Wilson and Leicht disclosed the startling truth behind the collision.

“Lieutenant Wilson and the American Airlines copilot, Louis Frederick Reppert, were acquainted, having trained together previously in small type aircraft.   The two men had met over dinner and a movie in Los Angeles the evening before the collision and, during a discussion of their respective flights scheduled for the next day, thought it would be amusing to “see each other in the air.”   They discussed the possibility of clicking their radio microphones as a signal of “hello,” but decided to abandon that idea due to the difference in transmitting frequency of their equipment; they parted that evening without having decided upon a definite mode of aerial signal or greeting.

“Sergeant Leicht, Wilson’s copilot, testified that the next day, prior to the flight, Wilson told him of his encounter with his friend Reppert, their discussion about the flights, and that he “would like to thumb his nose at him.”   Thus, upon takeoff from Long Beach, Wilson flew the B-34 Ventura eastward but circled twice in the vicinity of March Air Force Base near Riverside in order to rendezvous with the American Airlines DC-3 being copiloted by Reppert.

“Upon sighting the eastbound airliner, Wilson brought his bomber into a position level with the DC-3 and, while passing it in the same direction, rocked his wings in an airborne greeting to Reppert.   When there was no apparent response from the DC-3, Wilson, whose plane was now ahead of the American Airlines transport, crossed over the airliner’s line of flight and throttled back on the B-34’s engines, allowing the DC-3 to catch up to his bomber.

“At that point, he maneuvered the Lockheed Ventura closer to the airliner for a second attempt at a greeting.   However, Wilson misjudged the distance between the two aircraft and triggered the fatal collision when, in pulling his B-34 up and away from the DC-3, its right propeller sliced through the airliner’s tail.

“Copilot Leicht testified that upon impact, the crippled American DC-3 rose approximately 10 feet above their bomber, hovered momentarily, and then fell away to the left in its uncontrollable, fatal descent.

“The Civil Aeronautics Board (CAB) placed the blame directly on the “reckless and irresponsible conduct of Lieutenant William N. Wilson in deliberately maneuvering a bomber in dangerous proximity to an airliner in an unjustifiable attempt to attract the attention of the first officer (copilot) of the latter plane.”

“Lieutenant Wilson subsequently faced manslaughter charges by the U.S. Army but about a month after the accident a court martial trial board acquitted him of blame.

“In a separate legal development, a lawsuit seeking $227,637 was filed against American Airlines on behalf of crash victim Ralph Rainger’s wife, Elizabeth, who was left widowed with three small children.   In June of 1943 a jury awarded her $77,637.

“In the aftermath of the collision, the Lockheed B-34 Ventura IIA bomber (41-38116) was repaired and redesignated as an RB-34A-4-VE “target tug,” an aircraft utilized to tow canvas gunnery targets aloft at an appropriate distance behind the aircraft.   In this capacity, fighter pilots would take turns making strafing “runs” at the trailing canvas target with their own aircraft.

“On August 5, 1943, less than 10 months after the accident near Palm Springs, the aircraft was being ferried from Westover Field, an Army air base near Chicopee, Massachusetts, to Otis Air Base in Falmouth, Massachusetts.   The 45-minute flight would take the aircraft on a southeasterly route over the northeast corner of neighboring Rhode Island.   While en route to Falmouth, the B-34’s right engine failed and, as its crew apparently sought out an emergency landing site, the B-34 crashed and burned on Wolf Hill in Smithfield, Rhode Island, killing all three men on board.   The subsequent Army Air Corps accident investigation report, dated August 19, 1943, stated that the accident committee, after considering the statement of a military maintenance officer, decided that the crash was due largely to “faulty maintenance.”   The committee recommended “a more thorough supervision of maintenance personnel” and that there be “consistent practice in one-engine procedure for pilots.”

“Fatalities: 12 — all 9 passengers and crew of 3 aboard the American Airlines DC-3.”  (Notable California Aviation Disasters.  “The 1940s.”) 

Sources

Civil Aeronautics Board. Report of the Civil Aeronautics Board (File No. 2362-42). Washington, DC:  CAB, January 28, 1943, 17 pages. Accessed at:  http://dotlibrary1.specialcollection.net/scripts/ws.dll?file&fn=8&name=*P%3A%5CDOT%5Cairplane%20accidents%5Cwebsearch%5C102342.pdf

Eckert, William G. “Fatal commercial air transport crashes, 1924-1981.” American Journal of Forensic Medicine and Pathology, Vol. 3, No. 1, March 1982, Table 1.

Mireles, Anthony J.  Fatal Army Air Forces Aviation Accidents in the United States, 1941-1945 (Volume 1:  Introduction, January 1941 – June 1943).  Jefferson, NC: McFarland and Co., 2006.

Notable California Aviation Disasters. “The 1940s.” Sep 25, 2009 update. Accessed 10/17/2009 at:  http://www.jaydeebee1.com/crash40s.html

Planecrashinfo.com. “1942…Accident Details…American Airlines / Military – USAF, October 23, 1942.” Accessed at: http://www.planecrashinfo.com/1942/1942-29.htm

[1] Incorrectly dates the collision Oct. 24.

[2] “Flagship Connecticut.”  (Wikipedia.  “List of Accidents and Incidents Involving Military Aircraft (pre 1950).) 

[3] The “…DC-3, carrying nine passengers and a crew of three, its tail splintered and its rudder shorn off by B-34’s right engine, went into a flat spin, clipped a rocky ledge in Chino Canyon below Mount San Jacinto, and exploded in desert, killing all on board.”  (Wikipedia.  “List of Accidents and Incidents Involving Military Aircraft (pre 1950).) 

[4] “Initial report by Ventura crew was that they had lost sight of the airliner due to smoke from a forest fire, but closed-door Congressional investigation revealed that bomber pilot knew the first officer on the DC-3…and had attempted to wave to him in mid-air rendezvous.”  (Wikipedia.  “List of Accidents and Incidents Involving Military Aircraft (pre 1950).) 

[5] Later Burbank Airport.  (Wikipedia.  “List of Accidents and Incidents Involving Military Aircraft (pre 1950).) 

[6] From Long Beach Army Air Base to Palm Springs Army Air Field.  (Wikipedia.  “List of Accidents and Incidents Involving Military Aircraft (pre 1950).)