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–19  National Fire Protection Association. The 1984 Fire Almanac. 1983, p. 140.[1]

–16  Cox, Mike. Texas Disasters: True Stories of Tragedy and Survival. 2006, p. 226.

–16  Khan & Abbasi. “Major Accidents in Process Industries…,” LPPI Journal, Vol. 12, 1999.

–16  NTSB. HAR. Surtigas, S.A., Tank-Semitrailer Overturn, Explosion, and Fire…, 1976.

–15  National Highway Traffic Safety Administration. FARS 1975-2010 Fatality Analysis.

 

Narrative Information

 

National Transportation Safety Board: “At 4:20 p.m. on April 29, 1975, a Surtigas, S.A., tractor-tank-semitrailer, westbound on U.S. Route 277 near Eagle Pass, Texas, swerved to avoid an automobile ahead which was slowing for a turn. The tank-semitrailer separated from the tractor, struck a concrete headwall, and ruptured; vaporized LPG was released. The ensuing fire and explosion destroyed a building and 51 vehicles. The 51 persons who were in the area were burned and 16 persons, including the truck driver, were killed.

“The National Transportation Safety Board determines that the probable cause of this accident was the evasive action taken by the truck driver to avoid a slowing vehicle in his path of travel. The cause of the fatalities and injuries to persons in the vicinity was the explosive force and fire, from which they had no time to escape. The rapid development of the explosive force and fire was caused by the gross rupture of the tank.

 

“Recommendations

 

“As a result of its investigation of this accident, the National Transportation Safety Board made the following recommendations:

 

“To the Federal Highway Administration:

 

“Promulgate a regulation to require the criteria established in the Handbook of Highway Design for Operating Practices (E2 Culverts and Bridge Structures) be mandatory for all modified and new designs.

 

“Compile and evaluate accident data related to unprotected, raised concrete headwalls and sidewalls which, because of their location, are roadside fixed objects, to determine whether added emphasis for their modification or protection is warranted.”

 

“To the Texas State Department of Highways and Public Transportation:

 

“Conduct an engineering survey on U.S. Route 277 between the intersection with U.S. Route 57 and the city limits of Eagle Pass to determine if a prohibition of parking on the shoulder of this high-speed highway or a reduction in the speed limit, or both, would reduce the traffic conflicts in this area; then, take appropriate actions in accordance with the findings of the survey.”

 

“To the U.S. Department of Transportation:

 

“Initiate a research program to identify new approaches to reduce the injuries and damages caused by the dangerous behavior of pressurized, liquefied flammable gases released from breached tanks on bulk transport vehicles.”

 

“Establish a regulation to require the safety registration statements authorized by Section 106(b) of the Hazardous Materials Act of persons transportation bulk shipments of pressurized, liquefied petroleum gases in a form and quantity capable of causing widespread injury and property damage in transportation accidents”.”  (NTSB.  HAR. Surticas, 1976.)

 

Sources

 

Cox, Mike. Texas Disasters: True Stories of Tragedy and Survival. Guilford, CT: Globe Pequot Press, 2006.

 

Khan, Faisal I. and S.A. Abbasi. “Major Accidents in Process Industries and an Analysis of Causes and Consequences.” Journal of Loss Prevention in the Process Industries, Vol. 12, 1999, pp. 361-378. At: http://74.125.47.132/search?q=cache:http://202.38.89.99/Loss_prevention/99503.pdf

 

National Fire Protection Association. The 1984 Fire Almanac. Quincy, MA: NFPA, 1983.

 

National Transportation Safety Board. Highway Accident Report. Surtigas, S.A., Tank-Semitrailer Overturn, Explosion, and Fire Near Eagle Pass, Texas, April 29, 1975 (NTSB HAR-76/04; NTIS PB-254034/AS). Washington, DC: NTSB, adopted May 5, 1976. Accessed at:  http://www.ntsb.gov/publictn/1976/HAR7604.htm

 

[1] We believe this to be inaccurate and rely on NTSB and other sources as to the number of fatalities.

Total:
— 206 AP. “250 more orphans are on the way.” San Antonio Express, TX.” 4-7-1975, 2A.
–10 U.S. crew members.
— 206 Boyne, Walter J. “The Fall of Saigon.” Air Force Magazine, April 2000.
— >200 Ferrara, Grace M. The Disaster File: The 1970’s. New York: Facts on File, 1979, p.14.
— >180 McDonald, Sister Susan Carol. “In Memoriam – Babylift Memorial Page.”)
— >178 Daily Facts, Redlands, CA. “At least 178 killed. Giant plane…orphans crashes.” 4-4-75
— >178 Times Recorder, Zanesville, OH. “Giant US Plane Crashes…Viet War Orphans.” 4-5-75
— 175 El Paso Herald Post, TX. 4-7-1975, 1.
— 172 Cornell, James. The Great International Disaster Book (Third Edition). 1982, p. 381.
— 155 Gero. Military Aviation Disasters: Significant Losses Since 1908. 1999, 116-117.
— 155 Mondout, Patrick. “C5 Crashes in Vietnam During Operation Babylift.”
— 154 Palazzo. “The 35th Anniversary of the Fall of Saigon.” Salem-News, OR. 4-7-2010.
— 153 Frisbee, Chuck. “Valor: A Galaxy of Heroes.” Air Force Magazine, V74, N8, Aug 1991
— 153 Wikipedia. “1975 Tan Son Nhut C-5 accident.” 3-6-2012 modification.
–141 cargo compartment (orphans and attendants)
— 3 of 152 in the troop compartment.
— 5 flight crew
— 3 medical team
— 3 “others”
— 138 of 314 occupants. Aviation Safety Network. Database 1975. “Friday 4 April 1975.”
— 138 Colimore. “Operation babylift: When 2,500 children…” Stars and Stripes, 3-11-2015.
–78 children.
— 138 U.S. Defense Intelligence Agency. “Remembering the First Operation Babylift Flight.”
— 138 Wikipedia. “Operation Babylift.” 2-23-2012 modification.
— >130 Manney. “Operation Babylift: Evacuating Children Orphaned…Vietnam War.” 9-13-06

U.S.
— 68 25th Aviation Battalion. Vietnam War Statistics and Facts. “Operation Babylift.”
— 52 Blanchard tally of named individuals noted below.
— 50 Wikipedia. “1975 Tan Son Nhut C-5 accident.” 3-6-2012 modification.
— 35 Defense Attaché Office, Saigon female personnel. (DIA. “Remembering the…”
— 5 Defense Intelligence Agency female personnel. (DIA. Remembering…”
–8-11 USAF C5A Galaxy crew.
–11 Togetherweserved.com
–11 Wikipedia. “1975 Tan Son Nhut C-5 accident.” 5-21-2020 edit.
–10 AP. “250 more orphans are on the way.” 4-7-1975, citing US Embassy.
— 9 25th Aviation Battalion.

Narrative Information

“59 civilians
9 military
—
68 total

“Operation Babylift – The Flight..

“The plane, a C-5A ‘Galaxy’, was carrying 243 children, 44 escorts, 16 crewmen and 2 flight nurses. These numbers vary according to which news articles you read as totals vary between 305 to 319 on-board. Eight members of the Air Force crew perished in the crash. The plane was enroute to Travis AFB in California. Most of those who perished were in the lowest of three levels in what was then the largest aircraft in the world….

“South Vietnamese sources said three militiamen on the ground were killed when the airplane fell….” (25th Aviation Battalion. Vietnam War Statistics and Facts. “Operation Babylift.”)

DIA: “During the collapse of South Vietnam in 1975, President Gerald Ford ordered the evacuation of Vietnamese orphans from Saigon in the face of a massive North Vietnamese offensive. This mission, coined Operation Babylift, began April 4, 1975, and evacuated more than 3,000 orphans throughout the month.

“On the first available plane, ground crews loaded 250 small children along with a staff of volunteers and nurses onto a C-5A Galaxy transport. There were 36 female members of the Defense Attaché Office (DAO) Saigon on board to serve as escorts, at least five of whom were Defense Intelligence Agency (DIA) employees.

“Approximately 12 minutes after takeoff, the locks on the rear cargo door of the C-5 failed, and the aft pressure door, part of the loading ramp, and the cargo door, blew off, severely damaging the flight controls in the tail. The pilots attempted an emergency landing at Tan Son Nhut airbase, but the plane crashed in a marsh two miles short of the runway. The impact crushed the cargo deck, where almost all of the orphans were kept. There were 138 people killed in the crash, including 78 children and 35 DAO personnel.

“DIA’s Celeste Brown, Vivienne Clark, Dorothy Curtiss, Joan Pray and Doris Watkins died that day supporting Operation Babylift. It was the single largest loss of life in DIA’s history until the terrorist attacks of September 11, 2001. “The fourth day of April, 1975. I’ll never forget it,” said MG Homer Smith, former U.S. defense attaché in Saigon. “It was the longest day of my life … I recall my [executive officer] telling me, coming in and saying, ‘Boss, we have a disaster. The C-5 just crashed out toward the air base.’ And you could look out and you could see the smoke coming … We set up a morgue over at the Seventh Day Adventist Hospital and brought bodies over there. We had a few survivors. They were taken to the hospital. It was a shattering, shattering experience.” (U.S. Defense Intelligence Agency. “Remembering the First Operation Babylift Flight.” 2-17-2012 update.)

Frisbee: “At 4:03 p.m., April 3, 1975, Air Force C-5A Galaxy, serial number 68-218, lifted off the runway at Tan Son Nhut AB near Saigon, bound for Clark AB in the Philippines. The huge strategic transport carried the most precious cargo aircraft commander Dennis “Bud” Traynor and his crew of 16 had ever flown. This was the initial mission of Operation Babylift, directed by President Gerald Ford to bring Vietnamese orphans to the US in the few remaining days before the Republic of Vietnam fell.

“In the C-5’s troop compartment were 145 orphans and seven attendants, most of them civilian volunteers being evacuated from Vietnam. The cargo compartment held 102 orphans and 47 others. A 10-person medical team had volunteered to take care of the sick. The adults would have their hands full caring for the children, some only a few days old, but the weather was good and the 60th Military Airlift Wing crew and its aircraft were tops in the airlift business. Spirits were high as Captain Traynor and copilot Capt. Tilford Harp guided the Galaxy through 23,000 feet on a heading of 136 degrees. All was well.

“Then at 4:15, 12 minutes after takeoff, there was what seemed to be an explosion as the lower rear fuselage was torn apart. Rapid decompression filled the plane with fog and a tornado of debris. The pressure door, most of the rear loading ramp (whose locks had failed), and the center cargo door had disappeared, leaving a gaping hole in the rear of the fuselage. Control and trim cables to the rudder and elevators were severed, leaving only one aileron and wing spoilers operating. Two of the four hydraulic systems were out. This was an emergency not foreseen by the C-5s builders or operators–a critical flight situation not covered in any flight manual. The lives of 328 people rested in the hands of Captain Traynor and his crew who, if any were to survive, had to invent a technique for managing a seemingly unmanageable aircraft. They had perhaps three minutes to solve that problem.

“Before damage assessment was completed, Captain Traynor found with the elevators inoperative, he had no pitch control. As the nose dropped, airspeed increased to 300 knots. The C-5 began to climb, approaching stalling speed. A bank to the right and simultaneous power reduction brought the nose down in a steep dive. Normal pilot reaction would have been to chop the power, but Traynor’s knowledge of aerodynamics told him better. Instead he added power and as airspeed increased the nose slowly came up. Climb toward a stall again was checked by a steep bank and power reduction. Coordinating their efforts, Traynor managed the aircraft’s pitch with changes in power settings while copilot Harp controlled roll with the one working aileron and wing spoilers. In this way, the pilots established a marginally controlled rate of descent at 250-260 knots. The lag between power adjustments and aircraft response was considerable. Great finesse would be needed to make a successful landing and that, if possible, at somewhere in the range of a screaming 250 knots.

“The aircraft was maneuvered gingerly to an altitude of 4,000 feet on a heading of 310 degrees in preparation for landing on Tan Son Nhut’s Runway 25L. About halfway through a turn to final approach, the rate of descent increased rapidly to 4,000 feet per minute. Seeing they couldn’t make the runway, Captain Traynor told copilot Harp to roll the wings level while he applied full power to bring the nose up. At 50 feet, Traynor retarded the throttles to idle and the C-5 touched down in a rice paddy. Skidding about 1,000 feet, the aircraft again became airborne for a half mile before hitting a dike and breaking into four parts. The cargo compartment was completely destroyed, killing 141 of the 149 orphans and attendants. Only three of 152 in the troop compartment perished. Five of the flight crew, three of the medical team, and three others lost their lives, but 175 of the 328 aboard survived.

“The Accident Investigation Board attributed the survival of any on board to Captain Traynor’s unorthodox use of power and his decision to crash-land while the aircraft was under some control. Captains Traynor and Harp were awarded the Air Force Cross for extraordinary valor during those terrifying 15 minutes.

“Once the wreckage came to rest, the flight and medical crews–many of them injured–performed countless acts of heroism in carrying the surviving orphans to safety. Thirty-seven medals were awarded to crew members or their next of kin. Flight nurse Regina Aune received the Cheney Award for 1975. (See June 1986 issue, “Valor,’) The crash of the Babylift C-5 was a tragedy that was saved from apocalyptic catastrophe only by a galaxy of heroes led by Capts. Dennis Traynor and Tilford Harp.” (Frisbee, John L. “Valor: A Galaxy of Heroes.” Air Force Magazine, Vol. 74, No. 8, Aug 1991.)

Gero: During the final days before the collapse of South Vietnam, the United States was engaged in a frantic effort to evacuate civilians and military personnel from the war-torn nation it had supported for more than a decade. One series of missions, dubbed Operation Babylift, involved the transport of hundreds of Vietnamese orphans, many the children of American service personnel, for re-location in the US. This particular flight would be conducted by the largest fixed-wing aircraft in use by the American forces, and would end in the worst single non-combat US military aviation disaster. Flown by the Military Airlift Command, the C-5A had taken off from Saigon’s Tan Son Nhut Airport, bound for the Philippines. Besides the children, the passengers included nurses and a number of other American civilians serving as escorts.

“Less than a quarter-of-an-hour into the flight, at 16:15 local time, while flying over the South China Sea on a heading of 136 degrees and at a position of 25 miles (40km) south-east of Vung Tau, South Vietnam, the rear cargo door and loading ramp blew off. This resulted in a rapid decompression that in turn ejected several victims out of the fuselage. In the process, the aircraft’s torque deck was ruptured, its rudder and elevators cables severed and two of its hydraulic systems rendered inoperative, resulting in a loss of pitch control. The crew was only able to maintain control using their flight spoilers, starboard aileron and engine thrust.

“Having turned back toward its point of departure, 68-218 began an approach to Runway 25L. In order to effect alignment with the runway, a left turn was initiated, but at this time the nose of the aircraft dropped. At that point, the pilot leveled out and set down in a rice paddy about 2½ miles (4km) short of the runway. Touching down at an approximate speed of 310mph (500kph) with its undercarriage extended and left wing slightly low, the wide-bodied jet transport became airborne briefly, and after the second impact with a dike on the western bank of the Saigon River, broke apart and burst into flames.

“Killed in the tragedy were 155 of the 330 persons aboard, including about 100 children and five members of the aircraft’s crew of 16 Air Force personnel; most of the survivors suffered injuries, some of them related to the in-flight decompression. The flight crew, who escaped serious injury, were later commended for displaying `great ingenuity and professionalism in coping with a critical situation which, as noted in the investiga¬tive report, was not covered in any flight manual. Two significant actions of the pilot were the increase of power after the initial loss of pitch control to arrest the descent of the aircraft and the leveling of the aircraft during the turn on to the final approach course, which probably prevented a complete loss of control.

“It was determined that the first three latches on the right side of the ramp became unlocked, resulting in the structural failure after the C-5A had ascended to just above 23,000ft (7,000m). An investigative board was unable to conclusively determine the specific reason for this, however, because a significant number of parts were not recovered. The ramp and part of the cargo door were later found by the US Navy, and a sequence of events was established leading up to their loss. Following the loss of support provided by the first three locks, the load was dynamically trans¬ferred through the ramp structure to the fuselage hinges and the four remaining locks of the right side, leading to a partial or complete failure of the tie rod between locks 3 and 4. Ultimately, the ramp was torn from right to left and both it and the pressure door separated from the aircraft….Prior to recommended changes in its locking system, the rear cargo door on all aircraft in the C-5A fleet would not be used for loading or unloading, and never again would one of the giant Lockheed trans¬ports be used to carry a large load of passengers.” (Gero. Military Aviation Disasters: Significant Losses Since 1908. 1999, 116-117.)

L’Ecluse: “Fairfield — The Travis crew thought they were just picking up a load of Howitzers and dropping them off in Saigon. Little did they know, 34 years ago, they would pick up the politically charged cargo of Vietnamese orphans for the trip out — and never make it past the China Sea.

“At about 4 p.m. April 4, 1975, the C-5A flown by Col. Bud Traynor and his Travis-based crew took off from Tan Son Nhut Airport in Saigon carrying a cargo of people — babies strapped two to a seat in the troop compartment and older children and adults strapped down to pallets or the bare floor in the cargo compartment below….

“They took off fast, gaining altitude quickly to avoid the rumored gunfire around Saigon, and headed west toward the Philippines.

“But 20 minutes into the flight the locks on the huge cargo door in the back burst apart and it broke away, ripping through most of the hydraulic controls of the plane. The resulting decompression sucked out a crew member and all of the identification and medical records of the children on board….

“The escorts upstairs tried to bring the oxygen masks down to the babies strapped in their seats but there weren’t enough to go around. The adults themselves couldn’t sit down — they didn’t have any seats at all.

“One boy, the 10-year-old son of a Defense Attaché Office employee, found himself trapped upstairs after an exploratory trip to the bathroom. The cargo door had ripped away the stairs to the cargo area — leaving a crew member hanging by his fingertips before others dragged him upstairs — and the boy couldn’t go back down to his mother. That fact would save his life.

“Flirting saved another life. The 18-year-old daughter of a DAO employee caught the eye of a Travis crewmember. A few jokes and asides later, the crewmember asked the girl and her mother to move upstairs where he was stationed. They did, joining those caring for the babies upstairs. The teen girl survived because of it. Her mother wasn’t as lucky.

“After its peripatetic journey back, the pilots caught sight of the airport. They dropped the landing gear — some of it manually, locking in place at the last moment — and banked for a final approach. But they couldn’t get the plane up high enough again. The gear had caused too much drag.

“With the airport just a few miles away, Traynor straightened out the aircraft and prepared to set down in a rice field. The first contact with the ground tore away some of the landing gear. Traynor thought the plane would slow to a stop, he said. But it didn’t. It went airborne again, jumping over the Saigon River, clipping some treetops as it passed and apparently plowing through a trio of Viet Cong on the river bank.

“The second touchdown wasn’t as soft. Friction tore away at the bottom of the plane, disintegrating the cargo compartment and most of the people inside. The plane broke into pieces — two fuel-laden wings plowing off to the right, the troop compartment to the left and the flight deck, upside down and turned around, up ahead.

“Traynor and the crew in the flight deck suffered few injuries as did most in the troop compartment. One adult died in the troop compartment, Barbara Adams, the mother of the flirtatious teen who had stood up after the first touchdown to exchange places with her daughter. She flew forward during the second landing, crashing against a wall.

“Traynor found medical crew member Phil Wise tangled in the wiring of the ceiling of the cargo compartment, which was the bottom of the flight deck and had broken away. After they got him down and sat him in the mud, he kept trying to crawl away. He couldn’t see. He’d lost an eye and was covered in blood.

“Helicopter pilots with Air America happened to be gathered at Tan Son Nhut to meet with a federal flight inspector. They monitored the flight and upon hearing the crash rushed to their aircraft. The choppers arrived at the scene in minutes. Some were able to land, the crew member on board usually leaping out to start gathering survivors. Other chopper pilots had to hover, just above the water-laden ground, as passengers passed children hand to hand, up into the craft.

“Lt. Regina Aune was one of those rescuing children. She helped evacuate about 100 children before she collapsed in the mud from her injuries. She was the first woman to receive the Cheney Award for humanitarian actions relating to an aircraft.

“The helicopters managed to evacuate the survivors in about 30 minutes. Even as they worked Vietnamese started to gather at the scene, going through debris. Crash investigators had to buy back many parts from villagers. When Traynor arrived at the scene the next day, he found a Vietnamese man wearing his flight jacket, name tag and all.

“Of the more than 320 people on board, more than 175 survived.

“The crash didn’t stop Operation Babylift. Many of the children on board that day left Saigon the next, leaving on a Pan Am flight. The Defense Attaché Office continued to evacuate U.S. civilian workers, only pausing for memorial services for the three dozen DAO people on board who died….

“The Northern California chapter of the Professional Loadmasters Association is named the Parker Aguillon Payne Chapter in honor of the three loadmasters who died in the crash….” (L’Ecluse, Kathleen. “Babylift Down – Travis crew’s skills avert complete disaster.” Daily Republic, Fairfield, CA. 4-2-2009.)

Manney: “….Only a few of the adult passengers, including some U.S. Embassy personnel covertly leaving Vietnam, managed to make their way to the limited oxygen masks. The overcrowded transport plane should have been carrying no more than 100 children, rather than the 243 who had been loaded aboard….

“Although there were conflicting reports of the casualties, more than 130 people died, including at least 78 children. Many Americans came to regard the crash as just one more in the long series of heartbreaking incidents during the ill-fated war in Vietnam….

“Prior to the fatal C-5A crash, New York’s Cardinal Terrence Cooke had sent a plea to President Gerald Ford for federal support and an immediate waiver of immigration red tape for more than 4,000 children living in Catholic orphanages in South Vietnam. With South Vietnam’s reluctant agreement, the order for Operation Babylift had come from the U.S. president…” (Manney, Kathy. “Operation Babylift: Evacuating Children Orphaned by the Vietnam War.” Originally published in Vietnam Magazine; published online 9-13-2006.)

McDonald: “In late March / early April of 1975, commercial aircraft had all seats leaving Saigon already filled to capacity. The war was at a pitch where the airport sustained shelling from time to time and the main flights out were military cargo planes. Our agency, as well as others in Vietnam at the time who were responsible for children in their care, were looking for ways children could join awaiting families. The other option, of being returned to an over-crowded orphanage, we knew, would be choosing a probable death for the child. Orphanages which ordinarily were used to meager resources now had very few means of acquiring medication and food.

“The U.S. government was providing an airlift for some Vietnamese persons who worked for US agencies and, every half hour, a cargo C-131 or C-141 would fly over our orphanage on its way out to Guam or the Philippines.

“On April 3, 1975, we were notified by USAID (United States Aid to International Development) that three Medevac “Nightingale” planes were in the Philippines and would be sent the next day to provide transportation for the children in our care.

“Then, the following day, April 4, 1975, we were told that plans had changed; that one of the world’s largest planes, a cargo C-5A (which stood about six stories high) had landed at Tan Son Nhut and had off-loaded military supplies… President Ford had heard of our request for transportation, had decided that the military would provide transportation, and called this effort Operation Babylift. The first of the Operation Babylift flights would be the C-5A cargo plane and would carry children in our care as well as wives and children of the US Defense Attaché office, the embassy and other U.S. personnel.

“When we realized the Medevac planes hadn’t materialized, the decision was made to put mainly the oldest children on board, children aged three and above. Also, I was to send 22 of the strongest infants in my care, who could be strapped into seats in the troop compartment of the huge plane. None of the high risk children from New Haven or Hy Vong would go on the flight.

“Each of the children had passports, documentation required for adoption and had been placed with adoptive families who were waiting for their arrival. The cargo hold of the C-5A was the size of a large gymnasium (it could hold more than 16 city buses parked side by side), had netting on the floor, and a few seats along the side of the plane. It was not configured for passengers, there were no seat belts, and no possibility for oxygen, should that be needed. Much later we learned that that specific plane had had trouble with its rear doors 17 times. Only later did we hear the tape (acquired by 20/20) with the pilot expressing his concern that if something should happen with decompression, there would be no way to safeguard the passengers. However, the pilot was instructed by the board master to proceed.

“Just 15 minutes after take-off – as the plane approached cruising altitude just over the South China Sea – the back doors blew out and, along with them, some crew, staff and children. The rudder control for the plane was lost, but the pilot was skillful and somehow was able to turn the plane back toward Saigon, however, with no control over speed of descent. Just outside of Saigon, the plane impacted in a rice field at 350 m.p.h., bounced over the Saigon River and eventually came to rest in a rice paddy a few miles from the airport. The pilot was later given well-deserved credit that anyone survived. Nurses at Saigon Adventist Hospital (the old Third Field Military Hospital for those of you who were there) phoned me (I was back at the nursery) and asked me to send child care workers. “They are bringing in your babies wounded” was the message. Rosemary Taylor and I jumped in a taxi. We rode to the hospital in complete silence in a ride that seemed to last forever and arrived at the ambulance entrance along with trucks, jeeps, conveyances of all kinds which were bringing in adults and children, some living, some badly injured and others, dead.

“In all, about 230 of our children and half of our staff had boarded the plane and at least 180 children, staff and US citizens were killed. One of our staff members, Christie Lievermann, survived, as well as some of the children, including the 22 whom I had boarded from New Haven. As I looked through body bags, attempting to identify persons, I became aware of the number of U.S. citizens, wives and children of American and U.S. government agencies who had also died on that plane.

“At the site we will have a memorial service [April 4, 2002]. Included also are the names of children and staff who died in the crash. We remember, too, the U.S. citizens, women, and children of the attaché office who also died in the crash, as well as members of the plane crew.” (McDonald, Sister Susan Carol. “In Memoriam – Babylift Memorial Page.”)

Mondout: “On April 4, 1975, an Air Force C-5A Galaxy carrying orphans from Vietnam as part of Operation Babylift crashed killing 98 of the 150 children and 155 of 328 on board.

“In April of 1975, the Ford Administration – hoping for a bit of good news out of Vietnam – announced it would send aircraft to Vietnam to help rescue children that had been orphaned during the war. Administration officials dubbed it Operation Babylift. President Ford, who unveiled the operation on April 2nd at a press conference in San Diego, was to meet the plane when it arrived in San Francisco. The operation would carry children who had lost both parents to war, “illegitimate” children of U.S. servicemen, and children abandoned by their starving mothers. It seemed also to fulfill a need to alleviate America’s guilt over what was a lost war.

“Ford not only announced the operation (to the dismay of military leaders who believed such a public evacuation might create panic), he specifically referred to the C-5A by name, “I have directed that C-5A aircraft and other aircraft especially equipped to care for these orphans during the flight be sent to Saigon. It’s the least we can do.”

“At the time, the Lockheed C-5A and it its builder were under intense scrutiny due to huge cost overruns and safety issues. (U.S. taxpayers were eventually ordered to pay not only $1.5B to fix the problems, but $150M in profit for the repairs to Lockheed as well!) Congress was debating whether to spend millions to fix the planes and Ford’s advisors hoped to prop up the aircraft and his presidency with a well-covered and well-intentioned mission. It was not to be.

“The C-5A Galaxy, which had just delivered a load of Howitzers, arrived from Clark Air Force Base in the Philippines on April 4. The C-5A is a cargo aircraft and not a passenger jet; there are no seats and very few oxygen masks in the back and no restrooms for the passengers. In addition to the 150 children, U.S. Embassy personnel were to be evacuated covertly on this flight. Even if all went as planned, this 20-hour journey to San Francisco was going to be unpleasant.

“The crew worried about what would happen if they had a problem at altitude. The cockpit voice recorder picked up these comments shortly before takeoff: “If we are up at 37 (thousand feet) and we have a rapid decompression, we’re gonna lose someone.”

“Twelve minutes after takeoff and at an altitude of nearly 29,000 feet (too high for humans to breathe), the unthinkable happened. The C-5A’s often criticized door locking mechanism failed at the back of the plane. A section of the tail blew off causing rapid decompression and numerous injuries. Crew members near the doors were sucked out immediately. Those that remained quickly lost consciousness due to a lack of oxygen (which had left the plane in less than a second).

“The flight crew, which donned oxygen masks immediately, noticed they were having trouble controlling the aircraft; some of the flying debris had severed a control cable. In a remarkable feet of flying, the crew managed to wrestle the stricken aircraft back toward the airport.

“They touched down in an open field two miles short of the runway, but did so at about twice the normal speed for landing. The huge aircraft bounced into the air and over the Saigon River before hitting an irrigation ditch and breaking up into four large sections over what is now the Mekong River Delta….

“Accident ‘Investigation’

“Air Force officials immediately blamed saboteurs. Lockheed blamed the Air Force for incorrect maintenance procedures and lawyers implicated Lockheed’s design deficiencies.

“On April 5th, shortly after a call was placed by Lockheed General Manager Larry Kitchen (who later became president of the defense giant) to General Carlson of Military Airlift Command, General Warner Newby – a close associate of Lockheed officials who had been the C-5A project manager for the Air Force – was put in charge of the still-secret investigation.

“An apparent Air Force cover-up ensued which involved the destruction of photographs of the crash site. An Air Force officer who admitted to burning the photos – all but the ones showing the part of the wreckage where most of the survivors came from – said he was only following Air Force regulations to destroy “non-pertinent” documents…. When litigation resulting from this crash reached the courts, a judge called this destruction “intentional” and “questionable”….” (Mondout, Patrick. “C5 Crashes in Vietnam During Operation Babylift.”)

Togetherweserved: “The eleven service personnel who died in or of injuries received in the crash were

Lt Col William S Willis, Coats NC, Air Ops Officer
Capt Mary T Klinker, Lafayette IN, Flight Nurse
Capt Edgar R Melton, Dallas TX, Pilot
MSgt Joe Castro, Fresno CA, Photographic Instrumentation Technician
MSgt Denning C Johnson, Dunn NC, Medical Service Technician
MSgt Wendle L Payne, Essex MO, Loadmaster
TSgt Felizardo C Aguillon, San Francisco CA, Loadmaster
TSgt William M Parker, Vacaville CA, Loadmaster
SSgt Donald T Dionne, Sylmar CA, Flight Engineer [sucked out when doors failed]
SSgt Kenneth E Nance, Los Angeles CA, Photographer
SSgt Michael G Paget, Woodland Hills CA, Medical Service Specialist
(Togetherweserved.com)

Defense Attaché Office Fatalities:

Robert Poulton. (Northwestvets.com. “Operation Babylift: (39).”)

Five Defense Intelligence Agency fatalities:

Celeste Brown,
Vivienne Clark,
Dorothy Curtiss,
Joan Pray and
Doris Watkins (US DIA. “Remembering the First Operation Babylift Flight.” 2-17-2012.)

“…all the ladies listed below perished in a plane crash near Tan Son Nhut Airfield on April 4, 1975…:

1. Barbara Adams
2. Clara Bayot
3. Nova Bell [Student, U of MD, Far East Div. (Illyria.com. “Operation Babylift.”)]
4. [Michael Bell, son of Nova (L’Ecluse, K.. “Remembering the Crash.” 4-6-2006)]
5. Arleta Bertwell
6. Helen Blackburn
7. Ann Bottorff
8. Celeste Brown [DIA, noted above]
9. Vivienne Clark [DIA, noted above]
10. Juanita Creel
11. Mary Ann Crouch
12. Dorothy M. Curtiss [DIA, noted above]
13. Twila Donelson
14. Helen Drye
15. [Rohn Drye, son of Helen. (L’Ecluse, K.. “Remembering the Crash.” 4-6-2006)]
16. Theresa Drye [child of Helen (Illyria.com. “Operation Babylift.”)]
17. Mary Lyn Eichen
18. Elizabeth Fugino
19. Ruthanne Gasper
20. Beverly Herbert
21. Penelope Hindman
22. Vera Hollibauth
23. Dorothy Howard
24. Barbara Kauvulia [Negotiation Division’s civilian secretary. (Summers 1995)]
25. Barbara Maier [DAO secretary. (L’Ecluse, K.. “Remembering the Crash.” 4-6-2006)
26. Rebecca Martin
27. Sara Martini
28. Martha Middlebrook
29. Katherine Moore
30. Marta Moschkin
31. Marion P. Polgrean
32. Robert Poulton
33. June Poulton (wife of Robert)
34. Joan K. Pray [DIA, noted above]
35. Sayonna K. Randall
36. Anne Reynolds
37. Margorie Snow
38. Laurie Stark [A teacher. (Illyria.com. “Operation Babylift.”)]
39. Barbara Stout
40. Doris Jean Watkins [DIA, noted above]
41. Sharon Wesley [American Red Cross. (Illyria.com. “Operation Babylift.”)]
(Northwestvets.com. “Operation Babylift: (39).”)

Nursery Staff:
Margaret Moses, Australian (Illyria.com. “Operation Babylift.”)]
Lee Makk, Australian (Illyria.com. “Operation Babylift.”)]
Dolly Bui and her children, David, Michou and Tina Bui,
Sister Ursula Lee,
Monique Ewald,
Birgit Blanc.
(L’Ecluse, Kathleen. “Remembering the Crash.” 4-6-2006.)

The children:
1. Andrew,
2. Henry Le Bailly,
3. Paul Nguyen Ngoc Bich Bauldault,
4. Hung Bernard,
5. Jill Bjorklund,
6. Ann Marie Blanc,
7. Ngoc Brandt,
8. Tran Tinh Nhu Chevallier,
9. Bob Chiodo,
10. Hai Cone,
11. Do Xuan My D’Anna,
12. Kim Hoa Deborah,
13. Thanh Deguine,
14. Mark Paul Desplanques,
15. Salandre DuBois,
16. Symphony Enget,
17. Vim Escriou,
18. Cuong Felce,
19. Geoffrey,
20. Diep Marie Giles,
21. Susi Gottschalk,
22. Genevieve,
23. Tran Van Hai,
24. Heiko Harke,
25. Hemar,
26. Jim Hentz,
27. Hoa,
28. Denis Howsam,
29. Khanh Huharski,
30. Quoc Kien,
31. Christine Laget,
32. Phuong Lange,
33. Jacques Binh Langlet,
34. Cuong LeMarie,
35. CS Lewis,
36. Lien,
37. Thuy Linh,
38. Be Lowe,
39. Tien Lowe,
40. Bach Mai,
41. Marcia,
42. Hy Vong McCauley,
43. Kim Oanh McCauley,
44. Mai Kristen McDermott,
45. Pascale McKay,
46. Dean McLaughlin,
47. Tran Dinh Meiller,
48. Minh,
49. Nancy Montladuc,
50. Helen Rosalie Murray,
51. Tom Otterson,
52. Gerald Peck,
53. Diedre Roukema.
54. Minh Schou,
55. Thanh Schou,
56. Sylvester Sudhoff,
57. Thy Sutton,
58. Tashini,
59. Lois Tracy,
60. Anne of Green Gables Tremblay,
61. Tuan,
62. Carsten Tam Tulli,
63. Viet,
64. Pascal Nhan Vilain,
65. Vincent,
66. Volker,
67. Desmond Hung Walker,
68. Phy Walkoe,
69. Janice Williams,
70. Elizabeth Dung Wilson
(L’Ecluse, Kathleen. “Remembering the Crash.” 4-6-2006.)

Wikipedia: “The Tan Son Nhut C-5 accident refers to the 4 April 1975 crash of 68-0218, a Lockheed C-5A Galaxy participating in Operation Babylift, which crashed on approach to an emergency landing at Tan Son Nhut Air Base, South Vietnam. The cause was ascribed to loss of flight control due to explosive decompression and structural failure….

“Description

“Early in April 1975 with much of South Vietnam overrun by North Vietnamese forces, the administration of President of the United States Gerald Ford began instituting the evacuation of American citizens. To avoid alarming the host country, U.S. Ambassador to South Vietnam Graham Martin authorized Americans to be flown out under several pretexts, one of which was Operation Babylift, in which American caregivers were paired with South Vietnamese orphans, most fathered by American servicemembers.

“On the afternoon of Friday, 4 April 1975, C-5 68-0218, making the first flight of Operation Babylift, departed Tan Son Nhut Air Base for Clark Air Base in the Philippines. There, this first group of orphans were to transfer to charter flights and be welcomed by President Ford upon arriving in the United States at San Diego, California. At 4:15 p.m. the C-5A was over the South China Sea about 13 nautical miles (24 km) off Vũng Tàu, South Vietnam, flying a heading of 136 degrees and climbing to an altitude of 23,000 ft (7,010 m). At that moment the locks on the rear loading ramp failed, causing the cargo door to open explosively. This caused explosive decompression, temporarily filling the cabin with a whirlwind of fog and debris. The blowout severed control cables to the tail, causing two of four hydraulic systems to fail, including those for the rudder and elevator, and leaving the flight control with only the use of one aileron, spoilers, and power.

“The pilot, Captain Dennis “Bud” Traynor, and copilot, Captain Tilford Harp, attempted to regain control of the airplane, and to perform a 180 degree turn in order to return to Tan Son Nhut. The aircraft began to exhibit phugoid oscillations, but the crew countered them and maintained a controlled descent of about 250 to 260 knots (288 to 299 mph; 463 to 481 km/hr). They were able to bring the plane to 4000 ft (1,219 m) and begin the approach to Tan Son Nhut’s runway 25L. While turning on final approach, the crew increased power to arrest a rapidly increasing descent rate. The plane touched down at 4:45 p.m. in a rice paddy, but skidded for a quarter of a mile (0.4 km), went airborne for another half mile (0.8 km), crossing the Saigon River, then hit a dike and broke up into four pieces. The fuel caught fire and some of the wreckage was set ablaze.

“Survivors struggled to extricate themselves from the wreckage. The crash site was in a muddy rice paddy near the Saigon River, one mile (1.6 km) from the nearest road. Fire engines could not reach the site, and helicopters had to set down some distance from the wreckage. About 100 South Vietnamese soldiers deployed around the site, which was near the site of an engagement with the Viet Cong the previous night.

“Out of 328 people on board, the death toll included 76 children, 34 Defence Attaché Office employees, five civilian dependents, 11 U.S. Air Force personnel, and eight nurses from foreign countries. There were 175 survivors. All of the surviving orphans were eventually flown to the United States. The dead orphans were cremated and reported to be interred at a Catholic cemetery in Pattaya, Thailand.

“Some members of the United States Congress called for a grounding of C-5s. In the end, the fleet was put under severe operational restrictions for a number of months while the cause was established. However, United States Department of Defense officials commented publicly about Traynor’s “remarkable demonstration of flying skill”. The U.S. Air Force Accident Investigation Board attributed the survival of any on board to Captain Traynor’s unorthodox use of power and his decision to crash-land while the aircraft allowed some control. Captains Traynor and Harp were awarded the Air Force Cross for extraordinary valor. Thirty-seven medals were awarded to crew members or their next of kin. Flight nurse Regina Aune received the Cheney Award for 1975.

“In June 1975, a sister of a woman who died in the crash filed a USD $200 million class action lawsuit against the Lockheed Aircraft Corporation, charging negligence.

“Investigation

“Given the explosive manner in which the rear doors failed, sabotage was initially suspected. Many of the components were looted from the crash site, thereby complicating the investigation; the U.S. Air Force paid a bounty for parts from the wreckage in order to recover them from the local populace. The United States Navy amphibious cargo ship USS Durham (LKA-114), frigate USS Reasoner (FF-1063), and command ship USS Blue Ridge (LCC-19) were assigned to search for the flight data recorder in the South China Sea. The recorder was found, and U.S. Navy ships and helicopters also discovered wreckage from the doors in the South China Sea as well as the body of a C-5 crewmember.

“When the rear doors were eventually recovered from the sea, investigation determined that some of the locks had not engaged properly. Maintenance records showed that locks had been cannibalized for spares, then subsequently improperly refitted so that not all the door locks were engaging correctly. Furthermore, the flight crew confirmed that they had had difficulty closing the doors before take-off. As differential air pressure increased with altitude, the few locks that were working correctly were unable to bear the load, and the door failed.” (Wikipedia. “1975 Tan Son Nhut C-5 accident.” 3-6-2012 modification.)

Wikipedia: “….According to DIA figures, 138 people were killed in the crash, including 78 children and 35 Defense Attaché Office Saigon personnel.” (Wikipedia. “Operation Babylift.” 2-23-2012 modification.)

Young, Roger and Pam Young: “….Most of those who perished were in the lowest of three levels in what was then the largest aircraft in the world. A survivor of the crash stated: “Some of us got out through a chute from the top of the plane, but the children (and escorts) at the bottom of the plane didn’t have a chance.”

“Air Force Sgt. Jim Hadley, a medical technician from Sacramento, California, recalled later that oxygen masks dropped down automatically, but the children were sitting two to a seat and there weren’t enough masks to go around. “We had to keep moving them from kid to kid.”….

“South Vietnamese sources said three militiamen on the ground were killed when the airplane fell….

“The flight-recorder was recovered by a Navy diver on 7 Apr 1975 from the bottom of the South China Sea…..” (Young, Roger and Pam. “Operation Babylift: (39).” Northwestvets.com.)

Newspapers:

April 4: “Saigon (UPI) — U.S. Air Force C5 Galaxy plane carrying Vietnamese war orphans to the United States on the first flight of President Ford’s emergency Operation Babylift, crashed and burned today as the pilot fought to save his crippled plane. More than half of the 305 persons aboard were killed. The U.S. Embassy put the death toll at least 178 persons, most of them babies. Many of the victims were still missing and it was thought at least some of them were sucked out
of the plane when the two huge cargo doors blew off, suddenly decompressing the plane. The embassy said at least 100 children and up to 20 adults survived.

“The plane was ferrying 243 orphans ranging in age from 8 months to 12 years, most of them fathered by U.S. servicemen formerly stationed in South Vietnam. They were the first of the 2,000 orphans President Ford promised to fly to the United States, and he said the airlift would continue.

“The embassy said the plane also carried 44 U.S. mission escorts, 16 Air Force crewmen and the two flight nurses. The Pentagon said there were 10 medics and nurses aboard from Clark Field in the Philippines where the babies were to have been given a medical examination before flying to Travis AFB, Calif., and a personal welcome by President Ford….

“The survivors were on the upper deck with rows of babies strapped in seats that normally seat three adults in a row.

“The plane smacked into a paddy field, skittered across and broke into pieces. Fuel tanks burst into flames, sending up a pillar of smoke that could be seen in Saigon, five miles away….” (Daily Facts, Redlands CA. “At least 178 killed. Giant plane loaded with orphans crashes.” 4-4-1975, 1.)

April 5: “Saigon (UPI)…. U.S. Aid officials earlier this week had refused to allow the same group of orphans to board a World Airways charter plane because they believed it was unsafe to fly with youngsters strapped to the floor, as were some on the ill-fated flight Friday….” (Times Recorder, Zanesville, OH. “Giant U.S. Plane Crashes with Viet War Orphans.” 4-5-1975, 1.)

April 9, Wisconsin State Journal: “N.Y. Times News Service. Saigon… In an effort to avoid panic among the Vietnamese, the embassy officially insists that U.S. Government employes are not being evacuated. But at the huge Defense Attaché Office at Tan Son Nhut air base, once known as Pentagon East, Americans are shredding their files and packing their belongings.

“Some of the more than 20 women killed in the crash of an Air Force C-5A transport last Friday carrying children were actually defense attaché office employes being evacuated, it is now known. They got on the flight by acting as escorts for the 243 children.” (Wisconsin State Journal, Madison. “Saigon Americans Quietly Flee City.” 4-9-1975, 25.)

Sources

25th Aviation Battalion. Vietnam War Statistics and Facts. “Operation Babylift.” Accessed 3-22-2012 at: http://25thaviation.org/Facts/

Associated Press. “250 more orphans are on the way.” San Antonio Express, TX.” 4-7-1975, 2A. Accessed 7-6-2020 at: https://newspaperarchive.com/san-antonio-express-apr-07-1975-p-2/

Aviation Safety Network, Flight Safety Foundation. Database 1975. “Friday 4 April 1975.” Accessed 7-7-2020 at: https://aviation-safety.net/database/record.php?id=19750404-0

Boyne, Walter J. “The Fall of Saigon.” Air Force Magazine, April 2000. Accessed 3-22-2012 at: http://www.airforce-magazine.com/MagazineArchive/Pages/2000/April%202000/0400saigon.aspx

Colimore, Edward (The Philadelphia Inquirer). “Operation babylift: When 2,500 children were evacuated from Vietnam.” Stars and Stripes, 3-11-2015. Accessed 7-7-2020 at: https://web.archive.org/web/20150314201704/http://www.stripes.com/military-life/military-history/operation-babylift-when-2-500-children-were-evacuated-from-vietnam-1.333701

Cornell, James. The Great International Disaster Book (Third Edition). New York: Charles Scribner’s Sons, 1982.

Daily Facts, Redlands, CA. “At least 178 killed. Giant plane loaded with orphans crashes.” 4-4-1975, 1. Accessed at: http://newspaperarchive.com/FullPagePdfViewer.aspx?img=160238243

Ferrara, Grace M. The Disaster File: The 1970’s. New York: Facts on File, 1979.

Frisbee, John L. “Valor: A Galaxy of Heroes.” Air Force Magazine, Vol. 74, No. 8, Aug 1991. At: http://www.airforce-magazine.com/MagazineArchive/Pages/1991/August%201991/0891valor.aspx

Gero, David. Military Aviation Disasters: Significant Losses Since 1908. UK and Newbury Park, CA: Patrick Stephens Limited, an imprint of Hayes Publishing, 1999.

Lavalle, Lt. Col. A. J. C. (Ed.). Last Flight From Saigon. USAF Southeast Asia Monograph Series, Vol. IV, Monograph 6. Washington, DC: U.S. Government Printing Office. Partially digitized by Google and accessed at: http://books.google.com/books?id=TmSApdkHyWIC&vq=orphans&source=gbs_navlinks_s

L’Ecluse, Kathleen. Babylift Revisited (webpage). “Babylift Down – Travis crew’s skills avert complete disaster.” Daily Republic, Fairfield, CA. 4-2-2009. Accessed 7-6-2020 at: https://babyliftrevisited.typepad.com/babylift_revisited/2009/04/babylift-down-travis-crews-skills-avert-complete-disaster.html

Manney, Kathy. “Operation Babylift: Evacuating Children Orphaned by the Vietnam War.” Originally published in Vietnam Magazine; published online 9-13-2006. Accessed 3-22-2012 at: http://www.historynet.com/operation-babylift-evacuating-children-orphaned-by-the-vietnam-war.htm

McDonald, Sister Susan Carol. “In Memoriam – Babylift Memorial Page.” Accessed 3-22-2012 at: http://www.vietnambabylift.org/Memorial.html

Mondout, Patrick. “C5 Crashes in Vietnam During Operation Babylift.” Accessed 3-22-2012 at: http://www.super70s.com/Super70s/Tech/Aviation/Disasters/75-04-04(C5Vietnam).asp

Palazzo. “The 35th Anniversary of the Fall of Saigon.” Salem-News, OR. 4-7-2010. Accessed 3-22-2012 at: http://www.salem-news.com/articles/april072010/fall-saigon-cp.php

Times Recorder, Zanesville, OH. “Giant U.S. Plane Crashes with Viet War Orphans.” 4-5-1975, 1. Accessed at: http://newspaperarchive.com/FullPagePdfViewer.aspx?img=17552132

Togtherweserved.com. [Vietnam Operation Babylift C-5 Crash, 4-4-1975.] Accessed 3-22-2012: http://airforce.togetherweserved.com/usaf/servlet/tws.webapp.WebApp?cmd=ShadowBoxProfile&type=Person&ID=79818

United States Defense Intelligence Agency. “Remembering the First Operation Babylift Flight.” 2-17-2012 update. Accessed 3-22-2012: http://www.dia.mil/history/features/operation-babylift/

Wikipedia. “1975 Tan Son Nhut C-5 accident.” 3-6-2012 modification. Accessed at: http://en.wikipedia.org/wiki/Tan_Son_Nhut_C-5_accident

Wisconsin State Journal, Madison. “Saigon Americans Quietly Flee City.” 4-9-1975, 25. Accessed at: http://newspaperarchive.com/FullPagePdfViewer.aspx?img=105250608

–13 New York Times. “Mass Slayings and Toll: McDonald’s Case Biggest.” 4-25-1987.
–11 Duwe, Grant. Mass Murder in the United States: A History. McFarland, 2007, p. 126.
–11 Evening Independent, Massillon OH. “Hamilton slayings ‘strange situation.’” 4-1-1975, 22.
–11 Flowers, R. Barri and H. Loraine Flowers. Murders in the United States. 2001, p. 76.
–11 Krajicek, David J. “The 1975 Easter massacre: Uncle Jimmy Ruppert kills his family.” 2010.
–11 Piqua Daily Call, OH. “Hamilton police…puzzled…speed, accuracy…killings.” 4-2-1975.

Narrative Information

Duwe: “In 1975, James Ruppert committed what was, at the time, the largest familicide in U.S. history when he killed eleven family members. His record was short-lived, however, because George Banks murdered thirteen in Wilkes-Barre, Pennsylvania, in 1982.” (Duwe, Grant. Mass Murder in the United States: A History. McFarland, 2007, p. 126.)

Flowers: Ruppert “…received a life sentence at the Allen Correctional Institution in Lima. In June 1995, the mass murderer’s parole request was rejected and he was ordered to serve a minimum of 40 more years in prison.” (Flowers, R. Barri and H. Loraine Flowers. Murders in the United States: Crimes, Killers and Victims of the Twentieth Century. 2001, p. 76.)

Newspapers

April 1, Associated Press: “Hamilton (AP) – Police today were bothered as much by the how as by the who and why of the murder of 11 members of the Ruppert family who had gathered for an Easter Sunday dinner. ‘You’d think someone would have attempted to make a break, said Asst. Hamilton Police Chief Gerald Rost, explaining the grotesque spectacle which greeted police when they arrived at Charity Ruppert’s two-story home late Sunday.

“Police found 11 bodies, five in the living room, and the rest lying in the kitchen. All but one woman had been shot in the head. The other woman was shot in the chest. ‘There is a possibility that victims were picked off one by one as they came into the house,’ John Holcomb, Hamilton prosecutor, said. ‘It is a strange situation.’

“Butler County Coroner Garret Boone suggested the 65-year-old Mrs. Ruppert, her son Leonard, his wife Alma and their children might have been the victims of a type of ‘coup de grace.’ ‘It’s unlikely that 11 people would have been shot and killed unless they were held in some way or were in a position where none of them could escape,’ Boone said.

“Police said the family had been dead for up to four hours when they arrived at the house. There was no sign of struggle; only the bodies and spent cartridges from three pistols and a rifle found in the house.

“The police also found James Ruppert, Mrs. Ruppert’s other son. Two years younger than his brother, James lived at his mother’s home. Police said Ruppert called them and was at the house when they arrived. While his relatives were being carried out of the house in blood-stained shrouds, James Ruppert was being charged with aggravated murder in one of the nation’s largest family murder cases.

“Ruppert is scheduled for a preliminary hearing Friday and bond was set Monday at $200,000. Ruppert, who has been frustrating police by his refusal to talk about the case, remained silent again at his arraignment. His lawyers however asked that he be examined by a psychologist and a psychiatrist. Judge John Meser agreed to their request. The lawyers said the request had no bearing on how they would argue their case….

“Leonard was 42, married with eight children, ranging from 3 to 17 years old. He had a job and lived close by Charity Ruppert in a home in Fairfield. James was 40, a bachelor, and lived at his mother’s home. He had been unemployed for several months and listed his occupation as a draftsman….” (Evening Independent, Massillon OH. “Hamilton slayings ‘strange situation.’” 4-1-1975, p. 22.)

April 2: “Hamilton, Ohio (AP) — Police are still trying to determine how the shots which killed Charity Ruppert and family Easter Sunday were able to find their marks so quickly, in so short a time and with so little sign of struggle. Thirty bullet wounds were discovered in nine of the 11 victims found by police when they arrived at the Ruppert home Sunday night. The remaining two
bodies were to be autopsied today.

“Police found the 65-year-old woman; her son Leonard; his wife, Alma, and their eight children, ages 4-17, dead in two rooms. They found no signs of struggle….

“All of the bodies were found in either the living room or the kitchen. All but one had been shot in the head. Mrs. Ruppert’s other son, James, remained in Butler County Jail Monday, charged with 11 counts of aggravated murder….

“The floor of the living room and kitchen were littered with spent shell cases. Thirty-one were sent for laboratory examination.

“ ‘This street is so quiet,’ said Georgia Calia, who lives a few doors down from Mrs. Ruppert’s home. ‘You can hear a car door close on this street. I don’t know why no one heard any shots or knew anything about it.’” (Piqua Daily Call, OH. “Hamilton police still puzzled by speed, accuracy of killings.” 4-2-1975, p. 8.)

April 3, 2010: “ ‘There’s been a shooting.’ A police operator in Hamilton, Ohio, heard Jimmy Ruppert mutter those words on Easter Sunday evening in 1975. Officers hurried to his home on Minor Ave., in a well-worn workingman’s neighborhood in the old river city north of Cincinnati. Ruppert, lean and short, was waiting at the door, still dressed for the holiday in a yellow shirt, white tie and plaid slacks. His clothing was mottled with flecks of blood. Cops stepped past him and could see the degree to which he had understated what he had done.

“This was not a mere shooting. It was a massacre.

“Ruppert shared the big house with his mother, Charity, 65. His life was a mess on that day in 1975, two weeks before his 41st birthday. Unable or unwilling to hold a job, he depended on his mom and brother, Leonard, for walking-around money. He spent too many nights at a local bar, the 19th Hole, drinking too many beers. His mother, widowed while her sons were adolescents, finally had had enough of lay-about Jimmy. She ordered him to get his act together or get out.

“Ruppert had always been paranoid, and the pressure made him even more irrational. He imagined that his mother and brother were whispering about him to the FBI — for example, that he was a homosexual or a communist. He also worried that Leonard had booby-trapped his old Volkswagen. Ruppert resented that he lived in the shadow of his brother, who had a college degree, a good job and a big family. He and his wife, Alma, had eight children, seven of them born in virtually consecutive years.

“On the day before Easter, Jimmy lost himself in his favorite pastime. He toted his collection of guns to the banks of the Great Miami River for target practice.

“He showed up later at the 19th Hole. During a long night of drinking, a bartender friend asked him whether he had resolved the problems he was having with his mother. ‘Not yet,’ he replied. He stumbled home at 3 a.m. and slept off a hangover on Easter morning.

“He was finally roused by the commotion when his brother arrived at 4 p.m. and eight kids piled out of the family van: Leonard 3rd, 17; Michael, 16; Tommy, 14; Carol, 13; Ann, 12; David, 11; Theresa, 9, and John, 4. At around 5 p.m., Ruppert ambled downstairs to say hello. His mother was at the stove, making a snack of Sloppy Joes. (Her grandchildren had already eaten a more formal Easter dinner with Alma’s parents.) At some point, Leonard asked his brother a simple question. ‘How’s that Volkswagen?’ Jimmy Ruppert glared at his brother, then stomped ominously back up to his room.

“By 6 p.m., all eight children were inside. The adults and several kids were gathered in the kitchen, and the others were clustered in the living-room. Jimmy Ruppert descended the stairs again, carrying four guns. He stepped into the kitchen with a .357 Magnum pistol in one hand and a .22 in the other, and he began firing. Leonard was first to fall, followed by sister-in-law Alma and mother Charity. Amid screams and chaos, the three children in the kitchen, Ann, David and Theresa, were next mercilessly gunned down. Ruppert moved to the living room, where he was confronted at the door by the oldest nephew, Leonard 3rd, whose life ended in a barrage of several shots. Uncle Jimmy then sat on the sofa and, one by one, plinked shots at the remaining four children: Michael, Tommy, Carol and little John. Ruppert got up and walked from one victim to the next, firing coup de grace bullets into them – 35 rounds in all. His sick work complete, he then lounged in the house for three hours before phoning police to report ‘a shooting.’ His rampage rated a spot in the American crime annals as the deadliest shooting ever inside a private home.

“Knees buckled as the cops and rescuers arrived at the disturbing scene, with candy and gaily colored baskets scattered amid the bodies. At a heartbreaking funeral, the 11 caskets were lined end to end in the aisle of the Rupperts’ Catholic church.

“Ruppert pleaded insanity, and shrinks prodded his tender psyche. Prosecutors fought hard for a felony conviction since he stood to inherit $300,000 if found not guilty for any reason, including insanity. A three-judge panel convicted him of the 11 murders and sentenced him to life in prison. (The death penalty was not an option in America in 1975.) He won a new trial on appeal, and in 1982 a second panel of judges convicted him of the murders of his mother and brother but acquitted him, based on insanity, for the other murders. The sentence was the same: life.

“He remains in prison 35 years later, at age 75. He was denied parole in 1995 and 2005. His next hearing is scheduled for 2015….” (Krajicek, David J. “The 1975 Easter massacre: Uncle Jimmy Ruppert kills his family.” New York Daily News, 4-3-2010.)

Wikipedia: “As of October 2021, Ruppert remains incarcerated in the Franklin Medical Center in Columbus Ohio, a unit of the Ohio Department of Rehabilitation and Correction. In June 1995, at the age of 61, he was granted a hearing before the state Parole Board, but his release was denied. He received another hearing in April 2015, at which release was again denied. Ruppert’s next hearing is set for February 2025, when he will be 90.” (Wikipedia. “James Ruppert.” 11-17-2021 edit.)

Sources

Duwe, Grant. Mass Murder in the United States: A History. McFarland, 2007.

Evening Independent, Massillon OH. “Hamilton slayings ‘strange situation.’” 4-1-1975, p. 22. Accessed at: http://newspaperarchive.com

Flowers, R. Barri and H. Loraine Flowers. Murders in the United States: Crimes, Killers and Victims of the Twentieth Century. Jefferson, NC: McFarland & Co., Inc., 2001. Partially Google digitized: http://books.google.com/books?id=gh6q_-Vzc0YC&printsec=frontcover#v=onepage&q&f=false

Krajicek, David J. “The 1975 Easter massacre: Uncle Jimmy Ruppert kills his family.” New York Daily News, 4-3-2010. Accessed 12-5-2021 at: https://www.nydailynews.com/news/1975-easter-massacre-uncle-jimmy-ruppert-kills-family-article-1.162824

Piqua Daily Call, OH. “Hamilton police still puzzled by speed, accuracy of killings.” 4-2-1975, p. 8. At: http://newspaperarchive.com/fullpagepdfviewer?img=81991070&sterm=ruppert

New York Times. “Mass Slayings and Toll: McDonald’s Case Biggest.” 4-25-1987. Accessed 3-1-2013: http://www.nytimes.com/1987/04/25/us/mass-slayings-and-toll-mcdonald-s-case-biggest.html

Wikipedia. “James Ruppert.” 11-17-2021 edit.) Accessed 12-5-2021 at: https://en.wikipedia.org/wiki/James_Ruppert

— 16 Aircraft Crashes Record Office (Geneva, Switzerland). Washington.
— 16 Baugher, Joseph F. 1964 USAF Serial Numbers. 1-16-2012 revision.
— 16 Gero, David. Military Aviation Disasters: Significant Losses Since 1908. 1999, p. 117.
— 16 Hansen. C-141 Lifetime Mishap Summary. October 1, 2004.
— 16 McClary. “U.S. Air Force C-141A Starlifter crashes into Mount Constance…” Historylink.org.

Narrative Information

Baugher: “Lockheed C-141A-20-LM Starlifter…0641 (c/n 300-6054, 62 MAW) crashed into high ground on Hurricane Ridge, WA Mar 20, 1975 while on approach to McChord AFB due to use of improper R/T procedures by controller. 16 killed.” (Baugher, Joseph F. 1964 USAF Serial Numbers. 1-16-2012 revision.)

Gero: “Flown by the Military Airlift Command, the jet transport [Lockheed C-141A; 64-641] crashed, exploded and burned in Olympic National Park around 25 miles…south-south-east of Port Angeles, and all 16 American servicemen aboard perished. Among the victims were six navy personnel riding as passengers. The aircraft had been on its assigned heading of 150 degrees when it struck a ridge of Mount Constance at an approximate elevation of 7,000ft (2,000m), or only about 150ft (50m) below the terrain level, some 60 miles (100km) north-west of McChord Air Force Base, where it was to have landed at the end of a transpacific cargo flight.

“This had originated at Clark Air Base, in the Philippines, with an en-route stop in Japan. The impact triggered an avalanche that buried much of the wreckage in the valley below. It was dark at the time, and the weather in the area consisted of clouds that extended from the ground to 15,000ft (5,000m), with a visibility of only about a quarter of a mile (500m). The wind was blowing from due south at 25 knots. In its last recorded radio transmission, 64-641 had acknowl¬edged authorization by the Seattle air-traffic control center for descent from 10,000ft (3,000m), actually the minimum altitude at the scene of the accident, to 5,000ft (1,500m). This faulty clearance resulted from the controller’s mis-identification of the C-141 with another aircraft, a US Navy A-6 jet, which had been at the same height but flying in a northerly direction. It was noted in the investigative report that pilots deviating from the airway structure usually have no way of verifying their altitudes for the basis of challenging ATC height assignments.” (Gero 1999, 117)
¬¬¬
McClary: “On the night of March 20, 1975, a U.S. Air Force C-141A Starlifter, returning to McChord Air Force Base from the Philippines via Japan with 16 servicemen aboard, is flying southbound over the Olympic Mountains. A Federal Aviation Administration air traffic controller, nearing the end of his shift, mistakes the Starlifter for a northbound Navy A-6 Intruder, on approach to Whidbey Island Naval Air Station, and directs the pilot to drop altitude to 5,000 feet. Complying with the incorrect order, the C-141A crashes into Warrior Peak on the northwest face of Inner Mount Constance in the Olympic National Park, killing all onboard. Attempts are made to recover victims, but due to inclement weather and dangerous snow conditions, 15 of them will not be recovered until springtime. In terms of loss of life, it is the biggest tragedy ever to occur in the Olympic Mountains.” (McClary, Daryl C.. “U.S. Air Force C-141A Starlifter crashes into Mount Constance, on the Olympic Peninsula, killing 16 servicemen, on March 20, 1975.” Historylink.org. 4-29-2008 post.)

Sources

Aircraft Crashes Record Office (Geneva, Switzerland). Washington. Accessed 3-14-2009 at: http://www.baaa-acro.com/Pays/Etats-Unis/Washington.htm

Baugher, Joseph F. 1964 USAF Serial Numbers. 1-16-2012 revision. Accessed 2-26-2012 at: http://www.joebaugher.com/usaf_serials/1964.html

Gero, David. Military Aviation Disasters: Significant Losses Since 1908. UK and Newbury Park, CA: Patrick Stephens Limited, an imprint of Hayes Publishing, 1999.

Hansen, Paul M. (Lt. Col., USAFR Ret.). C-141 Lifetime Mishap Summary. October 1, 2004. Accessed at: http://www.c141heaven.com/mishap_paul_hansen.htm

McClary, Daryl C.. “U.S. Air Force C-141A Starlifter crashes into Mount Constance, on the Olympic Peninsula, killing 16 servicemen, on March 20, 1975.” Historylink.org. 4-29-2008 post. Accessed 10-23-2021 at: https://www.historylink.org/File/8562

–29 Nat. Fire Protect. Assoc. “Multiple-Death Fires, 1975.” Fire Journal, 70/4, July 1976, p.29.
–29 National Fire Protection Association. The 1984 Fire Almanac. 1983, p. 240.*
–26 New York Times. “Coast Guard Cites 2 for ‘Negligence’ In Tanker Crash.” 2-22-1975, p.30.
–11 dead
–15 missing
–26 USCG. SS EDGAR M. QUEENY Collision…S/T CORINTHOS, Marcus Hook…, 1977, p.5.
— 4 dead (1 on Queeny and 3 on Corinthos)
–22 missing (20 from tanker Corinthos and 2 from tanker Queeny)

Blanchard note on fatalities: We have no explanation for the disparity between the NFPA estimate of 29 fatalities and USCG, NTSB, and NYT reporting of twenty-six deaths. Have looked at other sources not cited and find reporting of twenty-six fatalities as well.

Narrative Information

NFPA, July 1976: “Ship collision, Marcus Hook, Pennsylvania. Shortly after midnight on January 31, an American Chemical cargo ship, the Edgar M. Queeny, collided with the Corinthos, a Liberian tanker. The impact triggered a violent explosion and fire, which resulted in the deaths of 29 men.

“At the time of impact, the Corinthos was docked off-loading crude oil, with about [unclear] barrels of oil still in her tanks. The initial explosion was followed by several more large explosions that could be felt up to twenty miles away. The Queeny pulled back soon after, away from the Corinthos and, by activating its foam system, was able to extinguish the fire on board.

“The fire on the Corinthos spread rapidly, with explosions sending sections of deck plate hundreds of feet into the air. As explosions continued to occur, the fire spread through the dock area and on the surface of the Delaware River.

“Fifty-nine fire companies were called on to assist in fighting this fire, along with two dozen military and civilian marine companies. Although the Fire Department was able to brunt fire damage to the dock area, structures in the town of Marcus Hook suffered extensive property damage from the explosions. The explosions and threat of fire spread made it necessary to evacuate a section of the town.

“The fire was declared under control in three days, only after an outstanding coordinated effort by all of the agencies involved. This incident was the worst loss-of-life fire in 1975.”

NTSB. Action by the National Transportation Safety Board:

:This casualty was investigated by a U.S. Coast Guard Board of Investigation which convened at Philadelphia, Pennsylvania, on February 4, 1975. A representative of the National Transportation Safety Board observed part of the proceedings. The National Transportation Safety Board has considered only those facts in the investigation record which are pertinent to the Safety Board’s statutory responsibility to determine the cause or probable cause of the casualty and to make recommendations.

Synopsis

“At 0029, on January 31, 1975, the U.S. Registered tankship SS EDGAR M. QUEENY, laden with chemical and petroleum products, was maneuvering into Marcus Hook channel of the Delaware River in Pennsylvania, when it collided with the Liberian tanker S/T CORINTHOS which was moored and discharging a bulk cargo of crude oil at the British Petroleum Company dock. The port anchor of the QUEENY slightly penetrated the port side plating of the CORINTHOS at an angle of about 39 deg. into one or more of the wing cargo tanks, which were being pumped and were approximately half full. Almost immediately, a series of increasingly intense explosions began in the CORINTHOS, and the vessel was engulfed in flames. Twenty-six persons were killed or are missing and 11 were injured in this accident. The QUEENY suffered minor damage but the CORINTHOS was destroyed. The Delaware River was polluted by oil about Marcus Hook. Property damage was estimated to be $20 million.

“The National Transportation Safety Board determines that the probable cause of the casualty was the SS Edgar M. Queeny pilot’s failure to safely execute a turn into Marcus Hook channel. Contributing to the cause were the master’s delay in assuming control of the vessel for 4 minutes after he first doubted the probable success of the turn, and the pilot’s attention being divided between internship communications and conning.” [p.1.]

“Injuries to Persons

“The details of the data of the known dead, missing, and injured are contained in the Marine Board report and are summarized as follows:

Crew Passengers

Injuries Queeny Corinthos Queeny Corinthos Totals

Fatal 1 3 0 0 4
Nonfatal 6 5 0 0 11
Missing 0 20 0 2 22
None 30 19 0 0 49 [p. 5]

(USCG. SS EDGAR M. QUEENY Collision…S/T CORINTHOS, Marcus Hook…, 1977.)

Newspaper

Feb 22, NYT: “Philadelphia, Feb. 21 (UPI) – A United States Coast Guard Marine Board of Investigation said today that it had found evidence of ‘negligence and‐or misconduct’ on the part of the captain and pilot of an American tanker involved in Jan. 31 crash that left 11 persons known dead and 15 missing. Capt. D. F. Hall, chairman of the board that investigated the crash between the chemical tanker, S.S. Edgar M. Queeny, and the Greek oil tanker, Corinthos, recommended further investigation of the incident. ‘The board has determined that the actions of Capt. Fay Kellogg, master of the S.S. Edgar M. Queeny, and Capt. Sverre Sorensen, pilot on board the Queeny, constitute evidence of negligence and‐or misconduct,’ Captain Hall said.

“A Coast Guard spokesman said that the Marine inspection office here would begin an investigation into the conduct of Captain Kellogg and Captain Sorensen prior to the crash. The spokesman said the two faced possible suspension and revocation of their licenses.

“The Coast Guard Board of Investigation adjourned its hearings Wednesday. The sessions began Feb. 4, five days after the Queeny rammed the Corinthos before dawn as she was docked in the Delaware River off Marcus Hook, Pa., to unload her cargo of oil.

“The Greek tanker was ripped, apart by a series of explosions and fires. The bodies of 11 persons have been recovered from the wreckage. Fifteen others are missing and presumed dead.” (New York Times. “Coast Guard Cites 2 for ‘Negligence’ In Tanker Crash.” 2-22-1975, p. 30.)

Sources

National Fire Protection Association. “Multiple-Death Fires, 1975.” Fire Journal, Vol. 70, No. 4, July 1976, pp. 27-29 and 51.

National Fire Protection Association. The 1984 Fire Almanac. Quincy, MA: NFPA, 1983.

New York Times. “Coast Guard Cites 2 for ‘Negligence’ In Tanker Crash.” 2-22-1975, p. 30. Accessed 10-20-2021 at: https://www.nytimes.com/1975/02/22/archives/coast-guard-cites-2-for-negligence-in-tanker-crash.html

United States Coast Guard. Marine Casualty Report. SS Edgar M. Queeny – S/T Corinthos; Collision at Marcus Hook, Pennsylvania on 31 January 1975 with Loss of Life. U.S. Coast Guard Marine Board of Investigation Report and Commandant’s Action. Action by National Transportation Safety Board. October 27, 1977 (Report No. USCG/NTSB Mar-77-2). Washington: DC, 63 pages. At: http://www.uscg.mil/hq/cg5/docs/boards/edgarmqueeny.pdf
Accessed again 10-20-20211 at: https://www.dco.uscg.mil/Portals/9/DCO%20Documents/5p/CG-5PC/INV/docs/boards/edgarmqueeny.pdf

— 4 Cuozzo. “NYC is honoring a thug who brought terrorism to the city for the first time.” 6-10-2017.
— 4 Baruch College. “Disasters. New York City (NYC) Fraunce’s Tavern Bombing – 1975. NYCdata.

Narrative Information

Baruch College: “On a cold January afternoon in 1975, a Wall Street crowd was out having lunch at the Anglers Club on the second floor of the Fraunces Tavern. Little did they know that an organization of Puerto Rican Nationals had planned an attack on the same building. Ten pounds of explosives enclosed in a briefcase was slipped into the hallway of the building moments before the bomb detonated. The explosion occurred at 1:29 pm, and severely damaged the internal structure of the building. While the heavy bricked walls of the building remained intact, the windows shattered by the force of the blast. The staircase was completely destroyed and the entryway demolished. Inside the building, victims disoriented by the blast rushed towards the exit doors. A total of four men were killed in the blast, and many more injured or maimed.

“The organization responsible for the bombing took full credit for their actions. The Armed Forces of National Liberation otherwise known as FALN had organized the attack in response to a prior bombing that occurred in Puerto Rico. The organization accused the CIA of being responsible for the attack that killed three people and injured several civilians. During police investigation of the bombing, a note was found inside a nearby phone booth stating: “You have unleashed a storm from which you comfortable Yankis (sic) cannot escape.” FALN members represented a small minority of Puerto Rican nationalists who expressed great dissatisfaction of Puerto Rico’s commonwealth status, enforced by the United States of America. FALN carried out numerous such attacks, including one bombing at LaGuardia airport several years prior.

“Following the Fraunces Tavern bombing, the FBI and CIA had difficulty locating information regarding the terrorists responsible. It wasn’t until 1978, when an accidental explosion in the home of William Morales provided them with an important lead in the FALN terrorist organization. William Morales turned out to be a member of FALN, and was their main explosives expert. The explosion left him severely disfigured. In his apartment, a seemingly endless supply of explosives were discovered by police and ultimately earned Mr. Morales a 89 year jail sentence. No one was ever officially arrested for the bombing. However, in 1980, sixteen members of the terrorist organization were arrested and convicted for trying to overthrow the government. Among them was Oscar Lopez Rivera, one of the leaders of the organization. In 1999, President Clinton offered the prisoners clemency. All prisoners, except for Oscar Lopez Rivera, accepted the offer of clemency.” (Baruch College, Zicklin School of Business. “Disasters. New York City (NYC) Fraunce’s Tavern Bombing – 1975. NYCdata.)

Sources

Baruch College, Zicklin School of Business. “Disasters. New York City (NYC) Fraunce’s Tavern Bombing – 1975. NYCdata. Accessed 12-7-2021 at: https://www.baruch.cuny.edu/nycdata/disasters/bombings-fraunces_tavern.html

Cuozzo, Steve. “NYC is honoring a thug who brought terrorism to the city for the first time.” 6-10-2017. Accessed 12-7-2021 at: https://nypost.com/2017/06/10/nyc-is-honoring-a-thug-who-brought-terrorism-to-the-city-for-the-first-time/

–8 Associated Press. “News briefs.” Lawrence Journal-World, KS. 1-18-1975, p. 2.
–8 Baltimore Sun. “Fatal fires. East Baltimore Fire.” 5-23-2007.
–8 UPI. “House fire kills 8 in family.” The Times-Standard, Eureka, CA. 1-19-1975, p. 3.

Narrative Information

Jan 18: “Baltimore (AP) – At least eight persons were killed early this morning when fire gutted a three-story brick row house in western Baltimore, fire officials said. About 80 city firemen responded to the three-alarm blaze, which broke out in a dwelling on Wallbrook Ave. shortly after 5 a.m. A fire department spokesman said firefighters on the scene have recovered at least eight bodies, but added they are still sifting through the ruins of the house. The spokesman said it is not known how many families lived in the building.” (Associated Press. “News briefs.” Lawrence Journal-World, KS. 1-18-1975, p. 2.)

Jan 19: “Baltimore (UPI) – Eight members of one family, six of them children died Saturday [Jan 18] in a house fire blamed on careless smoking. Baltimore fire officials said Andre Stuart, a visitor at the home, started the blaze by falling asleep with a lighted cigarette in his hand. Officials declared the fire an accident and said no charges would be filed.

“Seven of the victims were children of Mrs. Rosalee Goins, 50, and the eighth was her only grandchild. All the victims were asleep on the upper floors of the three-story rowhouse when the fire began and officials said most were burned beyond recognition. The victims were identified as Ronald, 24, Judy, 18, Clifford, 15, Julia, 14, and Kenneth Goins, 12, and Cleveland Wilkins, 8, all children of Mrs. Goins. Also killed were Mrs. Goins’ one-year-old grand-daughter Arika Cooper and Paul Hughes, 7, a visitor at the house.” (United Press International. “House fire kills 8 in family.” The Times-Standard, Eureka, CA. 1-19-1975, p. 3.)

2007, Baltimore Sun: “Jan. 19 [sic], 1975 Eight people killed in a house fire in the 2900 block of Walbrook Ave. Authorities said a discarded cigarette was the cause.” (Baltimore Sun. “Fatal fires. East Baltimore Fire.” 5-23-2007.)

Sources

Associated Press. “News briefs.” Lawrence Journal-World, KS. 1-18-1975, p. 2. Accessed 12-16-2021 at: https://newspaperarchive.com/lawrence-daily-journal-world-jan-18-1975-p-2/

Baltimore Sun. “Fatal fires. East Baltimore Fire.” 5-23-2007. Accessed 5-27-2016 at: http://articles.baltimoresun.com/2007-05-23/news/0705230028_1_baltimore-rowhouse-rowhouse-fire-baltimore-fire

United Press International. “House fire kills 8 in family.” The Times-Standard, Eureka, CA. 1-19-1975, p. 3. Accessed 12-16-2021 at: https://newspaperarchive.com/eureka-times-standard-jan-19-1975-p-3/

–11 Grazulis. Significant Tornadoes 1680-1991. 1993, p. 1,976.
–11 Ludlum. The American Weather Book. 1982, p. 106.

Narrative Information

Grazulis: “LA JAN 10, 1975 0735 lk 8inj 35y l4m Fl. ACADIA–Skipped E from Mermentau Cove to Crowley. A trailer was demolished near the touchdown point. One occupant was killed and three were seriously injured. In Crowley, seven homes and six trailers were damaged, and five people were hurt.

“MS JAN 10, 1975 0814 9k 210inj 200y 47m F4. PIKE /LINCOLN /LAWRENCE/ SIMPSON–Moved NE from 7m SW of McComb, at the dam at Percy Quin Lake. The tornado destroyed a marina and seven buildings, and downed at least 10,000 trees. Continuing into McComb and Summit, it did extensive damage to 38 blocks in McComb. Eighty- eight homes were destroyed, as were 30 businesses. Eighty apartment units were destroyed, and three people were killed in them. Thirty businesses were badly damaged, as were two schools and two National Guard armories. About 200 cars were destroyed or heavily damaged. Thirty-six homes were destroyed outside McComb. When the tornado struck the McComb school, the 325 students had taken shelter; only five were injured. Leaving Pike County and entering SE Lincoln County, the tornado destroyed seven homes, five trailer homes, five cars, 19 barns and 17 other farm buildings. One death occurred in a frame house, and four people were killed in trailers. The tornado then continued NE, passing out of the county near Hwy-84, and lifting south of Oma, near Hwy-27. It touched down again just west of Pinola, in Simpson County, near the Strong River bridge on Hwy-28. There was some damage in the Bush community. In the Camper community, an anchored trailer home was ripped apart, scattered across the road, and twisted around a utility pole….

“AL JAN 10, 1975 1614 lk 38inj 150y 20m F3. ST.CLAIR–Moved NE from Pell City to beyond Ragland. Pell City losses totaled $5,000,000 as 49 homes were destroyed and 259 were damaged. Fifteen trailers were destroyed and 27 businesses were damaged or destroyed. At Ragland, losses totaled $2,000,000, as five homes were destroyed, and 48 were damaged. One person was killed in a service station.” (Grazulis 1993, p. 1,976.)

Sources

Grazulis, Thomas P. Significant Tornadoes 1680-1991: A Chronology and Analysis of Events. St. Johnsbury, VE: Environmental Films, 1993, 1,326 pages.

Ludlum, David M. The American Weather Book. Boston: Houghton Mifflin Co., 1982.

— 90 Blanchard tally based on State/locality breakouts below. (We show IL/1; NOAA does not.)
— 89 NOAA EDS. Storm Data. Vol. 17, No. 1, Jan 1975.*
–15 IA, p. 4.
–5 Asphyxiation when home chimneys clogged with snow.
–2 Exposure
–3 Heart attacks
–5 Vehicular traffic accidents
— 2 MI, p. 6.
–1 Oakland County (just north of Detroit). Woman when tree fell on car.
–1 Washtenaw County. Motorcyclist blown off road and killed.
–35 MN, p. 6.
–14 “direct” deaths
–21 heart attack victims
–14 NE, indirectly attributable to storm, p. 6.
–12 ND, p. 7.
— 8 SD, p. 8.
–2 exposure (direct deaths)
–6 “storm related”
— 3 WI, p. 10.
–1 Manitowoc. Man killed when lumber driven by the wind hit him in the head.
–2 Milwaukee area. Exposure.
— 80 Schwartz and Schmidlin. “Climatology of Blizzards…” 2002, pp. 1765-1772.
— 70 Allsop, Harry. “Nemo: Top ten worst blizzards to hit the US.” Telegraph, UK, 2-8-2013.

*Blanchard note on NOAA’s Storm Data: Storm Data does not explicitly note that there were 89 storm or storm-related deaths. Rather the number is our addition of the loss of life attributable to the storm in each of the States notes above.

Summary of State Breakouts Summary of Causes of Death

Illinois ( 1) Asphyxiation and Carbon Monoxide Poisoning ( 3)
Iowa (15) Exposure to excessive natural cold/hypothermia (17)
Michigan ( 2) Heart Attacks shoveling snow; pushing cars (30)
Minnesota (35) Vehicular/Vehicular-Related, weather conditions ( 7)
Nebraska (14) Wind ( 2)
North Dakota (12) Other, not specifically identified (22)
South Dakota ( 8)
Wisconsin ( 3)

Total 90

Breakout of Winter Storm Fatalities by State and, when noted, Locality and Cause

Illinois ( 1)
— 1 Chicago. Male dies of exposure.

Iowa (15)
–15 NOAA EDS. Storm Data. Vol. 17, No. 1, Jan 1975, p. 4.
–5 Asphyxiation when home chimneys clogged with snow.
–2 Exposure
–3 Heart attacks
–5 Vehicular traffic accidents
–15 Blanchard tally from locality breakouts below.
–5 Asphyxiation/carbon monoxide poisoning.
–2 Exposure.
–2 Heart attacks shoveling or after shoveling snow.
–6 Vehicular or related, weather related.
Breakout of winter storm fatalities by locality and, when noted, cause.
— 2 Brooklyn, hwy. 6. Cars collide; slick road; James Kibbee, 20, and his wife Mary Kibbee, 17.
— 1 Coralville Reservoir area, US 218. Car skids out of control into truck; Debra Ann Angerer, 22.
— 1 Creston area. Two-truck collision; visibility hampered by blowing snow; Dwight Smith, 51.
— 1 Des Moines. Vehicular; Betty Elaine Shaw, 22.
— 1 Glidden, Jan 11. Heart attack after shoveling snow; Willard W. Bentley, 77.
— 3 Granville. Carbon monoxide poisoning; family of three, from heating system leak. (Portz)
— 1 Lohrville area? Exposure; car stuck in snow; tried walking to safety; Mike Monahan, 38.
— 1 Missouri Valley, Jan 10. Heart attack; delivering mail during blizzard; John Alexander, 62.
— 2 Rembrandt. Asphyxiation? Elderly couple found dead in their home. Peterson couple.
— 1 Spencer area. Exposure. Raymond Mayou, 42, on snowmobile rescue mission becomes lost.
— 1 Waterloo, Jan 10. Vehicular; hit while crossing street; poor visibility; Dwayne Boleyn, 47.

Michigan ( 2)
— 2 State. Evening Tribune, Albert Lea, MN. “Storms Kill More than 30.” 1-13-1975, p. 1.
— 2 “ NOAA EDS. Storm Data. Vol. 17, No. 1, Jan 1975, p. 6.
–1 Oakland County (just north of Detroit). Woman when tree fell on car.
–1 Washtenaw County. Motorcyclist blown off road and killed.
— 1 Detroit area. Woman killed when tree falls on car.

Minnesota (35)
— 35 State. Ludlum, David M. The American Weather Book. 1982, p. 7.
— 35 “ Minnesota Department of Natural Resources. Famous Winter Storms (webpage).
–14 deaths “in blizzard” –21 heart attacks
— 35 “ NOAA EDS. Storm Data. Vol. 17, No. 1, Jan 1975, p. 6.
–14 “direct” deaths –21 heart attack victims
— 35 “ Univ. of Minnesota. Famous Minnesota Winter Storms (Listed Chronologically).
–>34 “ Winona Daily News, MN. “34 deaths attributed to storm.” 1-20-1975, p. 4.
— 15 “ Press Telegram, Long Beach, CA. “Northeast snowbound; storm….” 1-15-1975, 9.
— 14 “ Blanchard tally of deaths noted by locality and cause below.
— 1 Alexandria area. Apparent heart attack, died awaiting ambulance led by snow plow.
— 1 Belle River, Jan 11. Apparent heart attack; snow hindered medical assistance; male, ~60.
— 1 Glenwood (rural), Pope County. “Storm-related” according to coroner; Palmer Haugen, 63.
— 1 Lake Mille Lacs fish house. Man, 74, heart attack, from Austin, MN. Arthur Matter.
— 1 Lafayette, Jan 11. Heart attack after shoveling snow; Werner Youngblom, 79.
— 2 Le Center. Two Young males, 19 and 21, asphyxiation in car nearly buried by snow.
— 2 Leonard, Jan 11. Exposure; 2 men abandoned car in ditch; tried walking to safety.
— 1 Moorhead, Jan 11. Apparent exposure; man found dead on street; Harm Ludemann, 66.
— 1 ~Motley, Jan 12. Apparent heart attack “exhausted…fighting…blizzard to…barn.” Man, 84.
— 1 Owatonna (rural), Jan 11. Exposure; walking to neighbor’s farm, became lost. Man, 70.
— 1 Waltham area, Jan 12. Exposure; car stuck in snow, tried walking to safety; Ernest Reimann, 59.
— 2 Willmar area, Jan 10. Mother, about 30, and son, 9, exposure, snowmobiling.

Nebraska (14)
–18 Associated Press. “Midwest Storm Claims 30.” Estherville Daily News, IA, 1-13-1975, p.3.
–16 Lincoln Star. “NE Nebraska Gets More Snow.” 1-16-1975, p. 22.
–14 Assoc. Press. “Worst blizzard in years leaves 14 dead.” Sidney Telegraph, NE, 1-13-1975, 6.
–14 NOAA EDS. Storm Data. Vol. 17, No. 1, Jan 1975, p. 6. (Indirectly attributable to storm.)
–13 Fairbanks News-Miner. “Last of blizzard drives temperatures in South down.” 1-14-1975, 3
–12 Press Telegram, Long Beach, CA. “Northeast snowbound; storm death toll…” 1-15-1975, 9
–10 State. Evening Tribune, Albert Lea, MN. “Storms Kill More than 30.” 1-13-1975, p. 1.
— 9 Blanchard tally of the locality and cause breakouts below.
Breakout of Nebraska winter storm and storm related deaths by locality and cause:
— 1 Columbus, Jan 14. Heart attack while shoveling snow from sidewalk; George Miller, 71.
— 1 Norfolk area. “…a motorist ran off an ice-slicked bridge near Norfolk.” John Szparage.
— 5 Omaha. Mills, J. (AP) “Five Omahans die in storm.” Beatrice Daily Sun, NE. 1-11-1975, 2.
–1 Apparent heart attack; collapsed outdoors; John P. Arent, 56.
–1 Cause not noted; I. H. Floersch, 69, death “believed to be storm-related.”
–1 Apparent heart attack while pushing car; Lawrence Sorensen, 58.
–1 Apparent heart attack while pushing car; Woodrow Rasmussen.
–1 Apparent exposure. Mrs. Maude Talbert, ~85, found dead in the snow outside home.
— 1 Omaha. Heart attack shoveling snow at home; Edward Henningsen (coroner determination).
— 1 St. Libory. Heart attack while walking through snow; Floyd Dean, 46.

North Dakota (12)
–12 NOAA EDS. Storm Data. Vol. 17, No. 1, Jan 1975, p. 7.
— 8 Fairbanks News-Miner. “Last of blizzard drives temperatures in South down.” 1-14-1975, 3
— 3 Bodies of three young men found Jan 16; car stalled, tried to walk to safety, got 3 miles.
— 1 Jamestown area. Woman, 33, found dead near abandoned automobile.

South Dakota ( 8)
— 8 Daily Inter Lake, Kalispell, MT. “Valley residents start to dig out from …” 1-13-1975, p. 1.
— 8 NOAA EDS. Storm Data. Vol. 17, No. 1, Jan 1975, p. 8.
–2 exposure (direct deaths)
–6 “storm related”
–1 “A ninth person is missing, presumably dead.”
— 8 NWS Sioux Falls, SD WFO. Big Weather Events of the 20th Century at Sioux Falls, SD.
— 6 Summit community. Asphyxiation; family home.
— 2 Sioux Falls area. Exposure; two young men/car buried in snowdrift/left car seeking safety.

Wisconsin ( 3)
— 3 NOAA EDS. Storm Data. Vol. 17, No. 1, Jan 1975, p. 10.
–1 Manitowoc. Man killed when lumber driven by the wind hit him in the head.
–2 Milwaukee area. Exposure.

Breakout of Causes of Death

Asphyxiation and Carbon Monoxide Poisoning
–5 IA. Asphyxiation when home chimneys clogged with snow.
–2 MN, Le Center. Two Young males, 19 and 21, asphyxiation in car nearly buried by snow.

Exposure (to excessive natural cold/hypothermia)
–1 IL, Chicago. Male dies of exposure.
–2 IA. Exposure.
–2 MN, Leonard, Jan 11. Exposure; 2 men abandoned car in ditch; tried walking to safety.
–1 MN, Moorhead, Jan 11. Apparent exposure; man found dead on street; Harm Ludemann, 66
–1 MN, Owatonna (rural), Jan 11. Exposure; walking to neighbor’s farm, became lost. Man, 70.
–1 MN, Waltham area, Jan 12. Exposure; car stuck in snow, tried walking to safety; Ernest Reimann, 59.
–2 MN. Willmar area, Jan 10. Mother, about 30, and son, 9, exposure, snowmobiling.
–1 NE. Apparent exposure. Mrs. Maude Talbert, ~85, found dead in the snow outside home.
–3 ND. Bodies of three young men found Jan 16; car stalled, tried to walk to safety, got 3 miles.
–1 ND, Jamestown area. Apparent exposure; woman, 33, dead near abandoned automobile.
–2 SD. Exposure (direct deaths).

Heart Attacks shoveling or after shoveling snow and pushing cars in snow
— 3 IA. Heart attacks
–21 MN. Heart attacks
— 1 NE, Columbus, Jan 14. Heart attack shoveling snow from sidewalk; George Miller, 71.
— 1 NE. Apparent heart attack; collapsed outdoors; John P. Arent, 56.
— 1 NE. Apparent heart attack while pushing car; Lawrence Sorensen, 58.
— 1 NE. Apparent heart attack while pushing car; Woodrow Rasmussen.
— 1 NE, Omaha. Heart attack shoveling snow; Edward Henningsen (coroner determination).
— 1 NE, St. Libory. Heart attack while walking through snow; Floyd Dean, 46.

Vehicular/Vehicular-Related (due to weather conditions)
–5 IA. Vehicular traffic accidents
–1 MI, Washtenaw County. Motorcyclist blown off road and killed. (wind double listed)
–1 NE, Norfolk area. “…a motorist ran off an ice-slicked bridge near Norfolk.” John Szparage

Wind
–1 MI, Oakland County (just north of Detroit). Woman when tree fell on car.
–1 MI, Washtenaw County. Motorcyclist blown off road and killed. (vehicular double listed)

Other
–7 MN (direct). Were 14 “direct” deaths, seven of which we have been able to identify.
–1 NE. Cause not noted; I. H. Floersch, 69, death “believed to be storm-related.”
–8 ND. “Direct,” though cause not noted – would appear to all be exposure.
–6 SD. Indirect “storm related,” though cause not specified.

Narrative Information

Illinois

NOAA EDS Storm Data: “Illinois…Whole state…[Jan] 10 eveing-11 afternoon…Wind, heavy rain. An intense winter storm passing along the northern Great Lakes whipped strong, steady winds across the state the evening of the 10th and into the 11th. Downed trees, broken tree limbs, shattered glass, torn shingles, and snapped power lines were common throughout Illinois as wind gusts of 40 to 65 miles an hour lashed the state….” (NOAA EDS Storm Data. V17, N1, Jan 1975, p. 4.)

Iowa

NOAA EDS Storm Data: “Iowa. Northwest third of State. [Jan] 10 early a.m.-12 early a.m. Severe blizzard. An intense low pressure system moved nearly straight northward from SC Iowa to SE Minnesota producing severe blizzard over NW one third of State. Snow amounts of 8 to 15 inches were accompanied by wind gusts to 75 mph, and falling temperatures. Snow drifted into 20 foot drifts completely paralyzing the area. Thousands of motorists were stranded. The human deaths resulted from exposure…, 5 due to asphyxiation when home chimneys clogged with snow, 5 due to traffic accidents and 3 due to heart attacks. Livestock losses were substantial – estimated 15,000 cattle, 15,000 hogs, 1,500 sheep and 70,000 chickens. Dollar value of livestock losses es6timated in excess of $20 million. The Governor requested that 40 northwest counties be declared Federal disaster areas.” (NOAA EDS Storm Data. V17, N1, Jan 1975, p. 4.)

Kansas

NOAA EDS Storm Data: “Kansas. Northcentral, Portions Northeast. [Jan] 10…Heavy Snow, Wind. A severe winter snow storm with northerly winds in excess of 45 miles per hour caused considerable blowing and drifting snow along a 75 to 100 mile wide band from Hiawatha to Concordia to Hunter to Great Bend. Snow depths of 6 to 9 inches were common in the central core while 3 to 5 inches were reported elsewhere in the area. Temperatures were generally in the 20s at the height of the storm. Numerous automobile accidents and a number of minor injuries were reported. Some highways, as well as county roads, were closed as a result of drifting snow.” (NOAA EDS Storm Data. V17, N1, Jan 1975, p. 4.)

NOAA EDS Storm Data: “Michigan. Entire State. [Jan] 10 evening – 11 midday…Wind. Woman killed in Oakland Co. when tree fell on car. Motorcyclist blown off road and killed in Washtenaw Co. 28 of the 38 injured persons were in mobile homes. 22 aircraft and 13 boats torn from moorings. Storm surge caused flooding on east and north shores of Lake Michigan, erosion on east shore, and ice jam at north end of Green Bay. Many buildings and vehicles damaged. Extended period of power outage required use of emergency shelters in northern Lower Peninsula.” (NOAA EDS Storm Data. V17, N1, Jan 1975, p. 6.)

Minnesota:

Ludlum: “Minnesota’s ‘Storm of the Century’: severe blizzard moved from south to north; barometer sank to 28.55 in…at Duluth; wind chill from -50⁰ to -80⁰F…; deepest snowfall 23.5 in (60 cm); 35 storm-related deaths.” (Ludlum. The American Weather Book. 1982, p. 7.)

MN DNR: “Jan 10-12, 1975, perhaps one of the worst blizzards and strongest storms. Closed most roads in the state, some for 11 days, 20 ft drifts. One to two feet of snow, train stuck at Willmar, 15,000 head of livestock lost. Many low barometric pressure records set (28.55 at Duluth), winds to 80 mph, storm intensified over the state, 14 people died in blizzard, and 21 more from heart attacks.” (Minnesota Department of Natural Resources. Famous Winter Storms (webpage).)

NOAA EDS Storm Data: “Minnesota. Statewide. [Jan] 10-12…Severe Blizzard. The ‘Severe Blizzard’ was associated with a strong low pressure system that moved eastward across Kansas and Northern Oklahoma, Thursday the 9th, reaching Northeastern Missouri, daybreak, Friday the 10th. During day storm center curved sharply to the north-northeast deepening rapidly and intensifying as it moved over Eastern Iowa towards Southeastern Minnesota. By 7PM CST on the 10th storm’s center had reached Rochester, Minnesota area where new low pressure record of 28.635″ was set. At 10:15PM storm center passed just east of Minneapolis/St. Paul establishing new low pressure record of 28.62″. The center accelerated northward reaching the Duluth line at 2:05AM CST Saturday the 11th. Duluth set new all time low pressure record of 28.55″ and a new low record for the State. Storm center reached Canadian Border near Basswood Lake at about 5:30AM, Saturday the 11th.

“New snow of 3 to 6 inches had fallen on the 9th in a 100-mile wide band across Minnesota from the Southwest to the Northeast. This snow began blowing and drifting in the Southwest on morning of 10th and developed into full blizzard conditions with new heavy snowfall during afternoon spreading north and east to reach Fargo/Mankato line by 6:00PM – the Duluth/Twin Cities/Austin line by Midnight and over remaining sections of extreme Southeast and extreme Northeast within next 3 hours. The blizzard continued over all sections of State during 11th with winds of 30 to 50 MPH. Drifts up to 20 feet high developed in heavy snowfall areas of West Central, Central, and South Central northward through Central sections into Canada paralyzing activity. 12″ to 23″ of new snow was measured. Drifts elsewhere in state closed most all roadways – snow plowing ceased due to zero visibility and uncontrollable drifting. Most sections only snowmobiles able to move. Numerous sustained power outages across state, particularly in rural sections. Thousands were stranded. 168 trapped in train at Willmar; 6,000 homes without power Western Twin Cities.

“Temperatures dropped 25⁰ to 35⁰ from noon of 10th to noon of 11th. By nightfall of 11th readings were -15⁰ to -2⁰ northwest to southeast. Wind-chill readings averaged 50⁰ to 30⁰ below. Blizzard conditions started easing southeast by daybreak of 12th and finally ended northeast after nightfall.

“Thirty-five (35) deaths occurred during period of storm; 14 were directly related and 21 were heart attack victims. Livestock losses near 15,000 head; poultry 100,000; 140 farm buildings damaged or destroyed; total losses in excess of $14,000,000. Wild life losses moderate to heavy. Additional losses: $3,900,000 to private homes and businesses; $2,400,000 for snow control and removal. It took 11 days to clear some areas. American Red Cross provided food or shelter for 16,672 people.

“This Blizzard of 1975 now ranked as ‘Storm of the Century’ for Minnesota. National Weather Service Winter Storm Watches from Minneapolis/St. Paul were posted 2 days before storm hit; Blizzard Warnings were issued 8 to 14 hours in advance of its onset.” (NOAA EDS Storm Data. V17, N1, Jan 1975, p. 6.)

Missouri

NOAA EDS Storm Data: “Missouri. Statewide. [Jan] 9-10…Blizzard, Flooding and Flash Flooding, Sev. Thunderstorm. A major storm system moved through the area causing a variety of weather across the state. Extreme northwestern Missouri was on the southern edge of one of the worst winter storms in recent years. Six to eight inches of snow fell and was whipped by forty to fifty mile per hour winds to drifts up to waist deep….” (NOAA EDS Storm Data. V17, N1, Jan 1975, p. 6.)

Nebraska

NOAA EDS Storm Data: “Nebraska. Eastern Quarter of the State…[Jan] 10…Early morning to Late Evening…Blizzard. Heavy snow ranging from 4 to 19 inches accompanied by gusty winds up to 60 m.p.h. caused blowing snow with drifts ranging from 4 to 12 feet high and locally visibilities of less than 1/8 of a mile across the eastern one-fourth of the state. Path of the storm was southwest to northeast and heaviest amounts fell over a 100 mile wide band from Hebron, Beatrice, Pawnee City northeast through Nebraska City, Omaha and Sioux City. Outside this area in the extreme southeast corner 1 to 3 inches fell. One-hundred miles west and north of the main path snow of 1 to 3 inches fell. The western two-thirds received traces or no snow at all. Throughout the 100 mile wide path of heaviest snowfall hundreds of cars were stalled with numerous auto accidents mostly of fender bender variety. Businesses and schools were closed. Thousands of people were unable to reach home, most of whom were able to find shelter in business establishments or homes close by. Most principle and secondary highways were closed with the main arteries mostly open to at least one lane traffic in about 36 hours. There were fourteen deaths reported indirectly attributable to the storm. Livestock losses in Nebraska were minimal.” (NOAA EDS Storm Data. V17, N1, Jan 1975, p. 6.)

North Dakota

NOAA EDS Storm Data: “North Dakota. State. [Jan] 10-11…12 [killed]…Blizzard. Storm center developed over Southern Plains moving northward through upper Mississippi Valley. Over 10 inches of snow fell in eastern portions of state to around one inch in western sections.

“Very cold arctic air surged southward from Canada intensifying winds to over 60 mph, dropping wind chills to lower than 70 degrees below Zero and reducing visibilities to near Zero in blowing snow. Drifts as high as 10 feet in eastern and central portions of state. Travel and business at complete standstill…” (NOAA EDS Storm Data. V17/N1, Jan 1975, p. 7.)

South Dakota

NOAA EDS Storm Data: “South Dakota…[Jan] 10 afternoon [to] 12 morning. Counties East of the Missouri River…8 [killed]…Severe Blizzard. A storm centered in eastern Kansas early Friday, intensified rapidly and moved northeastward across northwest Missouri, central Iowa into western Wisconsin. Snow began to fall Friday before noon. In the eastern portion of the state, the winds increased blizzard conditions by 6 PM and severe blizzard conditions by midnight. These severe conditions continued through Saturday ending Sunday about noon. The temperatures dropped to eight below zero by mid-day Saturday. The sub-zero temperatures combined with the strong winds resulted in chill factors of approximately 70 below zero. Many cars stalled on the highways because of poor visibility, icy roads and blowing and drifting snow. Eight persons lost their lives, two as a result of exposure, the others storm related. A ninth person is missing, presumably dead. The immediate cattle loss is estimated at 7,500 with another 2,500 to be destroyed as a result of exposure. The sheep loss is being estimated at approximately 2,000, hogs at 1,700 and poultry at more than 4,100. This storm is considered by many long time residents as the worst blizzard of this century. During this blizzard, a 2,000 foot radio and TV antenna just east of Sioux Falls, collapsed.” (NOAA EDS Storm Data. V17/N1, Jan 1975, p. 8.)

Wisconsin

NOAA EDS Storm Data: “Wisconsin. Entire State. Late 10th & 11th…3 [killed]…Wind Storm. An extremely intense low pressure system, the center of which passed through western and extreme northwest Wisconsin, caused very strong winds throughout the state. Considerable damage was reported statewide, including numerous power failures from downed power lines, large trees and signs blown down, along with damage to various structures. Wind damage was most extensive over the southeastern half of Wisconsin. Sustained winds were averaging around 50 MPH with frequent gusts into the 60 to 70 MPH range. Highest measured winds in gusts were 77 MPH reported by Wisconsin Power and Light at Eldorado in Fond Du Lac County….One death occurred in Manitowoc as a piece of lumber driven by the wind hit a man in the head. Two people died of exposure in the Milwaukee area as winds and falling temperatures developed on the 11th.” (NOAA EDS Storm Data. V17/N1, Jan 1975, p. 10.)

Sources

Allsop, Harry. “Nemo: Top ten worst blizzards to hit the US.” Telegraph, UK, 2-8-2013. Accessed 2-13-2013: http://www.telegraph.co.uk/news/worldnews/northamerica/usa/9859086/Nemo-Top-ten-worst-blizzards-to-hit-the-US.html

Associated Press. “6 Killed In Mishaps.” Cherokee Daily Times, IA. Jan 11 & 13, 1975, p. 3. Accessed 10-20-2021 at: https://newspaperarchive.com/cherokee-daily-times-jan-11-1975-p-3/

Associated Press. “At Least Nine Dead In Midwest Blizzard.” Cedar Rapids Gazette, IA. 1-12-1975, p.1. Accessed 10-20-2021 at: https://newspaperarchive.com/cedar-rapids-gazette-jan-12-1975-p-1/

Associated Press. “Blizzard Death Toll Reaches 15.” Albert Lea Tribune, MN. 1-14-1975, p. 2. Accessed 10-21-2021 at: https://newspaperarchive.com/albert-lea-evening-tribune-jan-14-1975-p-2/

Associated Press. “Blizzard Victim.” Estherville Daily News, IA. 1-14-1975, p. 3. Accessed 10-21-2021 at: https://newspaperarchive.com/estherville-daily-news-jan-14-1975-p-3/

Associated Press. “Find Iowa couple asphyxiated.” Creston News Advertiser, IA, 1-15-1975, p. 12. Accessed 10-21-2021 at: https://newspaperarchive.com/creston-news-advertiser-jan-15-1975-p-24/

Associated Press. “Iowa Due For More Snow.” Fairfield Ledger, 1-13-1975, p. 10. Accessed 10-20-2021 at: https://newspaperarchive.com/fairfield-ledger-jan-13-1975-p-10/

Associated Press. “Midwest blizzard leaves 50 dead.” Creston News Advertiser, IA. 1-13-1975, p1. Accessed 10-20-2021 at: https://newspaperarchive.com/creston-news-advertiser-jan-13-1975-p-1/

Associated Press. “Midwest Storm Claims 30.” Estherville Daily News, IA, 1-13-1975, p.3. Accessed 10-21-2021 at: https://newspaperarchive.com/estherville-daily-news-jan-13-1975-p-3/

Associated Press. “Storm called state’s worst.” The Pioneer, Bemidji, MN. 1-13-1975, p. 1. Accessed 10-21-2021 at: https://newspaperarchive.com/bemidji-pioneer-jan-13-1975-p-1/

Associated Press. “Worst blizzard in years leaves 14 dead.” Sidney Telegraph, NE, 1-13-1975, 6. Accessed 10-21-2021 at: https://newspaperarchive.com/sidney-telegraph-jan-13-1975-p-6/

Beatrice Daily Sun, NE. “Five Omahans die in storm.” 1-11-1975, p. 2. Accessed 10-20-2021 at: https://newspaperarchive.com/beatrice-daily-sun-jan-11-1975-p-2/

Carroll Daily Time Herald. “Carroll Area Digs Out After Record Blizzard.” 1-13-1975, p. 1. Accessed 10-21-2021 at: https://newspaperarchive.com/carroll-daily-times-herald-jan-13-1975-p-1/

Cedar Rapid Gazette, IA. “Highway Mishaps Fatal to Four Eastern Iowans.” 1-11-1975, p. 1. Accessed 10-20-2021 at: https://newspaperarchive.com/cedar-rapids-gazette-jan-11-1975-p-1/

Daily Inter Lake, Kalispell, MT. “Valley residents start to dig out from cold, snowy weekend.” 1-13-1975, 1. Accessed 10-22-2021 at: https://newspaperarchive.com/kalispell-daily-inter-lake-jan-13-1975-p-1/

Daily Journal, Fergus Falls, MN. “Blizzard one of worst this century.” 1-11-1975, p. 1. Accessed at: http://newspaperarchive.com/fullpagepdfviewer?img=74722912&sterm

Des Moines Register, IA. “Weather…continued from Page One.” 1-12-1975, p. 7. Accessed 10-21-2021 at: https://newspaperarchive.com/des-moines-register-jan-12-1975-p-7/

Evening Tribune, Albert Lea, MN. “Storms Kill More than 30.” 1-13-1975, p. 1. Accessed at: http://newspaperarchive.com/fullpagepdfviewer?img=34580026&sterm

Fairbanks Daily News-Miner, AK. “Last of blizzard drives temperatures in South down.” 1-14-1975, p. 3. At: http://newspaperarchive.com/fullpagepdfviewer?img=78188494&sterm

Leader-Times, Kittanning, PA. “Midwestern Farmers Again Weather Victims.” 1-16-1975, p. 4. Accessed at: http://newspaperarchive.com/fullpagepdfviewer?img=88747107&sterm

Le Mars Daily Sentinel. “Late Bulletin.” 1-14-1975, 1. Accessed 10-21-2021 at: https://newspaperarchive.com/lemars-daily-sentinel-jan-14-1975-p-1/

Le Mars Daily Sentinel, IA. “Granville family of three found dead after storm.” 1-15-1975, p. 1. Accessed 10-20-2021 at https://newspaperarchive.com/lemars-daily-sentinel-jan-15-1975-p-1/

Lincoln Star. “NE Nebraska Gets More Snow.” 1-16-1975, p. 22. Accessed 10-21-2021 at: https://newspaperarchive.com/lincoln-star-jan-16-1975-p-22/

Lincoln Star, NE. “Norfolk Man Dies In Crash.” 1-11-1975, p. 9. Accessed 10-21-2021 at: https://newspaperarchive.com/lincoln-star-jan-11-1975-p-9/

Ludlum, David M. The American Weather Book. Boston: Houghton Mifflin Co., 1982.

Minnesota Department of Natural Resources. Famous Winter Storms (webpage). Accessed 10-20-2021 at: https://www.dnr.state.mn.us/climate/summaries_and_publications/winter_storms.html

National Oceanic and Atmospheric Administration, Environmental Data Service. Storm Data. Vol. 17, No. 1, January 1975. Asheville, NC: NOAA EDS. Accessed 10-20-2021 at: https://www.ncei.noaa.gov/pub/orders/IPS/IPS-42157385-9EFD-4FA8-913E-C7704B449466.pdf

National Weather Service, Sioux Falls, SD Weather Forecast Office. Big Weather Events of the 20th Century at Sioux Falls, SD (webpage). Accessed 10-22-2021 at: https://www.weather.gov/fsd/20thcentury

Post-Crescent, Appleton, WI. “Blizzard hammers nation’s midsection.” 1-12-1975, 1. Accessed at: http://newspaperarchive.com/fullpagepdfviewer?img=17674367&sterm

Press Telegram, Long Beach, CA. “Northeast snowbound; storm death toll mounts in Midwest.” 1-15-1975, p. 9. At: http://newspaperarchive.com/fullpagepdfviewer?img=46521362&sterm

Schwartz, Robert M. and Thomas W. Schmidlin. “Climatology of Blizzards in the Conterminous United States, 1959–2000.” Journal of Climate, Vol. 15, Issue 13, July 2002, pp. 1765-1772. Accessed at: http://ams.allenpress.com/perlserv/?request=get-document&doi=10.1175%2F1520-0442(2002)015%3C1765%3ACOBITC%3E2.0.CO%3B2

Spirit Lake Beacon, IA. “Blizzard Is An Iowa Word.” 1-16-1975, p. 1. Accessed 2-14-2013 at: http://newspaperarchive.com/fullpagepdfviewer?img=102755547&sterm=storm+death

The Pioneer, Bemidji, MN. “Two deaths reported – Bemidji area digs out.” 1-13-1975, p. 1. Accessed 10-21-2021 at: https://newspaperarchive.com/bemidji-pioneer-jan-13-1975-p-1/

Times Herald, Carroll, IA. “Brother of Randy Olson Dies in Storm.” 1-17-1975, p. 2. At: http://newspaperarchive.com/fullpagepdfviewer?img=134102601&sterm=storm

United Press International. “May snow Wednesday.” Columbus Telegram, 1-14-1975, p. 1. Accessed 10-21-2021 at: https://newspaperarchive.com/columbus-telegram-jan-14-1975-p-1/

University of Minnesota. Famous Minnesota Winter Storms (Listed Chronologically). Accessed 1-26-2009 at: http://climate.umn.edu/doc/historical/winter_storms.htm

Winona Daily News, MN. “34 deaths attributed to storm.” 1-20-1975, p. 4. Accessed 2-14-2013 at: http://newspaperarchive.com/fullpagepdfviewer?img=62436390&sterm

Winona Daily News, MN. “Blizzard called ‘storm of the century.’” 1-13-1975, p. 3. Accessed at: http://newspaperarchive.com/fullpagepdfviewer?img=75711116&sterm

–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