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–8 Aviation Safety Network. Crane Co. Lockheed Ventura crash near Jeffersonville, IN, 5-15-1956 –8 Civil Aeronautics Board. Accident Investigation Report. Crane Co. crash near Jeffersonville. Narrative Information Civil Aeronautics Board. Accident Investigation Report (File No. 2-0017) on N 64001: “The Accident “A Lockheed PV-1, N 64001, owned and operated by the Crane Company, crashed near Jeffersonville, Indiana, on May 15, 1956, about 10:38. All eight occupants – six passengers and two pilots – were killed and the aircraft was destroyed by impact. Fire did not follow. “History of the Flight “The flight was for the purpose of transporting six Crane officials from Chicago, Illinois, to Louisville, Kentucky, to attend a business convention. Departure was from O’Hare-Chicago International Airport on a VFR [Visual Flight Rule] flight plan (changed en route to IFR [Instrument Flight Rules)] with the Crane Company’s Chief Pilot Randolph A. Mulherin in command, and Robert H. Robinette, also a Crane pilot, as copilot…. “Shortly after takeoff the pilot gave a routine report to the Chicago radio of his time off as 0908 and his estimated elapsed flight time as one hour and 20 minutes….Other radio contacts followed as the flight progressed, the final one being at 1034 over the Jeffersonville intersection. An approach was then started from that point to the Standiford Airport, 6-9/10 miles distant. During this approach the aircraft struck trees and crashed at a point one-half mile north of the Jeffersonville intersection…. “Investigation “….Testimony of witnesses….varies considerably and is without full consensus. But from it some strong probabilities emerge. First, the engine (s) noise did not sound normal, but was variously described as irregular, labored, or as if backfiring. Second, the aircraft was extremely low, described as just above the trees, twice the height of a silo, etc., just before the crash. The left engine, although described by one witness as stopped, was later found not to be damaged internally, and therefore was free to windmill. Just prior to impact, the aircraft’s speed was low and decreasing with the nose up. The final dive into the ground was abrupt and steep. The private pilot did not see but only heard the aircraft. He deduced, from the change in sound, that during a 360-degree turn, which was made in the general area where a left procedure turn would normally be made, one engine stopped firing and the other ‘….began terrific labor….’ “At the time of this accident Pilot Mulherin had a total on nine PV-1 flight hours, all in the subject aircraft. This nine hours included his rating checkflight with a CAA inspector, which he passed satisfactorily. “Analysis “The final message from the aircraft was at 10:34, four minutes before the crash, and gave no inkling of trouble…. “It appears that after starting the instrument approach…the left engine lost all but idling power. The left carburetor idle control valve linkage fork must have suddenly become disconnected, without warning, at this time. It would normally be at about this time that power changes (throttle movements) would be made and the aforementioned bolt could then have come out. What may well have happened is that Pilot Mulherin changed throttle settings, experienced a sharp yaw to the left due to windmilling of the left propeller, spent the next several seconds trimming the aircraft to offset the resulting drag, and then attempted to determine the trouble. During this short and critical period, to continue with the premise, and at low altitude, the speed of the aircraft continually decreased until control was lost as it struck trees and then dived into the ground…. “As mentioned under Investigation…erratic engine operation and loss of power when flying through rain sometimes occurs and may have occurred to the right engine in this instance. This condition can be minimized by the use of carburetor heat which in effect furnishes, to some degree, sheltered air. In this instance, if such were occurring, it is hardly understandable why the use of carburetor heat was not resorted to. “When the idle mixture linkage became disconnected it appears reasonable to assume that the resultant leaning effect could very well cause erratic sounding engine operation, particularly if throttle movement was resorted to by the pilot in an attempt to restore power. “The fact that the left propeller was not feathered is resolved around two possibilities: One, that a malfunction in the system existed prior to the accident and impact damage precluded any functional testing of the system; and two, that the flight crew did not recognize the need to feather the propeller since the left powerplant instrumentation indicated a near normal engine operation. “Mulherin, although a pilot of long and diversified experience and fine reputation, was nevertheless relatively inexperienced with th subject airplane. The large, open field directly and immediately ahead of the crash site suggests that he may have made an attempt to reach it in lieu of the airport. “Findings …. “2. Pilot Mulherin was relatively inexperienced with the subject model aircraft. “3. The left engine suddenly lost all power because of a disconnected carburetor control. “4. The left propeller was found not feathered. “5. Examination of the right engine revealed no significant defect. “6. Altitude could not be maintained and the aircraft struck high trees and then plunged steeply to the ground. “Probable Cause “The Board determines that the probable cause of this accident was a critical loss of altitude, due to a complete power loss from the left engine and the drag of its windmilling propeller.” Sources Aviation Safety Network, Flight Safety Foundation, Database. Crane Co. Lockheed Ventura crash on approach to airport, near Jeffersonville, IN, 5-15-1956. Accessed 7-6-2023 at: https://aviation-safety.net/database/record.php?id=19560515-4 Civil Aeronautics Board. Accident Investigation Report. The Crane Company, Lockheed PV-1, N 64001, Near Jeffersonville, Indiana, May 15, 1956. CAB File No. 2-0017, Released: February 21, 1957. Accessed 7-5-2023 at: https://www.google.com/books/edition/Accident_Investigation_Report/R_56hjkiZ5IC?hl=en&gbpv=1&dq=File+No.+2-0017&pg=PA1&printsec=frontcover

–25 Alabama Department Of Archives & History. This Week in Alabama History.
–25 Assoc. Press. “Birmingham Tornado Claims 25th Victim.” Decatur Daily, AL. 4-30-1956, 1
–25 Grazulis. Significant Tornadoes 1680-1991. 1993, p. 996.
–25 NCDC/NOAA. Event Record Details, Tornado, Alabama, 15 Apr 1956, Jefferson County
–25 National Weather Service WFO Birmingham AL. Alabama Tornado Database.

Narrative Information

Grazulis: “AL APR 15, 1956 1500 25k 200inj 300y 20m F4. JEFFERSON [county] — Moved NE, devastating McDonalds Chapel. About 400 buildings were damaged or destroyed. Most of the homes were of very poor construction; many were swept completely away, in F5 fashion. A few larger homes were also leveled. $1,500,000.” (Grazulis. Significant Tornadoes. 1993, 996.)

NWS Weather Forecast Office, Birmingham, AL: Seven communities sustained damage, principally Pleasant Grove, McDonald Chapel, and Trussville. (National Weather Service Weather Forecast Office, Birmingham AL. Alabama Tornado Database.)

Newspapers

April 16, AP: “Birmingham (AP) – a grim search for additional bodies went on today in the wreckage of homes in which 21 dead tornado victims already have been found. The terrible winds blew 100 homes to bits, mostly in the barren wills west of the heavy industrial areas of Ensley and Pratt City. Injured numbered more than 200. And another 200 or so homes were damaged. Six whites and 15 Negroes were known dead. Many other persons were missing, but families became separated during the Sunday afternoon storm and there was no definite indication as to how many might be still in the wreckage.

“Most of the dead and injured were at McDonald’s Chapel, a suburb of 3,000 population just outside the northwestern city limits. Winds also flailed Sandusky, New Georgia and Sayreton, other suburban areas. Fire engines joined the confusion at McDonald’s Chapel when fire broke out in some of the ruined houses.

“Approximately 150 persons were admitted to Birmingham hospitals. Some were treated and released but most ere confined for treatment. Roscoe Whatley, a Red Cross official, said an emergency ward had been set up in a union hall in Ensley, an industrial suburb, where 30 of the less seriously injured were admitted.

“The awesome roar of the approaching storm gave sufficient warning for many to take shelter before their houses were blown to splinters….

“Most of the dead were found in wreckage left in the wake of the storm. Mrs. Betty Duncan, 30, lay with her 3-year-old son Rodney in her arms and Melvin Duncan, 8, sprawled nearby. All three were dead….” (Associated Press. “Tornado In Birmingham Is Fatal To 21; Wide Damage Reported In County Strikes.” Anniston Star, AL. 4-16-1956, p. 2.)

April 18, AP: “Birmingham (AP) – The task of rebuilding amid the ruins left by a tornado which killed 22 and made 1,113 homeless was underway today. With Red Cross and other help already promised, homeowners in five shattered communities north and west of Birmingham surveyed wrecked houses for salvageable material. Rebuilding costs may run into the millions of dollars, according to preliminary surveys. The Red Cross estimated 166 homes destroyed and 57 receiving lesser damage. Damage to business buildings scattered through the rural communities added to the toll. The homeless were quartered in schools, union halls and churches until better living quarters can be found for them.

“National Guard troops still patrolled the stricken are to protect against pillaging. Passes were required to enter McDonald Chapel, where the twister centered its fury….” (AP. “Tornado Areas Begin Rebuilding. Death Toll 22; Homeless Tally More Than 1,000.” Decatur Daily, AL. 4-17-1956, p.1.)

April 19, AP: “Birmingham (AP) – Coroner Joe L. Hilderbrand, as an aftermath of the tornado which resulted in 23 deaths here during the weekend, wants to set up a county morgue. The county officials suggests that all unidentified bodies should be brought to a central location, such as the morgue he advocates. That, he thinks, would speed up identification. Instead of spending many hours going from one funeral home to another, relatives could make one trip to one place. County Commission President W. D. Kendrick told Hilderbrand he wanted more information on the need for a cunty morgue before presenting the matter to the full commission for action. Victims of the tornado were taken to various funeral homes by the ambulance drivers who picked them up. Identification was slow and uncertain.” (Associated Press. “Tornado Causes Request For County Morgue.” Decatur Daily, AL. 4-19-1956, p.4.)

April 21, UP: “Birmingham (UP) – A 6-year-old Negro girl died of injuries yesterday [20th], the 24th death caused by the killer tornado that smashed this city’s western fringe last Sunday. Beverly Spencer died at West End Baptist Hospital yesterday afternoon. She had been in critical condition since the violent twister tore here home from over her head at Stacey Hollow about 3 p.m. Sunday.”
(United Press. “Death Of Child Raises Tornado Toll To 24.” Anniston Star, AL. 4-21-1956, p. 2.)

April 30, AP: “Birmingham (AP) – The 25th victim of the tornado which struck near Birmingham, April 15 died yesterday. He was Lijah M. Brooks, 68-year-old retired steelworker. Brooks was at home ill when the storm struck McDonald’s Chapel, destroying his residence and injuring him and his wife, the latter only slightly.

“The twister injured 200 persons and left more than 1,100 [homeless] in a cluster of rural communities west and north of Birmingham.” (Associated Press. “Birmingham Tornado Claims 25th Victim.” Decatur Daily, AL. 4-30-1956, p. 1.)

Sources

Alabama Department of Archives & History. This Week in Alabama History. Accessed 4-6-2009 at: http://archives.state.al.us/thisweek/index.html#May

Associated Press. “Birmingham Tornado Claims 25th Victim.” Decatur Daily, AL. 4-30-1956, p. 1. Accessed 3-24-2023 at: https://newspaperarchive.com/decatur-daily-apr-30-1956-p-1/

Associated Press. “Tornado Areas Begin Rebuilding. Death Toll 22; Homeless Tally More Than 1,000.” Decatur Daily, AL. 4-17-1956, p. 1. Accessed 3-24-2023 at: https://newspaperarchive.com/decatur-daily-apr-17-1956-p-1/

Associated Press. “Tornado Causes Request For County Morgue.” Decatur Daily, AL. 4-19-1956, p.4. Accessed 3-24-2023 at: https://newspaperarchive.com/decatur-daily-apr-19-1956-p-4/

Associated Press. “Tornado In Birmingham Is Fatal To 21; Wide Damage Reported In County Strikes.” Anniston Star, AL. 4-16-1956, p. 2. Accessed 3-24-2023 at: https://newspaperarchive.com/anniston-star-apr-16-1956-p-1/

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

National Climatic Data Center. Event Record Details, Tornado, Alabama, 15 Apr 1956, Jefferson County. NCDC, NOAA, Department of Commerce. Accessed 2-3-2009 at: http://www4.ncdc.noaa.gov/cgi-win/wwcgi.dll?wwevent~ShowEvent~94

National Weather Service Forecast Office, Birmingham, AL. Alabama Tornado Database. NWS/NOAA. Accessed 1-4-2009 at: http://www.srh.noaa.gov/bmx/tornadoes/mainlist2.php

United Press. “Death Of Child Raises Tornado Toll To 24.” Anniston Star, AL. 4-21-1956, p. 2. Accessed 3-24-2023 at: https://newspaperarchive.com/anniston-star-apr-21-1956-p-2/

–6 AP. “Court Findings in Marine Case Due This Week.” Florence Morning News, SC. 4-18-1956, 5.
–6 Lauderdale. “The Parris Island recruit’s march into Ribbon Creek…almost killed…Marine Corps.” 9-25-2020.
–6 Logansport Pharos-Tribune, IN. “Marine Corps League Defends Boot Training.” 9-1-1956, 11.
–6 United Press. “Six Marines Die at Parris Island.” Lowell Sun, MA. 4-10-1956, p. 1.

Narrative Information

Lauderdale: “Parris Island drill instructor Matthew McKeon meant to instill discipline in his platoon when he led it into the chilly waters of Ribbon Creek. But six recruits drowned, and the incident ended up instilling discipline in the U.S. Marine Corps. In the century that young “boots” have been training for war on Parris Island, the moonless night of April 8, 1956, still stands as the dividing line between the old and the new Corps.

“Staff Sgt. McKeon knew precious little about the Lowcountry creek behind the rifle range — its rushing tide, slippery shores, boot-sucking bottom, and deep drop-off. But he knew that Marine Corps discipline was lacking in his Platoon 71. The recruits had embarrassed him earlier in the day when another drill instructor called them slackers. A “field day” of routine punishment — cleaning the barracks from top to bottom — didn’t seem to work. A recruit went back for seconds in the chow hall that evening and McKeon felt he gave him some lip about it.

“At 8:15 p.m., McKeon lined up 75 young men in their sixth week of training and marched them to the creek. This, he thought, would help restore order. As the columns moved from the soft marsh into the creek, McKeon went in first. Boots filled with water, the ebb tide pulled swiftly out, water rose from waists to armpits, the bottom dropped off abruptly, some of them could not swim and panic erupted. Recruits grabbed onto one another. McKeon got one flailing recruit ashore, but not all. After hours of uncertainty, it was clear that six recruits did not make it out of Ribbon Creek alive, and the U.S. Marine Corps was in deep trouble.

“Newspaper and magazine writers swarmed into Beaufort. Their stories zeroed in on training methods used at the boot camp. They focused on reports that McKeon had a few shots of vodka earlier in the day, and he was portrayed as a drunken beast.

“The commandant of the Marine Corps flew in on Monday, saying the sergeant would be punished to the fullest extent of the law.

“Also that day, Beaufort County Sheriff J. Ed McTeer furnished dragging equipment and assisted in getting Rutledge Elliott’s shrimp boat to drag the creek. Five bodies were recovered. On Tuesday, a drill instructor with diving experience recovered the sixth body in a hole of water about 15 feet deep.

“On Thursday, memorial rites for the six young recruits, ages 17 to 20, were held on Parris Island. One mother attended. Plans for full military funerals were canceled in response to the wishes of close relatives that the bodies be returned home as quickly as possible.

“A court of inquiry was quickly assembled. McKeon would face four charges, the most serious being culpable negligence resulting in death, and oppression…. It was quickly apparent that McKeon wasn’t the only one on trial. The Corps itself and the techniques of its drill instructors also hung in the balance. ‘It was a tragedy,’ said John C. Stevens III of Beaufort, whose book on the incident was published in 1999. ‘It took the loss of six lives to save the Marine Corps from itself.’

“Emile Zola Berman, an erudite and media-savvy attorney from New York City, came to defend McKeon at no charge. He was able to portray McKeon as a respected Marine and war veteran. Berman announced he would expose a history of abuse in recruit training by calling a large number of former DIs. He would show that hazing and beatings called ‘thumping’ — even ‘river walks’ — were common tools for some drill instructors who were largely unsupervised. He was going to humanize McKeon and not allow him to be a scapegoat. Berman got surprising testimony from the Marine Corps commandant, Port Royal native Gen. Randolph Pate. He did an about face, recommending minimal punishment for McKeon.

“Perhaps the biggest stunner was similar testimony on McKeon’s behalf from a Marine’s Marine, retired Lt. Gen. Lewis “Chesty” Puller. It fit with Pate’s request to Congress to stay any investigation as the Corps got its own act together.

“McKeon was convicted only of simple negligence and drinking in the barracks. He was sentenced to three months’ hard labor, assigned to a chaplain’s office. He was busted to private, but allowed to stay in the Corps. He retired in 1959 as a corporal.

“The Corps immediately tried to raise the status of its drill instructors, with the most visible sign being the trademark Smokey Bear ‘campaign covers.’ Other changes were slower and met with resistance. Changes included greater supervision of drill instructors, more formal training standards, less humiliation of recruits and closer watch on the tradition of ‘thumping’ that had 10 recruits in sick bay with broken noses at the time of the Ribbon Creek incident.

“It did not happen overnight, but the Ribbon Creek incident forever changed the Corps and how recruits are treated. A greater emphasis was put on physical training, and today it is down to a science. Disciplinary measures became tightly controlled. Drill instructors were made more accountable for their actions by being court-martialed or removed from the field….” (David Lauderdale. “The Parris Island recruit’s march into Ribbon Creek that almost killed the Marine Corps.” The Island Packet, SC. 9-25-2020.)

Apr 10: “Parris Island, S.C., April 10 UP) – The commandant of the U.S. Marine drill instructor ‘positively did not have the authority’ to take his platoon on a night march that ended in death for six of the 70 recruits. The commandant, Gen. Randolph Pate, would not say whether Staff Sgt. Matthew McKeon of Worcester, Mass. routed his platoon out Sunday night for disciplinary reasons. But McKeon, in a prepared statement, admitted that the march was to teach the men discipline. ‘My purpose in taking the platoon to the river was to teach them discipline,’ McKeon said. ‘I led them to the water and went in first.’

“Six men were drowned when they stepped into deep water. Five bodies were recovered yesterday and searchers still were looking for the sixth today.

“Pate, who flew here from Washington to take personal charge, told a news conference the accident was ‘deplorable,’ but added ‘I ask that our history be remembered and that no premature opinions be formed on modification of our system of training until full evaluation of the facts by the court of inquiry.’….Pate returned to Washington following the news conference. Asked whether the march was a matter of discipline, Pate replied: ‘That is a matter for the court of inquiry and any statement by me would be prejudging the young sergeant.’ ‘However,’ Pate added, ‘marches of this type are not a normal thing. This was definitely an unscheduled night march.’ He said the sergeant ‘positively did not have authority to hold such unscheduled night marches. Under no conditions does he have such authority.’….

“A three officer court convened today to hear testimony from members of the platoon….” (Lowell Sun, MA. “Six Marines Die at Parris Island.” 4-10-1956, p. 1.)

Newspapers at the Time:

Apr 17, AP: “Parris Island, April 17 (AP) – Parris Island’s commander, Maj. Gen. Joseph C. Burger, is expected to receive the findings this week of a Marine court of inquiry investigation into the drowning of six recruits. The four-member court heard from more witnesses today as it worked to complete its probe of the April 8 night march into a swamp area near here. Nearly all of the 68 survivors of the march have appeared before the board.

“Attending the closed-door hearings are S. Sgt. Matthew C. McKeon, the 31-year-old training instructor who ordered the march, and his counsel. McKeon said in a prepared statement last week the purpose of the march was to teach the young Marines ‘discipline.’ Several survivors said McKean led efforts to save the victims when they plunged into water over their heads.

“Before results of the inquiry are made public, they will be reviewed by Burger, then sent to the Marine Corps commandant and the Navy’s judge advocate general in Washington.” (AP. “Court Findings in Marine Case Due This Week.” Florence Morning News, SC. 4-18-1956, p.5.)

Sep 1, UP: “Miami Beach (UP) – The Marine Corps League Friday called for ‘firm and unwavering support’ of tough leatherneck boot training and indicated it favors reduction of the sentence given Staff Sgt. Matthew C. McKeon, leader of the Parris Island ‘death march.’ ‘The league places every confidence in the fact that the Navy will reach an appropriate decision as to the final sentence to be received by McKeon, said a resolution adopted by the league and its auxiliary at their 33rd annual convention here.

“McKean is the boot camp drill instructor who led his platoon on a disciplinary night march into Parris Island swamps last April. Six Marine recruits drowned in the outing.” (Logansport Pharos-Tribune, IN. “Marine Corps League Defends Boot Training.” 9-1-1956, p. 11.)

Sources

Associated Press. “Court Findings in Marine Case Due This Week.” Florence Morning News, SC. 4-18-1956, p.5. Accessed 3-20-2023 at: https://newspaperarchive.com/florence-morning-news-apr-18-1956-p-5/

Lauderdale: “

(Lauderdale, David. “The Parris Island recruit’s march into Ribbon Creek that almost killed the Marine Corps.” The Island Packet, SC. 9-25-2020. Accessed 3-20-2023 at: https://www.islandpacket.com/opinion/opn-columns-blogs/david-lauderdale/article39418635.html

Logansport Pharos-Tribune, IN. “Marine Corps League Defends Boot Training.” 9-1-1956, p. 11. Accessed at: https://newspaperarchive.com

United Press. “Six Marines Die at Parris Island.” Lowell Sun, MA. 4-10-1956, p. 1. Accessed 3-20-2023 at: https://newspaperarchive.com/lowell-sun-apr-10-1956-p-29/

–20 Grazulis. Significant Tornadoes 1680-1991. 1993, p. 995.
–18 18:30 F4
–14 Hudsonville, Ottawa County
— 4 Standale, Kent County
— 2 18:35 F3 Benzie County.
–20 National Centers for Environmental Information. NOAA. Storm Events Database.
— 2 Benzie County 17:55 F4
–14 Ottawa County 17:55 F5
— 4 Kent County 18:15 F5

Narrative Information

Grazulis: “MI Apr 3, 1956 18:30 18k 340 inj 400y…F4.
“Allegan/Ottawa/Kent/Montcalm [counties] – This tornado, which probably produced F5 damage, touched down firAst near Saugatuck and moved NE. After passing south of Holland and Zeeland, the tornado intensified and leveled a large portion of Hudsonville, Ottawa County, causing 14 deaths and 200 injuries. Passing into Kent County, the tornado struck the suburban business community of Standale, west of Grand Rapids, causing four deaths and completely sweeping away businesses and homes, as it did at Hudsonville. Most businesses had closed, thus avoiding a potentially larger death toll. Further to the NE, a large trailer park was destroyed in ‘Comstock Park,’ in the NW part of Grand Rapids. Total damage for the tornado was over $10,000,000. The funnel finally lifted in SW Montcalm County, near Trufant. A total of 332 homes were listed as badly damaged or destroyed.

“MI Apr 3, 1956 18:35 2k 24inj 200y 145m F3
“Manistee/Benzie/Grand Traverse/Leelanau [counties] – This tornado (or family of tornadoes) may have originated over Lake Michigan and ended in Grand Traverse Bay. Thirteen homes were destroyed, along with at least twice that many barns. It moved NE from near Portage Point, doing its worst damage in Benzie County, NW of Thompsonville. A couple died as the second floor was torn off their home. Homes were destroyed at Lake Ann, SE of Solon, and at Cedar Run. A barn was leveled at Bear Lake. $400,000.” (Grazulis, Thomas P. Significant Tornadoes 1680-1991: A Chronology and Analysis of Events. 1993, p. 995.)

Sources

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

National Centers for Environmental Information. NOAA. Storm Events Database. “Search Results for All Counties in Michigan…Tornado…04/03/1956.” Accessed 3-24-2023 at: https://www.ncdc.noaa.gov/stormevents/listevents.jsp?eventType=%28C%29+Tornado&beginDate_mm=04&beginDate_dd=03&beginDate_yyyy=1956&endDate_mm=04&endDate_dd=03&endDate_yyyy=1956&county=ALL&hailfilter=0.00&tornfilter=0&windfilter=000&sort=DT&submitbutton=Search&statefips=26%2CMICHIGAN

— 22 AirDisaster.com. Accident Database. Accident Synopsis 04011956.
— 22 Aviation Safety Network. Accident Description. Trans World Airlines, 01 Apr 1956.
— 22 CAB. AIR. Trans World Airlines, Inc., Martin 404, Near Greater Pittsburgh…Apr 1956.
— 22 NFPA. “Large Loss Aircraft Fires of 1956.” Quarterly, Vol. 50, No. 4, April 1957, p. 318.

Narrative Information

Civil Aeronautics Board: “Trans World Airlines Flight 400 of April 1, 1956, a Martin 404, N 40403, crashed and burned immediately following takeoff from the Greater Pittsburgh Airport… about 19:20. The hostess and 21 of the 33 passengers were killed; both pilots survived. The aircraft was destroyed by impact and fire….

“Flight 400 was regularly scheduled between Pittsburgh, Pennsylvania, and Newark, New Jersey, with stops at Harrisburg. Reading. And Allentown, Pennsylvania…..

“Takeoff clearance was requested and granted at 1919. About one minute later tower personnel observed a seemingly normal takeoff and initial climb immediately followed by a left turning descent, crash, and erupting fire just beyond the southwest boundary of the airport.

“Passengers extricated themselves from the jumbled wreckage through and ahead of the fire as best they could; some helped others while a few found themselves thrown out through tears and rents in the shattered fuselage. Although airport based fire-fighting equipment was dispatched with no loss of tune some 20 minutes elapsed before it reached the site because of the necessity of traversing circuitous country lanes. Once there, the conflagration, which by that time had nearly consumed the wreckage, was quickly smothered….

“After becoming airborne, a sharp yaw to the left was experienced at the time of the first power reduction by the first officer. Almost simultaneously he saw the left engine No. 1 zone fire warning light flash on and off and then stay on. He did not hear a fire warning bell. Captain McQuade, on the right, was performing the duties of the first officer. Captain McQuade stated that at the time he had operated the gear up handle and was toggling the r. p. m. to the proper engine speed following the first power reduction. The captain, at the time of feeling the aircraft yaw left, did not see the zone 1 fire warning light nor hear an alarm. However, he did observe a rapid drop in the left BMEP gauge, which went to zero, and reached under the right arm of the first officer, then on the throttles, to retard the left engine mixture control to idle cutoff which action is item No. 2 on the emergency checklist under the heading “Power Plant Fire-Failure.” The first officer stated that he then removed his right hand from the throttles and reached for the manual feathering button, whereupon the captain informed him that the automatic feathering device would cause the propeller to feather. Jesperson then, without actuating the feathering button, placed his right hand on the control column and reached forward with his left hand for the zone 2 firewall shutoff lever. The aircraft continued to yaw to the left and stayed sharply banked to the left despite attempted strong corrective control. At about that time the left wing struck the ground and the crash resulted. The maximum altitude reached from takeoff to impact was variously estimated as in the neighborhood of 100 feet; the total elapsed time was about 40 seconds, of which about 25 seconds were used in the takeoff roll. The time interval from the start of the difficulty to the crash was only approximately 10 seconds….

“An attempt to reconstruct the flight from the testimony of witnesses leads to the belief that the aircraft banked to a near 45-degree position prior to ground contact and that recovery from the bank and turn was under way at impact….

“Testimony indicated that the Martin 404 aircraft with a gross load similar to that of the aircraft involved, with landing gear extended, with takeoff flaps, and with a windmilling propeller, has a negative rate of climb.

“Analysis: It is not possible to determine just when the…exhaust connector clamp failed. It is possible that this clamp, whether it was the old cracked one or a replacement, could have failed during the flight from Newark on the day of the accident and have shifted so that daring the takeoff at Pittsburgh the collector ring mating connections separated just enough for escaping exhaust to impinge on the Fenwal unit scoop, deposit the observed soot, and signal a fire warning. It has happened on other occasions at this particular location. Presumably, the clamp was replaced at the time of the second prior 100-hour inspection and the replacement was found satisfactory at the time of the last 100-hour inspection. The subject clamp has been a troublesome and costly maintenance item and the carrier has changed designs several times. Currently the carrier is conducting service tests on a new type in its continuing efforts to find a satisfactory clamp. As a result of this accident, the Board recommended more frequent inspections of the exhaust system and the carrier has agreed to do so…

“First Officer Jesperson [who was piloting the takeoff] saw the fire warning light flicker. He either reduced the left throttle in compliance with the first item on the Martin 404 cockpit checklist under the heading “Power Plant Fire-Failure” or he diverted his attention from throttle movement to the fire warning light and inadvertently pulled the throttle sufficiently rearward to unarm the auto-feathering. Because he testified that he did not recall moving the throttle rearward it seems more than likely that he did so intuitively when his attention was diverted by the fire warning light.

“Captain McQuade on the right did not see the zone 1 fire warning light and only noted the BMEP gauge indicate power loss (which in all probability was the result of Jesperson’s retarding the left throttle). McQuade pulled the mixture to idle cutoff. The throttle having been retarded did not allow automatic feathering, only windmilling, thus setting up excessive drag and yaw to the left.

“Since Captain McQuade attempted to obtain auto-feathering by pulling back the mixture lever, it is apparent that he neither knew the left throttle had been retarded to a point where auto-feathering was inoperative nor did he expect this action by the first officer, despite such action being called for in the company’s emergency checklist for “Power Plant Fire-Failure.”

“In reference to the landing gear handle being found up, the captain may have raised the landing gear handle out of neutral position but not sufficiently upward to open the hydraulic valve for gear-up operation. The gear-up action probably was interrupted by the captain directing his attention to the drop in BMEP and the yaw. This would account for the landing gear being found in the dawn position at the time of impact. There appears to be no explanation of why Captain McQuade did not see the fire warning light.

“Testimony of TWA’s chief pilot for the Atlantic Region was that under similar circumstances he would not, as his first act, have pulled the left throttle back to the point where it disarmed the auto-feathering feature. He felt that the wisest procedure under these critical circumstances would have been temporarily to ignore the fire warning (particularly as it was a zone 1 warning) until enough altitude and speed were obtained to ensure single-engine flight. This opinion was shared by Captain McQuade. However, an emergency checklist had been provided to apply in the event of either a zone 1 fire or loss of power. The first officer started execution of this checklist but as he was reaching to feather the propeller manually, the captain interrupted his action. Believing that auto-feathering would take place. It is logically concluded that had the first officer continued as prescribed, the left propeller would have feathered. The complexity of modern aircraft and coordinated efforts required by multiple crews in an emergency dictate that all procedures must be carried out in strict conformity to prescribed checklists.

“The Board must conclude that each pilot reacted to the emergency as he understood the emergency but, as the two pilots had not full common knowledge of what was happening nor precisely what the other was doing, the resulting joint and uncoordinated actions resulted in a windmilling propeller making the aircraft unflyable under the circumstances.

“To minimize the possibility of any recurrence of this nature the carrier, after the accident, modified its emergency procedures for powerplant fire or failure. These revised procedures specify that the crew member who first observes the difficulty shall call out the emergency so that the captain can initiate immediate coordinated action by the crew. After it has been determined which engine has the fire or failure, the propeller is to be manually feathered before the throttle is closed or the mixture is cut. If the emergency occurs during takeoff and auto-feathering has not taken place by the time proper determination of the malfunctioning engine has been made, the propeller is to be feathered manually by pushing the feathering button…..

“Findings….

• At the time of the first power reduction the first officer saw the left engine zone 1 fire warning light come on and retarded the left throttle to a point where auto-feathering was deactivated.

• The first officer then reached for the left manual feathering button but was dissuaded from using it by the captain, who, not knowing that the auto-feathering was inoperative, attempted futilely to obtain it by pulling back the left mixture to idle cutoff.

• This action did not comply with the emergency procedures prescribed by the carrier for powerplant fire or failure.

• Although these were not the most desirable procedures, compliance without delay would have feathered the left propeller.

• The windmilling left propeller, the extended landing gear, and the takeoff flaps produced sufficient drag to make the airplane lose altitude and strike the ground.

• The cause of the fire warning was a failed exhaust connector clamp in the left engine which triggered an adjacent fire detecting unit.

• “After the accident the carrier revised its emergency procedures for power plant fire or failure.

“The Board determines that the probable cause of this accident was uncoordinated emergency action in the very short time available to the crew, which produced an airplane configuration with unsurmountable drag.” (CAB. AIR. Trans World Airlines, Inc., Martin 404, Near Greater Pittsburgh…Apr 1956.)

Sources

AirDisaster.com. Accident Database. Accident Synopsis 04011956. Accessed at: http://www.airdisaster.com/cgi-bin/view_details.cgi?date=04011956&reg=N40403&airline=Trans+World+Airlines

Aviation Safety Network. Accident Description. Trans World Airlines, 01 Apr 1956. Accessed 2/22/2009 at: http://aviation-safety.net/database/record.php?id=19560401-0

Civil Aeronautics Board. Accident Investigation Report. Trans World Airlines, Inc., Martin 404, Near Greater Pittsburgh, Pennsylvania, April 1, 1956. Wash., DC: CAB, Sep 14, 1956, 9 p. At: http://dotlibrary1.specialcollection.net/scripts/ws.dll?file&fn=8&name=*P%3A%5CDOT%5Cairplane%20accidents%5Cwebsearch%5C040156.pdf

National Fire Protection Association. “Large Loss Aircraft Fires of 1956.” Quarterly, Vol. 50, No. 4, April 1957. Boston, MA.

–95-138 Blanchard estimate:

One can see that five sources listed below note more deaths (141-166) than we do. However, our search for more detailed information, than just noting a death toll, via searches through newspaper archives in fourteen states for the time-frame March 16-21 has resulted in at most 138 deaths. Similarly we conducted in internet search for more specific information. We suspect that the sources noting more than 138 fatalities included fire and automobile deaths which we did not, though we saw a number of fire-related deaths noted during or shortly after the storms. However, we did not find information which specifically claimed that the fire deaths were related to the snow, cold, or high wind. Similarly, there were a sizable number of vehicular deaths in the 14 states we covered. Again, however, we included only those incidents in which ice or snow-covered roads were specifically noted as directly or indirectly related to an event. Of course it is always possible that we have missed locating specific fatalities that should be included.

–166 AP. “Unseasonable Cold Is Felt in Sunny South.” Wellsville Daily Reporter, NY. 3-21-56, 1.
–162 Blue Hill Observatory, Milton MA. “Remembering…Snowstorms of March 1956.
–162 Courier-Post, Camden, NJ. “33 Killed in N.J.; 162 in East.” 3-20-1956, p. 1.
–156 UP. “East Coast Paralyzed; Blizzard Fatal To 1566.” Dunkirk Evening Observer, NY. 3-20-56, 1.
–141 AP. “141 Are Dead as Blizzard Clogs 14 Eastern States.” Kingston Daily Freeman, NY. 3-20-56, 1.
–132 AP. “Wild Blizzard Blankets East In New Snow.” Cornell Daily Sun, Ithaca, NY. 3-20-56, 1.
–127 United Press. “Storm Ties Up Much of East…” Berkshire Eagle, MA. 3-20-1956, p.2.
–125 NYT. “13.5-Inch Snow Paralyzes City…Transit Snarled in Northeast. 4-day Toll is 125.” 3-20-56, 1.
–110 AP. “110 Dead As Snow Piles Up.” Syracuse Herald-Journal, NY. 3-19-1956, p. 1.
— 96 AP. “Storm Killed 96 Persons in Northeast…” Lowell Sun, MA. 3-18-1956, p. 1.
— 82 AP. “Weekend Death Toll from First Storm Hits 82.” Oneonta Star, NY. 3-19-56, p.1.
— 65 AP. “Northeast Storm Claims 65 Lives.” Lima News, OH. 3-18-1956, p. 1.
— 26 Portsmouth Times, OH. “River Falls; Snow Takes Heavy Toll.” 3-17-1956, p. 1.

Summary of Winter Snowstorm Related Fatalities by State

Connecticut ( 7 – 9) Pennsylvania ( 10)
Delaware ( 1) Rhode Island ( 9-12)
Maine ( 5) Vermont ( 0)
Maryland ( 1 – 3) Virginia ( 4)
Massachusetts (17-18) West Virginia ( 0)
New Hampshire ( 1) 95-138
New Jersey (15-33)
New York ( 30)
Ohio (10-12)
Breakout of Winter Snowstorm Related Fatalities by State and Locality (where noted):

Connecticut ( 7 – 9)
–9 AP. “Storm Toll Reaches 95 For East.” Kingston Daily Freeman, NY. 3-19-1956, p.2.
–7 Blanchard tally of locality breakouts below.
–6 AP. “Storm Killed 96 Persons in Northeast. Heaviest Toll…[MA].” Lowell Sun, MA. 3-18-1956, 1.
Breakout of Connecticut snow storm related fatalities by locality or cause of death where noted.
–1 Bristol. Collapsed and died while shoveling snow; Henry Conrod, 57.
–1 Groton. Heart attack; Matthew Dubowlk, 70. AP. “Names of Victims…” Lowell Sun. 3-18-56, 4.
–1 Meriden. Died while driving in “worst of storm”; Rank Rice; 73, of Cheshire.
–1 Meriden. Collapsed and died while shoveling snow; George J. Semrau, 57.
–1 Seymour. Collapsed and died while putting snow chains on his car; Robert Potter, 40.
–1 Wolcott. Struck by car; J. A. Warner, 53. AP. “Names of Victims…” Lowell Sun. 3-18-56, 4.
–1 Locale not noted. Car skidded into back of a snowplow.

Delaware ( 1)
–1 Associated Press. “East Storm At a Glance.” Post-Standard, Syracuse, NY. 3-20-1956, p. 1.

Maine ( 5)
–5 AP. “Storm Toll Reaches 95 For East.” Kingston Daily Freeman, NY. 3-19-1956, p.2.
–5 Blanchard tally from locality breakouts below.
–1 Eastport. Heart attack after shoveling snow from around car; Ralph Flanders, ~45.
–1 Kennebunk. Heart attack; John P. D’Aseanio, 32.
–1 Merrill area, 17th. Exposure; Fred A Smart, 53, who took shelter in a logging camp stable.
–2 North Limington, 16th. Auto collision during height of storm; Ines Plympton, 30 and daughter, 7.
–1 Sanford, 17th. Heart attack after plowing ½ mile through snow drifts to fiancée’s house.

Maryland ( 1 – 3)
–3 Associated Press. “East Storm At a Glance.” Post-Standard, Syracuse, NY. 3-20-1956, p. 1.
–1 AP. “Storm Toll Reaches 95 For East.” Kingston Daily Freeman, NY. 3-19-1956, p.2.
–1 Hoods Mile area, 17th. Exposure; body of Florence M. Hall, 72, found along roadside.

Massachusetts (17-18)
–18 Associated Press. “East Storm At a Glance.” Post-Standard, Syracuse, NY. 3-20-1956, p. 1.
–17 Blanchard tally based on locality and cause of death breakouts below.
–16 AP. “Storm Killed 96 Persons in Northeast. Heaviest Toll…[MA].” Lowell Sun, MA. 3-18-1956, 1.
— 1 Boston. Collapsed while walking in snow; George H. Church, 76, of Cambridge.
— 1 Boston. Found dead in snow-stalled car; William R. Cronin Sr., 51.
— 1 Cambridge. Collapsed in auto; Stephan J. Torre, 60.
— 1 Haverhill. Overexertion (according to M.E.); found on snowbank; John J. Sewasky, 56.
— 1 Haverhill. Overexertion (ruling of Med. Ex.); found dead on porch; Mrs. Edith Fitzgerald.
— 1 Leominster. Heart attack while plowing snow from his yard; Paul Perch, 54.
— 1 Lexington. Collapsed/died at Boston & Maine RR workplace; Walter E. Barrett, 64.
— 1 Milton. Apparent cerebral hemorrhage trying to push snow-bound car & exposure. Gagner.
— 1 New Bedford. Collapsed/died while shoveling snow; Joseph Twarog, 70.
— 1 North Adams. Collapsed/died after walking a mile in storm home; Joseph F. Cain, 60.
— 1 Roxbury. Collapsed at MTA station; Harry Lovell, 60. AP. “Names of Victims…” Lowell Sun. 3-18-56, 4.
— 1 Roxbury. Collapsed in snow; Robert Patton, 52. AP. “Names of Victims…” Lowell Sun. 3-18-1956, 4.
— 1 South Deerfield. Heart seizure and exposure; found in snowdrift; Anthony Opechowski, 61.
— 1 South End. Apparent exposure; found frozen in hallway; William F. Horan, 43, of Roxbury.
— 1 Weymouth. Collapsed after walking home from stalled car in Braintree; William Payne, 63.
— 1 Worcester. Collapsed/died after shoveling snow at home; Ralph R. Conger, 55.
— 1 Worcester. Found dead in snow-stalled car; George Doucette, 65.
— 3 US Navy seamen, whose bodies were found in an open launch on a MA beach.

New Hampshire ( 1)
–1 AP. “Storm Killed 96 Persons in Northeast. Heaviest Toll…[MA].” Lowell Sun, MA. 3-18-1956, 1.
–1 Laconia. Collapsed in snow at home; Mrs. Matilda Dionne, 58.

New Jersey (15-33)
— 33 Courier-Post, Camden, NJ. “33 Killed in N.J.; 162 in East.” 3-20-1956, p. 1.
— 27 UP. “East Coast Paralyzed; Blizzard Fatal to 156.” Dunkirk Evening Observer, NY. 3-20-56, 1.
— 23 Assoc. Press. “East Storm At a Glance.” Post-Standard, Syracuse, NY. 3-20-1956, p. 1.
— 22 AP. “Wild Blizzard Blankets East In New Snow.” Cornell Daily Sun, Ithaca, NY. 3-20-56, 1.
–>15 New York Times. “Jersey Disrupted by 18-inch Snow.” 3-20-1956, p. 9.
— 12 Blanchard tally from locality breakouts noted below.
Breakout of New Jersey snowstorms related fatalities by locality where noted:
— 1 Camden area. Traffic fatality on icy road.
— 1 Elizabeth. “Stricken while shoveling snow.” Martin Kyrtyka, 73.
— 5 Essex County. “…deaths in the county induced by overexertion during the storm.”
— 1 Jersey City. Collapsed after fighting way through drifts to get to work; John Ruby, 57.
— 1 Jersey City. Cause not noted; one of two storm-related deaths reported in Jersey City.
— 1 Roselle Park. “Stricken while shoveling snow.” Silverio Di Zefalo, 62.
— 2 Locale not noted; New Jersey Turnpike collision on icy road.

New York ( 30)
–30 Associated Press. “East Storm At a Glance.” Post-Standard, Syracuse, NY. 3-20-1956, p. 1.
–30 Blanchard tally of deaths based on locality breakouts below.
–22 AP. “Storm Toll Reaches 95 For East.” Kingston Daily Freeman, NY. 3-19-1956, pp. 1-2.
–21 Kingston Daily Freeman, NY. 3-19-1956, p. 6.
–12 AP. “Storm Killed 96 Persons in Northeast. Heaviest Toll…[MA].” Lowell Sun, MA. 3-18-1956, 1.
–10 Times Record, NY. “Winter’s Worst Storm…Ten Persons Lose Lives in N.Y. State.” 3-17-1956, 1.
Breakout of New York snowstorms related fatalities by locality, where noted:
— 1 Albany. Found in driveway after shoveling snow; Mrs. Maud Jameison, 60.
— 1 Bedford, 17th. Heart attack shoveling snow; Joseph Merriam, 42.
— 1 Cortland, 17th. Heart attack while shoveling snow; Robert Whiting, 65.
— 1 East Hampton, March 16-17. Exposure in house; found on bedroom floor; Joseph Zisk, 69.
— 1 Hicksville. “…heart attack…wading three blocks through snow drifts…” Alfred O’Brien, 61.
— 1 Little Falls. Heart attack shoveling snow from railroad switches; Timothy J. Dasey, 66.
— 1 Middletown. Collapsed and died while shoveling snow; LeRoy Gunther 70.
–>16 NYC area. AP. “New York’s Schools Open.” The Times Record, Troy, NY. 3-21-1956, p1.
— 1 Fall on icy stairway of subway platform; John Shelbene, 65 of Springfield Gardens.
–>6 AP article notes at least 8 died in NYC; we already note 2 identified deaths in NYC.
— 1 Queens. Heart attack while shoveling snow at home; Konrad Michaels, 55.
— 1 Queens, Maspeth. Cause not noted; Konstantin, Manuck, 65.
— 1 Staten Island, Elm Park. Heart attack shoveling snow; Benjamin Boleslaws, 65.
— 1 Staten Island, Port Richmond. Heart attack shoveling snow; Martin Nearly, 63.
— 1 Staten Island, Port Richmond. Heart attack shoveling snow; John Tinessa, 63.
— 1 Staten Island, West Brighton. Shoveling snow at home; Horace C. Chance, 71.
— 1 Port Washington, Nassau Co. Truck skids into worker putting chains on sand truck.
— 1 Putnam Lake. Snow sled collides with car; Maureen Mary Mitchell, 5.
— 1 Saugerties area, NY Thruway. Car skidded, rolled over in median; Duane K. Skinner Jr., 27.
— 1 Saratoga Springs, 17th. Heart attack while shoveling snow at home; Coleman B. Cheney, 56.
— 1 Syracuse. Heart attack shoveling snow; Jack Mengel.
— 1 Utica. Heart attack caused by exertion during the storm; Andrew Weinberg, 69.
— 1 Yorktown, 19th. Shoveling snow in his driveway; Arthur LeRoy Purdy, 54.

Ohio (10-12)
–12 AP. “Storm Toll Reaches 95 For East.” Kingston Daily Freeman, NY. 3-19-1956, p.2.
–12 Logan Daily News, OH. “New Snow Adds to Bad Road Conditions…” 3-19-1956, p. 2.
–3 Traffic deaths on highways attributable to the snowstorm.
–11 Mar 16-17. AP. “Ohio Blames Deaths on 11 on Snowstorm.” Lima News, 3-18-1956, p. 1.
–8 Heart attacks shoveling snow.
–2 Traffic fatalities which “were attributed directly to slippery roads.”
–10 Blanchard tally based on locality breakouts below.
Breakout of Ohio snowstorm related fatalities by locality where noted:
–1 Ada, 16th. Car skidded on snow-covered road into tree; Angel Sanchez Garduno, 24.
–1 Barberton, 16h. Died while shoveling snow at home; Henry F. Serfass, 95.
–2 Cleveland, 16th. While or after shoveling snow; Steve Macurak, 58 and Alex Bendic, 73.
–1 Hamilton, 16th. Boy playing in snow in alley run over by truck; John Fuchs, 3.
–1 Jackson area, 16th. Car skids on icy US 35 into back of tractor-trailer; Mrs. Cleo Pollard, 54.
–1 Newark, 16th. While or after shoveling snow; James W. Jackson, 73.
–1 St. Mary, 16th. Boy slid down snow-covered bank into Lake St. Marys; Timothy Harmon, 4.
–1 Waverly, 16th. Car goes out of control on icy US 23; hit by truck; Miss Carolyn Adams, 21.
–1 Youngstown, 16th. While or after shoveling snow; Joseph Matyas, 73.

Pennsylvania (10)
–10 Blanchard tally of locality breakouts below.
— 9 UP. “East Coast Paralyzed; Blizzard Fatal to 156.” Dunkirk Evening Observer, NY. 3-20-56, 1.
Breakouts of Pennsylvania snowstorms fatalities by locality where noted:
–1 Allentown area, Rt. 22. Car skids on icy road; hit by tractor-trailer; Morton Eugene Weldy.
–1 Ardmore, 16th. Collapsed/died trying to walk away from snow-stalled car; Jesse W. Tannahill, 67.
–1 Glenside, 18th. Heart attack after slipping/falling on icy pavement at home; Mrs. Natalie B. Rhoads, 58.
–1 Lewistown, 16th. Heart attack after shoveling snow; State trooper George L. Finkbeiner, 47.
–1 Pittsburgh, 18th. Heart attack while shoveling snow; Fran D. Perna, 63.
–1 Ransom township, 17th. Frozen body of Andrew Pechinak found in snow drift near farm home.
–3 Wilkes-Barre area, Rt. 11. Triple car collision on icy road. David H. Tatelbaum, 20.
–1 Wilkes-Barre, 18th. Heart attack at home after putting snow chains on car; John Novak, 57.

Rhode Island (9-12)
–12 AP. “Bright, Springlike Sun Shines As N.E. Digs Out…” Newport Daily News, RI, 3-20-1956, p1.
–11 AP. “Storm Toll Reaches 95 For East.” Kingston Daily Freeman, NY. 3-19-1956, p.2.
–10 Associated Press. “East Storm At a Glance.” Post-Standard, Syracuse, NY. 3-20-1956, p. 1.
— 9 Blanchard tally of locality breakouts below.
— 8 AP. “Storm Killed 96 Persons in Northeast. Heaviest Toll…[MA].” Lowell Sun, MA. 3-18-1956, 1.
Breakout of Rhode Island snowstorm related fatalities by locality where noted.
–1 Newport. Exposure? Found dead in snow-stalled car; Navy Capt. Karl E. Jung, 49.
–3 Newport. Exposure? Navy sailors found dead in an open naval boat at Newport Harbor.
–1 Newport harbor. US Navy sailor falls overboard; drowned.
–1 Pawtucket. Collapsed after reported to work in newspaper composing room; Thomas Farley, 64.
–1 Pawtucket. Found dead in snow near home; William Wardle, 70.
–1 Portsmouth. Heart attack after pushing car; George G. Clark, 46.
–1 Locale not noted. RI Prison Guard Archie Summers, 65, after parking car.

Virginia ( 4)
–4 AP. “Storm Toll Reaches 95 For East.” Kingston Daily Freeman, NY. 3-19-1956, p.2.
–4 Warrenton, March 18. Police: snow-covered US 15-19 caused car to skid into 2nd car path.

Narrative Information

Blue Hill Observatory and Science Center, Milton MA: “….March 1956 started with 5 inches of snow on the ground at Blue Hill Observatory. By the end of the month, the snow depth had peaked at 25 inches, and three 12-inch plus snowstorms had blanketed the Northeast bringing the monthly total at Blue Hill to a March record of 52.0 inches. Including additional snow in April, the winter of 1955-56, with a total of 106.8 inches, was the third snowiest on record up to that time, and it is currently the eighth snowiest on the Observatory’s 133-year record.

“Of the three major snowfalls in March 1956 the storm from March 18-20th was the most significant with upwards of 20 inches falling along the Northeast corridor and much of Southern New England. What was remarkable was that there were three snowstorms in March 1956 in a period of just 11 days from the 14th to the 24th….

“By 7:30 AM EST on Friday, March 16, 1956, the stage was set for the development of a coastal low that typically produces heavy snow and high winds in the Northeast. The North Atlantic states had been flooded with cold air due to eastward passage of a 1032-mb high from the Great Lakes region to Maine. Meanwhile, a wave, which developed in the western Gulf of Mexico on the trailing polar front, had deepened and moved northeastward to eastern Kentucky. This storm brought widespread heavy rains in the southeastern states and snow through the Ohio Valley eastward to southern New Jersey. By this time the typical pattern of development was evident. A warm front lay along the Carolina coast and extended eastward north of Bermuda. An area of 3-hourly pressure falls of 4 to 5 mb, concentrated in eastern North Carolina and southeastern Virginia, strongly indicated a secondary development on the coast. By 7:30 PM EST on March 17, the low center in eastern Kentucky had entirely filled and the secondary low had formed and deepened to 984 mb just off Atlantic City, New Jersey The pressure at Atlantic City fell 25 mb in just 12 hours, indicating the explosive nature of the cyclogenesis that took place. Snow had now spread over all of the North Atlantic states, attended by strong winds with gales on the coast. By 1:30 AM EST, March 17, the lowest pressure was 970 mb just east of Nantucket. Snow and strong winds covered the Northeastern states and gales continued on the New England coast. By 7:30 AM EST, March 17, the storm was well out to sea some 380 miles east of Boston. This storm was a nearly perfect example of the rapid development of a coastal storm. It deposited 14 inches of new snow at Albany, New York., 6 inches at Hartford, Connecticut, and 10 inches at Concord, New Hampshire, New York City and Boston. In just 12 hours the intense storm moved from a position off the coast near Atlantic City to 380 miles east of Boston. Snowfall at Blue Hill Observatory measured 12.9 inches, and a peak wind gust to 78 miles per hour was recorded.

“All of this set the stage for the biggest storm, which occurred from March 18-20th. By 7:30 AM EST on the 18th, the area of snowfall attending the developing southern low centers over eastern Kentucky and southern West Virginia had enlarged to cover the Ohio Valley and had spread eastward over the Appalachians to cover most of the Mid-Atlantic states. Precipitation fell as rain over southern Maryland and southern Virginia, while snow was falling over the remainder. Snow had spread from southern New Jersey, beginning at 10:45 AM at Newark and 11:03 AM at New York City. At this time one low center was moving eastward near Quantico, Virginia, while another was also moving eastward near Danville, Virginia. During the next six hours there was little change in the area of precipitation. Showers and thunderstorms moved eastward across southern Virginia and eastern North Carolina as the southern low center moved to the coast near Elizabeth City, North Carolina and began to strengthen into a dangerous gale. Snow continued from Maryland and Delaware northward over Pennsylvania and into Long Island as far westward to Cincinnati, Ohio, as the northern low center moved to southern Delaware. By 1:30 AM on the 19th, the surface low system was off the coast, some distance southeast of New Jersey, moving northeastward. Snowfall continued over the New York City area, New Jersey, Delaware, Maryland, and eastern Pennsylvania. On the 19th the snow spread over southern New England. Meanwhile, the low pressure cyclonic center moved northeastward along the coast at an ever-slowing rate toward Nantucket, finally passing to the northeast of that point and filling on the 20th, while a new center formed farther east near Sable Island. It is interesting to note that the duration of precipitation in the form of snow at Philadelphia, Trenton, Atlantic City, Newark, and New York City (Battery) ranged from 31 hours at Philadelphia to 35 hours at Atlantic City. Farther east, over southern New England, the duration ranged from 26 hours at New Haven to 24 hours at Boston. In spite of this, the depth of new snow added by the storm was remarkably uniform, measuring 12 to 13 inches at Trenton, New York City, New Haven, Bradley Field (Hartford), and Boston. A notable exception was the 18 inches that fell at Newark. The final snowfall at Blue Hill was 19.5 inches and the maximum snow depth on the ground reached 25.3 inches on the 20th. At the Observatory a peak gust of 63 mph from the NE was measured on the 19th.

“All in all, this was one of the most severe and deadly snowstorms in southern New England history. Approximately 162 people were killed and most towns were left paralyzed under deep snowdrifts as high as 14 feet….” (Blue Hill Observatory and Science Center, Milton MA. “Remembering the Incredible Snowstorms of March 1956.”)

Newspapers

March 17, AP: “New York, March 17 (AP) – The storm-battered northeast today dug slowly out of a mountain of snow heaped upon it by a violent winter’s end tempest which cost 96 lives, staggered transportation and smashed several ocean-going vessels. Five other persons died in a Maine fire at the height of the storm.

“There was no immediate estimate of property damage but the fury of the blow – with winds of 70 miles an hour creating blizzards at some points – made it one of the worst ever recorded so late in the season. Spring is due to arrive in only four days.

“The snow, rain, sleet and gales which began early yesterday ravaged a vast region stretching from Virginia to Ohio and into Canada for nearly 24 hours. T wind whipped up thunderous waves that pounded coastal areas, drove many residents inland and battered shipping both in port and at sea.

“Deaths by states were: Massachusetts 16, New York 12, Rhode Island 8, Connecticut 6, New Jersey 4, Ohio 6, Maine 2, Maryland 1 and New Hampshire 1.

“Air and automobile travel was all but brought to a standstill. Many trains were delayed. Thousands of automobiles were abandoned along city streets and county highways alike as angry skies deluged numerous areas with nearly two feet of snow. Wind swept it into mountainous drifts.

“Between Sturbridge and Auburn, Mass., more than 700 persons were marooned in their cars overnight. Civil Defense officials in towns along the 19-mile route mobilized under emergency procedures to aid police in rescuing them.

“Hundreds of car accidents occurred before the height of the storm, accounting for a number of lives lost. Many additional deaths were attributed to heart failures caused by over-exertion in shoveling snow or slogging through high drifts.

“Nine or more ocean-going ships suffered violent effects from the storm. Five were driven aground. Four of these included three destroyers and a frigate which had been anchored off Newport, R.I. The Navy vessels were torn from their moorings and thrust ashore. As morning came, bodies of three Navy men were found in an open launch that drifted onto a beach. An Italian freighter, the Etrusco, was blown almost out of the water near Scituate, Mass., by winds up to 70 miles an hour. After hours of anxiety over the safety of the crew, the 30 men were brought ashore across 50 yards of rope lines when the winds abated.

“Off Long Island, N.Y., a gasoline laden tanker, the Sylvia, with a crew of 13, lost its rudder while four miles offshore. For hours the gale edged it nearer and nearer land. With the ship more than half way there, the wind direction changed. A seagoing tug finally took it in tow.

“Air travel in and out of Boston was halted completely today and a resumption of service was not expected before 10 p.m. ….

“The island of Martha’s Vineyard, which has a population of 5000, lost its power at the peak of the storm. At Nantucket, Mass., 25 to 30 residents had to be evacuated from their homes on that island because of blizzard-driven high tides sweeping over their property.

“Heavy snow ranged as far south as Maryland. Some parts of that state got six inches.” (Associated Press. “Storm Killed 96 Persons in Northeast. Heaviest Toll of Lives Taken in Massachusetts.” Lowell Sun, MA. 3-18-1956, p. 1.)

March 18: “Boston – The blizzard winds which whipped snow and sleet across the nation from Ohio to Maine blew out to sea Saturday [17th] off the New England Coast. At least 60 persons died along the storm path. Deaths totaled 40 in New England, six in Ohio, five in New York, four in Pennsylvania and five in New Jersey. Officials called the blockbuster blizzard the wildest storm in a generation….” (Mansfield News-Journal, OH. “Blizzard Blows Out to Sea…‘Wildest’ Storm in 3 Decades.” 3-18-1956, p. 1.

March 19, AP: “(By The Associated Press) Winter that refused to day die today smothered the metropolitan New York area with a second snow blanket of the weekend. It brought the toll of storm dead to 95. It prostrated the nation’s largest city with a fall measuring a foot – the worst snowstorm in seven years. New England faced a similar prospect. In New York and the wide area which supplies a large part of the city’s working population trains stalled entirely or ran late and some businesses and schools didn’t even open after the weekend. La Guardia Airport was shut down. Even the usually reliable New York subways were halted in spots. Wind-whipped drifts gripped autos on countless streets and highways. A monumental tie-up choked the parkways that lace through Queens. During the night an estimated 3,000 motorists abandoned their snowbound cars on these roads and were given emergency shelter in hospitals, police stations and an armory.

“The second storm struck West Virginia yesterday (Sunday) and swirled up the middle Atlantic coast during the night. Later Heavy snow bore down on New England.

“The storm followed hard on the heels of a blizzard that raked the northeast last Friday and dumped up to 19 inches of snow in New England.

“The death toll ranged through 11 states in two storms….The death toll in the two storms included: Massachusetts 16; New York 22; Rhode Island 11; Connecticut 9; New Jersey 9; Ohio 12; Maine 5; Maryland 1; New Hampshire 1; Pennsylvania 5, and Virginia 4.” (Associated Press. “Storm Toll Reaches 95 For East.” Kingston Daily Freeman, NY. 3-19-1956, pp. 1-2.)

March 20, UP: “New York (UP) – Thirty million persons today fought their way out of a paralyzing snowstorm that affected their jobs, schools, transportation, and their economy. At least 127 were dead from Maine to Virginia in the spring storm which dumped up to 21 inches of snow on 14 states. New York City, buried under 14 inches of snow, was the hardest hit. Today 12 hours after the snowfall had stopped, its massive transportation system remained crippled, many of its businesses were idle, schools were closed and hundreds of miles of streets were blocked.

“The Weather Bureau announced that spring would arrive officially at 10:21 a.m. EST today but first-day-of-spring temperatures were not expected to melt much of the deep snow covering.

“The Commerce and Industry estimated the snow had already cost New York City businesses $150 million. Many firms closed or operated only a few hours Monday. Only slightly better conditions were predicted for today. Some 33 per cent of New York workers who commute to their jobs from scores of suburbs were unable to fight their way through snowdrifts or find adequate transportation….

“The number of persons affected was probably greater than in any previous storm including the 1947 snow which measured 25.8 inches at its deepest points….

“Air travel out of New England’s Logan International Airport was canceled. Buses were frozen at terminals and trains ran on broken schedules. The new storm brought sweeping drifts up to 15 feet deep. Most of Massachusetts, Rhode Island and Connecticut reported up to 15 and 16 inches of snow….” (United Press. “Storm Ties Up Much of East…” Berkshire Eagle, MA. 3-20-1956, p.2.)

March 20, Tuesday, AP: “By The Associated Press. Here is a state-by-state summary of storm conditions:

“CONNECTICUT: More than a foot and a half of snow closed schools and factories and largely halted traffic in many towns. Busses canceled at Hartford. State of emergency in Norwich, pop. 37,000. Eleven deaths since Friday [16th].

“MAINE: More snow predicted through the night along coast with temperatures as low as 20 below zero. Five dead.

“MARYLAND: Worst March storm since 1942., up to a foot of snow. Drifts up to four feet. Schools closed. Bowie race track closed. Three deaths.

“MASSACHUSETTS: Winds up to 55 m.p.h. drifting more that a foot of snow. Schools generally closed. Transportation crippled. Boston Airport closed. Five cities declare local emergencies. Factories and major stores in Fall River closed. Abnormal tides flood coastal lowlands. Two offshore islands isolated. Cape Cod hit severely. Eighteen dead.

“NEW HAMPSHIRE: Storm skirts southern part of state, leaving northern part relatively free of heavy snowfall. One dead.

“NEE JERSEY: More than 21 inches of snow in some sections; drifts to 12 feet. Rail, bus, auto traffic snarled. Turnpikes all but closed. One commuting railroad knocked out. Legislature unable to meet, courts closed. Some areas alerted to flood danger when thaw ensues. Buses and cars stranded with occupants along rural highways. Somerset County declared a disaster area; 23 dead.

“NEW YORK: New York City virtually paralyzed by heaviest accumulated snowfall since 1947. Parkways hopeless, thousands of motorists given emergency shelter. Tens of thousands of cars marooned. Suffolk County on eastern tip of Long Island isolated, emergency declared in worst storm of 50 years; 30 dead.

“PENNSYLVANIA: Eastern half of state buried under up to a foot of snow. Most schools in area closed, many offices shut down. Secondary roads drifted shut in many places; 7 dead.

“RHODE ISLAND: Smallest state blanketed along with rest of New England coast. Normal life crippled; 10 dead.

“VERMONT: Southern part of state lashed by edge of storms. No Deaths.

“DELAWARE: Blanketed by both storms, transportation, schools, business affected. One dead.”
(Associated Press. “East Storm At a Glance. Post-Standard, Syracuse, NY. 3-20-1956, p. 1.)

March 20, UP: “New York (UP)– The death toll rose today to at least 156 persons killed in two weekend storms which swept across the northeastern states. The death toll from the first storm which rolled in from the Midwest on Friday, was 88. New England states reported 24 deaths in the second storm which blew up along a hurricane path from Cape Hatteras to Cape Cod, paralyzing parts of seven states under one to two feet of snow. Twenty seven died in New Jersey, nine in Pennsylvania, eight in New York, for a total of 68.

“The storm swirled out to sea off New England today, cutting communications with outlying islands raising dangerous tides along the Massachusetts coast and tolling 11 fishermen into a close brush with death.

“Nova Scotians woke to a new fall of 25 inches of snow this morning from the same low pressure system.

“The weather bureau reported a high of 27 inches of snow at Concord, N.H., 21 at Newark, N.J., 18 at Boston and Portland, Maine, 20 at Hartford, 13 inches at New York City.

“Metropolitan areas from Philadelphia to Boston struggled to sort out tangled transportation systems and stranded citizens under a snow blanket that glittered deceptively in the first spring sunshine.

“The storm was the worst in 40 years throughout most of the area.

“Snow removal went slowly despite slightly rising temperatures as plows were forced to move or detour around thousands of abandoned trucks and autos.” (United Press. “East Coast Paralyzed; Blizzard Fatal To 156.” Dunkirk Evening Observer, NY. 3-20-1956, p.1.)

Sources

Associated Press. “14 Die Over Weekend In This State [PA].” Somerset Daily American, PA. 3-19-1956, p1. Accessed 3-29-2023 at: https://newspaperarchive.com/somerset-daily-american-mar-19-1956-p-1/

Associated Press. “110 Dead As Snow Piles Up.” Syracuse Herald-Journal, NY. 3-19-1956, p. 1. Accessed 3-27-2023 at: https://newspaperarchive.com/syracuse-herald-journal-mar-19-1956-p-43/

Associated Press. “141 Are Dead as Blizzard Clogs 14 Eastern States.” Kingston Daily Freeman, NY. 3-20-56, p.1. Accessed 3-28-2023: https://newspaperarchive.com/kingston-daily-freeman-mar-20-1956-p-1/

Associated Press. “Boy, 3, Killed By Truck.” The Lima News, 3-18-1956, p. 11-B. Accessed 3-28-2023 at: https://newspaperarchive.com/lima-news-mar-18-1956-p-21/

Associated Press. “Bright, Springlike Sun Shines As N.E. Digs Out From Under.” Newport Daily News, RI, 3-20-1956, p.1. Accessed 3-29-2023: https://newspaperarchive.com/newport-daily-news-mar-20-1956-p-1/

Associated Press. “East Storm At a Glance.” Post-Standard, Syracuse, NY. 3-20-1956, p. 1. Accessed 3-27-2023 at: https://newspaperarchive.com/syracuse-post-standard-mar-20-1956-p-1/

Associated Press. “Exertions in Snow Cause Autoist’s Death.” Newport Daily News, RI. 3-21-1956, p. 13. Accessed 3-29-2023 at: https://newspaperarchive.com/newport-daily-news-mar-21-1956-p-13/

Associated Press. “Henry County Adds Another to Traffic Toll. Nine Die in State During Weekend.” The Bee, Danville, VA. 3-19-1956, 1. Accessed 3-29-2023 at: https://newspaperarchive.com/danville-bee-mar-19-1956-p-1/

Associated Press. “Names of Victims Claimed By The Blizzard in New England.” Lowell Sun. 3-18-1956, p.4. Accessed 3-27-2023 at: https://newspaperarchive.com/lowell-sun-mar-18-1956-p-4/

Associated Press. “New York’s Blizzard Aftermath…” Syracuse Herald-Journal, NY. 3-20-1956, p.15. Accessed 3-28-2023 at: https://newspaperarchive.com/syracuse-herald-journal-mar-20-1956-p-15/

Associated Press. “New York’s Schools Open.” The Times Record, Troy, NY. 3-21-1956, p.1. Accessed 3-28-2023 at: https://newspaperarchive.com/troy-times-record-mar-21-1956-p-1/

Associated Press. “Northeast Storm Claims 65 Lives.” Lima News, OH. 3-18-1956, p. 1. Accessed 3-28-2023 at: https://newspaperarchive.com/lima-news-mar-18-1956-p-1/

Associated Press. “Ohio Blames Deaths on 11 on Snowstorm.” Lima News, 3-18-1956, p. 1. Accessed 3-28-2023 at: https://newspaperarchive.com/lima-news-mar-18-1956-p-1/

Associated Press. “Snow Shoveling Fatal To Handicapped Man.” Lima News, OH. 3-18-1956, p. 5-D. Accessed 3-28-2023 at: https://newspaperarchive.com/lima-news-mar-18-1956-p-39/

Associated Press. “Storm Toll Reaches 95 For East.” Kingston Daily Freeman, NY. 3-19-1956, pp. 1-2. Accessed 3-27-2023 at: https://newspaperarchive.com/kingston-daily-freeman-mar-19-1956-p-1/

Associated Press. “Unseasonable Cold Is Felt in Sunny South.” Wellsville Daily Reporter, NY. 3-21-1956, p1. Accessed 3-28-2023 at: https://newspaperarchive.com/wellsville-daily-reporter-mar-21-1956-p-4/

Associated Press. “Weekend Storm Mounts In Maine.” Biddeford Journal, ME. 3-19-1956, p. 1. Accessed 3-26-2023 at: https://newspaperarchive.com/biddeford-journal-mar-19-1956-p-1/

Associated Press. “Wild Blizzard Blankets East In New Snow.” Cornell Daily Sun, Ithaca, NY. 3-20-1956, p.1. Accessed 3-28-2023 at: https://newspaperarchive.com/ithaca-cornell-daily-sun-mar-20-1956-p-1/

Associated Press. “Storm Killed 96 Persons in Northeast. Heaviest Toll of Lives Taken in Massachusetts.” Lowell Sun, MA. 3-18-1956, p. 1. Accessed 3-26-2023 at: https://newspaperarchive.com/lowell-sun-mar-18-1956-p-1/

Blue Hill Observatory and Science Center, Milton MA. “Remembering the Incredible Snowstorms of March 1956.” Accessed 3-27-2023 at: https://bluehill.org/remembering-the-incredible-snowstorms-of-march-1956/

Brewster Standard, NY. “Maureen Mitchell, 5, Dies in Accident. Coasting Out of Alden Drive, Putnam Lake, Her Sled Collide With An Automobile…” 3-22-1956, p.1. Accessed 3-28-2023 at: https://newspaperarchive.com/brewster-standard-mar-22-1956-p-1/

Chappaqua Sun, NY. “Town Digging Out After 2-Day Snow Drops 19 Inches.” 3-22-1056, p. 1. Accessed 3-28-2023 at: https://newspaperarchive.com/cazenovia-republican-mar-22-1956-p-1/

Courier-Post, Camden, NJ. “33 Killed in N.J.; 162 in East.” 3-20-1956, p. 1. Accessed 3-28-2023 at: https://courierpostonline.newspapers.com/image/180129320/?fcfToken=eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJmcmVlLXZpZXctaWQiOjE4MDEyOTMyMCwiaWF0IjoxNjgwMDQxMjk5LCJleHAiOjE2ODAxMjc2OTl9.y7cIhDG34GDKZNx0qIJVgoESfw3n-yCrSTkdSU34G98&terms=snow&match=1

Daily Intelligencer, Doylestown, PA. ‘6 Killed In Crashes.” 3-17-1956, p. 2. Accessed 3-28-2023 at: https://newspaperarchive.com/doylestown-daily-intelligencer-mar-17-1956-p-2/

Daily News, Huntingdon and Mount Union, PA. “Cpl. Finkbeiner, State Trooper, Fatally Stricken.” 3-17-1956, 1. Accessed 3-28-2023 at: https://newspaperarchive.com/huntingdon-daily-news-mar-17-1956-p-1/

East Hampton Star, NY. “Joseph Zisk.” 3-22-1956, p. 1. Accessed 3-28-2023 at: https://newspaperarchive.com/east-hampton-star-mar-22-1956-p-1/

Frederick News Post, MD. “Five to Eight Inches of Snow in County.”3-19-1956, p. 4. Accessed 3-26-2023 at: https://newspaperarchive.com/frederick-news-post-mar-19-1956-p-4/

Lima News. “Child Drowns At St. Marys…” 3-17-1956, p. 1. Accessed 3-28-2023 at: https://newspaperarchive.com/lima-news-mar-17-1956-p-1/

Lima News, OH. “Findlay Beet Worker’s Car Crashes Into Tree.” 3-17-1956, p. 1. Accessed 3-28-2023 at: https://newspaperarchive.com/lima-news-mar-17-1956-p-1/

Logan Daily News, OH. “New Snow Adds to Bad Road Conditions…” 3-19-1956, pp. 1-2. Accessed 3-28-2023 at: https://newspaperarchive.com/logan-daily-news-mar-19-1956-p-2/

Lowell Sun, MA. “43 Are Dead in Record Blizzard (continued from p.1).” 3-17-1956, p. 2. Accessed 3-27-2023 at: https://newspaperarchive.com/lowell-sun-mar-17-1956-p-17/

Mansfield News-Journal, OH. “Blizzard Blows Out to Sea…‘Wildest’ Storm in 3 Decades.” 3-18-1956, p. 1. Accessed 3-28-2022 at: https://newspaperarchive.com/mansfield-news-journal-mar-18-1956-p-1/

New York Times. “2 Die in Nassau; Area Paralyzed.” 3-20-1956, p. 7. Accessed 3-28-2023 at: https://timesmachine.nytimes.com/timesmachine/1956/03/20/86549925.pdf?pdf_redirect=true&ip=0

New York Times. “13.5-Inch Snow Paralyzes City; Schools Closed, Business Drops; Transit Snarled in Northeast. 4-day Toll is 125.” 3-20-1956, p.1. Accessed 3-28-2023 at: https://timesmachine.nytimes.com/timesmachine/1956/03/20/86549850.pdf?pdf_redirect=true&ip=0

New York Times. “Jersey Disrupted by 18-inch Snow.” 3-20-1956, p. 9. Accessed 3-28-2023 at: https://timesmachine.nytimes.com/timesmachine/1956/03/20/86549949.html?pageNumber=9

New York Times. “Snow Blankets Eastern States; 71 Lives Are Lost.” 3-18-1956, pp. 1 and 82. Accessed 3-28-2023 at: https://timesmachine.nytimes.com/timesmachine/1956/03/18/90494625.pdf?pdf_redirect=true&ip=0

Newark Advocate, OH. “Six Persons Listed Dead in Great Ohio Snowstorm.” 3-17-1956, p. 1. Accessed 3-28-2023 at: https://newspaperarchive.com/newark-advocate-mar-17-1956-p-1/

Newport Daily News, RI. “Newport Naval Circles. Still Digging Out.” 3-21-1956, p. 10. Accessed 3-29-2023 at: https://newspaperarchive.com/newport-daily-news-mar-21-1956-p-10/

Newport Daily News, RI. “Storm (continued from p.1.)” 3-20-1956, p. 7. Accessed 3-29-2023 at: https://newspaperarchive.com/newport-daily-news-mar-20-1956-p-7/

Portsmouth Times, OH. “Waverly Has Third Death In Three Days.” 3-17-1956, p. 10. Accessed 3-28-2023 at: https://newspaperarchive.com/portsmouth-times-mar-17-1956-p-20/

Portsmouth Times, OH. “Wife Killed in Truck, Car Crash.” 3-17-1956, p. 10. Accessed 3-28-2023 at: https://newspaperarchive.com/portsmouth-times-mar-17-1956-p-20/

Somerset Daily American, PA. “14 Die (continued from p.1).” 3-19-1956, p. 2. Accessed 3-29-2023 at: https://newspaperarchive.com/somerset-daily-american-mar-19-1956-p-2/

Times Record, NY. “One Killed, Six Hurt In Auto Mishaps.” 3-19-1956, p. 22. Accessed 3-27-2023 at: https://newspaperarchive.com/troy-times-record-mar-19-1956-p-22/

Times Record, Troy, NY. “Winter’s Worst Storm Cripples Area…Ten Persons Lose Lives in N.Y. State.” 3-17-1956, p1. Accessed 3-27-2023: https://newspaperarchive.com/troy-times-record-mar-17-1956-p-1/

United Press. “East Coast Paralyzed; Blizzard Fatal To 156.” Dunkirk Evening Observer, NY. 3-20-1956, p.1. Accessed 3-28-2023 at: https://newspaperarchive.com/dunkirk-evening-observer-mar-20-1956-p-1/

United Press. “Eastern Part of State [PA] Reports 12-Inch Fall.’ Dubois Courier Express, 3-19-1956, p. 1. Accessed 3-29-2023: https://newspaperarchive.com/dubois-courier-express-mar-19-1956-p-1/

United Press. “Storm Ties Up Much of East; N.Y. Business Loss $150 Million.” Berkshire Eagle, MA. 3-20-1956, p.2. Accessed 3-26-2023 at: https://newspaperarchive.com/berkshire-eagle-mar-20-1956-p-2/

United Press. “Three U.S. Sailors Found Dead In Boat.” Times Record, Troy, NY. 3-17-1956, p. 1. Accessed 3-27-2023 at: https://newspaperarchive.com/troy-times-record-mar-17-1956-p-1/

Additional Information

Mook, Conrad P. and Kenneth S. Norquest. “The Heavy Snowstorm of March 18-19, 1956.” Monthly Weather Review, March 1956, pp. 116-125. Accessed 3-27-2023 at: https://doi.org/10.1175/1520-0493(1956)084<0116:THSOM>2.0.CO;2

–12 AP. “Blaze Kills 12 of Family Asleep in Tar-Paper Shack.” Berkshire Eagle, MA. 3-9-1956, 1.
–12 AP. “Overheated Stove Caused Fire Tragedy.” Record Herald, Waynesboro, PA. 3-10-1956, 1.

Narrative Information

March 9, AP: “Oxford, Pa. (AP) – Twelve members of one family died last night in a fire that destroyed their two-room tar-papered home in this rural southeastern Pennsylvania community. An investigator said today ‘it looks like it could be foul play but we’re not certain.’ Deputy Coroner Ernest Schneider of Chester County, said a thorough investigation would be made in cooperation with State Police and fire officials.

“The victims of the blaze were identified tentatively as the wife, children and grandchildren of John Twyman, a 36-year-old truck driver and a long-time resident of the ‘bottoms’ section of Oxford. Twyman, police said, appeared at the scene of the blaze as the last of the bodies of the family were being recovered from the 20×30-foot home. Patrolman Claude Swift said Twyman was shocked into mumbling incoherency but told him he had just returned from Baltimore. Firemen were looking for Twyman’s body when he appeared.

“Fire Marshall Robert Brown said the victims apparently asleep when the blaze started ‘didn’t stand a chance.’ Brown identified them tentatively as: Mrs. Catherine Twyman, 35, whom he said was pregnant; and these Twyman children – Eleanor 20, Claudette 16, John Twyman Jr. 14, Josephine 12, Stephen 9, Dorris 7, Lewis 5, Janet 3, Joseph 8 months; and Eleanor’s children – Andrew 2, and Harriet 16 months.

“He [Fire Marshall] said the home was heated by both a coal and wood stove and by a kerosene heater. ‘We can only assume that one of the two heaters either exploded or became overheated and set fire to the home,’ he said.

“Hershel Twyman, John’s brother and neighbor, told investigators he saw the adjoining structure ablaze. He said he tried to open each of its four windows and the door but was driven back by intense heat.” (Associated Press. “Blaze Kills 12 of Family Asleep in Tar-Paper Shack.” Berkshire Eagle, MA. 3-9-1956, p.1.)

March 10, AP: “Oxford (AP) – a fire which killed 12 members of a single family Thursday night was caused by an overheated stove, or possibly an explosion. Authorities came up with that conclusion yesterday after discarding the possibility that foul play was involved….” (Assoc. Press. “Overheated Stove Caused Fire Tragedy.” Record Herald, Waynesboro, PA. 3-10-1956, p.1.)

Sources

Associated Press. “Blaze Kills 12 of Family Asleep in Tar-Paper Shack.” Berkshire Eagle, MA. 3-9-1956, p.1. Accessed 3-25-2023 at: https://newspaperarchive.com/berkshire-eagle-mar-09-1956-p-1/

Associated Press. “Overheated Stove Caused Fire Tragedy.” Record Herald, Waynesboro, PA. 3-10-1956, p.1. Accessed 3-26-2023 at: https://newspaperarchive.com/waynesboro-record-herald-mar-10-1956-p-1/

— 17 ASN. Accident description. USAF Douglas C-124C Globemaster II, off Iceland, 3-2-1956
— 17 European Stars and Stripes, Darmstadt. “17 Lost in Crash of ‘Jinxed’ C124.” 3-4-1956, 1.
— 17 Times Record, Troy, NY. “Air Force Plane Crashes in Atlantic.” 3-3-1956, p. 1.
— 17 Titusville Herald, PA. “Still No Trace of Globemaster.” 3-5-1956, p. 1.

Narrative Information

Aviation Safety Network:
“….Registration: 53-0021
“C/n /msn: 44316….
“Fatalities: 17 / Occupants: 17….
“Location: 385 km (240.6 mls) SW off Iceland (Atlantic Ocean)….
“Departure airport: Reykjavik-Keflavik International Airport…Iceland.
“Destination airport: ?
“Narrative: Engine problems force the crew to ditch the plane in the Atlantic. The Globemaster was en route to the U.S. from Iceland.” (Aviation Safety Network. Accident description. United States Air Force, Douglas C-124C Globemaster II, off Iceland, 2 Mar 1956. 9-11-2007 update.)

Baugher: “Douglas C-124C Globemaster II…021 (c/n 44316) ditched in Atlantic Ocean off Iceland Mar 2, 1956. All crew were killed.” (Baugher. 1953 USAF Serial Numbers. 10-27-2011 revision.)

Newspaper

March 3, AP: “London (AP) – A U.S. Air Force Globemaster with 17 persons aboard crashed in the North Atlantic off Iceland last night [March 2] at almost the spot the same plane narrowly escaped disaster a week ago. An Air Force spokesman here said radio messages from a weather ship reported finding the first bit of wreckage from the four-engined plane. “We know now the Globemaster crashed into the sea,” the spokesman said.

“The plane had left the Keflavik, Iceland, airport yesterday, bound for New York. An oxygen bottle, part of the plane’s equipment, was recovered and showed extensive traces of fire, the spokesman said. The bottle was picked up by the weather ship “Alpha,” about 250 miles west of the Iceland coast.
Engine Failed.

“That was near the position where the plane sent “May Day” messages — extreme distress signals — shortly before midnight. The last message said three of the plane’s four engines had failed and it was losing altitude rapidly.

“Dispatches from Reykjavik said the Alpha also picked up burned fragments of plywood near the
last reported position of the Globemaster.

“Eight planes scanned the area early today and were joined by eight others at daybreak, The U.S. Air Force sent search and rescue craft from both sides of the Atlantic — from as far east as Prestwick, Scotland, and as far west as Harmon Air Base in Newfoundland. The fact that Iceland has nearly 12 hours of daylight at this time of the year helped in the search, but the weather was described by an Air Force spokesman as “pretty bad. ”

“Eventual destination of the Globemaster was reported to have been Warner-Robbins Air Force Base in Georgia.
In Trouble Week Ago.

“One week ago the same C124 transport developed engine trouble in roughly the same position off Iceland and was ‘shepherded’ in by Air-Sea Rescue planes.

“The U.S. weather ship, aided by Air Force planes continued the search for survivors.

“Last Saturday the big craft landed safely at Keflavik after a grim two-hour battle with failing engines over the Atlantic. On that flight the lumbering four-engine transport was en route from Goose Bay, Labrador, to Prestwick, Scotland, when two engines conked out. Air-Sea Rescue planes from Keflavik rushed to the scene after the pilot said he was considering ditching at sea, but he managed to limp in without further mishap.

“Most of the 17 persons aboard were American airmen en route from Iceland to Goose Bay, Labrador, and then to New York….” (Times Record, Troy, NY. “Air Force Plane Crashes in Atlantic.” 3-3-1956, p. 1.)

March 3, AP: “London, March 3 (AP) – A big U.S. Air Force plane with 17 aboard crashed and burned in the North Atlantic today when its number came up in one of aviation’s strangest coincidences. The same plane—with the same crew—brushed with disaster in the same area off Iceland exactly a week ago. All 17 aboard the jinxed Globemaster today were feared killed….

“Two bits of Wreckage — a flame scarred oxygen bottle and a shattered and smoked piece of plywood — were the only traces of the giant military transport….

“Last Saturday the same plane radioed to Reykjavik, Iceland, that two engines were out and preparations for ditching were being carried out. The message was sent from almost the exact position — 62.42 north, 29.47 west – where the plane was last heard from early this morning….

“The Air Force in Washington said two new engines had just been installed at Keflavik, Iceland, on the C124. The Air Force said the two engines replaced two engines that failed during the eastbound crossing a week ago.

“The airplane was comparatively new, a spokesman said, with less than 1,000 hours flying time. The Air Force described the aircraft command of the C124 as thoroughly experienced, with more
than 1,100 hours experience in piloting that type plane.” (European Stars and Stripes, Darmstadt. “17 Lost in Crash of ‘Jinxed’ C124.” 3-4-1956, 1.)

Sources

Aviation Safety Network. Accident description. United States Air Force, Douglas C-124C Globemaster II, off Iceland, 02 Mar 1956. 9-11-2007 update. Accessed 1-8-2012 at: http://aviation-safety.net/database/record.php?id=19560302-1

European Stars and Stripes, Darmstadt, Germany. “17 Lost in Crash of ‘Jinxed’ C124,” 3-4-1956, p. 1. At: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=118229181

Times Record, Troy, NY. “Air Force Plane Crashes in Atlantic.” 3-3-1956, p. 1. Accessed at: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=94330763

Titusville Herald, PA. “Still No Trace of Globemaster.” 3-5-1956, p. 1. Accessed at: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=106010400

— 20 INS. “20 Killed, Scores Injured in Swampscott Train Crash.” Lowell Sun, MA. 2-28-1956, p.1.
–>14 AP. “Portsmouth, H.H. to Boston Train Hit in Rear by Another.” Lowell Sun, MA. 2-28-1956, 1.
— 13 AP. “Engineer Testifies Halted Train…Hurled 120 Feet…” Fitchburg Sentinel, MA. 3-8-1956, p1.
— 13 AP. “Hold Funeral Rites For Nine Who Died In Rail Accident.” North Adams Transcript, MA, 3-2-1956, 1.
— 13 INS. “Reject Efforts of Railroad Brotherhoods…” Lowell Sun, MA. 3-6-1956, p. 10.
— 13 Lowell Sun, MA. “Ask Study of Trains Being Radio Equipped.” 3-1-1956, p. 1.
— 13 Salem News (A. Ostuni). “Swampscott train wreck recalled 60 years later.” 2-26-2016.
— 13 Shaw. Down Brakes: A History of Railway Accidents… 1961, pp. 308-309 and 484.

Narrative Information

Shaw: “…on February 28, 1856, railroad operation were…handicapped in eastern Massachusetts by a heavy, wet snowfall which clung to every object upon which it alighted, including the signal roundels, thus obscuring the aspects of these signals. Under these difficult conditions No. 214, a Boston-bound Boston & Maine commuting train consisting of a road-switcher Diesel and sic cars, was already considerably behind schedule as it approached Swampscott Junction. The enginemen were unable to make out the aspect displayed by signal P.146, a mile and a half north of the junction until, running at a mere 5 m.p.h., they were finally able to discern a faint gleam of green just as they reached it. The next signal was completely blanketed, but because the engineer had been having trouble with his engine and did not wish to stop the train he passed this at the restricted speed of 2 or 3 m.p.h. This was a technical violation of the rules, which called for a full stop, but is hardly censurable under the circumstances. But at the next signal, immediately north of the junction, again no lights were visible, and the train was brought to a halt. The conductor went forward to call the tower operator on the telephone, the fireman climbed the signal to clean out the roundels, and the rear brakeman started back to provide flag protection. The latter had already dropped two five-minute fusees as his train approached the junction, although he could not state positively that either of them had remained alight.

“But within three minutes of No. 214’s stopping and before the rear brakeman had gone 175 feet a following train, No. 2406, consisting of four Budd R.D.C. cars operated in multiple, loomed out of the whirling snowflakes at an estimated 50 m.p.h. and almost before its brakes could be applied crashed into the rear of the standing train. The first Diesel car was ‘split open like a watermelon’, and thirteen of its occupants were killed. No less than 260 passengers claimed injuries.

“While the I.C.C. [Interstate Commerce Commission] seemed to feel, in its investigation, that there was some question of possible brake failure on the part of the R.D.C. train involved, the primary cause of the accident was obviously disregard of signals and excessive speed under the conditions prevailing. Common sense alone should have prohibited No. 2406’s high speed, but the railroad’s rule No. 27 also read specifically: ‘…a signal imperfectly displayed, or the absence of a signal at a place where a signal is usually shown, must be regarded as the most restrictive indication that can be given by that signal…’ As the two enginemen were among the dead, the explanation for these gross violations must remain a matter of conjecture.” (Shaw, Robert. Down Brakes: A History of Railway Accidents, Safety Precautions…Operating Practices…[U.S.]. 1961, pp. 308-309.)

Newspapers

Feb 28, Lowell Sun (INS & AP): “Portsmouth, N.H. to Boston Train Hit in Rear by Another. About a Thousand Passengers Aboard Two Trains; Injured Rushed to Boston, Lynn, Salem.

“Swampscott, Feb. 28 (INS) – Twenty persons were killed and scores injured today when a six-car Boston-bound commuter-filled Buddliner crashed into the rear of a commuter train from Portsmouth, N.H.” (INS. “20 Killed, Scores Injured in Swampscott Train Crash.”. Lowell Sun, MA. 2-28-1956, p.1.)

“Swampscott, Feb 28 (AP) – Two Boston & Maine railroad trains, laden with morning commuters, collided here today. At least 14 were reported dead. Scores were injured, many of them critically. An estimated 1000 passengers were aboard the trains.

“A Danvers to Boston four car stainless steel train plowed into a standing Portsmouth, N.H., to Boston train. Most of the dead were in the Danvers train which left Salem shortly before. The first car of the Danvers train was split open by the crash which crumpled the rear of the Portsmouth train. The injured were rushed to hospitals in the vicinity as ambulances and doctors were hastily summoned….Heavy snow was falling as the commuter-laden trains crashed.

“Edward Penniman, a reporter for the Lynn Item, told of seeing 13 bodies. Another was pinned in a car.

“In the first batch of 25 injured taken to the Lynn hospital were many reported critically injured. The hospital summoned about 75 nurses. Other victims were taken to Marblehead and Salem hospitals and Union hospital, Lynn….

“The Boston & Maine railroad said the streamlined Budd Highliner train, which left Salem at 8:02 a.m. (EST), was due in Boston at 8:33 a.m. The Budd train struck the rear of the Diesel, the B & M said, which had left Portsmouth, N.H. at 6:40 a.m. and was due in Boston at 8:14. The collision occurred at Swampscott Junction as both trains were headed southwest. Swampscott is about six miles from Boston….” (INS. “20 Killed, Scores Injured in Swampscott Train Crash.” Lowell Sun, MA. 2-28-1956, p.1.

March 1, Lowell Sun: “State House, March 1 – The installation of radio equipment on all railroad trains would prevent a repetition of the tragic train wreck which took 13 lives Tuesday, Rep. Edward J. DeSaulnier Jr. (R) of Chelmsford declared last night. He and Rep. Gerald P. Lombard (D) of Fitchburg are co-sponsors of a bill, filed yesterday, which calls for an investigation by a special commission of the feasibility of requiring the installation of such radio equipment on all trains operating in the commonwealth. They filed the bill following the collision of two Boston and Maine trains in Swampscott. It occurred when a passenger train stopped in a heavy snowstorm because of an obscured signal, and was struck from the rear by a Budd commuter. ‘If these trains were radio equipped, this tragedy could have been averted,’ Rep. DeSaulnier said. He pointed out that the stalled train could have communicated its difficulty to a radio control tower which in turn could have warned the oncoming Budd commuter of the existing danger. The DeSaulnier-Lombard bill, because of its late filing date, must be admitted by the rules committee for consideration.

“It would set up a special commission composed of three members of the house of representatives, two members of the senate, and two appointees of Gov. Herter. The commission would study the problem and submit its recommendations to the legislature by April 15. The sponsors said they would agree to give the department of public utilities the authority to waive the radio equipment requirement under special circumstances on lines that are seldom used.” (Lowell Sun, MA. “Ask Study of Trains Being Radio Equipped.” 3-1-1956, p. 1.)

March 2, AP: “Swampscott, Mass. (AP) – Funeral services were held today for nine of the thirteen persons killed in the rear-end crash of two Boston & Maine trains last Tuesday. Another is to be buried tomorrow. Services for the other three victims were held yesterday. Twenty-six of the original 71 persons hospitalized were still in North Shore hospitals today. The names of two are on the danger list.

“The Brotherhood of Locomotive Engineers, meanwhile, went to the defense of Ernest A Tourtellotte, 59, of Winchester, engineer of one of the trains [the Buddliner] who was killed in the crash. The Boston & Maine Railroad said he violated operating rules by going through two snow-covered signal lights and passing a flagman before his train smashed into a standing train. Ernest C. Hopkins, regional representative of the engineers’ union, said he doesn’t think ‘blame should have been places until the investigation of the accident had been completed’ by federal and state officials. Hinting that the engineer might have been having mechanical trouble, Hopkins said: ‘It is quite possible that the engineer was sounding his whistle in order to let everyone know he was in trouble. We don’t have two-way communications in a Budd-liner the self-propelled type of train Tourtellotte was driving and the engineer must rely on the use of a whistle as a danger warning.’ “
(Associated Press. “Hold Funeral Rites For Nine Who Died In Rail Accident.” North Adams Transcript, MA, 3-2-1956, p.1.)

March 6, INS: “Boston, March 6 (INS) – A joint federal and state hearing today rejected efforts of railroad brotherhoods to have separate investigations of the Swampscott and Revere train wrecks of February 28th. The seating capacity of the ballroom of a Boston hotel was taxed with spectators as the hearing opened into the deaths of 13 in the Swampscott ramming of the rear car of a Portsmouth train by a Danvers-to-Boston Budd Highlander commuter train on the Boston and Maine railroad….

“The first witness called was Robert H. Walsh, of Lynn, a signal helper who was on duty at the Lynn tower on the day of the [Swampscott] crash. He said it was snowing hard that morning, that the weather was bad and visibility low and poor….

“Frank Reynolds, assistant to the vice-president in charge of operations, was the second witness. He introduced a book of rules of the road, which was entered in evidence. He was asked about operating rules under weather conditions as described. ‘The basic rule is for restricted speed in connection with imperfectly displayed signals,’ Reynolds said. ‘If the signal cannot be seen or the lights bad, the train should be slowed down to a stop. When a stopped train is likely to be overtaken by a following train, a flagman should go back and give proper signals, lighted fuses at proper intervals, torpedoes and flag signals.’ Asked to define restricted speed, Reynolds said it was speed slow enough so the train could be halted in an instant and Should not exceed 15 miles per hour….”
(INS. “Reject Efforts of Railroad Brotherhoods To Hold Separate Probes of Two Wrecks.” Lowell Sun, MA. 3-6-1956, p. 10.)

March 8, AP: “Boston, March 8 (AP) – The Boston & Maine Railroad rear-end collision in Swampscott which killed 13 persons and injured 283 had such force that it drove the halted train ahead by more than two car lengths – 120 feet, an engineer testified today. Foster R. Spofford, assistant chief engineer of the Boston & Maine, who organized cleanup of the wreck, was the first witness called on the Swampscott smash as the Interstate Commerce Commission and Massachusetts Department of Public Utilities went into a third day of a joint hearing….

Spofford testified the engine and three cars of the struck train at Swampscott appeared to be undamaged when he arrived. The fourth car was damaged at the rear. The fifth car was off the tracks and one truck [wheel assembly] was thrown aside. The sixth and last car of the halted train was thrown over, with one end on the ground and the other resting across the Budd car which struck it. ‘Budd car No. 6150 had very plainly gone under the rear end of train 213,’ Spofford said. The first Budd car was torn to pieces by the impact and Spofford testified the remaining three Budd cars of the second train all were displaced from the tracks.” (Associated Press. “Engineer Testifies Halted Train Was Hurled 120 Feet By Impact.” Fitchburg Sentinel, MA. 3-8-1956, p. 1.)

Sources

Associated Press. “Engineer Testifies Halted Train Was Hurled 120 Feet By Impact.” Fitchburg Sentinel, MA. 3-8-1956, p. 1. Accessed 3-25-2023 at: https://newspaperarchive.com/fitchburg-sentinel-mar-08-1956-p-1/

Associated Press. “Hold Funeral Rites For Nine Who Died In Rail Accident.” North Adams Transcript, MA, 3-2-1956, p.1. Accessed 3-25-2023 at: https://newspaperarchive.com/north-adams-transcript-mar-02-1956-p-2/

Associated Press. “Portsmouth, H.H. to Boston Train Hit in Rear by Another.” Lowell Sun, MA. 2-28-1956, 1. Accessed 3-25-2023 at: https://newspaperarchive.com/lowell-sun-feb-28-1956-p-1/

INS. “20 Killed, Scores Injured in Swampscott Train Crash.”. Lowell Sun, MA. 2-28-1956, p.1. Accessed 3-25-2023 at: https://newspaperarchive.com/lowell-sun-feb-28-1956-p-1/

INS. “Reject Efforts of Railroad Brotherhoods To Hold Separate Probes of Two Wrecks.” Lowell Sun, MA. 3-6-1956, p10. Accessed 3-25-2023 at: https://newspaperarchive.com/lowell-sun-mar-06-1956-p-28/

Lowell Sun, MA. “Ask Study of Trains Being Radio Equipped.” 3-1-1956, p. 1. Accessed 3-25-2023 at: https://newspaperarchive.com/lowell-sun-mar-01-1956-p-3/

Salem News (Amanda Ostuni). “Swampscott train wreck recalled 60 years later.” 2-26-2016. Accessed 3-25-2023 at: https://www.salemnews.com/news/local_news/swampscott-train-wreck-recalled-60-years-later/article_f86a419e-3450-511c-9998-c9fe464c77d7.html

Shaw, Robert B. Down Brakes: A History of Railway Accidents, Safety Precautions and Operating Practices in the United States. London & Geneva: P.R. MacMillan Limited, 1961.

Wikipedia. “Budd Rail Diesel Car.” 1-8-2023 edit. Accessed 3-25-2023 at: https://en.wikipedia.org/wiki/Budd_Rail_Diesel_Car

–11 Aviation Safety Network, Flight Safety Foundation. “ASN Wikibase Occurrence #181798.”
–11 Baugher, Joseph F. “1946-1948 USAAR-USAF Serial Numbers.” March 22, 2023 revision.
–11 Bureau of Aircraft Accidents Archives. “Crash of a Boeing B-50D-80-BO Superfortress…”
–11 NFPA. “Large Loss Aircraft Fires of 1956.” Quarterly, Vol. 50, No. 4, April 1957, p. 318.

Narrative Information

Aviation Safety Network:
“Date: 27-FEB-1956
“Type: Boeing B-50D-80-BO Superfortress
“Owner/operator: United States Air Force (USAF)
“Registration: 48-072
“MSN: 15881
“Fatalities: Fatalities: 11 / Occupants: 11
“Other fatalities: 0
….
“Location: near Wright-Patterson AFB, OH
“Phase: Unknown
“Nature: Military
“Departure airport: Wright-Patterson AFB OH
“Confidence Rating: Information only available from news, social media or unofficial sources
“Narrative: Crashed into far house about 10 minutes after take-off.”

Baugher: “48-063/072 Boeing B-50D-BO Superfortress….072 w/o Feb 27, 1956 at Wilmington Pike, Ohio. 11 killed.”

Bureau of Aircraft Accidents Archives:
“Date & Time: Feb 27, 1956
“Type of aircraft: Boeing B-50 Superfortress
“Operator: USAF
“Registration: 48-072
“Flight Phase: Flight
“Flight Type: Training
“Survivors: No
“Site: Plain, Valley
“Schedule: Wright-Patterson – Wright-Patterson
“MSN: 15881
“YOM: 1948
“Location: Dayton, Ohio
….
“Crew on board: 11
….
“Pax on board: 0
….
“Total fatalities: 11

“Circumstances: While conducting a training mission out from Wright-Patterson AFB, the
airplane crashed in unknown circumstances in Wilmington Pike, southeast
of Dayton. All 11 occupants were killed.

Sources

Aviation Safety Network, Flight Safety Foundation. “ASN Wikibase Occurrence # 181798.” Accessed 3-27-2023 at: https://aviation-safety.net/wikibase/181798

Baugher, Joseph F. “1946-1948 USAAR-USAF Serial Numbers.” March 22, 2023 revision. Accessed 3-27-2023 at: https://www.joebaugher.com/usaf_serials/1946.html

Bureau of Aircraft Accidents Archives. “Crash of a Boeing B-50D-80-BO Superfortress in Wilmington Pike: 11 killed.” Accessed 3-27-2023 at: https://www.baaa-acro.com/city/wright-patterson-afb-dayton

National Fire Protection Association. “Large Loss Aircraft Fires of 1956.” Quarterly, Vol. 50, No. 4, April 1957. Boston, MA.