REPORT OF AIR FORCE AIRCRAFT ACCIDENT
Monongahela River, Allegheny County, Homestead, Pennsylvania
1/31/56
Aircraft number 44-29125
Aircraft Type and Model TB-25N-35NC
History of flight
B-25N departed Nellis Air Force Base Nevada on 30 January 1956. The purpose of the flight was aircraft parts pick-up at Olmsted Air Force Base Pennsylvania, and delivery of two passengers to Andrews Air Force Base Maryland. The crew consisted of Major William L. Dotson, pilot, Captain John F. Jamieson, pilot, Captain Steve W. Tabak, pilot, Staff Sargeant Walter E. Soocey, Crew Chief, and Airman Second Class Charles L. Smith, Crew Chief; Captain J.P. Ingrahm and Master Sergeant Alfred J. Alleman were listed as passengers. The aircraft departed Nellis Air Force Base at approximately 1815E and arrived at Tinker Air Force Base Oklahoma at 2221E. The crew decided to RON at Tinker Air Force Base in view of ice and snow reported on runways at Selfridge, the next point of destination, and brake trouble discovered on the aircraft. A new right brake assembly and left outboard brake assembly were installed. The aircraft was refueled at Tinker Air Force Base with 560 gallons of 100 octane fuel for a total of 975 in the tanks. Flight was resumed on 31 January 1956, departing Tinker Air Force Base at 0853E and arrived at Selfridge at 1313E. Major William L. Dotson was flying as co-pilot on this leg of the flight with Captain Jamieson s pilot. during this flight 28" of manifold pressure and 1850 r.p.m. were utilized. Upon arrival at Selfridge Air Force Base, notification was received that approximately three hours would elapse before refueling could be completed. It was decided to proceed to Olmsted Air Force Base with the fuel estimated available i.e., 375 gallons, since this represented approximately 3 hours of fuel and the flight to Olmsted would require but one hour and 40 minutes.
The estimate of 375 gallons remaining in the aircraft was computed by the Crew Chief who indicated that not more than 600 gallons would refuel the aircraft. The aircraft departed Selfridge Air Force Base at 1443E hours with Major Dotson as pilot and Captain Jamieson as co-pilot. Captain Ingraham and Sergeant Soocey were in the forward crew compartment; Airman Smith and Sergeant Alleman were in the rear compartment. Captain Tabak remained at Selfridge. The flight proceeded under IFR conditions at 7000 indicated, 1000 on top, via Red Airway 20, Red 85, and Green 4. Position reports were given by Captain Janieson at Windsor, Cleveland, Akron, Columbiana and Butler. The flight was uneventful until in the vicinity of Butler radio Beacon, approximately 17 nautical miles northeast of Greater Pittsburgh. At Butler it was noted that fuel gauges had moved niticeably for the first time. flight was being conducted with power settings at 28" manifold pressure and 1800 r.p.m. with mixtures pulled back past the auto-lean position. With the exception of minor difficulty in holding synchronization on the right propeller , no indication of any malfunctions were apparent up to this point. North of the New Alexandria Beacon, approximately 31 nautical miles east of Greater Pittsburgh Airport, an obvious and unusual decrease in the fuel indication on all tanks was noted.
Approximately 120 gallons were indicated as in the aircraft at this point. Pittsburgh Center was contacted on UHF Channel 5 and a change in destination to Greater Pittsburgh Airport was requested and received at approximately 1600E... The aircraft was advised that the weather at Greater Pittsburgh Airport consisted of a 3000' broken ceilaing with 10 miles visibility. River Radio Beacon, 5 nautical miles east of Greater Pittsburgh Airport, was tuned in on Radio Compass at this time and the aircraft homed in on a heading of approximately 285 degrees. A few minutes after leaving the New Alexandria vicinity, at approximately 1603E, a large hole in the undercast was sighted and the IFR clearance was cancelled. at 1604E. The aircraft was descended through the hole to maintain more positive visual contact and avoid any possible IFR approach delay. At this time ving tanks were indicating empty; main tanks were indicating approximately 80 gallons of total fuel remaining. A large deflection on the radio compass indicator was noted, and close proximity to River Beacon was assumed and reported to pittsburgh Center. The aircraft was descended beneath the broken ceiling to approximately 3000' indicated. (In this vicinity average terrain level is 1100 to 1200 feet.) Shortly after descending to VFR conditions, the heavily populated fringes of the city of Pittsburgh were sighted and course was altered to a generally southerly direction to avoid housing areas. At this time it became evident that fuel was decreasing constattly at an abnormal rate and it was decided to attempt landing at Allegheny County Airport, approximately 15 nautical miles southeast of Greater Pittsburgh Airport. Shortly thereafter, at approximately 1609E, the Monongahela River was sighted and both engines ceased operating at approximately 3000' indicated.
Major Dotson advised the crew that the aircraft would be ditched in the river. Captain Jamieson transmitted a "Mayday" which was overheard at the Allegheny County Tower at 1609E on either 126.18Mc or 257.8Mc. Major Dotson lowered wing flaps and completed a wheels-up touchdown, heading downstream in a generally south, southwest direction at approximately 1610E to 1611E. The ditching was successful and all occupants evacuated the aircraft with no apparent injuries. all six persons were able to climb aboard the upper surfaces of the aircraft as it floated down the stream. The Monongahela river at this point varies from 500 to 1000 feet in width; the river depth varies from 25 to 35 feet. The current was estimated to be approximately 8 to 10 knots; the recorded water temperature was 35 degrees F; the recorded air temperature was 27 degrees F; the recorded wind velocity was 8 to 10 knots, from the northwest. The aircraft remained afloat for an estimated 10 to 15 minutes.
...that the aircraft was sinking, the crew and passengers to remove their shoes and swim to a log observed floating nearby. ...all six persons could swim. Sergeant Alleman, Airman Smith and Major Dotson reached the nearby log successfully, Major Dotson and Airman Smith remained with the log until recovered by a commercial river boat, approximately 15 minutes later. Master Sergeant Alleman reached the log but struck out for the left bank of the river. He was able to swim ashore with great difficulty and was assisted from the water by civilians and local police officers. Captain jamieson was able to remain afloat until recovered by a police launch.
Captain Ingrahm disappeared beneath the water. Sergeant Soocey was on some unidentified debris when last seen. The aircraft drifted for an estimated 1 mile from the point of impact prior to sinking. Major Dotson and Airman Smith, the last personnel to be recovered were recovered approximately 1 1/2 to 2 miles from the scene of impact. At the time of this report neither the aircraft nor missing personnel have been located.
B-25 Accident S/N 44-29125
31 January 1956
Received word of downed B-25 bomber from Base Operations approximately 1630
hours. Joined Major Pamacreta at Base Operations 1700 hours and drove to
scene of aircraft accident in AF staff car. Arrived at AMOCO bulk storage
plant south side Monongahela River near the Hays Street Bridge approximately
1830 hours, then proceeded to St. Joseph Hospital and interviewed M/Sgt Alleman.
Returned to base.
1 February 1956
Arrived AMOCO storage area 0930 and established headquarters. Dragging
operations began immediately under the direction of Lt. Kilkeary, officer in
charge of River Patrol, Pittsburgh city Police Department. Dragging
continued throughout the morning from the river patrol launch and one
skiff. We joined in the P.M. by to other skiffs and crews under the
supervision of Mr. Whitehead, US Army corps of Engineers, Pittsburgh
district. Several underwater objects were detected in the evening and
buoys were placed to mark the objects. One object in particular was
believed to be the aircraft. W. O. Devaney, Captain, Coast Guard Cutter
"Forsythia", was contacted at the Sewickley Depot and he agreed to
place a lighted buoy over this object. Boarded the Coast Guard Cutter
"Forsythia" at the foot of South Sixth Street at approximately
1730. Arrived at AMOCO at 1800 hours, returned to Sewickley Depot via
"Forsythia", arriving 2200 hours. Returned to base.
2 February 1956
Joined River Patrol 0900 hours at foot of South sixth and Carson
Streets, placed call to J & L Steel Company, US Steel Company, and US Army
corps of Engineers requesting assistance in locating downed aircraft and raising
objects marked in the river. Talked to Mr. Harrington, US Corps of
Engineers, who stated that a format request through channels would have to be
made in order for the Corps of Engineers' equipment to be utilized.
J & L Steel Company responded by sending the motor vessel "Aliquippa" to the scene. This vessel could not be utilized for any length of time, however, the Captain contacted by radio Captain Bainbridge, Skipper of a motor vessel belonging to the Ohio River Barge Lines, who agreed to use his vessel to investigate the objects by "Sounding Lines" and "Probing Poles". "Forsythia" arrived and dragging operations continued using a 350 lb anchor and 2 inch manila tow rope. At 1800 hours an object was hit and brought to the surface, which was believed to be a wing of the aircraft. The anchor slipped off of the object and it sank back into the river. Dragging continued until approximately 1900 hours. The anchor caught on an object and snapped the tow line, losing the anchor. A smaller anchor with a steel cable was rigged up and it too was lost in one pass over the area. Returned to base.
3 February 1956
Suspended dragging operations pending manufacture of special
"grappling hook", which was being made up by the Coraopolis Tool and
Machine Company.
One hundred (100) feet of five eighths (5/8) inch cable was borrowed from the Army Ordnance, Field Maintenance Section, located on Neville Island.
Contacted Mr. Harrington, US Army Corps of Engineers, and arranged to have the Dredging Barge "Monello II" moved in for dragging operations.
4 February 1956
Joined River Patrol at their base at 1000 hours, where we waited until
the "Monello" moved upstream. The "Monello" arrived at
1430 hours and began making one hundred and fifty feet sweeps with its crane nad
bucket. The area where the airplane was believed to have been was swept
and nothing was found. this type of operation continued until about 1930
hours. By this time fog had settled over the area and it became too
dangerous to continue operations. In the meantime we had be joined by the
Coast Guard Cutter "Forsythia", which proceeded to drag the main
channel with the special "Grappling Hook". They too suspended
operations at 1930 hours and returned to the Sewickley depot.
5 February 1956
Dragging operations began at 0800 hours by the "Monello
II". The procedure followed was to make 150 foot sweeps across every
20 feet, moving downstream. This procedure proved extremely slow, so the
barges were rerigged in order to drag a 150 foot 4 inch steel cable connected at
one end of the barge and extending to the crane of the "Monello II".
This procedure proved to be very effective in that a large area could be covered in a relatively short time by allowing the barge to drift with the current. An area extending from where the plane was seen to go down to approximately two miles downstream was covered in about four hours. Two thirds of the width of the river was covered without results except for a sunken wooden barge and two telephone poles. Operations were suspended at 1900 hours.
6 February 1956
Dragging operations began at 0800 and the area directly above the
pumping station was dragged without results. Operations were suspended
about noon by order of Colonel Roddy and the barge proceeded down stream to its
home base at Neville Island.
8 February 1956
Captain Janson, AMC Liaison Officer, arrived this station from Olmstead
AFB in an H21 Helicopter. Major Haydin, Captain Mangone and I joined
Captain Johnson and flew to the scene of the B-25 crash. We made several
low level passes up and down the river, but so nigh of the wreckage could be
seen. after a flight of about 45 minutes we returned to Greater Pittsburgh
AFB. It was decided that the US Army Corp of Engineers would be utilized
to continue the search for the missing B-25.
9 February 1956
Dragging operations were resumed today by the US Army Corps of
Engineers. The same procedure as before, using the large steel rope, barge
and crane combination was used. An area approximately 3/4 of a mile long
was covered without results.
10 February 1956
Departed Greater Pittsburgh Airport at 0830 and arrived at Police River
Headqurters at 0910. Contacted Sargeant of Police and was informed that
search is not being conducted by police at present time. Proceeded to
above J & L Steel Plant where I was picked up by corps of engineer
personnel. After contacting Mr. Sholes, I was informed that one sweep had
been accomplished prior to my arrival, about seventy (70) feet off shore on the
right bank from point of last sighting of the aircraft to hte Pennsylvania
Railroad Bridge. A distance of approximately two (2) miles. Two more
sweeps were made, spaced approximately fifty (50) feet further out toward center
without success. Further, the area adjacent to the ice breakers was swept
but without contact. At 1430 hours Mr. Sholes informed me that the "Monello"
was to return to Neville Island and that on Monday, 13 February 1956, detection
equipment would be used on the "Redstone".
13 February 1956
Departed Air Base at 1000 hours for Monangahela River. Arrived at
Police River Patrol Headquarters at 1035 hours and proceeded up river in police
launch making contact with Corps of Engineers boat "Redstone" at 1100
hours. Mr. Holmes, corps of Engineers, in charge of operations was
contacted and procedure for search was outlined to me. An "Echo"
Depth recorder was being used and the plan of operation was to proceed up river
on theright side about 50 feet off shore from the Triangle or Point, to the
AMOCO storage area and then proceed down river on the left bank for the same
distance. A crew of six (6) men, including Mr. Holmes, were being utilized
aboard the "Redstone". Departed "Redstone" at 1400 hours
after uneventful cruise. Search was to continue the rest of today and
tomorrow.
14 February 1956
Operations continued today using "Echo" recorder mounted
on the tow boat "Redstone". An area of 6.2 miles long was
covered, extending from the "Point" down to Elmsworth Dam. Four
sweeps were made of this area with results. Operations stopped at 1800
hours and the search abandoned. Mr. Harrington was notified at 1515 hours.
Contact me at : mbarbou1@twcny.rr.com