January 16, 1942: Transcontinental & Western Air (TWA), Douglas DC-3 (NC1946) Potosi Mountain, NV
Transcontinental & Western Air Flight 3, a Douglas DC-3 (NC1946) was a scheduled transcontinental coast to coast flight originating from New York City with the ultimate destination of Burbank/Los Angeles, California.
Unlike today's non-stop transcontinental flights, this flight was to make several stops on it's way across the country. One scheduled stop it made in the early morning hours of January 16, 1942 was Indianapolis, Indiana where the flight boarded several passengers including actress Carole Lombard, her mother Elizabeth Peters, and MGM Studio Agent Otto Winkler. Lombard and company had just completed a successful cross-country trip selling two million dollars worth of war bonds to support the war efforts.
At 5:27 AM, the flight departed Indianapolis and continued west until it reached St. Louis. Taking on cargo, the flight was delayed nearly two hours by a layer of early morning fog that reduced visibility to less than one quarter of a mile. At 9:03 AM, the fog lifted and the flight continued on with more scheduled stops and strong headwinds.
By the time Flight 3 reached Albuquerque, New Mexico it was running more than three hours late. More delays were experienced in Albuquerque as passengers and cargo had to be removed in order to make room for fifteen military pilots and crew who had war time travel priority. Initially, the Lombard trio was removed from the flight, but Carole insisted that their group had priority due to her participation in the war bond tour. The gate agent not wanting to argue with the obviously irritated Lombard, allowed her party to continue their trip. The only other civilian passenger allowed to continue was Mrs. Lois Hamilton. An aircraft crew change also took place in Albuquerque. In command of TWA Flight 3 would be Captain Wayne Williams, Co-pilot Morgan Gillette, and Air Hostess Alice Getz.
Under the normal planned route, the flight would have been able to continue direct to its final destination however the extra weight of passengers, cargo and headwinds required an en route fuel stop at Las Vegas, Nevada. At 4:40 PM, Flight 3 departed Albuquerque for the Las Vegas Air Terminal which unlike Boulder City (TWA Terminal) had lighted runways.
It was 6:37 PM when Flight 3 reached Las Vegas. This stop was quick. Just enough time to take on more fuel, have passengers stretch their legs, and for Hostess Getz to top off the two galley containers with hot coffee.
At 7:07 PM, the flight departed runway 34 and began its climbing left turn across the Las Vegas Valley. The night of January 16th was dark and moonless as the DC-3 leveled off at the cruising altitude of 8,000 feet. The night was made even darker with the government's decision to blackout the lighted airway beacons due to wartime national security threats.
With the passenger cabin lights comfortably dimmed, up front in the cockpit, Captain Williams probably had the instrument and cockpit flood lights turned up to set the power for cruise flight. Perhaps Co-pilot Gillette was busy with a navigation chart or trying to confirm their course. Regardless of the reason or task at hand, neither pilot noticed the selected course was sending them into the snow-capped 8,500 foot Potosi Mountain.
The collision with the vertical cliff of Potosi Mountain was devastating and all 22 passengers and crew were killed instantly. When the final report was issued nearly a year later, the Civil Aeronautics Board (CAB) investigators were never able to determine why the flight flew off course and into mountainous terrain.
***********************************************************************************************************************************
HISTORICAL SUMMARY:
It was around 1983 when I started my research of TWA Flight 3. The story of the accident was interesting to me in that it involved many aspects of history, two of which were World War 2 and the other was the "Golden Age" of Hollywood.
Armed with the CAB Report, newspaper articles, and a couple grainy photos, I had little other help to locate the wreck. I decided the best way to find the crash site was to spot the location from the ground and then from the air.
In the next six months I planned my hike carefully and decided the best way to approach the site would be from the south side of the mountain (This was the route used by the recovery teams in 1942). The hike up the mountain was very steep, but I did manage to locate the crash site after a few hours.
The site as I first located it during 1984 was relatively pristine with very little foot traffic. Identifiable components such as landing gear and engines were located and documented. It was the smaller items that most people stepped over that proved to be the most revealing in the visits I have made throughout the years.
Unfortunately today, the crash site is a publicized hiking trip on the internet and I would guess that it is now visited by hikers every other weekend. When I last visited the site in the early part of 2008, soda cans, bottles and other trash littered the site. In addition, one engine has been rolled down the steep mountain slope by vandals. I still have plans to replace a stolen memorial plaque at the site, but I am hesitant due to possible vandalism. I would like to see the U.S. Forest Service be more pro-active and protect this historical resource from further damage.
The crash site itself lies within the Red Rock Canyon National Conservation Area which is managed by both Bureau of Land Management (BLM) and U.S. Forest Service.
THE AIRLINE
A TWA logo from 1942. Corporate history dates from the July 16, 1930 forced merger of Transcontinental Air Transport (T-A-T) and Western Air Express to form Transcontinental & Western Air (T&WA). The companies merged at the urging of Postmaster General Walter Folger Brown who was looking for bigger airlines to give airmail contracts. Charges of favoritism in the contracts was to lead to the Air Mail Scandal in which the two airlines split in 1934, although the T&WA name would stick.
Both airlines brought high profile aviation pioneers who would give the airline the panache of being called the "The Airline Run by Fliers" be known for several years for being on the cutting edge of aviation. Transcontinental, the bigger of the two, had the marquee expertise of Charles Lindbergh and was already offering a 48-hour combination of plane and train trip across the United States. Western, which was slightly older having been founded in 1925, had the expertise of Jack Frye.
On October 25, 1930, the airline offered one of the first all plane scheduled service from coast to coast -- the Lindbergh Route. The route took 36 hours and initially called for overnights in Kansas City.
TWA relocated its headquarters from New York to Kansas City, Missouri in summer 1931. (LostFlights Photo)
William John "Jack" Frye was an aviation pioneer, who with Paul E. Richter and Walter A. Hamilton, built TWA into a world class airline during his tenure as chairman from 1934-1947.
Frye received the first commercial pilot certificate issued in the State of Arizona - #1 - and held Transport Pilot certificate #933. Frye, Walter Hamilton and Paul E. Richter, Arizona pilot certificate #2, founded Aero Corporation in 1926 Los Angeles, with a subsidiary Standard Air Lines in 1927. Jack Frye, as pilot, flew the first commercial plane into Tucson, Arizona (November 28, 1929).
Standard Air Lines was sold to Western Air Express in early 1930. Western Air Express merged with Transcontinental Air Transport in 1930 to form T&WA (TWA). Frye became president of T&WA in 1934 and Richter became Vice President.
The airline suffered near disaster after its reputation was hurt in 1931 when Notre Dame coach Knute Rockne died on a T&WA Fokker tri-motor plane. In 1932 Jack Frye, representing TWA, sought a better aircraft and Douglas developed the Douglas Transport.
Jack Frye, and Captain Eddie Rickenbacker, with a T&WA team of Tomlinson, Fritz and Richter set a cross country record of 13 hours and 4 minutes in 1934 flying the Douglas DC-1. The DC-1 ultimately resulted in the development of the DC-3 (Life Magazine Photo).
THE AIRCRAFT
The Douglas DC-3 "Sky Club" operated by Transcontinental & Western Air was the workhorse of the fleet during the early 1940's. (LostFlights Photo)
The flight compartment on an early 1940's era TWA Douglas DC-3. Center pedestal with throttle, propeller and fuel mixture levers.
Between the two pilot's seats is the Sperry Automatic Direction Finder which played a significant roll into the disaster and will be discussed later. (LostFlights Photo)
The left seat (Captain's side) of a TWA DC-3 Airliner contained both primary (center) and auxiliary flight instruments. (LostFlights Photo)
The overhead panel contained the magnetic compass, light switches, and other gauges and switches. (LostFlights Photo)
The right seat (co-pilot's side) instrument panel contained only engine gauges, electrical gauges, and an 8 day clock. The primary flight instruments located above the center pedestal were shared by both pilots. (LostFlights Photo)
On early TWA flights the Captain normally made adjustments to the engine and propeller controls. Almost all landings and takeoffs were performed by the Captain.
TWA ROUTE STRUCTURE-1942
This TWA system route map illustrates the transcontinental route structure of the airline during January 1942. TWA would later go on to be one of the largest global air carriers. (LostFlights Photo)
This TWA airline timetable dated January 5th 1942 would have provided travel information for passengers booked on TWA's Flight 3. (LostFlights Photo)
This page from the TWA timetable above dated January 5, 1942 lists TWA Flight 3 as the "Sky Apache", a Coast to Coast flight that originated from New York City with stops in: Newark, Pittsburgh, Columbus, Dayton, Indianapolis, St Louis, Kansas City, Wichita, Amarillo, Albuquerque, and direct to Los Angeles/Burbank.
On January 16th 1942, aircraft delays coupled by fuel and weight issues will alter the flight's scheduled course to Las Vegas, Nevada. (LostFlights Photo)
CAROLE LOMBARD AND ELIZABETH PETERS
Actor Clark Gable and Carole Lombard were married in Kingman, Arizona on March 29, 1939.
The Gables seen here shortly after their return to California with Carole's mother Elizabeth Peters (LostFlights Photo)
During the late 1930's and early 1940's, Carole Lombard was one of the highest paid actresses in Hollywood. Her annual income from film often exceeded her husband Clark Gable. Her last film was "To Be or Not To Be" with Jack Benny. (LostFlights Photo)
The Gables, just like many other celebrities of the time utilized the airlines to travel to special events and engagements.
In this photo, we see Clark and Carole Lombard Gable traveling on an American Airlines Douglas DC-3 for the December 15, 1939 premier of the film "Gone With The Wind" in Atlanta. (LostFlights Photo)
Within a month after the December 7, 1941 attack of Pearl Harbor by Japan, Carole Lombard began a ten day war bond tour on behalf of the Hollywood Victory Committee. Initially, Clark Gable was to accompany her, but prior film engagements prevented that from happening.
Carole's trip began by train from Los Angeles to Chicago via Salt Lake City and small stops along the way. Traveling with Carole was her mother Elizabeth Peters with close family friend and MGM Studio Publicist, Otto Winkler.
The return home was to have also been made by train, but Carole wanted to get home as soon as possible. Otto Winkler found a TWA flight leaving in the early morning hours.
It was decided that they would fly home but when Carole's mother, a numerologist heard that it was TWA Flight 3 she got a bad feeling that the number three was unlucky (TWA Flight THREE, THREE people in their party, and the plane would be a DC-THREE). As legend has it, a simple coin toss suggested by Carole finalized the decision to fly.
Here we see Carole during her stop in Chicago on January 14, 1942. (LostFlights Photo)
JANUARY 16, 1942 - TWA FLIGHT 3
At 5:23 AM, the flight departed Indianapolis on it's continuation westbound transcontinental flight.
TWA Flight 3 was delayed by fog in St. Louis. This morning delay was the first of many that ultimately led to the change of the flight's original routing to their destination. (LostFlights Photo)
At 10:47 AM, Flight 3 arrived at Kansas City, MO. At this stop the flight would take on fuel, additional passengers, and about 117 pounds of Air Mail. At 11:33 AM, Flight 3 departs Kansas City for Wichita.
A TWA ticket jacket from 1942 featuring the airline's newest aircraft fleet addition, the Boeing 307B Stratoliner.
Albuquerque, New Mexico. This scheduled stop for Flight 3 allowed for a crew change. In command for the remainder of the flight would be Captain Wayne Williams, Co-pilot Morgan Gillette, and Flight Hostess Alice Getz.
THE FLIGHT CREW OF TWA FLIGHT 3
Wayne Williams, photographed during the winter of 1930 when he was flying airmail between St. Louis and Chicago for Universal Airlines. (Lostflights Photo)
Captain Wayne C. Williams age 41, was employed by TWA on September 7, 1931. Captain Williams had accumulated over 12,300 hours of flight time with 3,500 hours in the Douglas DC-3.
He was qualified as a captain on the Ford Tri-Motor, Douglas DC-2, Douglas DC-3, and a newly qualified co-pilot on the Boeing 307B Stratoliner.
Co-pilot Morgan A. Gillette age 25, was employed by TWA on August 1, 1940. Mr. Gillette had accumulated 1,330 hours of flight time with 650 hours in the Douglas DC-3.
This copy of Flight 3's Flight Plan was prepared by Co-pilot Gillette as stated on the bottom of the form. The flight plan was created in Albuquerque (AB) prior to departure and indicates the route diversion to Las Vegas (LQ).
More omninous is the 223 degree heading and 8,000 foot altitude Gillette calculated for the route between Las Vegas and Daggett, California (DG).
In addition, there is no evidence that Captain Williams reviewed the flight plan that his co-pilot prepared. The flight plan was never signed by Captain Williams (lower right corner). (Lostflights Photo)
This TWA DC-3 configuration chart depicts the cabin layout for aircraft NC1946.
Based on the seating chart in the expanded accident report, the following Flight 3 passengers occupied these seats on departure from Albuquerque and Las Vegas:
Seat 1: Sgt. A. Belejchak
Seat 2: Cpl. M. Affrime
Seat 3: 2nd. Lt. K. Donaghue
Seat 4: 1st. Lt. H. Browne
Seat 5: 2nd. Lt. J. Barham
Seat 6: 2nd. Lt. S. Swenson
Seat 7: Pvt. N. Varsamino
Seat 8: C. Lombard
Seat 9: E. Peters
Seat 10: 2nd. Lt. C. Nelson
Seat 11: O. Winkler
Seat 12: Sgt. R. Nygren
Seat 14: 2nd. Lt. F. Dittman
Seat 15: 1st. Lt. R. Crouch
Seat 16: SSgt. E. Nygren
Seat 17: L. Hamilton
Seat 18: SSgt. D. Tilghman
Seat 19: Sgt. F. Cook
Seat 20: Pvt. M. Tollkamp
*NOTE* There is not a number 13 seat on the chart. Airlines today will not even list a 13th row on a modern airliner. Proof that even the airlines are superstitious about unlucky numbers. (LostFlights Photo)
This airway route map from 1942 depicts the final travel segments of TWA Flight 3 from Albuquerque to Kingman, Arizona. The flight then diverts northwest on the "Red 15 Airway" to Las Vegas, Nevada. (Lostflights Photo)
This TWA route plan form for the route between Albuquerque and Burbank via Boulder City/Las Vegas illustrates the airline's serious approach to route adherence and maintaining safe clearances from terrain.
The form gave pilots greater situational awareness of the terrain by depicting a high-terrain profile along the airway. (Lostflights Photo)
Boulder City Airport was dedicated on December 10, 1933. Commercial air service arrived at the airport on June 15, 1936 with Grand Canyon Airlines. TWA opened a terminal at the airport on May 20, 1938. The airport was closed in the late 1990s and re-located.
Contrary to popular belief, the decision to overfly and not land at Boulder City, Nevada was made in Albuquerque. It was not a "last minute" en-route decision by the crew of Flight 3. (Lostflights Photo)
Boulder City Airport, also a TWA terminal, would have been a logical choice to land for fuel. However, the airport in 1942 did not have runway lights. Landings and Take-offs at night were Not Allowed (NA).
By the time Flight 3 arrived at the Las Vegas Airport (6:37 PM) the sun had set and it was already dark.
*NOTE* The chart shown is dated December 1945 and the air field formally operated by Western Air Express was now occupied by the U.S. Army Air Force as a joint civilian/military airport in 1945. The airport would eventually evolve into present day Nellis Air Force Base. (Lostflights Photo)
A copy of Flight 3's weight and balance document that was prepared before departure from Las Vegas. The form states that the galley and passenger weights as well as passenger seat assignments were not changed since leaving Albuquerque. Captain Williams signed the form. (Lostflights Photo)
The pilots of TWA Flight 3 would have (or should have) been referring to this airway navigation chart as they departed the Las Vegas area enroute to the Burbank Air Terminal.
The chart illustrates the proper radio range frequencies, bearings, and minimum altitudes for the planned route. (Lostflights Photo)
This route map from the Civil Aeronautics Board's report on the accident has been modified to show the various routes.
The green line depicts a 220 degree magnetic course from Boulder City. The blue line depicts the airway route Flight 3 should have followed on it's night departure from Las Vegas. The red line depicts the 220 degree magnetic course that Flight 3 followed to the point of impact with Potosi Mountain.
As suggested in the CAB report, It appears the flight may have been attempting to fly the same course as it would have from Boulder City.
The Sperry MK-1A Automatic Direction Finder Control Unit was very similar to the older Sperry MK-1 unit that NC1946 had on-board. Exceptions: One tuning crank instead of two and a slightly different dial display.
The use of this instrument would have been required by the pilots to maintain the proper and safe course. The visual lighted airway beacons had been blacked out due to war time security threats.
At approximately 7:19 PM, TWA Flight 3 collided with Potosi Mountain on a magnetic heading of 220 degrees. The flight was nearly six miles off course.
This pencil sketch depicts TWA Flight 3's initial left wing impact with a ledge of Potosi Mountain (M. McComb 11/92).
A NATION MOURNS........
Even though witnesses reported the plane hitting the mountain, the media initially reports the plane missing. It was than presumed all were killed. By January 18th, it was confirmed that no one survived, including actress Carole Lombard.
THE ACCIDENT INVESTIGATION BEGINS
The rescue party consisted of miners, ranchers, and cowboys from the Las Vegas and Goodsprings area. (Lostflights Photo)
A CAB accident investigator examines the inverted tail section of NC1946. One of the few pieces of aircraft structure that survived the impact and post impact fire. (LostFlights Photo)
Wreckage of NC1946 the following day after the accident. (Lostflights Photo)
It did not take long for the "Rescue Party" to realize this would be a recovery operation. Here we see both military personnel and civilians working to recover victims at the site. (Bettman Archives)
The crumpled mid-section of the DC-3. (Lostflights Photo)
This overview of the crash site not only illustrates the destructive forces involved, but also the steep rugged terrain of Potosi Mountain. (LostFlights Photo)
THE RECOVERY OPERATION - 1942
Recovery team members sifting through the wreckage. (Bettman Archives)
The collection of victims and personal effects was difficult on the snow and ice covered 45 degree mountain slope. (Lostflights Photo)
No helicopters were available in 1942 to help in the recovery efforts. The accident victims were literally dragged up this snow covered ravine and loaded onto horses for the long ride down to the local community of Goodsprings. (Lostflights Photo)
The steep ravine that the recovery teams are using in this photo is extremely rugged to hike up or down without snow. I can't even imagine how difficult the recovery efforts were in these conditions. (Lostflights Photo)
LOSTFLIGHTS SITE EXAMINATION - 1984
Flash forward to 1984. By this time I was starting to narrow my search for TWA Flight 3.
The newspaper articles had the plane crashing into five different mountains: Double-up Mountain, Double or Nothing Mountain, Table Rock Mountain, Table Top Mountain, and finally Potosi Mountain. All of these mountain names exist on various maps, but the search was finally narrowed to 8,500 foot Potosi Mountain. (Lostflights Photo)
In the early to mid 1980’s, all my crash site searches were conducted with topographic maps, magnetic compass, and not-to-mention a lot of luck. Here I am plotting my location in relation to Potosi Mountain. (Lostflights Photo)
