Bryan Wood
Well Known Member
Sitting here trying to research the history of a Bonanza for a family friend who is about to purchase it I came accross this. I've read just about everything that I could ever find about this crash but this is the first time that I've stumbled accross this. Very interesting conclusions made by the CAA. What do you think about this? It is very long and will need at least 3 posts to cover it.
Here's the text...
Part 1
Aircraft Accident Report Adopted: September 15, 1959 Released September 23, 1959 Mason City, Iowa February 3, 1959 Synopsis A Beech Bonanza, N 3794N, crashed at night approximately 5 miles northwest of the Mason City Municipal Airport, Mason City, Iowa, at approximately 0100, February 3, 1959. The pilot and three passengers were killed and the aircraft was demolished. The aircraft was observed to take off toward the south in a normal manner, turn and climb to an estimated altitude of 800 feet, and then head in a northwesterly direction. When approximately 5 miles had been traversed, the tail light of the aircraft was seen to descend gradually until it disappeared from sight. Following this, many unsuccessful attempts were made to contact the aircraft by radio. The wreckage was found in a filed later that morning. This accident, like so many before it, was caused by the pilot's decision to undertake a flight in which the likelihood of encountering instrument conditions existed, in the mistaken belief that he could cope with en route instrument weather conditions, without having the necessary familiarization with the instruments in the aircraft and without being properly certificated to fly solely by instruments. Investigation Charles Hardin, J.P. Richardson, and Richard Valenzuela were members of a group of entertainers appearing in Clear Lake, Iowa, the night of Feb. 2, 1959. The following night they were to appear in Moorhead, Minnesota. Because of bus trouble, which had plagued the group, these three decided to go to Moorhead ahead of the others. Accordingly, arrangements were made through Roger Peterson of the Dwyer Flying Service, Inc., located on the Mason City Airport, to charter an aircraft to fly to Fargo, North Dakota, the nearest airport to Moorhead. At approximately 1730,* Pilot Peterson went to the Air Traffic Communications Station (ATCS), which was located in a tower on top of the Administration Building, to obtain the necessary weather information pertinent to the flight. This included the current weather at Mason City, Iowa; Minneapolis, Redwood Falls, and Alexandria, Minnesota and the terminal forecast for Fargo, North Dakota. He was advised by the communicator that all these stations were reporting ceilings of 5,000 feet or better and visibility of 10 miles or above; also, that the Fargo terminal forecast indicated the possibility of light snow showers after 0200 and a cold frontal passage about 0400. The communicator told Peterson that a later terminal forecast would be available at 2300. At 2200 and again at 2330 Pilot Peterson called ATCS concerning the weather. At the latter time he was advised that the stations en route were reporting ceilings of 4200 feet or better with visibility still 10 miles or greater. Light snow was reported at Minneapolis. The cold front previously reported by the communicator as forecast to pass Fargo at 0400 was now reported to pass there at 0200. The Mason City weather was reported to the pilot as: ceiling measured 6,000 overcast; visibility 15 miles plus; temperature 15 degrees; dew point 8 degrees; wind south 25 to 32 knots; altimeter setting 29.96 inches. At 2355, Peterson, accompanied by Hubert Dwyer, a certificated commercial pilot, the local fixed-base operator at the Mason City Airport, and owner of Bonanza N3794N (the aircraft used on the flight), again went to ATCS for the latest weather information. The local weather had changed somewhat in that the ceiling had lowered to 5,000 feet, light snow was falling, and the altimeter setting was now 29.90 inches. The passengers arrived at the airport about 0040 and after their baggage had been properly stowed on board, the pilot and passengers boarded the aircraft. Pilot Peterson told Mr. Dwyer that he would file his flight plan by radio when airborne. While the aircraft was being taxied to the end of runway 17, Peterson called ATCS and asked for the latest local and en route weather. This was given him as not having changed materially en route; however, the local weather was now reported as: Precipitation ceiling 3,000 feet, sky obscured; visibility 6 miles; light snow; wind south 20 knots, gusts to 30 knots; altimeter setting 29.85 inches. A normal takeoff was made at 055 and the aircraft was observed to make a left 180-degree turn and climb to approximately 800
(see next post for part 2)
best,
Here's the text...
Part 1
Aircraft Accident Report Adopted: September 15, 1959 Released September 23, 1959 Mason City, Iowa February 3, 1959 Synopsis A Beech Bonanza, N 3794N, crashed at night approximately 5 miles northwest of the Mason City Municipal Airport, Mason City, Iowa, at approximately 0100, February 3, 1959. The pilot and three passengers were killed and the aircraft was demolished. The aircraft was observed to take off toward the south in a normal manner, turn and climb to an estimated altitude of 800 feet, and then head in a northwesterly direction. When approximately 5 miles had been traversed, the tail light of the aircraft was seen to descend gradually until it disappeared from sight. Following this, many unsuccessful attempts were made to contact the aircraft by radio. The wreckage was found in a filed later that morning. This accident, like so many before it, was caused by the pilot's decision to undertake a flight in which the likelihood of encountering instrument conditions existed, in the mistaken belief that he could cope with en route instrument weather conditions, without having the necessary familiarization with the instruments in the aircraft and without being properly certificated to fly solely by instruments. Investigation Charles Hardin, J.P. Richardson, and Richard Valenzuela were members of a group of entertainers appearing in Clear Lake, Iowa, the night of Feb. 2, 1959. The following night they were to appear in Moorhead, Minnesota. Because of bus trouble, which had plagued the group, these three decided to go to Moorhead ahead of the others. Accordingly, arrangements were made through Roger Peterson of the Dwyer Flying Service, Inc., located on the Mason City Airport, to charter an aircraft to fly to Fargo, North Dakota, the nearest airport to Moorhead. At approximately 1730,* Pilot Peterson went to the Air Traffic Communications Station (ATCS), which was located in a tower on top of the Administration Building, to obtain the necessary weather information pertinent to the flight. This included the current weather at Mason City, Iowa; Minneapolis, Redwood Falls, and Alexandria, Minnesota and the terminal forecast for Fargo, North Dakota. He was advised by the communicator that all these stations were reporting ceilings of 5,000 feet or better and visibility of 10 miles or above; also, that the Fargo terminal forecast indicated the possibility of light snow showers after 0200 and a cold frontal passage about 0400. The communicator told Peterson that a later terminal forecast would be available at 2300. At 2200 and again at 2330 Pilot Peterson called ATCS concerning the weather. At the latter time he was advised that the stations en route were reporting ceilings of 4200 feet or better with visibility still 10 miles or greater. Light snow was reported at Minneapolis. The cold front previously reported by the communicator as forecast to pass Fargo at 0400 was now reported to pass there at 0200. The Mason City weather was reported to the pilot as: ceiling measured 6,000 overcast; visibility 15 miles plus; temperature 15 degrees; dew point 8 degrees; wind south 25 to 32 knots; altimeter setting 29.96 inches. At 2355, Peterson, accompanied by Hubert Dwyer, a certificated commercial pilot, the local fixed-base operator at the Mason City Airport, and owner of Bonanza N3794N (the aircraft used on the flight), again went to ATCS for the latest weather information. The local weather had changed somewhat in that the ceiling had lowered to 5,000 feet, light snow was falling, and the altimeter setting was now 29.90 inches. The passengers arrived at the airport about 0040 and after their baggage had been properly stowed on board, the pilot and passengers boarded the aircraft. Pilot Peterson told Mr. Dwyer that he would file his flight plan by radio when airborne. While the aircraft was being taxied to the end of runway 17, Peterson called ATCS and asked for the latest local and en route weather. This was given him as not having changed materially en route; however, the local weather was now reported as: Precipitation ceiling 3,000 feet, sky obscured; visibility 6 miles; light snow; wind south 20 knots, gusts to 30 knots; altimeter setting 29.85 inches. A normal takeoff was made at 055 and the aircraft was observed to make a left 180-degree turn and climb to approximately 800
(see next post for part 2)
best,