Tachikawa air disaster

Tachikawa air disaster

A Douglas C-124 Globemaster II, the model of plane which crashed
Accident summary
Date	June 18, 1953
Summary	Loss of control due to engine failure and pilot error
Site	Tachikawa, Japan
Passengers	122
Crew	7
Fatalities	129 (all)
Survivors	0 (none)
Aircraft type	Douglas C-124A-DL Globemaster II
Operator	United States Air Force
Registration	51-0137
Flight origin	Tachikawa Air Base, Tachikawa, Japan
Destination	Gimpo International Airport, Seoul, South Korea

The Tachikawa air disaster occurred on the afternoon of Thursday, June 18, 1953 when a United States Air Force (USAF) Douglas C-124 Globemaster II aircraft crashed just three minutes after takeoff from Tachikawa, Japan, killing all 129 people on board. At the time, the crash was the deadliest in aviation history, and is notable for being the first-ever aviation accident to result in more than 100 fatalities.

Aircraft and occupants

The aircraft involved in the accident was a USAF Douglas C-124A-DL Globemaster II of the 374th Troop Carrier Group, serial number 51-0137. It was powered by four Pratt & Whitney R-4360-20WA engines.^[1][2]

The aircraft carried 122 passengers and 7 crew members. Most of those aboard were airmen who were returning to their duty assignments in South Korea after a five-day rest and recreation leave in Japan. The commander of the aircraft, Major Herbert G. Voruz Jr., 37, was an experienced man with more than 6,000 flying hours logged. The pilot, Major Robert D. McCorkle, was also experienced. Another pilot, Major Paul E. Kennedy, was on board to log flying time.^[1]

Accident

The aircraft departed Tachikawa Air Base for Seoul at 16:31 p.m. JST. Just one minute into the flight, the aircraft's No. 1 (outer left) engine burst into flames. Voruz shut down the engine and called that he was returning to Tachikawa. ATC asked if he wanted a ground-controlled approach (GCA), which Voruz accepted; during this, he could be heard shouting "Give me more power! Give me more power!" to the flight engineer. Ground control asked if he could maintain altitude; Voruz replied "Roger". However, as the pilots prepared to return to the airfield, the left wing stalled, causing the aircraft to roll to the left and enter a shallow, but unrecoverable, dive. In desperation, the pilots attempted to pull up, but in vain. Ground control asked if they were declaring emergency, but received no reply. At around 16:33, the flight disappeared from radar screens. At 16:34, the C-124 crashed into a watermelon patch about 3.5 miles from the airbase and exploded on impact.^[2][1]

Sergeant Frank J. Palyn, 434th ECB, who witnessed the crash from his car, said:

...At this instant she seemed to hit an air pocket because she dropped. After this drop of several hundred feet she went into a left hand spiral dive. [...] At first I thought the plane would make a rough belly landing. The airplane's unusual path of flight seemed to be due to the power being furnished by the right two engines. They seemed to be pulling the plane around and dragging the left wing behind at an angle causing the spiral prior to the crash. The plane itself seemed to head towards the ground at this angle and the left wing, nose approaching the ground first with the tail at an angle to the right and above. [...] Immediately upon contact with the ground she seemed to explode and burn.^[3]

Despite the aircraft's destruction, the No. 3 (inner right) and No. 4 (outer right) engines reportedly kept running for some time after the crash.^[1]

Emergency responses

Air base and local fire department crews were soon on the scene, followed by chaplains and identification teams. A temporary morgue was set up as victims were retrieved from the wreckage.^[1]

USAF Staff Sergeant Robert D. Vess, who was driving from Tokyo with his wife, was about 150 yards away from the scene when he saw the aircraft lose control and crash. Vess immediately pulled over and ran to the crash site. Vess managed to pull the aircraft's radio operator, John H. Jordan Jr., from the wreckage, but Jordon succumbed to his injuries a few minutes later. Vess then continued to aid in the search for survivors until the aircraft's fuel tanks exploded.^[1]

At 16:50, Tachikawa GCA called the 36th Air Rescue Squadron at Johnson Air Base to the crash site. Lt. Colonel Theodore P. Tatum Jr., his co-pilot, and a two-man pararescue team arrived on the scene via helicopter at 17:13; their subsequent inspection confirmed that there were no survivors.^[1]

Aftermath

According to an excerpt from the accident report, the crash resulted from a combination of improper flap usage by the pilots and airspeed loss due to the failure of the No. 1 engine.^[2][1]

The 129-person death toll remained the highest-ever aviation fatality count, commercial or military, until 1960, when 134 died in the collision of a United Airlines Douglas DC-8 and a Trans World Airlines Lockheed L-1049 Super Constellation over New York City. The Tachikawa crash would also remain the deadliest air disaster involving a single aircraft until an Air France Boeing 707 crashed during takeoff in 1962.^[4]

There were no fatalities among people on the ground, but one man in the watermelon patch sustained burns to the head and hands.^[5]

Since the Tachikawa crash was the first accident in aviation history to result in more than 100 fatalities, the media publicity that followed was considerable. Although the disaster would largely be forgotten over time, it still had a great impact on families of the victims and the USAF.^[1]

Local residents erected a monument memorializing victims of the tragedy.^[1] However, the monument is no longer to be found at the site, which is now a driving school.^[5]

See also

• 1975 Tan Son Nhut C-5 accident, the deadliest air disaster involving a U.S. military aircraft.
• Arrow Air Flight 1285, another plane crash in which U.S. servicemen were among the victims.
• Japan Airlines Flight 123, the deadliest plane crash on Japanese soil and deadliest single-aircraft disaster in aviation history.
• List of aircraft accidents and incidents resulting in at least 50 fatalities

References