TWA Flight 260

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Coordinates: 35°11′38″N 106°26′31″W / 35.194°N 106.442°W / 35.194; -106.442

TWA Flight 260
A Martin 4-0-4, circa 1955, in Eastern Airlines livery.
Accident summary
Date February 19, 1955
Summary Controlled flight into terrain
Site Sandia Mountains, Bernalillo County, New Mexico, USA
Passengers 13
Crew 3
Injuries (non-fatal) 0
Fatalities 16 (all)[1]
Survivors 0
Aircraft type Martin 4-0-4
Operator Trans World Airlines
Registration N40416
Flight origin Albuquerque International Airport, NM (ABQ/KABQ)
Destination Santa Fe Municipal Airport, NM (SAF/KSAF)

TWA Flight 260 was the Trans World Airlines (TWA) designation for a flight from Albuquerque, New Mexico to Santa Fe, New Mexico in the 1950s. On February 19, 1955, the 40-passenger Martin 4-0-4 prop plane used by TWA for that route crashed into the Sandia Mountains. Initially believed to be the result of pilot error, the cause was revised to imply that the crash was the result of instrument failure.

History[edit]

On February 19, 1955 at 7:03 am, TWA flight 260 en route from Albuquerque, New Mexico to Santa Fe, New Mexico received an IFR clearance from the Albuquerque tower ("ATC clears TWA 260 for approach at the Santa Fe Airport via Victor 19 climb northbound on the back course of the ILS localizer"). There were no further communications after the aircraft took off at 7:05. It was last seen in a high speed shallow climb toward the cloud-shrouded Sandia Ridge at an estimated altitude of 3,000 feet above ground level.

At 7:13 the flight crashed into the Sandia Mountains killing all 13 passengers and three crew members on board instantly. Due to the complex mountainous terrain, a day after the crash several members of the New Mexico Mountain Club, along with other volunteers assisted the New Mexico State Police in the recovery efforts leading to the formation of the Albuquerque Mountain Rescue Council, a voluntary organization still active today.

Wreckage from the craft still remains, and can still be seen on brightly lit days by riders of the Sandia Peak Tramway, a popular tourist attraction active since 1965.

The initial CAB Report was released on October 12, 1955.[2] Originally the cause was believed to be that the pilots were “intentionally flying the plane into the mountain”. That initial CAB "probable cause" adopted a widespread rumor: it implied a "suicide pact" between the two airline pilots.[3] An amended accident report (second version) was released by CAB on August 26, 1957, which deleted the word "intentional".[4] After much effort by Captain Larry DeCelles, working cooperatively with the CAB's investigators to understand pilot-reports about latent faults in a Fluxgate Compass appearing only after extended intervals with turn bank-angle, the CAB finally issued its third version of the report on June 15, 1960:[5] the probable cause was changed to “deviation from course for reasons unknown” with speculation that the fluxgate compass may have malfunctioned. Pilots had complained of that particular aircraft's RMI (Radio Magnetic Indicator) malfunctioning under certain operational circumstances but maintenance personnel had been unable to duplicate the complaint on the ground, and returned the aircraft to service.

After the fatal flight, the captain, Ivan Spong and co-pilot James Creason were primarily blamed for navigational malfeasance by the Civil Aeronautics Board (CAB), resulting in many instances of Captain Spong's widow receiving "death-threat" phone calls, presumably from victims' surviving relatives or friends. Only after fellow-pilots repeated efforts imploring the CAB to re-open the investigation, coupled with accident-site souvenir-hunter's discovery of the aforementioned RMI, was laboratory testing able to reproduce the instrument's navigational errors. This proof finally convinced the CAB to amend the accident report probable-cause to be instrument error; finally absolving the flight crew of blame.

Chronology of Investigation, Decision to Issue Supplemental Report The CAB's third version of their Accident Report,[6] on pages one and two, discussed the Board's willingness to work cooperatively with experts from the airline and the pilots' association, toward correcting the investigative errors in their initial versions of their accident report. In 1974 an "independent" Safety Board was established by Congress. The same parties found the USA's "independent" Safety Board much less willing to acknowledge investigator error, see the NTSB's INVESTIGATION of TWA841 / April 4,1979.

References[edit]

  1. ^ Accident description. Retrieved 5 December 2013.
  2. ^ Serling, Robert J. _The probable cause: the truth about air travel today_. Doubleday, 1960. Reprint. New York, Ballantine Books, 3rd printing, June 1964; Chapter 6, "Accident at Albuquerque", pg 140.
  3. ^ Serling 1964, p. 141, 147 (a reprint of the letter from Jean Spong, the Captain's widow).
  4. ^ Serling 1964, p.145.
  5. ^ Serling 1964, p. 164.
  6. ^ Civil Aeronautics Board. Supplemental Aircraft Accident Report. Adopted June 9, 1960, released June 15, 1960. Docket No. SA-303. File No. 1-0063. (Navigate: DOT Library Online Digital Special Collections → Historical Aircraft Accident Reports (1934-1965) → 1955 → TRANS WORLD AIRLINES )

External links[edit]