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The flight engineer, Jack C. Worthley, 33, of [[Fremont, California]], had been employed with the company since October 1963.<ref name="cab"/>{{rp|page=25}}<ref name="oaktrib0302a"/> He had accumulated a total of 3,700 flight hours as a flight engineer, including 912 hours on the Lockheed Constellation.<ref name="cab"/>{{rp|page=25}} He was the father of three small children and was a native of Seattle.<ref name="oaktrib0302b"/>
The flight engineer, Jack C. Worthley, 33, of [[Fremont, California]], had been employed with the company since October 1963.<ref name="cab"/>{{rp|page=25}}<ref name="oaktrib0302a"/> He had accumulated a total of 3,700 flight hours as a flight engineer, including 912 hours on the Lockheed Constellation.<ref name="cab"/>{{rp|page=25}} He was the father of three small children and was a native of Seattle.<ref name="oaktrib0302b"/>

The flight attendant was Wynette A. McDowell, age 29, who had been employed by Paradise Airlines since June 1963 and was a resident of [[Pittsburg, California]].<ref name="cab"/>{{rp|page=25}}<ref name="oaktrib0302a"/> She was the mother of three children.<ref name="oaktrib0302b"/> She was originally not scheduled to work on Flight 901A, but was put on the flight ten minutes before it took off after the company cancelled a different flight to Lake Tahoe due to bad weather.<ref name="sfexaminer0303d"/>


==Investigation==
==Investigation==

Revision as of 00:00, 7 June 2019

Paradise Airlines Flight 901A
A Lockheed Constellation similar to the aircraft that crashed
Accident
DateMarch 1, 1964
SummaryPilot error
SiteGenoa Peak, near Lake Tahoe
Aircraft
Aircraft typeLockheed L-049 Constellation
OperatorParadise Airlines
RegistrationN86504
Flight originSan Jose Airport
1st stopoverSalinas Airport
DestinationTahoe Valley Airport
Passengers81
Crew4
Fatalities85
Survivors0

Paradise Airlines Flight 901A was a scheduled flight from San Jose, California to South Lake Tahoe, California that crashed near Genoa Peak, near Lake Tahoe on March 1, 1964. The crash resulted in the deaths of all 85 occupants of the Lockheed L-049 Constellation, and the destruction of the plane. An investigation concluded that the primary cause of the accident was the pilot's attempt to perform a visual landing approach in adverse weather conditions. The pilot aborted the landing attempt and was not aware of his actual location while flying below the minimum safe altitude in mountainous terrain. He likely was attempting to divert to the airport in Reno, Nevada and attempted to fly through Daggett Pass, but crashed into the left shoulder of the pass. At the time, it was the second worst single-plane crash in United States history, and remains the worst accident involving the Lockheed L-049 Constellation.

The airline operating the flight, Paradise Airlines, was a two-year-old company that operated discount excursion flights from the San Francisco Bay Area to Lake Tahoe. After the accident, investigators from the Federal Aviation Administration (FAA) discovered multiple safety violations by the airline and grounded all of its flights. After an unsuccessful appeal by the company, the FAA revoked the company's operating certificate and the company permanently ceased operations.

Accident

Cloudy skies over Lake Tahoe

The flight, flying as Paradise Airlines Flight 901A, was one of two daily passenger flights operated by the airline between San Jose and Lake Tahoe.[1] It departed Oakland Airport in the morning of March 1 with only the four crew members aboard, and stopped off at nearby Salinas Airport to pick up a group of 18 passengers before proceeding to San Jose Airport where the aircraft was filled to capacity with the final 63 passengers.[2][3] Fifteen additional passengers were turned away because the flight was full, and were bussed to Oakland to catch a later flight that was eventually cancelled because of poor weather in the mountains.[4] The 81 passengers and four crew members departed San Jose at 10:39am for the 50-minute flight to Lake Tahoe.[4]

The U.S. Weather Bureau weather forecast for the Lake Tahoe area was poor, but based upon his evaluation of the weather data, the Paradise Airlines dispatcher predicted improving weather conditions by the time the flight would arrive, and approved the flight.[5]: 2  En route, the crew of Flight 901A communicated via radio to the crew of Paradise Airlines Flight 802, which had just left the Tahoe Airport.[5]: 4  The captain of Flight 802 stated that he had encountered icing conditions at 12,000 feet, there were snow showers over the lake, and clouds topping the mountains in the vicinity.[5]: 4  At 11:21am, the pilot of Flight 901A reported that he had spotted a hole in the clouds and could see the airport on the south shore of the lake, and was going to proceed with a visual approach.[4][6] At 11:27am, the crew contacted the Paradise Airlines passenger agent at the Tahoe Valley Airport. The agent communicated the 11:00am Weather Bureau report to the crew, which identified the weather conditions as overcast, 2,000 ft. estimated ceiling, with 3 miles visibility.[5]: 5  FAA regulations required a minimum ceiling of 4,000 feet and 10 miles visibility in order to proceed with a landing.[7]

A witness on the ground reported that she saw the aircraft flying toward the airport, operating normally.[5]: 6  She watched the aircraft approach the airport until it disappeared behind thin clouds, and she heard power added to the engines.[5]: 6  Other witnesses one mile north of the airport heard a low flying aircraft, and later saw the aircraft flying north toward the lake at about 500 feet altitude with the landing gear up, but the landing gear doors still open.[5]: 6  Another witness further north saw the plane with gear up and the gear doors closed, flying towards the lake.[5]: 7  A different witness further north reported seeing the plane flying on a northwesterly heading at about 500 feet altitude, with the gear up.[5]: 7  Shortly afterward, the weather deteriorated into blizzard conditions.[5]: 7  At 11:30am, three witnesses on the east shore of Lake Tahoe reported hearing a "large aircraft" flying overhead, heading in a easterly or northeasterly direction.[5]: 7  It was snowing heavily and none of the witnesses saw the aircraft.[5]: 7  Some witnesses said the engine sound stopped abruptly, but they did not hear a crash or explosion.[5]: 7 

The aircraft struck the ground near the crest of a ridge of Genoa Peak, Nevada.[5]: 7  The ridge, with a peak of 8,900 feet above sea level, forms the north shoulder of Daggett Pass, which is several miles wide and has an average elevation of 7,300 feet above sea level.[5]: 7  The plane initially struck several trees on the west slope of the ridge, in a nearly level flight attitude.[5]: 8  The ground impact occurred just 25 to 30 feet below the top of the ridge, and left a trail of wreckage approximately 900 feet long, leaving no survivors.[6] At its altitude at the time of the crash, it would have cleared the ridge if it had been only 100 feet more to the right.[7]

Paradise Airlines had been operating as an intrastate airline in California since 1962, and had not had any accidents in its history before this flight.[8][9] It is the worst accident involving the Lockheed L-049 Constellation,[10] and at the time was the second worst single-plane accident in United States history, the worst in California.[11][4]

Aftermath

2015 aerial view of Lake Tahoe from the east, with Daggett Pass in the foreground

Because of heavy snowstorms impacting the Tahoe area, search efforts for the missing aircraft were limited on the first day.[4] Two small boats searched a 10-mile stretch of the lake's shore, but found no traces by nightfall, and experienced ski rescue crews and mountaineers waited for a break in the weather to begin their search.[4] By dawn the next morning, the weather had cleared enough to start a large-scale search.[12] Air Force Lt. Col Alexander Sherry led the search, involving more than 50 planes and hundreds of people.[9] At 7:36am, an Air Force helicopter spotted the wreckage of the plane on the ridge.[12] A second helicopter landed at the site and confirmed that the wreckage was from the missing flight, and that there were no survivors.[12]

Douglas County Sheriff deputies led a group of Jeeps to the crash scene and left two deputies to guard the wreckage through the night.[2] A 3 1/2 mile road to the site was cleared by bulldozer utilizing an old logging track.[2][13] Civil Aeronautics Board (CAB) investigators arrived at the scene of the crash to sift through the wreckage of the aircraft for clues to why it crashed.[2] Portions of the four engines had burned, and there was evidence that a small area of the crash site had burned for four or five hours.[2] Most of the wreckage was shattered into tiny pieces, with only a few recognizable parts.[14] The impact site was so close to the top of the ridge that the aircraft's nose wheel was found on the other side of the mountain.[6]

Rescuers predicted that because of the rugged terrain and the deep snow, it would take several days or possibly even after the Spring thaw before all the victims could be recovered.[2] The first seven victims were brought to a makeshift morgue in the CVIC hall in Minden, Nevada on March 3, where technicians from the Federal Bureau of Investigation (FBI) began the process of identification.[13] An additional 43 were brought the next day, with officials hurrying to recover bodies before an incoming snowstorm made them inaccessible.[15] Recovery efforts were aided by the use of an Air Force Helicopter to lift the bodies down from the ridge.[16] Two large Army jet helicopters airlifted three 600-pound mobile hot air furnaces to the site to help clear away the snow.[17] By March 6, searchers had located and recovered all but two of the victims.[18] They were located, but by March 9, officials had only been able to recover one of the bodies before poor weather forced them to halt recovery operations.[19] The final victim was removed from the site on March 30.[20] Douglas County District Attorney John Chrislaw reported that Paradise Airlines refused to pay the $300 (equivalent to $2,900 in 2023) per victim mortuary expenses of handling the remains, leaving the victims' relatives to bear the cost, but company president Herman Jones disputed that, saying that the expenses would be paid by the airline's insurance company.[15][21]

Airline grounded

Diagram showing different types of de-icing systems used on aircraft, including electric (1) on pitot tubes, windshields, and propeller blades, and air-inflated (2) systems on the leading edges of flight surfaces fed by hot exhaust (4) from the engines.

After cancelling flights in the aftermath of the crash, Paradise Airlines resumed flights to Lake Tahoe on the morning of March 3.[22] Immediately, the Federal Aviation Administration issued an emergency suspension of all flights by the airline, which took effect at noon that same day.[17] The suspension order said that the airline showed "a lack of ability and qualifications to conduct a safe intrastate common carrier passenger operation".[17] The FAA said that the airline could appeal the suspension, but that it would remain grounded until a decision was made on the appeal.[17] FAA regional Director Joseph H. Tippets said that Paradise Airlines Flight 901A had taken off on its flight while the weather conditions at the destination airport were below the minimum allowable conditions.[23] He also said the airline had also authorized Flight 802, departing Lake Tahoe Airport that same day, when weather conditions were below the minimum.[23] Both planes were flying in conditions where icing might be expected, but neither of the planes were equipped with wing de-icing equipment.[23][24] The aircraft's wing edges were painted black to give the appearance that de-icing equipment was present.[25] Company president Herman Jones told reporters that he was puzzled by the FAA's action, saying that his understanding was that the FAA had found no problems with the company's operations or its paperwork.[26] In the following days, he said that he believed that the accident was caused by the FAA's "over-restrictive rules" about flying in adverse weather conditions.[7] He said that the flight was only three or four miles from the Tahoe Airport and that the pilot might have already had had the airport in sight when the Tahoe Airport tower reported weather conditions of only a 2,000 foot ceiling, so he decided to divert to Reno in order to avoid receiving an FAA violation for landing below minimums, even though it would have been safe to land.[7]

At the outset of the appeal hearing before the Civil Aeronautics Board, Paradise Airlines unsuccessfully argued that the FAA had no jurisdiction over the company because it was an airline that operated only within state boundaries.[27] Once the hearing had commenced, attention was given to the company's inexperienced 25-year-old dispatcher that had cleared the flight for takeoff. He had been employed by the company for only one month, had limited fluency in the English language, and in response to questioning by the FAA, was unable to identify critical weather terms that were present in that day's forecast.[28] He testified that he had used his own judgment in predicting that weather conditions at Tahoe Airport would be safe enough for the flight to land, but was unable to answer questions about what types of weather effects would result from example weather observations.[29] In later testimony at the hearing, it was revealed that the company's Tahoe Valley operations manager had altered a 10:10 am weather observation report made by the airport's official weather observer on the morning of the flight.[30] 24-year-old Raymond Rickard testified that he had added a minus sign in front of a meteorological symbol on the report, changing the meaning from "broken cloud ceiling" to "thin, broken clouds".[30] He said, "I knew [the observer] would not let us dispatch an airplane under the conditions he'd written, so I just inserted the minus sign."[30] He said he did this after hearing the observer tell a pilot that it was all right to take off, so he thought that the observer had just made a mistake on the report.[31] The observer testified that he had seen weather conditions well below minimum operating conditions that morning.[31] An FAA investigator testified that Paradise Airlines had violated civil air regulations several times in the three months before the accident, mostly involving weather conditions.[32] On April 6, the company lost its appeal of the FAA order grounding the company's aircraft.[33] Paradise Airlines president Herman Jones characterized the hearings as "a great miscarriage of justice" and vowed to keep the company's planes flying, with or without an air operator's certificate.[34] FAA representatives countered that if the company attempted to fly without a certificate, U.S. marshalls would seize the aircraft involved.[35] After the ruling, the airline closed its operation at the Oakland airport.[36]

Aircraft

Lockheed L-049 Constellation

The aircraft was a Lockheed L-049 Constellation, serial number 2025 and registered with tail number N86504. It had been manufactured in December 1945 and had a total of 45,629 flight hours at the time of the accident.[5]: 25  It was equipped with four Wright R-3350 Duplex-Cyclone propeller engines that had undergone a total overhaul within the past 1,300 flight hours.[5]: 26 

The plane was owned by Nevada Airmotive Corporation of Las Vegas, and had been leased to Paradise Airlines since June 1963.[33] In its past, it had been operated by Trans World Airlines before it was retired.[3] Paradise Airlines had flown it a total of 551 hours.[5]: 25  The FAA reported that the type of aircraft was well suited for operation in high altitude, mountainous airports, due to its relatively slow speed and high maneuverability.[37]

Passengers and Crew

Paradise Airlines Flight 901A carried 81 passengers and a crew of 4 on its final flight.[4] Nearly all of the passengers were from the Salinas and San Jose areas.[6] 16 of the 18 passengers that the airline had picked up at its Salinas stop were employees of the same company, the Monte Mar Development company of Salinas and Monterey.[4]

The pilot of the flight was Henry Norris, age 43, who had been employed with the airline since November 1963.[5]: 24 [38] At the time of the accident, he had a total of 15,391 hours of flight time, including 3,266 hours in Lockheed Constellation type aircraft.[5]: 24  He had served in the Air Transport Command during World War II and had flown as a pilot for Modern Air Transport and World Airways and served as the director of training for Alaska Airlines.[38][39] He was unmarried and a resident of Alameda, California.[9][38]

The first officer, 28-year-old Donald A. Watson, of San Francisco, had been employed with the company since March 1963.[5]: 24 [9] He had a total of 3,553 flight hours of experience, including instrument time of 149 hours and 1,3535 hours in the Lockheed Constellation.[5]: 24  Before joining Paradise Airlines, he had served as a mechanic with Pan American Airways and a pilot with Flying Tiger Line.[38]

The flight engineer, Jack C. Worthley, 33, of Fremont, California, had been employed with the company since October 1963.[5]: 25 [9] He had accumulated a total of 3,700 flight hours as a flight engineer, including 912 hours on the Lockheed Constellation.[5]: 25  He was the father of three small children and was a native of Seattle.[38]

Investigation

Investigators from the Civil Aeronautics Board, headed by George R. Baker, arrived at the headquarters of Paradise Airlines on the day of the crash, even before the crash site had been located.[9] Word came that the downed aircraft came in just as company president Herman Jones was about to meet with officials from the CAB and the Federal Aviation Agency the next morning.[9] After the meeting, investigators impounded all of the company's records.[6] More than thirty CAB investigators were involved in the probe, studying the maintenance records of the plane, interviewing witnesses, studing the weather reports, and examining pieces of the wreckage for signs of a the cause of the crash.[40] The aircraft was not equipped with a pilot voice recorder.[40] All four propeller hub assemblies were located and shipped, with the broken propeller blades, to a shop in Hayward, California to determine how much power the engines were generating when the plane crash.[18] By May 1, investigators had recovered the propellers, key instruments, and the radio equipment of the crashed plane.[36] A salvage operator began removing the rest of the plane, taking the pieces to a warehouse at Reid–Hillview Airport near San Jose and storing them there in case they were needed by CAB investigators.[36]

The Civil Aeronautics Board held a probable cause hearing in Oakland between June 2 and June 5.[41] The investigative team revealed that the aircraft's maintenance records showed that 11 different deficiencies had been reported in the plane's directional instruments in the months before the crash.[41] Testimony from the Tahoe Airport's weather observer repeated some of the testimony that was given during the CAB hearings on the suspension of Paradise Airlines' operating certificate.[41] The pilot of the Paradise Airlines flight that left Lake Tahoe an hour before the crash testified that he took off because he was verbally assured by the weather observer that clear enough, but the observer said that he did not recall such a conversation.[42] The pilot was asked about the company's procedures for operating in bad weather, and the company's financial arrangements with its pilots, and he revealed that the pilots were paid a flat fee of $35 (equivalent to $300 in 2023) per flight.[42] The CAB hinted that the flat fee payment arrangements caused pilots to avoid diversions to Reno because they would not be paid for their additional time.[42] Investigators learned that neither of the company's aircraft operating at the Tahoe Airport had been equipped with de-icing equipment, and that flight 802 had picked up rime ice half an inch thick when it was flying out of the Tahoe Valley.[24] They also learned that the maintenance records of the company's aircraft had several discrepancies, but that the FAA had no enforcement actions were pending at the time of the crash.[24] Previous flight crews had noted minor errors in the altimeters aboard the aircraft, and instrument repairmen had worked on both altimeters on the day before the crash.[24] The right-hand fluxgate compass was known to be faulty on the day of the crash, with crews reporting that it was "completely unreliable in any kind of banking turn".[24] Instrument technicians had worked on it two days before the crash.[24] Investigators learned that there had been gaps in the cloud cover when the flight had arrived, but a Snow squall hit the north end of the airport just as the aircraft was approaching for landing.[24]

On July 15, 1965, the Civil Aeronautics Board released its final report.[43] The report stated that the crash was caused by pilot error, a falsified weather report, and illegal maintenance practices.[43] The accident report stated:

The Board Determines that the probable cause of this accident was the pilot's deviation from prescribed VFR flight procedures in attempting a visual landing approach in adverse weather conditions. This resulted in an abandoned approach and geographical disorientation while flying below the minimum altitude prescribed for operations in mountainous areas.

— Synopsis, CAB Final Report[5]: 1 

The CAB report stated that maintenance had been performed on both altimeters and the No. 2 fluxgate compass transmitter on the night before the accident.[5]: 9  The work was performed by maintenance personnel who inspected and signed off their own work.[5]: 1  The mechanic who worked on the compass had never worked on that type of transmitter and did not refer to any technical publications for guidance.[5]: 9–10  He did not check the complete system or perform all of the actions as required by the maintenance manual.[5]: 10  The work that was performed on the altimeters could not remember securing the barometric adjusting screw that he unscrewed as part of the adjustments he made.[5]: 10  The reinstallation was performed by a mechanic who had never performed that type of work before, and did not perform all of the checks required by the appropriate maintenance manual.[5]: 10  The captain's altimeter that was recovered from the wreckage showed a pre-impact discrepancy that would have led the pilot to believe that the aircraft was 280 feet higher than its actual altitude.[5]: 17  Investigators also found that the compass had an error of 15 or more degrees, which would have meant that the aircraft's heading was more to the north than the compasses indicated to the pilots.[5]: 18 

Weather reports that were available to the company dispatcher included warnings of icing conditions in the Tahoe Airport area and that clouds and snow showers would be obscuring mountains in western Nevada.[5]: 12  None of this information was communicated to the captain of Flight 901A before or during the flight, and ice accumulation may have affected the aircraft's ability to gain sufficient altitude.[5]: 13, 20 

The report concluded that when the crew decided to abandon the approach to Tahoe Valley Airport, they decided to proceed through Daggett Pass for unknown reasons, possibly to avoid a known area of icing that they had passed through during their descent.[5]: 20  The pilots would have been aware that an altitude of 9,000 feet would have given the aircraft 1,500 feet of terrain clearance through the center of the pass, and an easterly heading from the south end of the lake would have taken the aircraft through the center of the pass, which is several miles wide.[5]: 19  The aircraft leveled off at 9,000 feet, either because the pilots believed that they had sufficient clearance, or because icing prevented further altitude gains.[5]: 19  The report raised the possibility that a heading error, an altimeter error, and an undetected tail wind had effects on the flight path that were not detected by the crew.[5]: 21 


References

  1. ^ "Paradise Lines Launched Just Two Years Ago". Salinas, California: Salinas Californian. UPI. 3 March 1964. p. 4. Retrieved 28 May 2019 – via Newspapers.com.
  2. ^ a b c d e f "Snow Delays Air Crash Probe". Oakland, Califorina: Oakland Tribune. 3 March 1964. p. 1. Retrieved 28 May 2019 – via Newspapers.com.
  3. ^ a b "Airline Cut Rate Operator". The San Francisco Examiner. 2 March 1964. p. 15. Retrieved 28 May 2019 – via Newspapers.com.
  4. ^ a b c d e f g h "85 on Lost Tahoe Plane". The San Francisco Examiner. 2 March 1964. p. 1. Retrieved 28 May 2019 – via Newspapers.com.
  5. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an "Aircraft Accident Report: Paradise Airlines, Inc. Lockheed Constellation, L-048, N 86504 near Zephyr Cove, Nevada, March 1, 1964" (PDF). Civil Aeronautics Board. 15 July 1965. Retrieved 28 May 2019.
  6. ^ a b c d e O'Brien, William (3 March 1964). "Mountain of Death; Crash Eyewitness". The San Francisco Examiner. p. 1. Retrieved 28 May 2019 – via Newspapers.com.
  7. ^ a b c d Eaton, Bill (8 March 1964). "Stiff Rules Blamed for Air Crash". Oakland, California: Oakland Tribune. p. 1. Retrieved 28 May 2019 – via Newspapers.com.
  8. ^ "New Airline Certified for Lake Service". Reno Gazette-Journal. 19 December 1962. p. 13. Retrieved 29 May 2019 – via Newspapers.com.
  9. ^ a b c d e f g "Probe Before Air Wreckage Found". Oakland, Califorina: Oakland Tribune. 2 March 1964. p. 1. Retrieved 28 May 2019 – via Newspapers.com.
  10. ^ "ASN Aircraft accident Lockheed L-049 Constellation N86504 Lake Tahoe Airport, CA (TVL)". Aviation Safety Network. Retrieved 28 May 2019.
  11. ^ "Crash 2nd Worst in U.S. History". Oakland, Califorina: Oakland Tribune. 2 March 1964. p. 4. Retrieved 28 May 2019 – via Newspapers.com.
  12. ^ a b c "85 on Lost Plane Are Found Dead". The New York Times. UPI. 3 March 1964. p. 71. Retrieved 8 May 2019.
  13. ^ a b "First Bodies Brought From Death Peak". The San Francisco Examiner. 4 March 1964. p. 22. Retrieved 28 May 2019 – via Newspapers.com.
  14. ^ O'Brien, William (3 March 1964). "Bodies in Snow - An Eyewitness". The San Francisco Examiner. p. 7. Retrieved 28 May 2019 – via Newspapers.com.
  15. ^ a b "Next-of-kin Must Bear Cost of Recovering Bodies of Crash Victims". Reno, Nevada: Reno Gazette-Journal. 5 March 1964. p. 1. Retrieved 28 May 2019 – via Newspapers.com.
  16. ^ "Tighter Plane Control Urged". The San Francisco Examiner. 6 March 1964. p. 17. Retrieved 28 May 2019 – via Newspapers.com.
  17. ^ a b c d "Tahoe Line Planes All Grounded". Oakland, Califorina: Oakland Tribune. 4 March 1964. p. 1. Retrieved 28 May 2019 – via Newspapers.com.
  18. ^ a b "Bodies of Two Still Missing". Reno, Nevada: Reno Gazette-Journal. 7 March 1964. p. 9. Retrieved 5 June 2019 – via Newspapers.com.
  19. ^ "Tahoe-- All 85 Air Victims Identified". The San Francisco Examiner. 9 March 1964. p. 11. Retrieved 28 May 2019 – via Newspapers.com.
  20. ^ "Bias in Tahoe Probe Charged". The San Francisco Examiner. 31 March 1964. p. 6. Retrieved 28 May 2019 – via Newspapers.com.
  21. ^ "Mortician Defends $300 Price". Reno, Nevada: Reno Gazette-Journal. 7 March 1964. p. 9. Retrieved 5 June 2019 – via Newspapers.com.
  22. ^ "Paradise Back In the Air". The San Francisco Examiner. 4 March 1964. p. 22. Retrieved 28 May 2019 – via Newspapers.com.
  23. ^ a b c "Paradise Airlines Grounded". Salinas, California: Salinas Californian. UPI. 4 March 1964. p. 1. Retrieved 28 May 2019 – via Newspapers.com.
  24. ^ a b c d e f g Eaton, Bill (6 June 1964). "Air Crash Cause Remains Mystery". Oakland, California: Oakland Tribune. p. 2. Retrieved 28 May 2019 – via Newspapers.com.
  25. ^ "61 Damage Suits in Tahoe Crash Settled". Salinas, California: The Californian. 20 December 1966. p. 1. Retrieved 28 May 2019.
  26. ^ "FAA Grounds Tahoe Crash Airline". The San Francisco Examiner. 5 March 1964. p. 5. Retrieved 28 May 2019 – via Newspapers.com.
  27. ^ "CAB Rebuffs Paradise Air Lines". The San Francisco Examiner. 21 March 1964. p. 18. Retrieved 28 May 2019 – via Newspapers.com.
  28. ^ "Inexperienced Hand Sent Fatal Tahoe Flight Aloft". The San Francisco Examiner. 26 March 1964. p. 16. Retrieved 28 May 2019 – via Newspapers.com.
  29. ^ "Uneasy Seat for Witness". The San Francisco Examiner. 2 April 1964. p. 9. Retrieved 28 May 2019 – via Newspapers.com.
  30. ^ a b c Ludlow, Lynn (27 March 1964). "Forecast in Air Crash 'Altered'". The San Francisco Examiner. p. 1. Retrieved 28 May 2019 – via Newspapers.com.
  31. ^ a b "Forecast Factor in Airline Disaster". Oakland, California: Oakland Tribune. 27 March 1964. p. 16. Retrieved 28 May 2019 – via Newspapers.com.
  32. ^ "Paradise Lines' 'Other Violations'". The San Francisco Examiner. 4 April 1964. p. 8. Retrieved 28 May 2019 – via Newspapers.com.
  33. ^ a b "Hearing May Seal Death of Airline". Oakland, California: Oakland Tribune. 23 April 1964. p. 16. Retrieved 28 May 2019 – via Newspapers.com.
  34. ^ "Threat by Paradise Airlines". The San Francisco Examiner. 8 April 1964. p. 10. Retrieved 28 May 2019 – via Newspapers.com.
  35. ^ "Paradise Planes Face U.S. Seizure". The San Francisco Examiner. 11 April 1964. p. 10. Retrieved 28 May 2019 – via Newspapers.com.
  36. ^ a b c "Plane's Remains Scoured for Clues". Oakland, California: Oakland Tribune. 2 May 1964. p. 8. Retrieved 28 May 2019 – via Newspapers.com.
  37. ^ Jordan, Rich (3 March 1964). "Little Supervision Needed- Who Kept Eye on Tahoe Runs?". The San Francisco Examiner. p. 6. Retrieved 28 May 2019 – via Newspapers.com.
  38. ^ a b c d e "Passenger List on Airliner". Oakland, Califorina: Oakland Tribune. 2 March 1964. p. 1. Retrieved 28 May 2019 – via Newspapers.com.
  39. ^ "Fallon Pilot's Plane Feared Down in Pacific". Reno, Nevada: Reno Gazette-Journal. 28 March 1964. p. 1. Retrieved 28 May 2019 – via Newspapers.com.
  40. ^ a b "Probers Gather at Crash Site". Oakland, Califorina: Oakland Tribune. 3 March 1964. p. 3. Retrieved 28 May 2019 – via Newspapers.com.
  41. ^ a b c Jordan, Rich (3 June 1964). "Paradise Pilot Flunked". The San Francisco Examiner. p. 7. Retrieved 28 May 2019 – via Newspapers.com.
  42. ^ a b c Jordan, Rich (4 June 1964). "Fogginess on the Weather". The San Francisco Examiner. p. 3. Retrieved 28 May 2019 – via Newspapers.com.
  43. ^ a b "Pilots Blamed in Death of 85". The San Francisco Examiner. 16 July 1965. p. 9. Retrieved 28 May 2019 – via Newspapers.com.
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