Accident Details
On Saturday, February 28, 1953, at 1749 hours, a Douglas B-26B Invader (serial number 44-34183A) assigned to the 3902 Air Base Wing at Offutt Air Force Base crashed in a cornfield 2.25 miles southeast of Springfield or 3 miles south of Richfield, Nebraska. The aircraft was piloted by Colonel James R. Luper, Deputy Inspector General of Security at Strategic Air Command Headquarters. Also on board were Technical Sergeant James R. Armstrong, crew chief and flight engineer, and Lieutenant Colonel George R. Groves, a passenger. All three were fatally injured.
The flight was returning to Offutt from Ent AFB (Peterson Field), Colorado, after a three-day TDY security briefing. Over Weeping Water, Nebraska, the aircraft was cleared to descend from 9,000 to 3,500 feet. Offutt Ground Controlled Approach (GCA) took over at 8 miles range on an inbound heading of 020 and further descended the aircraft to 3,000 feet. Because the aircraft was too close for a straight-in approach, a short box pattern to the left for Runway 03 was employed. The aircraft was turned onto a cross-wind leg, then downwind, descending to 2,500 feet. The pilot acknowledged all instructions; no difficulties were reported. The last radio contact was acknowledgment of the turn to base leg and descent to 2,000 feet.
Radar and Witness Observations
Search Controller S/Sgt Michael Mullins observed the aircraft complete the turn to base leg on radar and followed it for about 20 seconds until the blip suddenly disappeared. When the pilot did not respond to calls, emergency procedures were initiated.
Local farmer Arthur Carstens, 5 miles south-southwest of Papillion, Nebraska, heard the aircraft pass overhead while in clouds. He then saw it emerge from the cloud deck about 1.5 miles south of his position, going straight down with engines roaring, then silence. He did not see or hear the impact, and no smoke or fire was observed.
Weather Conditions
Weather Station Officer Major David A. Adams reported local cloud conditions: 5/10 fracto cumulus bases at 1,800 feet MSL, 10/10 strato cumulus bases at 2,000 feet MSL with tops estimated at 3,000 feet MSL. Ground temperature was 33°F, dew point 30°F; at 2,000 feet temperature was 28°F, at 3,000 feet 26°F. Wind was from the northeast at 17 knots, barometric setting 30.01 inHg. Visibility was 3 miles restricted by light snow grains and fog.
Crash Scene and Aircraft Examination
The aircraft struck the ground in a flat attitude from a steep trajectory estimated between 45 to 60 degrees. The impact gouged frozen earth 35 feet wide and 23 feet long. The aircraft was totally destroyed but did not catch fire. The majority of the wreckage piled on itself adjacent to the crater; smaller parts scattered forward up to 250 feet. The bodies of the pilot, flight engineer, and passenger were found 95 feet in front of the wreckage, within 19 feet of each other. The cockpit was completely demolished.
The aircraft clock showed 1749 hours. The altimeter read 1,400 feet; Kollsman window indicated 30.00 inHg. The main fuel line was on, both engine magneto switches set to "both," fuel selector valves set to main tanks, with approximately two hours of fuel remaining. Landing gear was down, flaps at about 10 degrees. Trim tabs and control surfaces appeared normal despite damage. No prop blades remained on the right engine hub; the dome indicated a blade angle of 35 degrees. The left prop had one blade remaining, indicating the engine was feathered.
Investigation Findings
Due to the steep descent angle but relatively flat angle of attack, investigators believed the aircraft may have been stalled at impact. Both engines were sent to Ogden Air Material Area, Hill AFB, Utah, for disassembly inspection. The inspection report, issued May 12, 1953, declared both engines were developing power at impact. No evidence of mechanical failure or malfunction was found. Carburetor and structural icing were not considered contributing factors.
The exact cause of the accident was never fully determined, and there was no suggestion of pilot error.
Background
Approximately 20 minutes prior, another B-26B piloted by Lt. Colonel Wayne J. Seward, also arriving from Ent AFB, landed safely at Offutt with GCA assistance. Seward testified he encountered no adverse weather conditions.
Notably, the aircraft was accepted by the US Army Air Force from Douglas Aircraft on February 28, 1945—exactly eight years before the crash.
Colonel James R. Luper had 3,038 career flight hours, with 74.25 hours as pilot-in-command of the B-26. He completed his 60-2 Instrument and Proficiency check ten days prior with an excellent grade and was considered an above-average pilot. Technical Sergeant Armstrong had 907 total flying hours and was considered a well-above-average crew chief. Both were honored posthumously.
Probable Cause
Not determined.