The Grand Canyon mid-air collision
June 30, 1956
United Airlines Douglas DC-7 struck a Trans World AirlinesLockheed L-1049 Super Constellation over the Grand Canyon National Park.
All 128 on board both flights died.
It was first commercial airline crash to result in more than 100 deaths.
The collision took place in uncontrolled airspace.
Where it was the pilots’ own responsibility for navigation.
This changed the way we fly today.
TWA departed Los Angeles on Saturday, June 30, 1956 at 9:01 am.
Captain Jack Gandy, First OfficerJames Ritner, and Flight Engineer Forrest Breyfogle were flying the plane.
It had 64 passengers, and six crew members, and was headed to Kansas City Downtown Airport,
It was 31 minutes behind schedule.
The plane ascended to 19,000 feet and stayed in controlled airspace as far as Daggett, California.
Captain Gandy turned right to a heading
toward Trinidad, Colorado.
TWA was now flying in uncontrolled airspace.
American Flight 718 departed Los Angeles International Airport at 9:04 am.
Captain Robert Shirley, First Officer Robert Harms, and Flight Engineer Gerard Fiore were flying the plane.
It had 53 passengers and five crew members aboard.
It was headed for Chicago's Midway Airport.
Climbing to 21,000 feet, Captain Shirley flew in controlled airspace to a point northeast of Palm Springs, California,
He turned left toward Needles, California.
After which his flight plan was direct to Durango in southwestern Colorado and flying in uncontrolled airspace.
Shortly after takeoff, TWA's Captain Gandy requested permission twice, to ascend to 21,000 feet to avoid storm clouds that were forming near his flight path.
The second time was approvedl
So he increased his altitude to 21,000 feet.
The two aircraft were now approaching the Grande Canyon.
They were now at the same altitude and speed as well.
They were surely maneuvering around storm clouds.
Near the canyon, it is believed the planes passed the same cloud on opposite sides.
They collided.
Flight 718 upraised left wing clipped the top of the TWA's vertical stabilizer and struck the fuselage immediately ahead of the stabilizer's base.
This caused tail assembly to break away from the rest of the air frame.
At the same time, the propeller on the 718's left number one engine, chopped a series of gashes into the bottom of the TWA's fuselage.
At this time. decompression being too fast for air to safely escape from the lungs. would have instantly occurred.
Cabin furnishings and personal effects were scattered over the area.
The tail assembly from TWA resulted in immediate loss of control, causing the aircraft to enter a near-vertical, terminal velocity dive.
So basically the plane was falling out of the sky.
Plunging into the Grand Canyon at an estimated speed of more than 477 mph, the TWA slammed into the north slope of a ravine located on the northeast slope of Temple Butte.
It disintegrated on impact, instantly killing all aboard.
An inferno, fueled by aviation gasoline, roared.
The Tail assembly, badly battered but still somewhat recognizable, came to rest nearby.
Flight 718 left wing to the left side of the number one engine was mangled by the impact and was no longer capable of producing substantial lift.
The engine had been severely damaged, and the combined loss of lift and propulsion put the crippled airliner into a rapidly descending left spiral from which recovery was impossible.
TWA collided with the south side cliff of Chuar Butte and disintegrated, instantly killing all aboard.
There were no homing beacons or black boxes back then.
Because of the accident everything change.
They modernize there communications.
The crash site was declared a national land mark.
The crash site is closed to the public.
This crash was a wake up call.
Very interesting. From what I've read, the TWA was not granted permission to fly at that altitude; rather, the captain elected to fly VFR "1000 on top" of the storms/clouds and that put him at the collision altitude. Which was, apparently, perfectly fine for him to do - he did not need permission - as long as he was vigilant about other traffic. He was warned about the United DC-7 but, as the Connie was struck not the other way around, all the vigilance in the world would not have helped the TWA. As for the United, it's clear that according to the rules at the time, they were not at fault either. The system, as has been pointed out, left much to be desired.
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