Full text of the Civil Aeronautics Board Aircraft Accident Report on the plane crash that killed Buddy Holly, Ritchie Valens and the Big Bopper

Aircraft Accident Report
Adopted: September 15, 1959
Released September 23, 1959 Mason City, Iowa
February 3, 1959

Synopsis

A Beech Bonanza, N 3794N, crashed at night approximately 5 miles northwest of the Mason City Municipal Airport, Mason City, Iowa, at approximately 0100, February 3, 1959. The pilot and three passengers were killed and the aircraft was demolished.

The aircraft was observed to take off toward the south in a normal manner, turn and climb to an estimated altitude of 800 feet, and then head in a northwesterly direction. When approximately 5 miles had been traversed, the tail light of the aircraft was seen to descend gradually until it disappeared from sight. Following this, many unsuccessful attempts were made to contact the aircraft by radio. The wreckage was found in a filed later that morning.

This accident, like so many before it, was caused by the pilot's decision to undertake a flight in which the likelihood of encountering instrument conditions existed, in the mistaken belief that he could cope with en route instrument weather conditions, without having the necessary familiarization with the instruments in the aircraft and without being properly certificated to fly solely by instruments.

Investigation

Charles Hardin, J.P. Richardson, and Richard Valenzuela were members of a group of entertainers appearing in Clear Lake, Iowa, the night of Feb. 2, 1959. The following night they were to appear in Moorhead, Minnesota. Because of bus trouble, which had plagued the group, these three decided to go to Moorhead ahead of the others. Accordingly, arrangements were made through Roger Peterson of the Dwyer Flying Service, Inc., located on the Mason City Airport, to charter an aircraft to fly to Fargo, North Dakota, the nearest airport to Moorhead.

At approximately 1730,* Pilot Peterson went to the Air Traffic Communications Station (ATCS), which was located in a tower on top of the Administration Building, to obtain the necessary weather information pertinent to the flight. This included the current weather at Mason City, Iowa; Minneapolis, Redwood Falls, and Alexandria, Minnesota and the terminal forecast for Fargo, North Dakota. He was advised by the communicator that all these stations were reporting ceilings of 5,000 feet or better and visibility of 10 miles or above; also, that the Fargo terminal forecast indicated the possibility of light snow showers after 0200 and a cold frontal passage about 0400. The communicator told Peterson that a later terminal forecast would be available at 2300. At 2200 and again at 2330 Pilot Peterson called ATCS concerning the weather. At the latter time he was advised that the stations en route were reporting ceilings of 4200 feet or better with visibility still 10 miles or greater. Light snow was reported at Minneapolis. The cold front previously reported by the communicator as forecast to pass Fargo at 0400 was now reported to pass there at 0200. The Mason City weather was reported to the pilot as: ceiling measured 6,000 overcast; visibility 15 miles plus; temperature 15 degrees; dew point 8 degrees; wind south 25 to 32 knots; altimeter setting 29.96 inches.

At 2355, Peterson, accompanied by Hubert Dwyer, a certificated commercial pilot, the local fixed-base operator at the Mason City Airport, and owner of Bonanza N3794N (the aircraft used on the flight), again went to ATCS for the latest weather information. The local weather had changed somewhat in that the ceiling had lowered to 5,000 feet, light snow was falling, and the altimeter setting was now 29.90 inches.

The passengers arrived at the airport about 0040 and after their baggage had been properly stowed on board, the pilot and passengers boarded the aircraft. Pilot Peterson told Mr. Dwyer that he would file his flight plan by radio when airborne. While the aircraft was being taxied to the end of runway 17, Peterson called ATCS and asked for the latest local and en route weather. This was given him as not having changed materially en route; however, the local weather was now reported as: Precipitation ceiling 3,000 feet, sky obscured; visibility 6 miles; light snow; wind south 20 knots, gusts to 30 knots; altimeter setting 29.85 inches.

A normal takeoff was made at 055 and the aircraft was observed to make a left 180-degree turn and climb to approximately 800 feet and then, after passing the airport to the east, to head in a northwesterly direction. Through most of the flight the tail light of the aircraft was plainly visible to Mr. Dwyer, who was watching from a platform outside the tower. When about five miles from the airport, Dwyer saw the tail light of the aircraft gradually descend until out of sight. When Peterson did not report his flight plan by radio soon after takeoff, the communicator, at Mr. Dwyer's request, repeatedly tried to reach him but was unable to do so. The time was approximately 0100.

After an extensive air search, the wreckage of N 3794N was sighted in an open farm field at approximately 0935 that morning. All occupants were dead and the aircraft was demolished. The field in which the aircraft was found was level and covered with about four inches of snow.

The accident occurred in a sparsely inhabited area and there were not witnesses. Examination of the wreckage indicated that the first impact with the ground was made by the right wing tip when the aircraft was in a steep right bank and in a nose-low attitude. It was further determined that the aircraft was traveling at high speed on a heading of 315 degrees. Parts were scattered over a distance of 540 feet, at the end of which the main wreckage was found lying against a barbed wire fence. The three passengers were thrown clear of the wreckage, the pilot was found in the cockpit. The two front seat safety belts and the middle ones of the rear seat were torn free fro their attach points. The two rear outside belt ends remained attached to their respective fittings; the buckle of one was broken. None of the webbing was broken and no belts were about the occupants.

Although the aircraft was badly damaged, certain important facts were determined. There was no fire. All components were accounted fro at the wreckage site. There was no evidence of inflight structural failure or failure of the controls. The landing gear was retracted at the time of impact. The damaged engine was dismantled and examined; there was no evidence of engine malfunctioning or failure in flight. Both blades of the propeller were broken at the hub, giving evidence that the engine was producing power when ground impact occurred. The hub pitch-change mechanisms indicated that the blade pitch was in the cruise range.

Despite the damage to the cockpit the following readings were obtained:

Magneto switches were both in the "off" position.

Battery and generator switches were in the "on" position.

The tachometer r.p.m. needle was stuck at 2200.

Fuel pressure, oil temperature and pressure gauges were stuck in the normal or green range.

The attitude gyro indicator was stuck in a manner indicative of a 90-degree angle.

The rate of climb indicator was stuck at 3,000-feet-per-minute descent.

The airspeed indicator needle was stuck between 165-170 mph.

The directional gyro was caged.

The omni selector was positioned at 114.9, the frequency of the Mason City omni range.

The course selector indicated a 360-degree course.

The transmitter was tuned to 122.1, the frequency for Mason City.

The transmitter was tuned to 122.1, the frequency for Mason City.

The Lear autopilot was not operable.