EC-47 43-49100 Crashes October 8, 1969
The following based on USAF Accident/Incident Report dated October 8, 1969.
Aircraft Crewmembers
1st Lt. Ronald H. Knight - Pilot
1st Lt. Max E. Rosen - Co-Pilot
Capt. Bradley R. Ransom - Navigator
TSgt ?? W. Redman - Flight Engineer
Sgt Michael L. Stiglich - ACM
Sgt Elmore L. Hall - ACM
History of Flight
Prong 33, EC-47, SN 43-49100, was scheduled for a classified combat mission
eminating from Phu Cat Air Base, Republic of Vietnam on 8 October, 1969. The
proposed departure time was 1440 hours local time. Estimated time enroute was
planned for 7 hours total flying time. The flight crew was observed arriving
at the Squadron Operations building at around 1250L. The pilot discussed fuel
on board and field weather with the duty officer. Flight briefing was begun
at 1320L and terminated at about 1350L. Both pilots had adequate crew rest
and eaten dinner the night before. In addition, both the pilot and co-pilot were
know to have eaten lunch immediately prior to briefing.
Take-off from Phu Cat Air Base, Republic of Vietnam, was made at 1450L. At
1510L, Prong 33 called Prong Control on HF radio and reported returning to
base because of doppler problems. The pilot landed at 1530L. After landing,
the navigator informed maintenance personnel that the weather radar was also
inoperative. The air crew stood by the aircraft while the doppler was repaired.
They were informed that the radar had a major problem and would takd a longer
period of time to repair. Pilot then went to Prong Control (SOC) and requested
relaunch instructions stating the weather radar was out and the weather was
bad. The Assistant Operations Officer told him to try to reach the fragged
area but return befor dark if the weather becomes a problem.
Prong 33 was airborne on the second flight at 1635L. When proceeding to the
working aira Prong 33 was called on UHF radio by another squadron aircraft at
approximately (?? unreadable)L. The squadron aircraft was departing an area
close to Prong 33's fragged area because of adverse weather. These weather
conditions were passed on to Prong 33 and nothing abnormal was noted at this
time. Prong 33 checked the fragged area and found it unworkable due to weather.
The flight was passed by Pyramid control (GCI) to Portcall Control (GCI).
Pyramid lost radio contact with Prong 33 prior to completing hand-off; however,
Portcall was advised of the aircrafts intentions of going "feet wet", then up
the coast and was able ro maintain radar contact. Radio contact was established
at 1851L by Portcall with Prong 33, ten minutes after hand-off by Pyramid. At
1911L. Portcall effected a hand-off to Phu Cat Approach Control.
Contact was made on the 1?0 degree radial at 42 NM of Phu Cat TACAN (CH 87).
Approach Control vectored Prong 33 for a GCA approach by IFF/SIF and with good
radio contact on UHF. Pilot asked for and received a VHF back up frequency from
the Approach Controller. Normal vectoring and altitude changes were given by
Phu Cat Approach Control. These vectors took weather into consideration that
was observed by the pilot visually and painted by Approach Control. Prong 33
proceeded from initial contact point at 1912L to a point 20 NM from field at
1927L, at which time Prong 33 was handed off to the Arrival Controller. During
this time interval the aircraft descended from 9,500 feet to 5,000 feet and at
time of hand-off to Arrival Control, 1927, Prong 33 was given and acknowledged
a descent from 5,000 feet to 3,400 feet. The pilot never reported level at
3,400 feet.
Arrival Control established good radio and radar contact at 1927L. Normal
vectoring and altitude instructions were begun. Immediately at this time,
Prong 33 declared an emergency because of an inverter fire. At this point
Arrival Controller lost IFF/SIF radar contact and used radar skin paint.
Arrival Controller asked for souls on board, fuel and nature of emergency.
Prong 33 stated they had six souls on board, and to stand-by for fuel.
Arrival Controller observed the aircraft in a left turn and asked Prong 33 to
confirm this observation. Prong 33 confirmed left turn and stated he lost his
gyro's and attitude indicators. Gyro-out procedures were initiated by
Arrival Controller. Controller issued instructions for right turn to return
aircraft to final course. Aircraft was observed in a right turn and stopped
turn when instructed to do so. Arrival Controller issued additional right
turn instructions which were acknowledged and the stop turn was acknowledged
by a garbled transmittion. At approximately 1930L. Arrival Controller lost
all radar contact with Prong 33. Additional vectors and lost contact
instructions were transmitted on all frequencies (i.e, UHF, VHF, Guard &
beacon) by Arrival Controller. Prong 33 did not acknowledge any of these
transmittions. Last observed position on radar off Phu Cat TACAN was on the
154 degree radial at 15 NM.
Due to the poor weather and low ceilings in the area where Prong 33 was last
observed, airborne search efforts were limited. Army ground teams did some
search in the general area the aircraft was suspected to be lost. On the
first day of reasonable weather, 12 October 1969, the aircraft was located
by a Jolly Green Helicopter search effort. Location of Prong 33 was fixed
at 1345L, 12 October at the 158 degree radial at 16.2 NM from Phu Cat TACAN.
Six Fatalities
More data on this one.
EC-47 43-49100
On 8 October 1969, Staff Sergeants Elmore L. Hall and Michael L. Stiglich,
assigned to Detachment 1, 6994th Security Squadron, were reported MIA while on
a tactical mission; their status was subsequently changed to killed at the
time of the incident as the result of non-hostile circumstances. The pilot of
the EC-47, tail number 43-49100, reported an inflight emergency caused by a
fire aboard the aircraft and declared that they were returning to Phu Cat Air
Base. Shortly thereafter, radio and radar contact was lost with the aircraft.
It did not land at Phu Cat Air Base and the members were declared missing at
the time of estimated fuel exhaustion. The wreckage was located 15 miles
southeast of Phu Cat Air Base and evidence of death was received on 14 October
1969.
[Ed. Callsign PRONG 33. TEWS casualties: Knight, 1/Lt. Ronald Harold; Redman,
TSgt Sylvester William Redman; Ransom, Capt. Bradley Rogers; Rosen, 1/Lt. Max Emmanuel.
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