On 31 December 1968, at 1435 hours, EC-47P, aircraft SN 43-48702, call sign Cap 19, started takoff roll on runway 09 at Pleiku Air Base, Republic of Vietnam. The flight was approved by 460th Tactical Reconnaissance Wing as mission number 2770. Programmed enroute time was to be 7+00 hours with recovery at Pleiku AB.

The maintenance preflight inspection of the aircraft was accomplished by the ground crew at approximately 0030 hours. The Pilot and crew reported to the squadron at 1325, briefings were conducted, clearances signed, and they arrived at the aircraft at approximately 1345 hours. The required preflight inspections were completed by the individual crew members and no discrepancies were noted. Everything continued normal until completion of the "Before Takeoff Check" as the aircraft was holding number one for takeoff short of the runway.

At about this time, fumes that smelled like alcohol were noticed by the pilot, co-pilot and flight engineer. A check of the cockpit area was made. The hydraulic compartment, isopropyl alcohol tanks lines, switches and controls were found to be normal. The pilot detected a damp area on the bulkhead padding behind, above, and to the left of his head. The flight engineer checked this area nad the area on the opposite side of the bulkhead which he also fould damp. The pilot and engineer suspected that this dampness came from an alcohol vent line that ran through the area. The co-pilot thought the fumes could have come from other aircraft that were running up in the area or from a C-123 that had just landed.

The fumes finally dissipated and the pilot believed that a safe mission could be flown as fumes were no longer persent. He was also approaching his scheduled takeoff time and three aircraft were waiting behind him.

The aircraft was cleared into position to hold after a landing aircraft. Two light aircraft were cleared to takeoff at midfield ahead of him. After the second one started to roll, the pilot advanced his power to 30 inches manifold prssure and obtained satisfactory power and systems sheck. When cleared for takeoff, he released his brakes and advanced the throttles to approximately 40 inches. As briefed, the co-pilot continued the throttles to maximum takeoff power.

Shortly thereafter, during the takeoff roll there was a return of very strong fumes, which immediately brought tears to the eyes of the crew members in the cockpit. The co-pilot quickly opened his side window. The pilot reached for his side window with his right hand. The aircraft started to slowly veer to the right. As the aircraft approached the right side of the runway, the pilot corrected with hard left rudder. The aircraft swerved to the left and departed the runway about 1300 feet from the takeoff end at an approximate 45 degree angle.

At approximately this point the throttles were retarded. The aircraft continued across a depressed median, up and over a taxiway, through a perimeter fence, crossed a road, striking a wrecker and a jeep, coming to a stop astride a culvert.

The driver of the jeep suffered a minor laceration of the head. The aircraft came to rest at a position approximately 1700 feet down the runway and 400 feet off to the left side. The Pilot turned on the alarm bell, turned off the individual ignition switches and the battery switch. The crew evacuated the aircraft without difficulty. One crew member receiving a minor injury ( The Navigator sprained his right thumb ).

The crash equipment was at the accident scene almost immediately. The flight line fire truck responded even before the aircraft crossed the median. The tower sounded the crash alarm as the aircraft left the runway. The fire department put out a small fire in the right engine and EOD removed all explosives (Flares, guns, etc.) from the aircraft.