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REPORT OF THE CIVIL AERONAUTICS BOARD

On the investigation of an accident which
occurred near Fairfield, Utah, on December
15, 1942, involving an aircraft of United
States registry NC 16060, owned by Western
Air Lines, Inc.

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Flight No. 1 of Western Air Lines, en route from Salt Lake City, Utah, to Burbank, California, via Las Vegas, Nevada, met with an accident approximately 3 miles southeast of Fairfield, Utah, at about 1:22 a.m. (MWT)^[1] on December 15, 1942. Thirteen passengers and four crew members were fatally injured; while the remaining two passengers were seriously injured. The Douglas DC3A aircraft, NC 16060, operating in scheduled air carrier service, was completely demolished.

The Santa Monica Office of the Civil Aeronautics Board (hereinafter referred to as the Board) received notification at approximately 9:30 a.m. on December 15 that the aircraft was missing and after the wrecked aircraft was located, the Board immediately initiated an investigation in accordance with the provisions of Section 702(a)(2) of the Civil Aeronautics Act of 1938, as amended (hereinafter referred to as the Act). An air safety investigator of the Board arrived at the scene of the accident about 12:30 a.m., December 16. The wreckage of the airliner had been roped off and was under guard of the State Police and an armed guard of the United States Army. The Army guard remained there until December 17, the State Police until December 19, when civilian guards were employed and guarded the wreckage until the completion of the investigation.

In connection with the investigation, a public hearing was held in Salt Lake City, Utah, on December 21 and 22, 1942. Mr William K. Andrews, Chief, Investigation Section, Safety Bureau of the Board, served as presiding officer, and the following personnel of the Safety Bureau participated in the hearing: R. A. Reed, Senior Air Safety Investigator; A. E. Cabana, Air Safety Investigator; and W. E. Koneczny, Aircraft Specialist. Upon the basis of all the evidence accumulated during the investigation, the Board now makes its report, in accordance with the provisions of the Act.

At the time of the accident Western Air Lines, Inc.,^[2] a Delaware corporation, was operating as an air carrier under a certificate of public convenience and necessity and an air carrier operating certificate, both issued pursuant to the Act. These certificates authorized it to engage in air transportation with respect to persons, property and mail-between various points, including Burbank, California, Las Vegas, Nevada, and Salt Lake City, Utah.

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On Western Flight No. 1^[3] of December 14, the crew consisted of Edward John Loeffler, captain; James Clifton Lee, first officer; Douglas Mortimer Soule, copilot-trainee; and Cleo Lorraine Booth, stewardess.

Captain Loeffler had logged approximately 2885 hours as pilot, 533 of which were as captain in DC3 equipment. He had also logged about 1518 hours as first officer in DC3 equipment. He held an airline transport pilot certificate with single and multi-engine land ratings, 160–3150 h.p. His last physical examination, required by the Civil Air Regulations, was taken on October 8, 1942 at Glendale, California. He had been employed by Western since July 11, 1940.

First officer Lee had been employed by Western since August 31, 1942. He held a commercial pilot certificate with instrument and flight instructor ratings and had accumulated approximately 596 hours of flying time, 126 of which were accumulated while serving as first officer for Western. His last physical examination was taken in Los Angeles, California, on September 2, 1942.

Copilot-Trainee Soule held a commercial pilot certificate with an instrument rating. He had accumulated about 537 hours, including 11 hours while serving as co-pilot trainee for Western. He received his last physical examination at Salt Lake City on November 19, 1942.

Stewardess Booth had been employed by Western since April 7, 1942.

It appears from the evidence that the flight crew of the airliner held the proper certificates, were in proper physical condition, and, by reason of their training and experience, were qualified for the flight with the equipment involved.

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