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Date |
Air Force |
A'cft |
Unit / Serial |
based |
crashed |
crew |
photo |
seat |
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60-3749 |
OV-1C |
Sep-61 |
09-Mar-62 |
CRASHED |
AL, FT RUCKER |
|
|
57-6463 |
YAO-1 |
May-59 |
06-Jul-62 |
CRASHED |
NY, PECONIC RIVER |
1ST YAO-1F, 1ST FLIGHT 14-APRIL-59 |
|
59-2632 |
OV-1B |
Dec-60 |
12-Jul-62 |
CRASHED |
|
ASTA Plt, 503rd Avn Co, 3RD AD |
|
57-6464 |
YAO-1 |
Jun-59 |
Sep-62 |
DESTROYED |
MD, ABERDEEN PRV GRD |
DESTROYED DURING VULNERBILITY TEST, SILVER LANCE-1962-ELINT |
|
57-6466 |
YAO-1 |
Aug-59 |
Sep-62 |
DEACTIVATED |
NY, BETHPAGE* |
GRUMMAN, MOCK-UP |
|
57-6541 |
YAO-1 |
Mar-60 |
Sep-62 |
|
NY, BETHPAGE* |
GRUMMAN, PROTOTYPE OV-1B |
|
60-3730 |
OV-1A |
Apr-61 |
21-Sep-62 |
CRASHED |
GE, ANSBACH |
ASTA Plt, 503rd Avn Co, 3RD AD |
|
57-6540 |
YAO-1 |
Dec-59 |
Nov-62 |
|
AL, FT RUCKER |
OV-1A |
|
9th March 1963 |
USA |
OV-1C Mohawk |
61-2702 |
23rd Special Warfare Aviation Detachment
[SWAD] |
Rep. Of Vietnam |
PERMISSION SOUGHT |
 |
Martin-Baker Mk.5 |
|
|
1st Lt. E. B. Cribb
ARep. Of Vietnam Observer
[see also
26th
August 1963] |
Martin-Baker Mk.5 |
|
30th July 1963 |
USA |
OV-1A Mohawk |
60-3720
c/n 19A |
Army Aviation School |
Explosion tore off a wing, believed
to have been caused by a technical malfunctioning of the photo flare
dispensers. Crashed near Fort Rucker, Alabama, USA during a night training
flight |
|
|
Martin-Baker Mk.5 |
Capt.
D. F. Horton
USAF
ejected |
Oberfeldwebel
Heinz Watzenberg
did not eject
died |
Martin-Baker Mk.5 |
|
researching West
German Army Aviation in its early years, I recently had
contact with a German pilot, Ferdinand Eggers, who was a flight student at
Fort Rucker. He was trained on the Grumman OV-1 "Mohawk" in 1963. His friend
and colleague died in an flying accident on the final days of the course!
Date of the crash was July 30, 1963.
The aircraft involved was a Grumman OV-1A "Mohawk" (USAF-s/n 60-3720, c/n
19A), which belonged to the U.S. Army Aviation School.
The aircraft crashed near Fort Rucker, AL/USA during a night training
flight.
Captain D. F. Horton ejected safely, with minor injuries, but Oberfeldwebel
[Sergeant First Class] Heinz Watzenberg died, as he did not eject, in the
crash.
Probable cause was a technical malfunctioning of the photo flare dispensers,
resulting in an explosion, which tore off a wing.
|
|
09th
August 1963 |
USA |
OV-1C Mohawk |
61-2725 |
11th AIR ASSAULT DIV |
Trenton, SC |
Capt.
R. E. Harris |
|
Martin-Baker Mk.5 |
|
26th
August 1963 |
USA |
OV-1 Mohawk |
61-2707 |
23rd Special Warfare Aviation Detachment
[SWAD] |
Thau Duc, Rep. Of Vietnam |
PERMISSION SOUGHT |
|
Martin-Baker Mk.5 |
2.Lt.
Dao Dac Deo
believed died in crash |
1st Lt. E. B. Cribb
ARep. Of Vietnam Observer
believed died in crash
[see also 9th March
1963
vw |
|
|
27th
August 1963 |
Civ |
OV-1C Mohawk |
61-2678 |
Army Aviation School |
Ft. Rucker, AL, USA |
|
|
Martin-Baker Mk.5 |
|
MAJ J.
A. Barrett |
Mr. J.
T. Judkins |
Martin-Baker Mk.5 |
|
05th
September 1963 |
USA |
OV-1C Mohawk |
61-2706 |
23rd SWAD |
Rep. Of Vietnam |
|
|
Martin-Baker Mk.5 |
|
l.Lt.
J. B. Bisbey |
Ng Hoy
Binh |
Martin-Baker Mk.5 |
|
11th
December 1963 |
USA |
OV-1A Mohawk |
59-2603 |
23rd SWAD |
Vinh Long, Rep. Of Vietnam |
|
|
Martin-Baker Mk.5 |
iCapt.
M. F. Menefee
ARep. Of Vietnam Observer
|
WO N. D. Tha |
Martin-Baker Mk.5 |
|
26th
January 1979 |
USA |
OV-1C Mohawk |
61-2719 |
|
Mid-Air Collision
Shanako, OR, USA |
|
|
Martin-Baker Mk.5 |
|
Capt.
S. L. EIder |
SP4 G.
Lara |
Martin-Baker Mk.5 |
|
USA Grumman OV-1C
Mohawk Sn. 61-02719 was in collision with OV-1D Sn. 67-18916 in Oregon, USA. The
two aircraft were in formation, echelon right, Trail moved up to in front and
below of lead to have photograph taken by the lead aircrfat. The two aircraft
collided. All four crew ejected and were picked up by unit helicopter within two
hours. |
|
26th
January 1979 |
USA |
OV-1C Mohawk |
67-18916
C 6-78 |
|
Mid-Air Collision
Shanako, OR, USA |
|
|
Martin-Baker Mk.5 |
|
Capt.
S. F. Hammons |
S/Sgt.
Philco H. Pheigh |
Martin-Baker Mk.5 |
|
USA Grumman OV-1C
Mohawk Sn. 61-02719 was in collision with OV-1D Sn. 67-18916 in Oregon, USA. The
two aircraft were in formation, echelon right, Trail moved up to in front and
below of lead to have photograph taken by the lead aircrfat. The two aircraft
collided. All four crew ejected and were picked up by unit helicopter within two
hours. |
|
FEEDBACK |
I ran across your web site and
thought I would send you an email concerning this mid-air collision on 26
Jan 79 of two OV-1 Mohawk aircraft east of Shaniko Oregon.
I was the observer that was going
to take the pictures of the trail aircraft, OV-1C 61-02719. The pilot of
that airplane was Capt. Elder and his observer was Sp4 Lara.
The pilot in my lead aircraft,
OV-1D 67-18916, was Capt. Hammons, and of course myself S/Sgt Philo H Pheigh.
It's amazing how clear that
experience still is in my memory, and so many years ago. Thanks to the
Martin-Baker ejection seat, I am now 70 years old!!
We all survived the crash with
only myself injuring my back in the ordeal.
Thank you for your time on this
update.
Sincerely, SFC Philo H Pheigh
(Ret.)
in email 28th June 2008
|
|
07th
March 1979 |
USA |
OV-1B
RV-1D Mohawk |
64-14254
C 12-77 |
73rd AVN CO |
Stuttgart, Germany |
|
|
Martin-Baker Mk.5 |
|
CWO M.
A. Grant |
WO
M. M. Wagner |
Martin-Baker Mk.5 |
|
USA Grumman RV-1D
Mohawk Sn. 64-14254 crashed in Germany. Aircraft encountered moderate / severe
icing and elected to return to home base. During ILS approach No. 1 engine
failed. Pilot added power but did not have anticipated response. Pilot turned
aircraft away from village and crew, CWO M. M. Wagner and CWL M. L. Grant
ejected safely |
|
29th
October 1979 |
USA |
OV-1 Mohawk |
64-14272 |
73rd AVN CO
C 12-77 |
Germany |
|
|
Martin-Baker Mk.5 |
|
Capt. D. Bailey |
CWO4
E.Serna |
Martin-Baker Mk.5 |
|
USA Grumman RV-1D
Mohawk Sn. 64-14272 crashed in Germany. Aircraft encountered moderate icing
conditions during the conduct of border mission. De-icing systems were
operating. The SIP in the right seat saw flames coming from the vicinity of the
No. 2engine after the aircraft had yawed to the right. The engine was secured by
the SIP. Approximately 30 seconds after the fire was detected on the No. 2
engine sparks were observed coming from the No. 1 engine exhaust. The left
engine lost power. The crew attempted to restart No. 2 engine with no success.
The crew, CWO4 E. Serna and Capt. D. Bailey ejected. |
|
26th
January 1982 |
USA |
OV-1 Mohawk |
|
|
|
MR
Lindsay |
|
Martin-Baker Mk.5 |
|
USA Grumman OV-1D
Mohawk Sn. 67-18920 crashed in Georgia, USA. During a two engine approach at an
airspeed of approx. 104 kts the left engine failed from an unknown cause. The
aircraft began rolling to the left. Power was reduced on the right hand engine
to stop the left roll.
The IP commanded
the RSP to eject then he, the IP, ejected. The RSP did not attempt to eject and
was killed when the aircraft struck the ground in a near vertical dive. The IP,
Mr. Lindsay, was severely injured and transported to hospital and then
transferred by the Medical Center for treatment. |
|
15th November 1982 |
USA |
OV-1C Mohawk |
68-15948
C 6-75 |
|
aircraft entered a spin and, too low to
recover. EDWARDS AFB |
|
|
Martin-Baker Mk.5 |
|
John D. Ottomeyer |
CWO Hugh A. Lammons |
Martin-Baker Mk.5 |
|
USA Grumman OV-1D
Mohawk Sn. 68-15948 crashed in California, USA. While conducting static VMC
testing at 6,400ft MSL [4,000ft AGL] the pilot called the VMC point at 78 KIAS
and announced initiation of recovery. The aircraft rolled left slightly past 90
degrees and entered a nose-low attitude from which it did not recover. Both crew
sustained fatal injuries. One occupant attempted ejection but it was not
succesful. The pilot died in the crash and did not attempt ejection. |
|
28th
April 1983 |
USA |
OV-1B Mohawk |
59-2625 |
|
|
MAJ D.
H. Jacobs |
|
Martin-Baker Mk.5 |
4th
August 1983
or
14th August 1983
Confirmation
needed |
USA |
OV-1D Mohawk |
68-15937
C 11-77 |
3rd MI CO, |
Crashed near
Camp Humphreys
South Korea |
|
|
Martin-Baker Mk.5 |
|
CW3 G.
J. Stein |
S.Sgt.
Gl. Hines |
Martin-Baker Mk.5 |
|
USA Grumman OV-1D
Mohawk Sn. 68-15937 crashed in near Rice Field, 3.2 miles short of the runway,
Kansas, USA. Aircraft was returning to home base after three hours of scheduled
night reconnaissance mission. At home base the weather had deteriorated rapidly
before the aircraft entered the airport traffic area. After making two visual
attempts at landing the pilot realised that even a full instrument approach
would result in a missed approach due to low stratus clouds and dense fog. He
asked for radar vectors to a suitable airfield stating his fuel condition. The
aircraft then proceeded to that airfield where the weather had cleared. The only
airfield suitable was a civilian airfield and the pilot declared an emergency
citing the low fuel state. After approximately 17 minutes of radar vectoring
for a precison approach both engines flamed out simultaneously. The pilot
directed the T.O to eject and then ejected himself. Both,crew, CW3 G. J. Stein
and S/Sgt. G. Hines, who were slightly injured, were recovered approximately
four and a half hours later and transported to the evacuation hospital for
evaluation and post-mishap eveluation. |
|
FEEDBACK |
I am a former OV-1D flight
crewmen (T.O.-Technical Observer) and have a correction and information to
submit on the August 1983 OV-1D Mohawk ejection and crash. This crash took
place near
Camp Humphreys
South Korea,
not Kansas USA.
I
was stationed at
Camp
Humphreys
in 1978-79 and assigned to the only Army Mohawk unit in country. This was
the 704th MIDAS (Military Intelligence Detachment Aerial Surveillance)
which in mid-tour became the 146th ASA (Army Security Agency) Company. OV-1D
Mohawks in this period were assigned to Military Intelligence, not Aviation
units.
The
units mission was to fly daily radar surveillance missions along the Korean
DMZ. The unit normally flew two missions a day, morning and afternoon, seven
days a week, rain or shine. The morning missions were often scheduled
between
midnight
and dawn.
South Korea
had a country wide curfew at that time. After
10 P.M.
road and air traffic was restricted. During these morning missions we would
often be the only aircraft flying in country.
When
flying a mission during the early morning hours we would always monitor the
fog conditions back at
Camp
Humphreys
as it was possible for the field to get socked in before our mission was
complete.
Camp
Humphreys
did not have approach radar and our usual alternate field was Osan Air Force
Base, nine miles to the north. They did have approach radar but due to the
lack of traffic after curfew they would shut down and stay at their quarters
on-call.
CW3
Stein was also there at that time and I flew with him on several missions.
This included one where, upon our return, the field was fogged in and we
spent several very long minutes orbiting the base looking for a break to get
in. Mr. Stein was considering calling Osan and telling them fire up the
Approach Radar but then, a hole opened up in the fog and we slipped in for a
landing. I guess he didn't have the same luck in 1983 when he used up all
his reserve fuel looking for a clear airfield.
On
the subject of ejection seats, the OV-1 was the only U.S. Army aircraft
equipped with them. An in-flight bail out was only practical with ejection
seats as attempting to exit in-flight through the side entry hatches
would put you directly into the props. The entire rectangular hatch above
the cockpit could be jettisoned in-flight, but crawling out into the
windstream and missing the props on either side and the triple tail in the
rear would have been daunting to say the least.
The
OV-1 Mohawk was originally equipped with a Martin-Baker J-5 seat. This seat
used staged explosive charges through a telescoping ejection tube and was
not zero-zero capable. The Mohawk was subsequently refitted wit a modified
J-5D seat. This seat added a rocket motor and gave the seat a zero-sixty
knots capability. This was zero altitude and sixty knots of speed on the
runway for a successful (?) ejection. It was standard procedure during
take-offs for the pilot to call out sixty knots to let his T.O. know
ejection was now possible.
There
is a video of a test ejection of the J-5D seat. In it a J-5D seat with a
test dummy is mounted on the back of a flatbed truck moving down a runway at
sixty knots. The seat fires, rockets up, and the parachute deploys fully
before the test dummy hits the runway, but just barely.
The
Mohawk seats did not have any type of command ejection system and ejection
was individually initiated. If the Pilot felt ejection was necessary, the
procedure was to audibly command, "Eject! Eject! !Eject!", over the
intercom. Additionally, in the event of intercom failure, the Pilot was to
physically get the right seaters attention by striking their chest or thigh
and signaling with a thumb up gesture to get out.
However, in an emergency
such as an engine loss on take off, and with the Pilot’s hands on the stick
and throttle trying to control a rolling aircraft, following this procedure
could be problematical.
in
email 23rd June 2008
|
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|
10th
October 1983 |
USA |
OV-1D Mohawk |
69-17020 |
|
Crashed shortly after takeoff from Karachi, Pakistan |
|
|
Martin-Baker Mk.5 |
SFC
Steve Greenleaf
ejected |
CW4
Carl Spriegel
ejected |
Martin-Baker Mk.5 |
|
USA Grumman OV-1D
Mohawk Sn. 69-17020 crashed in PK [?]. During take-off climb at approx. 200ft
AGL the No.2 engine failed with gear up and flaps in take-off position [15
degrees]. Flaps in VMC speed was not obtained. Pilot ordered right seat occupant
to eject, pilot guided aircraft to unpopulated area and ejected. Both ejectees,
CW4 C. Spriegel and SPC S. Greenleaf, suffered minor abrasions and lacerations.
|
|
FEEDBACK |
Regarding the October 10, 1983
(ship 69-17020) ejection, Carl Spreigal and Steve Greenleaf ejected shortly
after takeoff from Karachi, Pakistan. I don't remember if it was the
international or a near by military airport. My best recollection is that it
was the international.
I was the flight lead of a flight
of 4 OV-1s being ferried to Korea from the plant in Stuart, Florida. As
such, I departed first from Karachi and was taking inventory of my other 3
birds as they were taking off. As I recall, the normal order of take off was
askew. When I determined that that Carl had not checked in as expected, I
made a call to the tower to see what was up. The tower responded in that
they believed a ship may have crashed during takeoff. I asked why they
believed this and they responded that there was a huge fire off the end of
the departure runway. I turned the flight around and we all returned to
Karachi.
After back on the ramp we were
taken to an official airport office. After a short while, an official came
to see us and told us the crew was okay. A short time later, Carl and Steve
walked through the door, shaken, battered, but alive and moving under their
own power.
As I remember, the ship lost
power at or near VR. Carl manoeuvred the ship to a relatively clear spot on
the ground prior to ejecting.
If not for the seats, I suspect
both Carl and Steve would have died,
You have my permission to use
what I've said above as you see fit.
Roger
in email 5th June 2009
|
|
10th
May 1985 |
USA |
OV-1 Mohawk |
|
|
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|
|
Martin-Baker Mk.5 |
|
MM P.
Tucker |
E6 D.
W. Margraitz |
Martin-Baker Mk.5 |
|
USA Grumman OV-1D
Mohawk Sn. 62-05899 crashed in Arizona, USA. During the take-off climb the pilot
determined that one of the engines was going into compressor stall. Not being
able to identify the proper engine he reduced power on both engines then
reapplied power. Hearing the compressor stall again he reduced power on both
engines then reapplied power to the No. 1 engine, then reduced No.1 and
reapplied to No. 2. No. 2 came on line and the pilot jettisoned the wing stores.
The No. 2 engine stalled. The pilot told the T.O to eject then ejected himself.
Both crew, E6 D. W. Margraitz and Mr. P. Tucker ejected receiving only minor
injuries. |
|
13th
July 1985 |
USA |
OV-1 Mohawk |
61-2686 |
158th MI Bn Ga ARNG |
Winder, GA |
|
|
Martin-Baker Mk.5 |
|
1.Lt.
Michael P. Bishop ejected (lower handle)
- minor scratches |
CW-4 Phil Parish unsuccessful
ejection (upper handle) |
|
|
USA Grumman OV-1C
Mohawk Sn. 61-02686 crashed in Georgia, USA. While on a training mission at
approximately 200ft. AGL after take-off with the pilot at the controls, the
instructor pilot simulated an engine failure. The pilot took corrective
action.However the airspeed became too low for continued flight. The IP took
over the controls but the aorspeed and altitude continued to decay and the
aircraft began to roll to the left. The pilot, 1st Lt. M. P. Bishop, ejected
followed closely by the Instructor Pilot whose ejection was unsuccessful,ejected
into the ground prior to parachute deployment. . |
