This is part five, and the last installment on that horrific crash on Feb.
3rd, 1959. If you missed any of the parts in this series, you can simply
scroll down to view them. I hope you enjoyed the read....the events
are part of rock and roll history....and each year they continue to fade
into the fabric of time itself.
conclusions on the crash…
Before the NTSB, there was the Civil Aeronautics Board (CAB). They were the official
agency in charge of investigating the who, what and why of the Holly plane crash.
The post crash investigation at the scene came to no immediate conclusions. The
instrumentation all appeared normal with gauges and readings in their acceptable
parameters. The engine gave no clues to mechanical failure or loss of power, the
propeller hub upon inspection proved the engine was performing normally at the
point of impact.
There was no part or parts of the wing, or moveable control surfaces
found far away from the aircraft that might indicate an early departure from the fuselage before the crash. Upon reviewing the autopsy report of pilot Roger Peterson, nothing remarkable was found that would indicate a medical emergency that would affect his flying senses or motor functions.
His injuries as the other victims were of mass trauma including the head and brain.
The young pilot Peterson was certified to operate under visual flight rules; i.e.
you need to be able to SEE where you are going. On that particular night, the lack of
a good horizon, low clouds, minimal amount of ground lights in the little populated area
would all make for poor visual flying. To my knowledge the CAB never attempted
to calculate the final weight of the aircraft with its’ passengers,
fuel and luggage.. if the aircraft was overloaded and the center of gravity was
compromised the plane would be severely challenged to fly correctly.
The CAB in Sept. of 1959 said the following about the crash, quote:
‘At night, with an overcast sky, snow falling, no definite horizon and a proposed
flight over a sparsely settled area with an absence of ground lights, a requirement
for control of the aircraft solely by reference to flight instruments can be
predicted with virtual certainty. The board concludes that Pilot Peterson was
confronted with this situation. Because of fluctuation of the rate instruments
caused by gusty winds he would have been forced to concentrate and rely
greatly on the attitude gyro, an instrument with which he was not completely
familiar. The pitch display of this instrument is the reverse of the instrument
he was accustomed to; therefore, he could have been confused and thought
that he was making a climbing turn when in reality he was making a
descending turn. The weather briefing supplied to the pilot was seriously
inadequate in that it failed to even mention adverse flying conditions which
should have been highlighted.’
In 2015, the NTSB, who succeeded the CAB had considered re-opening the crash investigation. That was proposed by a pilot L.J. Coon, who felt the first conclusions were not correct.
He thought a possible right rudder failure, fuel readings and that improper weight
distribution as mentioned above could be involved. Coon also thought that Peterson
may have tried to land the aircraft, a distinct possibility, and that his efforts should
be noted in the official record. The NTSB in 2016 considered re-opening the
investigation into the crash, but it never happened. And there you have it.
There are rumors the plane still exists…..and that the Dwyer family has at
least part of it hidden away.
Within the past two years I tried to contact Mrs. Dwyer to ask about the location of
the remains of the airplane, but I never received any answer from her or
her family. (Jerry and Barb Dwyer, were the owners of the airplane.)
Jerry Dwyer passed away in Clear Lake in January 2016. He was writing a book
about the whole affair…his wife has stated she will continue and eventually
finish the book in his memory and honor.
February 3rd, 1959, a date forever etched in rock and roll history.
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