THE 456th FIGHTER INTERCEPTOR SQUADRON

THE PROTECTORS OF  S. A. C.

 

Click on Picture to enlarge

 

A-12's That Were Lost

 

Listing Of A-12, M-21, YF-21 Losses


60-6926 (A-12) This was the second A-12 to fly but the first to crash. On 24 May 1963, CIA pilot Ken Collins was flying an inertial navigation system test mission. After entering clouds, frozen water fouled the pitot-static boom and prevented correct information from reaching the standby flight instruments and the Triple Display Indicator. The aircraft subsequently entered a stall and control was lost completely followed by the onset of an inverted flat spin. The pilot ejected safely. The wreckage was recovered in two days and persons at the scene were indentified and requested to sign secrecy agreements. A cover story for the press described the accident as occurring to an F-105, and is still listed in this way on official records.

60-6928 (A-12) This aircraft was lost on 5 January 1967 during a training sortie flown from Groom Lake. Following the onset of a fuel emergency caused by a failing fuel gauge, the aircraft ran out of fuel only minutes before landing. CIA pilot Walter Ray was forced to eject. Unfortunately the ejection seat.. man-seat separation sequence malfunctioned and Ray was killed on impact with the ground, still strapped to his seat.

60-6929 (A-12) This aircraft was lost on 28 December 1967 seven seconds into an FCF (Functional Check Flight) from Groom Lake performed by CIA pilot Mel Vojvodich. The SAS (Stability Augmentation System) had been incorrectly wired up, and the pilot was unable to control the aircraft 100 feet above the runway. The pilot ejected safely. A similar accident occurred when the first production Lockheed F-117 was flown on 20 April 1982 by Bill Park. It's control system had been hooked up incorrectly. Bill Park survived the accident but had injuries serious enough to remove him from flight status.

60-6932 (A-12) This aircraft was lost in the South China Sea on 5 June 1968. CIA pilot, Jack Weeks was flying what was to be the last operational A-12 mission from the overseas A-12 base at Kadena AB, Okinawa. The loss was due to an inflight emergency and the pilot did not survive. Once again the official news release identified the lost aircraft as an SR-71 and security was maintained. A few days later the two remaining planes on Okinawa flew to the US and were stored with the remainder of the OXCART (CIA) family.

60-6934 (YF-12A) This aircraft, the 1st YF-12A, was seriously damaged on 14 August 1966 during a landing accident at Edwards AFB. The rear half was later used to build the SR-71C (64-17981) which flew for the first time on March 14 1969.

60-6936 (YF-12A) This aircraft, the third YF-12A, was lost on 24 June 1971 in an accident at Edwards AFB. Lt Col Ronald J Layton and systems operator (SO) William A Curtis were approaching the traffic pattern when a fire broke out due to a fuel line fracture caused by metal fatigue. The flames quickly enveloped the entire aircraft and on the base leg both crewmembers ejected. '936 was totally destroyed.

60-6939 (A-12) This aircraft was lost on approach to Groom Lake on 9 July 1964 following a Mach 3 check flight. On approach, the flight controls locked up, and Lockheed test pilot Bill Park was forced to eject at an altitude of 200 feet in a 45 degree bank angle!

60-6941 (M-21) This was the second A-12 to be converted to an M-21 for launching the D-21 reconnaissance drone. During a flight test on 30 July 1966 for launching the drone, the drone pitched down and struck the M-21, breaking it in half. Pilot Bill Park and Launch Control Officer (LCO) Ray Torick stayed with the plane a short time before ejecting over the Pacific Ocean. Both made safe ejections, but Ray Torick opened his helmet visor by mistake and his suit filled up with water which caused him to drown. This terrible personal and professional loss drove "Kelly" Johnson to cancel the M-21/D-21 program.

 

Broken down by type:

BLACKBIRD LOSSES

MODEL

#BUILT

#LOST

A-12

13

5

M-21

2

1

YF-12

3

2

 

 

A-12 60-6926  / 123

24 May 1963

Ken Collins

Loss #1  60-6926 (A-12) This was the second A-12 to fly but the first to crash. On 24 May 1963, CIA pilot Kenneth S. "Dutch" Collins was flying an inertial navigation system test mission. After entering clouds, frozen water fouled the pitot-static boom and prevented correct information from reaching the standby flight instruments and the Triple Display Indicator (TDI). The aircraft subsequently entered a stall and control was lost completely followed by the onset of an inverted flat spin. The pilot, Ken Collins ejected safely. The crash occurred 14 miles South of Wendover, Utah. The wreckage was recovered in two days and persons at the scene were identified and individuals were requested to sign secrecy agreements. Two farmers, who arrived near the crash scene in a pickup, were told that the airplane had been carrying atomic weapons, which was not true but effectively curtailed their interest in getting any closer to the CIA's secret spyplane. Meanwhile, the press was told a different and less alarming but also false story. That the airplane that crashed was a very unclassified Republic F-105 Thunderchief. Even today, official records lists the crashed airplane as being an F-105. LAC #123  (#926) flew 79 flights for 135.3 hours total flight time prior to the crash. Even today, the cover story for the press described the accident as occurring to an F-105, and is still listed in this way on official records.
 

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 Ken Collin

 
 A-12 926 in flight the only known photo of the aircraft.

 

 

 

 In addition to the placard on the gantry, the serial number is also stenciled on the bulkhead behind the headrest in the cockpit.

 

 926 was lost in the first Blackbird accident.  On Friday, May 24, 1963, she crashed due to instrument failure.  Pilot Ken Collins was unharmed.  The crash occurred near Wendover, Utah.

 

 

A-12 60-6939

09 July 1964

 

Click on Picture to enlarge

Loss #2  60-6939 (A-12) This aircraft was lost on approach to Groom Lake, Area 51, Nevada on 9 July 1964 following a Mach 3 check flight. On approach, the flight controls locked up (a stuck outboard elevon servo valve), and Lockheed test pilot Bill Park was forced to eject at an altitude of 200 feet in a 45 degree bank angle. Pilot, Bill Park survived. The aircraft had less than 9 hours on it and photos of this aircraft are extremely rare. LAC #133 (939) flew 10 flights for 8.3 hours total flight time prior to the crash.

The official report read:

"Aircraft No. 133 [S/N#939] was making its final approach to the runway when at altitude of 500 feet and airspeed of 200 knots it began a smooth steady roll to the left. Lockheed test pilot Bill Park could not overcome the roll. At about a 45 degree bank angle and 200 foot altitude he ejected. As he swung down to the vertical in the parachute his feet touched the ground, for what must have been one of the narrower escapes in the perilous history of test piloting. The primary cause of the accident was that the servos for the right outboard roll and pitch control froze."

 

 

 

 

A-12 60-6929

28 December 1965

(No Clear Photo Exists)

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CIA pilot Mel Vojvodich

Loss #3  60-6929 (A-12) This aircraft was lost on 28 December 1965 seven seconds into an Functional Check Flight (FCF) from Groom Lake, Nevada  performed by CIA pilot Mel Vojvodich. The Stability Augmentation System (SAS) had been incorrectly wired up. The pilot was unable to control the aircraft and 100 feet above the runway the pilot ejected safely. This aircraft flew 105 flights and accumulated 169.2 hours prior to crashing.

 

 

 

 

 

 

 

A-12 60-6928  /  #125

5 January 1967

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928 on the runway at Groom Dry Lake, this is the only known photo of 928

Loss #4 60-6928 (A-12) Article 125.This aircraft was lost on 5 January 1967 during a training sortie flown from Groom Lake, Area 51, Nevada. Walter L. Ray, an employee of the CIA, joined Lockheed as a civilian pilot on November 07, 1962. During #928's final flight, Ray did not received a full fuel load from the tanker due to a second aircraft (chase plane) requiring fuel. He determined that he had sufficient fuel to return to Groom Lake. He could have diverted to Albuquerque, NM. He declared an emergency but the aircraft ran out of fuel only minutes before landing at Groom Lake. The official accident report attributed the crash to a malfunctioning fuel quantity gauge. However, in his radio transmission prior to ejecting he stated "I have a loss of fuel and I do not know where it is going; I think I can make it (Groom Lake)". CIA pilot Walter L. Ray was forced to eject. Unfortunately the ejection seat separation sequence (which should have occurred at 16,000 feet) malfunctioned and Ray was killed on impact with the ground, still strapped to his seat. The automatic sequence for separating the pilot from the seat even though the pilot may be unconscious definitely was defective. Additionally, the pilot was not wearing his fitted pressure suit but rather one that was larger which may have been a contributing factor. LAC #125 (928) flew 202 flights for 334.9 hours total flight time prior to the crash. Walter L. Ray was the first CIA pilot killed in the line of duty and is so honored in the "Book of Honor", CIA Headquarters in McLean, Va. Tom Mahood has an excellent web page dedicated to his quest for the crash location of this aircraft. Go here to read his story: "The Hunt for 928"


 Ray Scalise was a Fire Control Officer on the YF-12 during the early test program at Groom Dry Lake, and knew Walt Ray personally. 
 

 

A-12 60-6932

5 June 1968

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Loss #5  60-6932 (A-12) This aircraft was lost in the South China Sea on 5 June 1968. CIA pilot, Jack Weeks
was flying what was to be the last operational A-12 mission from the overseas A-12 base at Kadena AB,
Okinawa. He was to fly a Functional Check Flight (FCF) due to an engine change. He was last heard from 520 miles East of Manila, Philippines. The loss was due to an in-flight emergency and the pilot did not survive. Once again the official news release identified the lost aircraft as an SR-71 and security was maintained. A few days later the two remaining A-12's on Okinawa flew to the US and were stored with the remainder of the OXCART (CIA) family. Investigation revealed no clue as to the disappearance of the A12 and pilot Jack Weeks. It remains a mystery to this day. There was speculation by some that Jack Weeks had defected to the other side. This is not true. Jack Weeks' widow was given posthumously his "CIA Intelligence Star for Valor" medal. The U.S. government would have never done that if there were indications that a defection occurred. LAC #129 had flown 268 flights for 409.9 hours total accumulated flight time prior to crashing. In addition, Peter W. Merlin provides this information:

 

Date: Sun, 15 Aug 1999 02:28:37 EDT
From: Xelex@aol.com
Reply-To: skunk-works@netwrx1.com
To: skunk-works@netwrx1.com
Subject: Re: Birdwatcher and lost A-12

Here is some information on the Birdwatcher system and the loss of A-12 #129. Please excuse the length of this post (or rejoice in it).

The Birdwatcher constantly monitored various vital aircraft system functions, as well as equipment functions. If and when established limits and equipment activity were sensed, the Birdwatcher would key and modulate the HF transmitter with a coded signal. The coded signal was a multiplexed sample of each monitored item, including the item which triggered the Birdwatcher. Thus, the intended receiver operator could determine which aircraft system or equipment triggered the unit and could monitor the status of all remaining items. There were 40 channels available, though not all were necessarily used.

The system was controlled from the cockpit with a control panel shared with the ECM and SIP controls on the right hand console. The Birdwatcher unit utilized the HF transmitter, and was located in the lower right side of the E-Bay, just behind the A-12 cockpit (C-Bay). Items monitored by Birdwatcher included generator fail, transformer fail, altitude low, fuel quantity low, destruct active, fuel flow low, hydraulic pressure low, System "A" and "B" active, "A" and "B" hydraulic pressure low, oxygen pressure low, compressor inlet temperature high, System "B" manual jam on, pitch and yaw acceleration, cockpit pressure low, seat ejected, Code "A" and "B", angle of attack high, fire warning, System "C" and "F" activity, oil pressure low, and EGT [Exhaust Gas Temperature] High De-Rich on.

If the Birdwatcher sensed a system limit or equipment activity, it would key the HF transmitter and transmit three short, consecutive half-second bursts, each separated by a five-second quiet period. During each burst, the condition of all monitored items , as well as aircraft identity, was transmitted. Upon transmission, the pilot heard three "chirps" in his headset, and an activity light illuminated on the Birdwatcher control panel. "Code A" and "Code B" switches on the panel could be used to re-trigger the Birdwatcher to indicate pilot awareness of Birdwatcher operation. By prearrangement, activation of the "Code A" switch could indicate "pilot aware - no emergency." In that case, "Code B" switch activation might indicate "pilot aware - emergency condition."

Having transmitted, the Birdwatcher would not key the HF transmitter again until another system limit was reached or another equipment activity was sensed, or if the original triggering system returned within limits and exceeded them again.

On 4 June 1968, Mr. Jack Weeks flew A-12 (#129) on a redeployment preparation and functional check flight due to replacement of the right engine. Taxi and takeoff were uneventful, as evidenced by the reception of the required Birdwatcher "Code A" transmission and the lack of any HF transmissions from the pilot. Refueling, 20 minutes after takeoff, was normal. At tanker disconnect, the A-12 had been airborne 33 minutes. The tanker crew observed the A-12 climbing on course in a normal manner. This was the last visual sighting of the aircraft. No further communications were received until 19 minutes later when a Birdwatcher transmission indicated right engine EGT was in excess of 860 degrees C. Seven seconds later, Birdwatcher indicated the right engine fuel flow was less than 7500 pounds per hour and repeated that EGT exceeded 860. Eight seconds later, Birdwatcher indicated that the A-12 was below 68,500 feet, and repeated the two previous warnings. This was the final transmission.

Several attempts were made to contact Weeks via HF-SSB, UHF, and Birdwatcher, but without success. Operation of recording and monitoring facilities at the home base continued until the time that the aircraft's fuel would have been exhausted, but no further transmissions were received. The aircraft was declared missing some 500 nautical miles east of the Philippines and 600 nautical miles south of Okinawa. The accident report declared that "No wreckage of aircraft number 129 (60-6932) was ever recovered. It is presumed totally destroyed at sea."

Peter W. Merlin
The X-HUNTERS
Aerospace Archeology Team

(Article by the Sacramento Bee :June 05, 1968)

 

 

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