The Thunderhawk crash of 1987. This Friday marks 31 years ago since I lost seven fellow crewmembers to a KC-135 accident. The exact date was Friday, March 13, 1987. Yes it was Friday the 13th, but that had little to do with the accident.
The Context
I had been stationed at Fairchild AFB in Spokane Washington for almost a year. Fairchild was a Strategic Air Command (SAC) base. Therefore the main mission was nuclear deterrence. Four to five, maybe six B-52s sat day after day loaded with fuel and nuclear weapons. Close by 6-10 KC-135s sat ready to takeoff and refuel those B-52s. Crews lived in nearby barracks, poised to drive to the airplanes, start, taxi and takeoff within about ten minutes in case the Russians attacked.
The Leader & The Idea
SAC had a commander named General John (Jack) Chain. Chain had come out of the fighter world and desired to spice up the (perceived to be) dull Strategic Air Command. Chain’s brainchild was the Thunderhawks. They would be an aerial demonstration team of a KC-135 and a B-52. It was conceived in the spirit of the Thunderbirds the Tactical Air Command’s (TAC) fighter demonstration team.
The team had been formed at Fairchild several months before. As a reader recalled, Fairchild was selected due to its phenomenal Bomb Comp performance the previous year, when it swept every event. Most at the base considered it a compliment, but some considered it a risk. The latter were correct.
Chain and others at SAC wanted the KC-135 and B-52 to be seen “top to bottom”. Previously a KC-135 might fly by an airshow at 500 feet above the ground with the boom down. A B-52 would fly by at 500 feet with the bomb bay doors open. That was it. Chain wanting “yanking and banking” and for the crowd to see the top as well as the bottom of the airplane.
Those Not There
I was a young copilot. There was little chance I would be selected for the missions. They mostly had seasoned instructor pilots who had 10+ years in the aircraft, minimum. I watched a few of the demonstration practices and they were impressive.
On Wednesday, March 11, I got off of nuclear alert duty. I had until Sunday off for what was termed C2 (Combat Crew Rest and Relaxation). In other words, I did not have to come back to the base until Monday.
Ron Collins got a call that the team was to practice on Friday. He planned to go in, despite the fact that he was also on C2. His wife “through a fit” about it (he had been gone for a week on alert duty) so he stayed home.
The Accident
At the base six crewmembers got on board. One boom operator, two navigators and three pilots. The pilots would take turns flying. After takeoff from Runway 23 behind a B-52 the KC-135 pulled up and banked at nearly a ninety degree angle (30 was usually the maximum) the plane then nosed over and began heading towards the ground in a dive. A radio call was heard to the effect of we can’t go there, we’ll hit the BX.
Mark Gregg was standing at the back of a Squadron Safety meeting. He turned his head and glanced out the glass window of a door just in time to see the KC-135 crash in a field between the Base Operations / Control Tower complex, The BX and the squadron he was standing in.
As the plane was about to hit the field it crossed a road with a car sitting there. Standing next to the car was Paul, a boom operator who was scheduled to fly on that KC-135 that day, but cancelled because he was sick.
Aerial views of Fairchild. The plane crashed in the field below the dark rectangle terrain in the black and white photo
All crewmembers aboard perished, as did Paul Hamilton on the ground.
The accident report was released later. The cause of the crash was identified as a stall caused by an overly steep bank caused by hitting the wake turbulence of the B-52.
The Fallen
It was the first time I had lost a fellow crewmember in my unit to a plane accident. I knew all of the crewmembers and had flown with a few of them. I knew Jim Litzinger the best. He was an instructor navigator who decided to hop onto the flight at the last minute. A monument now stands the Air Park at Fairchild, listing the crewmembers:
Michael Cornett Pilot
Frank Johnson Pilot
Chris Chapman Pilot
Jim Litzinger Nav
Mark Myers Nav
Rodney Erks Boom
Paul Hamilton Boom (on the ground)
Click Here: To View the Memorial Marker at Fairchild and Get Further Information
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I was on base that day, we were pouring concrete for a concentrator that was being built… I was outside of the Mixer truck and had my back to the crash, but heard the plane sounding like it was in distress and a second later heard the crash… turned to see the flames coming up and we could feel the heat even being several hundred yards away…. I will never forget that day…
Robert, Thank you for sharing your story and for your service. It was certainly one of the saddest days of my Air Force career. I was in the 43rd AREFS, our squadron bldg, as you might remember, was just a few 100 yards from the crash site.
I was 10 when this happened. I was in school at the bright old age of 10 at Blair Elementary that was on base. I dont remember which squad my father was with at the time, but I remember he was a crew chief for one of the KC 135s there. And I remember having met everyone on that particular air craft at one point in time or another as they had all been over to the house we where in on Elm Street for BBQs and dinners at one point in time or another.
James, thanks for sharing these memories. I remember Blair Elementary well. It was off to the right as you came through the main gate. Many of my squadron mates had their children in school there.
I don’t recall the number of the maintenance squadron either, but I know those guys (often quite young) worked hard to keep the Tankers of the 43rd and 92nd AREFS in the air. You were privileged to meet those flyers.
Many an Air Force brat grew up on Elm Street. Lots of happy memories of kids who grew up in base housing, generally a safe place with a lot of devoted moms.
I was your ground scheduler. before I was a scheduler, I was a load toad on the B52’s. My office on that day was in the trailer. My window was across from the cable tower. Lt Myers came into my office that morning to see what requirements he could accomplish. His folder sat on my desk for quite awhile. I had to stare at the wreckage for four months. The reason why Fairchild got the call for Thunderhawks was because you guys take first place at the Rodeo that year. I got out in April ’88 just to go back in in ’89 as a Flight medic: Gulf War Vet.
Great input! You are correct, the 92nd Bomb Wing with its two air refueling squadrons, the 43rd AREFS and the 92nd AREFS had dominated Bomb Comp the previous year. If my memory serves me correct, we pretty much swept the competition and honors. Colonel James Meier was proud as a peacock when he returned from Bomb Comp. That did lead to awarding the Thunderhawk Demonstration concept to the 92 Bomb Wing. Colonel Meier had moved on by the time of the accident and Colonel Thomas Harris was the Wing King that fateful day.
Sounds like you had an interesting career! I imagine if I saw a picture of you from that time, I would remember your face as the scheduler. You guys always made sure we stayed current (“but never proficient” as the joke went).
I can only imagine looking out at that wreckage for four months. I remember that it was difficult enough to drive in and out of the 43rd AREFS, the drive contained a view of the crash site. Thanks for the valuable contribution to Doctor Aviation of your reflections and for your service.
Wow…I was the gunner on the B-52. Major Sarver was the pilot and Arnie Bunch was the copilot (now a retired 4-star). I was in the plane when we did the demo for General Chain. I was not on the B-52 on March 13 as I was DNIF. We were to receive our blue flight suits in a week…I was only 24 years old.
Wow Jim, thanks for sharing your perspective. I appreciate you sharing the names of the crewmembers on the B-52 side of the demo. Many forget that it was to be a demo of both a BUFF and a Tanker. Of course there would be another story on another B-52 demo a few years later.
I was unaware of the blue flight suits enroute — an interesting detail you provided. One clarification, General Bunch (aka Arnie to his friends) is still on active duty. See this link: https://www.af.mil/About-Us/Biographies/Display/Article/108560/general-arnold-w-bunch-jr/. We were young back then, doing important missions for the United States, you were 24, I was 25 at the time of the accident. Thanks again for sharing and for serving.
This crash has effected me for a long time. It was an exciting mission for KC 135 pilots to be part of. We all wanted some jump seat time to be a part of it. I was standing in the back of the room. We got used to the noise that the planes made daily for their practice runs. So when the big crash hit, it seemed normal. I looked out the window and saw a big fire ball and a couple of landing tires bouncing across the field. I was on alert at the time and we had to return to the Alert Facility. We fortunate that we survived the crash. A few feet to the right, the crash would have wiped out most of the base’s air refueling crews. Lt Col Cornett probably piloted the plane to the opening. He had the skill level to do it. But we will never know. Thanks for keeping this memory fresh. Mark Gregg
Mark, thanks for sharing your heartfelt perspective. You are correct in your analysis of how the crew expertly maneuvered in order to spare the lives of many air refueling crews (& others) on the ground. Thanks for adding detail of what you saw and how at the weekly Safety Briefing held on Fridays between the 43rd and 92nd AREFS. Yours is one of the key accounts that I used in developing the story for publication. It is very important that we keep the memory of these men, and their sacrifice, alive.
No mention of Lt. Kieth Jensen blown down the Rd from the explosion like a rag doll a hundred feet down road. found laying there with burns and a back injury that effects him to this day .he just walked past the pinto .
Kenneth, please know that no slight was intended. I was unaware of Lt. Jensen’s involvement in the accident nor of his injuries.
Jim Lizinger took my place as the 43AREFS training flight nav. I had followed our ops officer to March AFB the previous summer and realize that if I’d still been there, it could have easily been me rather than Litz. I was angry with Chain when I heard the details. I am still angry with Chain. Jim’s daughter should be about 36 now and it pains me that she grew up without her dad because Jack Chain wanted to “Spice up” an airshow.
Chuck, thanks for your insight and comments. Many share your frustration and anger with General Chain. Years ago, I spoke with a well placed officer within SAC who shared with me that there was at least one working very hard on Congress to remove General Chain. I am told that it came very close to happening. I feel for Litz’s wife and daughter. Again, I appreciate you sharing your sentiments with the wider audience of Doctor Aviation.
I was a B-52 IP and Flight Commander at the time. We were sitting in the 524th CC’s office (LTC Reg Rider). During his talk, he stopped and suddenly yelled, “Get out!” Everyone scattered except I just had to look out the window. I saw the KC-135 cockpit burst into flames and heard that eerie sound of those engines at full power within 200 feet of us.
On the way out, I slipped on the plastic pages when someone’s notebook was dropped. As I exited the squadron building, my next fear was the dark, black smoke cloud heading my way. I was afraid we would be suffocated.
Keith, Thanks for sharing these very vivid memories. It was a sobering day for all.
On March 13, 1987, I was a 1st Lt. stationed at Fairchild AFB. I was also a B-52 navigator assigned to the 325th Bombardment Squadron. At the time, I was assigned a full-time additional duty as a Bombing and Navigation Planner. Our offices were located in the Base Operations (Ops) Building. At around 1320 hours, I left Base Ops to walk over to the 325th Bombardment Squadron Building (BSB) to have my commander sign my leave paperwork. My wife, our three year old son, and I were planning to leave the next day for a few day trip to Montana. The 325th BSB was located about 150 yards northeast of Base Ops. Running along the flight line fence and connecting the two buildings was a paved road. Numerous times before, I had walked on this road between these two buildings to take care of work related business.
Once I got outside and started walking along this road, I noticed a car parked next to the flight line fence with a person inside taking pictures toward the south end of the runway. I learned later that the person in this car was SMSgt Paul W. Hamilton. For some reason, after walking past SMSgt Hamilton, I started to sprint along this road towards the 325th BSB. I wasn’t jogging; I was full out sprinting in my flight suit. Immediately after I started sprinting, I heard some loud bangs coming up on me from behind. For some strange reason, I thought it might be a pilot in a T-37 buzzing me as a joke or to give me a bit of a scare. I soon learned that this wasn’t the case at all.
What happened next only took a few seconds, but it seemed longer because everything went into slow motion. Out of the corner of my left eye, I saw a flash of the tanker disintegrating in the field just to the left of me as I continued to sprint along. Suddenly, I was blown to the right off the road and through the air. Upon hitting the ground, I was rolled head over heels for about 20 feet from the continuing concussion of the blast from the exploding tanker. As I was being tumbled along the ground, I saw rocks and debris flying past me. I was scared and wondered if it was going to hurt to be killed. You see, I was fully expecting a hunk of metal from the exploding tanker to slam into my back at any second.
Finally, I stopped rolling. Miraculously, I was unscathed. I gathered my wits about me, stumbled to my feet, and sprinted out of the cloud of black smoke that was just billowing out from the crash site. Seeing me running out from the midst of the smoke a fellow airman who came out of one of the squadron buildings shouted to me, “Are there any other survivors?” I was still in shock and said something like, “I don’t know.” He—I wish I could remember his name—motioned for me to follow him. We ran back up the road to the burning car that SMSgt Hamilton was in. He asked me to give him my flight cap. I handed him my flight cap, and he used it to protect his hand as he tried to open the door of the still burning car. He was unable to get the door open.
Afterwards, I went to the Base Clinic and was checked out. Upon returning to our home at 8014 Maple Street on Fairchild AFB, I was greeted by my wife when I went in the front door. She could see by the look on my face that something had happened. I said, “I was almost killed.” I then told her about what had happened. She told me that she had heard the big BOOM and that it had rattled all the windows. After that she heard sirens. She wondered what had happened. She also noticed that my ears were still full of oily blackness from the dark smoke that had billowed over me. I had trouble hearing for the next few days and my back hurt a lot.
I have had chronic back pain since this crash. I recently learned from my audiologist that it looked like my right eardrum had been perforated at some time. When I asked him if being blown through the air from a KC-135 tanker crashing could have done this, he said, “Yes, it sure could have.”
My wife and I left for Montana early on Saturday, March 14, 1987, so, I never got a chance to talk to anyone immediately after the crash except the doctor I met with in the Emergency Care and Treatment Center at the Fairchild AFB Clinic at 1445 hours on March 13th.
When I got back to Fairchild AFB from my leave, I went back along that road to see where I would have been if I hadn’t been sprinting at the time of the crash. I would have been where the car had been drug to by the crashing tanker. Without a doubt, I would have been killed. I don’t know all the reasons why my life was preserved while others were taken. I am so sorry for the families of those killed on that day who no longer had their loved ones in their lives as they once had.
I never talked to anyone after the crash about my experiences because I was never asked. Also, I got the feeling at the time that this wasn’t something I was supposed to talk about. This is the first time that I have ever posted publicly online about my experiences on that fateful day.
Keith,
First of all, thank you for trusting your fellow airmen enough to share your story. I am humbled that you would choose to share it for the first time on the Doctor Aviation site. This particular blog post has become a sort of memorial to the Thunderhawk guys for those of us serving at Fairchild at the time.
Kenneth Kahn mentioned your plight that day in a blog comment on May 11, 2021. It was the first I had ever heard of your situation. Now I understand why. Thank you for your sensitivity at that time, and since, and being so respectful of the fallen aviators’ families.
I find it somewhat fitting that you commented on November 12, the day after Veterans Day. On Veterans Day I was asked to be the speaker at Cedarville University’s Veterans Day Ceremony. I thought of the Thunderhawk crew that day.
I do not know all the reasons you were spared, and the others perished. However, it seems quite clear that the Lord was gracious to you that day as you sprinted. I am sure that you do not take that for granted.
I want to thank you all for your posts and sharing your stories. I was 5 at the time of the accident and it is a day that changed my world. Your stories though are something I can share with my boys (now 14 and 16) who have only known “visiting grandpa” as going to the cemetery and the memories that we have of pictures, medals, burned money from his wallet, and yes, even a small piece of the plane.
Felicia, you are welcome. I am thankful that these posts have been a help and blessing to you and your family in some way.
I was there. Literally right there. I was a SRA ground scheduler (before scheduler,
I was a load toad at the 92nd) in the trailer attached to the SQD. Trailer lined the field, my office faced the field and cable tower. We heard a loud roar than a ball of flames flew past my window. The KC hit the tower sparking the explosion. Yes it was Friday 13th, which meant payday. The BX was packed right across the street from the field. That morning, Lt. Myers came into my office to see if he could complete any currencies. I left his folder on my desk and had to look out that window every day at the wreckage for over three months. Chief Hamilton, parked his white thunderbird along the fenceline to watch. (At the time) noone knew who was at the controls, but the pilot did an exemplary job placing the KC where he did saving a lot of lives that day. Very tragic day that followed me the rest of my military career. I went on to become a flight medic on C141 and everytime I got aboard, I would remember..RIP crew..
Michael, thank you for sharing this firsthand account. I remember the ground schedulers’ role well. Lt Myers’ question was typical of what you would get from “a crew dog”. You are correct in that the pilot flying exhibited excellent skills in avoiding even further loss of life that day. Thank you for continuing to serve and for your later role as a flight medic. Your act of remembering the incident each time you boarded the C-141, honors the memory of the crew.
I am amazed that the memories are still fresh in so many airmen associated with the KC-135 and this aircraft accident in particular. I flew the tanker for over 14 years (CP, AC, IP and Evaluator at all command levels) and have over 3500 hours logged in the -135. I was stationed at SAC HQ in 1987 when the Thunderhawks were doing a demo of their show over the HQ. The Fairchild Wing Commander and Gen Chain were outside watching, as was I. The flyover was a close trail formation and then the tanker did a pass where they started the water injection to the engines and did a pull up maneuver. Starting water while airborne was forbidden by tech data but the senior officers loved it. It scared the crap out of me as there were many things that could go wrong from their maneuvers.
I knew Paul Hamilton quite well as he was my “Senior Boom Operator” at Loring while I was the Ops Officer. As I recall part of the story, when Paul went DNIF the young boom substituted for him. Paul’s wife knew that and she attended a gathering of base personnel where the grieving wife of the boom was. She was comforting her when someone came to notify her that Paul was killed when the wing tip and fuel tank took out his car.
All very sad and a risk not worth taking. The lesson was not learned for Fairchild.
Bruce, thank you for sharing your experience and memories. Your comments are right on target, “the memories are still fresh in so many airmen…”
I was a medic in Flight Medicine then. I have found myself remembering this sad and frustratingly unnecessary incident. I went to site with one of the flight docs to perform our role which was the opposite of our usual medical work. We were assisting with retrieval of remains. I remember the smell of the site, I remember how it looked by that time of day with bright lights having been placed to illuminate the scene. I remember Paul coming in the office that morning and being DNIF’d because of something simple like a cold. I remember inprocessing to the base several months earlier with Lt. Myers and his wife, also a new Lt to the base. Our office took care of these guys and their families. Makes me angry to this day because it was not necessary. So sad.
Barb thanks for serving and for sharing your personal memories. You were called upon to do a very grim, but necessary duty that day. You are correct, it was very sad. Those of us at Fairchild at the time, will never forget. Finally, thank you for taking care of me, my fellow flyers and our families so well.
I was at Fairchild as part of my survival training and was on the runway that day practicing firing flares to be picked up by helicopters watch the two airplanes the B-52 came in the KC135 was a little bit late they both did a pull away the exhaust from the B-52 hit the bottom of the KC135 pushing it over pilot pulled it back three engines were burning he had nowhere to go but down he was headed towards the PX the commissary whatever you want to call it and he just nosed it into the field bravest thing I ever saw God bless every one of them
Larry, what a vivid and chilling memory. Thank you for recognizing the bravery of the pilot flying at the time. His actions saved other human lives that could have been lost.