tragic accidents. Five of those involved Martin 202’s out of the company’s fleet of twenty-five. The first occurred in a summer thunderstorm in the vicinity of Fountain City, Wisconsin where the flight encountered tornadic wind shear that tore away parts of the aircraft. A couple of month’s later a flight struck the flagpole at Fort Snelling National Cemetery while making its approach at MSP. A wing section came off the aircraft as the crew attempted a go-around and crashed into a home on Minnehaha Parkway. Another 202 was lost on a pilot training or test flight near Taylor Falls, Minnesota when apparently engaged in single engine operation the other engine failed. Still another strayed off course in Montana and struck a mountaintop. The fifth, in Washington State, was indeed a little strange. Following months of government investigation it was found that the major contributing factor in the accident was, “The rapid decent of the aircraft to the ground”.
During that same time span there were also two incidents involving DC-4’s. On a flight from the East Coast to MSP the ship disappeared over Lake Michigan. While we understand that the main part of the wreckage was never located, considerable debris was found in the lake and it was assumed that most of the aircraft was buried in the lake bottom’s sludge. The other was actually a TWA aircraft that was being operated by NWA and with NWA crews in what was known as the Korean Airlift. The aircraft was destroyed in an emergency landing at Sandspit, Alaska.
Considering the series of Martin 202 incidents it is not difficult to understand the reluctance of flight crews to continue to fly those planes. As a result, the fleet was grounded and put on the sales block. There was a great scramble to recall retired DC-3’s and lease some DC-4’s to temporally fill the schedule gap.
Even in those days there was a bright spot as the company was also operating a fleet of ten Boeing Staratocusiers. While that fleet had its own maintenance problems and was an expensive aircraft to operate, they were at the time “state of the art” with great passenger amenities and as well enjoyed strong passenger loyalty. Many believed that the Stratocrusier was “The Savior of the Airline”.
- DID YOU KNOW OR REMEMBER THESE GUYS AND GALS -
Another intended feature of our newsletter will be the inclusion of reminisces of or about some of the people who are/were the reason why Northwest is where it is today. The first of these, compiled by Bob Johnson, one of the History Centre’s directors and former newsletter editor, is about;
CAPTAIN LEON S. “DEKE” DELONG
Former Northwest Senior Captain Leon S. “Deke” Delong was a remarkable man. He was born before the turn of the 20 th Century in Morning Sun, Iowa. He decided to be an aviator while serving with the U.S. Army ground forces during World War I in France. “Deke” retired from Northwest in 1959 at age 65 after about 30 years of flying service with the airline.
Deke had a quiet, slightly gravelly voice. When you first met him, you might think he was a bit brusque. But his true nature soon became apparent. He was a kind and friendly man with a twinkle in his thoughtful blue eyes and a quiet, laid-back sense of humor.
Deke was the subject of a major feature story in the Northwest Airlines NEWS, March-April, 1959. Here are some of his observations:
On Charles W. “Speed” Holman – “I think Charlie (his friends never called his “Speed”) could have been president of the United Sates if he wanted to be. But he was absolutely dedicated to aviation. He was one of the best pilots who ever lived. He was also the most charming and persuasive man I’ve ever known.”
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