A Blast from the Past: Ike, ‘The First Air Force One’, and FAA’s Slow Action about Mid-Air Collisions

If you research FAA’s history, you will find all sorts of interesting stories that most people have never heard of. Here’s an example.

A link was shared to a 5-minute video about ‘Columbine II’. This was President Eisenhower’s Super Constellation, and the only presidential aircraft ever sold to a private citizen post-service. Here is an embed copy:
Watching this video, you will notice a striking fact posted at the start: in 1953, we came close to losing President Eisenhower in a midair collision over New York City. ATC had brought two aircraft with near-identical call signs into a near-collision: Eastern Airlines Flight #8610, and Air Force Flight #8610. Shortly after this incident, a new ATC rule was put in place to always refer to the presidential aircraft as Air Force One. The rule seems to be helping (i.e., we have still not involved Air Force One in a midair collision!).

20160313scp.. view of CRT radar display w sweep, wx (from 'the first air force one')Of course, in 1953 we were actually using the real ‘World War II technology’ radar, plus controllers and pilots had to strain to hear crackling radio transmissions … the sort of ‘antiquated system’ Shuster/Mica/LoBiondo/Rinaldi/Calio falsely claim still exists.

We have seen dozens of cycles of upgrade/change since: new rules, new technologies, and more.

Back in 1953, the REAL antiquated technology was considered cutting edge, and it generally served well, to help handle a boom in air traffic, all being worked by low-paid, chain-smoking air traffic controllers. We introduced higher speeds with commercial jets in the 1960s, and well into the 70’s aviation was continuing to boom. Thus, it is not surprising we had so many ACTUAL midair collisions in the years that followed. Five that stand out on a short list are:

  1. 6/30/1956 – over the Grand Canyon, 128 killed when United Flight #718 collided with TWA flight #2 [the outcome: Congress passed legislation to create FAA in 1958]
  2. 12/16/1960 – over New York City, 134 killed when United Flight #826 collided with TWA flight #266 [the outcome: an equipment upgrade (to include DME), and a speed limit of 250kts when within 30 nautical miles of the airport and below 10,000 feet altitude (see 12/26/1961)]
  3. 7/19/1967 – near Asheville, NC, 82 killed when Piedmont Flight #22 collided with a small plane (Beech Baron) [the outcome: a newly-formed NTSB pressed FAA to develop and mandate on-board collision avoidance technologies; that same NTSB selectively excluded critical information from the investigation/report]
  4. KSAN.19780925.. PSA182 trailing smoke just after midair collision9/25/1978 – over San Diego, 144 killed when PSA Flight #482 collided with a small plane (Cessna Skyhawk) [the outcome: FAA created ‘Class B Airspace’ with enhanced radar control required for all commercial airliners (but only the airliners were required to equip!)]
  5. 8/31/1986 – over Cerritos, CA, 82 killed when Aeroméxico Flight #486 collided with a small plane (Piper Archer) [the outcome: FAA upgraded the Class B Airspace rules to require small planes to also equip with operating Mode C transponders (this corrected the failure after the 1978 midair, when only the airliners were required to equip)]

The midairs have declined, but they still happen. More often than not, the midairs and near-midairs of the past couple decades have nothing to do with equipment and everything to do with controllers/pilots who are distracted, bored or excessively fatigued. And, particularly with ATC, sometimes they are just too cocky, having seen that they will not be held accountable should they screw up.


See also:
  • (5/9/1999) – An Actual Midair Between a Helicopter and a Cessna at San Jose’s Reid-Hillview Airport. This one was swept under the rug, and a key event in this website creator’s process of learning, while an FAA ATC, just how corrupt his employer was/is.
  • (7/25/2010) – Safety Failure: A Concealed Error at Camarillo Tower. A clear controller error by a newly-certified controller, witnessed by a supervisor. This one was also swept under the rug. Since then, all three Camarillo personnel who cooperated in the coveruup (One’ Nielsen, Kevin Pruitt, Robin Dybvik) have been promoted into higher management positions. The website creator learned about this incident from a former coworker who was concerned about the cover-up; frankly, stories such as this exist at many – if not most – control towers.  (see also documents within this 60-page FOIA lawsuit ‘Discovery’ package)
  • (4/24/2014) – ANALYSIS: Controller Error & NMAC at Newark, poor awareness caused a near collision at the main runway intersection, between a commercial arrival and a commercial departure; the arrival saw the conflict late, then abandoned their approach and climbed to pass over the departure.
  • (5/8/2014) – ANALYSIS: Controller Error & NMAC at Houston, a momentary oversight by ATC causes a conflict between two departures, resolved by on-board TCAS automation directing evasive maneuvers.
  • (8/9/2014) – ANALYSIS: How AOV Covered Up the KCMA 7-25-2010 OE, a team is flown to Camarillo to conduct an investigation – 10-months after the incident! That night, the investigator sends a detailed email to Tony Ferrante, FAA’s top person for safety. Two months later, this all gets watered down in a 5-page memo that selectively deletes key data points. This post reveals the Cover-Up strategies and sequence.
  • (8/24/2015) – Quote by Scott Bloch, in a 5/29/2011 blog post about endemic FAA corruption; includes a link to the source article)