Investigation Summary
The accident became a landmark in aviation history due to the death of U.S. Senator Bronson M. Cutting, which triggered intense political scrutiny of the Bureau of Air Commerce. The flight originated in Los Angeles and was scheduled to Newark, with the accident crew taking over the aircraft at Albuquerque. The investigation revealed a series of operational failures. Although the original Bureau of Air Commerce report text erroneously refers to the aircraft as a 'Douglas Model DC-3', it was definitively a Douglas DC-2-112 (registration NC13785). The aircraft was cleared to depart Albuquerque despite ground personnel knowing the two-way radio was not functioning on the required night frequency. As the flight progressed, the weather at Kansas City deteriorated to a 600-foot ceiling, below the 700-foot minimum. Ground controllers attempted to redirect the flight to Burlington or Kirksville, but they could not confirm if the pilot received these messages. Running low on fuel, the pilot attempted to find the Kirksville airport by flying beneath the clouds. Witnesses reported the aircraft flying at a very low altitude for several miles before the crash. The lighted 'fasten seat belt' sign was activated just before the impact, suggesting the crew was aware of the immediate danger or preparing for an emergency landing.
Final Conclusions
The Accident Board of the Bureau of Air Commerce determined the probable direct cause was an unintentional collision with the ground while maneuvering at a very low altitude in fog and darkness. Contributory factors included the U.S. Weather Bureau's failure to predict the hazardous weather, TWA ground personnel's decision to clear the flight with a known radio deficiency, the pilot's decision to continue the flight without effective communication, and the failure of Kansas City ground personnel to redispatch the aircraft to a safer alternate field while it still had sufficient fuel reserves.
Video Analysis
No video analysis linked for this case file yet.
Airframe & Maintenance
Systems & Failure Modes
Two-way Radio
The aircraft's radio was unable to function on the western night frequency, preventing the crew from receiving critical weather updates and landing instructions.
Radio Range Navigation
The pilot was attempting to navigate toward the Kirksville directional radio marker while flying in instrument conditions before descending to visual flight.
Interesting Facts
- 01Senator Bronson M. Cutting was one of the five fatalities, leading to a Congressional investigation.
- 02The aircraft was a Douglas DC-2-112, Manufacturer Serial Number (MSN) 1295, manufactured in 1935.
- 03The official Bureau of Air Commerce report mistakenly refers to the aircraft as a DC-3 in its narrative, but the registration NC13785 and the report's own cover page confirm it was a DC-2.
- 04The pilot, Harvey Bolton, had his last required physical examination on November 10, 1934, but failed to take the quarterly examination due in February 1935.
- 05The crash occurred approximately 16 miles south of the Department of Commerce intermediate landing field at Kirksville.
- 06The aircraft was in normal flight configuration, including landing gear and flaps, until the wing tip struck the ground.
Safety Actions & Advisories
Civil Aeronautics Act of 1938
Source ↗The controversy surrounding the Bureau of Air Commerce's handling of the investigation led to the passage of this act, which established the independent Air Safety Board.
Establishment of the Civil Aeronautics Authority
Source ↗The political fallout from the Cutting crash and the subsequent Copeland Committee report played a major role in the Bureau of Air Commerce being replaced in 1938 by the newly formed Civil Aeronautics Authority.
Known Controversies & Unanswered Questions
Copeland Committee Report
Reference ↗In June 1936, a committee chaired by Senator Royal S. Copeland issued a report contradicting the Bureau of Air Commerce, alleging the crash was caused by malfunctioning navigational aids and criticizing the Bureau's oversight.