Happy New Year!
2012 is the 70th anniversary of the disappearance of Cody and Adams aboard the L8. There is more to the story than just the L8 incident. There's a story underneath the story involving the war effort.
There are more people who died making sure we won the war and their story has never been told.
Stay tuned.
Hope all of you have a Happy New Year!
Otto
Saturday, December 31, 2011
Sunday, September 11, 2011
Why did the L-8 deflate?
There are some questions that became apparent while I started researching the mystery of the L8 that became significant later on.
The first was why the blimp was deflating as in drifted towards the beach off the Great Highway.
Obviously, the loss of helium in the balloonets, but what caused the loss?
The possibilities include things like bullet holes, tears and punctures of the bag. This would be a reasonable first guess. Given the lack of evidence in the common understanding of the story details, it's also a likely one.
When I first started hunting for details, this was my working theory. After I found the L-8 inquest folder and digested the testimony, the premise quickly faded away. I had thought that the L-8, which should have had three people on-board, might have been over-weight due an already existing person being inside. In flight, the intruder surprised the crew and shot them, in the process puncturing the balloon. This theory actually seemed good when I read that in the weeks prior to the incident, a man was spotted breaking into hangers, leading to a running gun battle through the streets. Spies had a definite interest in what was happening at Moffett Field and Treasure Island, and so I thought a spy might have attempted to see what secrets could be gained by getting on the L-8 flight. That is it seemed possible until I visited the L-8 in Pensacola. There is no hiding space that would make this a practical consideration.
The L-8 was deflating when it came rolling across the beach, dropping onto the gold course south of San Francisco. This means whatever happened occurred at sea. This lead to another popular theory that the L-8, while investigating the oil-slick that may have been a possible submarine contact, and that the L-8 crew were attacked and over come by the crew of the enemy submarine. Also a valid working theory, until we read the testimony. The crews of the Albert Gallatin and Daisy Grey were watching the whole time as the L-8 circled the spot, up until it turned about-face and started to head back to Treasure Island, under control and normal operating condition. The only notable facts about this are that they would normally have continued onto the Farralone Islands during a normal trip. The second fact is that they dropped ballast when they turned back. They never came close to the surface of the ocean according to any of the witnesses -dispelling another theory that the crew may have been too close to the water and were sweep away by a wave. The metal used in the gondola would have showed etching if it came in contact with seawater and the repair crews reported there was no sign of seawater in or on the gondola.
The L-8 would pop up and return to air when one of he two 350 pound bombs attached tothe gondola was knocked off at the golf course. Still venting gas, it would come to it's final resting place in Daly City.
The answer of why helium was lost in the first place comes from the blueprints of the L-8 I found with the inquest testimony.
The L-8 and other blimps, were equipped with an automatic valve that opened when the blimp went to high and, since the bag would expand with the lower outside pressures the higher it went up, could potentially burst the balloon unless gas was vented. The L-8 was set to automatically vent at 2500 feet. This prevented a catastrophic failure of the balloon. The crews would be able to drift down slowly if the controls or crew were disabled.
You can see the vent in the picture of the L-8 as it floated above Daly City just before it's final crash.
So why did the balloon go higher than 2500 feet? The L-8 suddenly lost it's two crewman, and lightened by the weight of two men, suddenly popped higher into the sky. Rising above the 2500 feet limit, the valve opened as designed and started to cause the decent of the, now crew-less, L-8! The winds pushed the L-8 towards the beach and the more public part of the story.
Thanks for reading the blog, L-8 fans! More to come in the future. Stay tuned!
Otto
The first was why the blimp was deflating as in drifted towards the beach off the Great Highway.
Obviously, the loss of helium in the balloonets, but what caused the loss?
The possibilities include things like bullet holes, tears and punctures of the bag. This would be a reasonable first guess. Given the lack of evidence in the common understanding of the story details, it's also a likely one.
When I first started hunting for details, this was my working theory. After I found the L-8 inquest folder and digested the testimony, the premise quickly faded away. I had thought that the L-8, which should have had three people on-board, might have been over-weight due an already existing person being inside. In flight, the intruder surprised the crew and shot them, in the process puncturing the balloon. This theory actually seemed good when I read that in the weeks prior to the incident, a man was spotted breaking into hangers, leading to a running gun battle through the streets. Spies had a definite interest in what was happening at Moffett Field and Treasure Island, and so I thought a spy might have attempted to see what secrets could be gained by getting on the L-8 flight. That is it seemed possible until I visited the L-8 in Pensacola. There is no hiding space that would make this a practical consideration.
The L-8 was deflating when it came rolling across the beach, dropping onto the gold course south of San Francisco. This means whatever happened occurred at sea. This lead to another popular theory that the L-8, while investigating the oil-slick that may have been a possible submarine contact, and that the L-8 crew were attacked and over come by the crew of the enemy submarine. Also a valid working theory, until we read the testimony. The crews of the Albert Gallatin and Daisy Grey were watching the whole time as the L-8 circled the spot, up until it turned about-face and started to head back to Treasure Island, under control and normal operating condition. The only notable facts about this are that they would normally have continued onto the Farralone Islands during a normal trip. The second fact is that they dropped ballast when they turned back. They never came close to the surface of the ocean according to any of the witnesses -dispelling another theory that the crew may have been too close to the water and were sweep away by a wave. The metal used in the gondola would have showed etching if it came in contact with seawater and the repair crews reported there was no sign of seawater in or on the gondola.
The L-8 would pop up and return to air when one of he two 350 pound bombs attached tothe gondola was knocked off at the golf course. Still venting gas, it would come to it's final resting place in Daly City.
The answer of why helium was lost in the first place comes from the blueprints of the L-8 I found with the inquest testimony.
The L-8 and other blimps, were equipped with an automatic valve that opened when the blimp went to high and, since the bag would expand with the lower outside pressures the higher it went up, could potentially burst the balloon unless gas was vented. The L-8 was set to automatically vent at 2500 feet. This prevented a catastrophic failure of the balloon. The crews would be able to drift down slowly if the controls or crew were disabled.
You can see the vent in the picture of the L-8 as it floated above Daly City just before it's final crash.
So why did the balloon go higher than 2500 feet? The L-8 suddenly lost it's two crewman, and lightened by the weight of two men, suddenly popped higher into the sky. Rising above the 2500 feet limit, the valve opened as designed and started to cause the decent of the, now crew-less, L-8! The winds pushed the L-8 towards the beach and the more public part of the story.
Thanks for reading the blog, L-8 fans! More to come in the future. Stay tuned!
Otto
Saturday, June 11, 2011
Board of Inquiry formed to investigate the L-8 crash
The Board of Investigation is formed two days later day under
Commander Francis Connell, along with Commander Karl L. Lange, Lt.
Cmdr Volney C. Finch, and Lt J.G. Cuthbert B Currie as recorder.
George Finley Phillips Jr., Yeoman second class was the court
reporter.
Day One, Tuesday August 18, 1942
The Proceeding began at 10am. The recorder swore in the board members
and the senior member of the board swore I the reporter. The board
worked out how the proceedings work and decided on a closed hearing.
No one connected with the investigation was present. The board then
adjoined and assembled at the hangar, inspecting the salvaged parts
and equipment until they took recess at 11:25.
Reconvening at 1:30 in the Moffett Field board room, the board called
Lt. Cmdr George F. Watson, commanding officer of Airship Patrol
squadron ZP-32.
He gave a brief history of the history of the L-8.
“The L-8 was originally erected at Moffett Field on February 23,
1942, and was test flown by representatives of the Goodyear Aircraft
Company and was accepted by me for the Navy on March 5, 1942. The L-
8 had 1092.5 hours in flight up until the time of the accident. The
L-8 has been used principally on expeditionary bases at Treasure
Island, Watsonville, and Los Angeles. The greater part of her time
she had been at Treasure Island operating from an expeditionary mast
and being returned to Moffett Field only for inspection, maintenance
and overhaul work. The L-8 returned from Los Angeles to Moffett
Field August
A. & R. Department of the Naval Air Station, Moffett Field,
California, on August 12,1942, and was sent to Treasure Island to
operate from that point on August 13,1942, With Lieutenant Ernest
Cody as senior aviator in the squadron unit. We have experienced no
trouble with the L-8 beyond the minor upkeep requirements of an
airship operating from an expeditionary base. The ship has always
flown well and has a good reputation for flying well. On March 13,
1942, the L-8 underwent
successfully weathered te storm with only minor damage. The airship
was returned to Moffett Field under it’s own power, inspected and
such repairs as required were made. The principal damage to the ship
at that time was to the two propellers which struck the ground
during the storm, repair of which propellers was attempted but they
have yet not been since used. They are not the propellers used on
the ship now. Other than that, there was no damage of any
consequence to the ship. The L-8 was a new ship and unused at the
time of its original erection at Moffett Field, California. It was a
standard non-rigid type designated in the Navy as ZNN, commonly used
11, 1942 and was given it’s monthly inspection by the
a very severe storm while at the mast and
for training purposes but assigned to the squadron for observation
and short patrol purposes due to the lack of the larger patrol types
for assignment. The L-8 has a cubic gas content of 123,000 cubic
feet. It is powered by two Warner Super Scarab type 50 engines of
145 h.p. each. It carried two Mark 17 Aircraft depth bombs, it had
fuel capacity of 150 gallons, the fuel load depending upon the
mission and the current lift of the ship. The crew consisted of a
minimum of two people, one the command pilot. The ship frequently
carried an additional person during the middle-of-the-day flights
when it had super-heat. The ship was approximately 150 feet long and
approximately 47 at maximum diameter and was of a streamline shape.
It carried a 30-calibre aircraft machine gun which could be mounted
at the pilot’s discretion. Under normal conditions of loading, the
ship was required to make a statically heavy take-off. This was the
case on the take-off for the flight on the morning of August 16. The
normal consumption of fuel at cruising speeds was twelve (12)
gallons per hour and air speed of forty-three (43) knots.”
Lt. Currie then asked Lt Commander Watson to give a statement about
any information concerning the take-off and subsequent deflation and
landing.
“The airship L-8 departed from Treasure Island at 0603, Pacific War
Time, with Lieutenant Ernest D. Cody, U.S.N, command pilot and Ensign
(T) Charles E. Adams, U.S.N, attached to the Naval Air Station,
Moffett Field, California, as passenger for the normal patrol flight
101. The ship proceeded over the Golden Gate and headed Southwesterly
in the normal course for the assigned patrol. At 0738 (all times are
Pacific War Time ), the L-8, by radio, sent to the Wing Control, a
message “Position four (4) miles East of the Farallones—stand by”.
War Time was instituted by President Franklin in February 1942, and
equivalent to Daylight Savings Time, was meant to make better use of
daylight hours.
This message was received by the Wing Control. At 0742,the L-8 sent
a second message, “Am investigating suspicious oil slick—stand by”.
This message was received by the Wing Control. At approximately 0817,
Wing Control attempted to contact the L-8 by radio unsuccessfully.
From that time until 1120, when the ship was reported down, repeated
attempts by te Wing Control radio, by other aircraft on the same
circuit, and by the Treasure Island airship radio unit, were
unsuccessfully made to raise the L-8 by radio. These attempts were
intercepted by the squadron radio watch and I was informed of the
fact that the L-8 was out of radio communication at about 0820. This
caused me no particular concern or apprehension as to the safety
of the ship since weather conditions were satisfactory and I had
complete confidence in Lieutenant Cody’s being able to take care of
the situation. However, from this time on until about 1120, I was
in frequent telephone conversation with the Wing Control Officer,
Lieutenant Commander Dyson and the Wing Control Officer, Lieutenant
Commander Dartsch. None of us was apprehensive regarding the safety
of the crew or ship at this time since it was not far removed from
shore and was in a well-populated sea area. However, as a matter
of precaution, the Wing Control Officer directed any aircraft in
the same area who sighted the L-8, to report its position. This
message was sent out, I believe, some time between 0930 and 1000. At
approximately 1105, the Wing Control Officer called me and told me
that an Army P-38 had sighted the L-8 near Mile Rock.”
Mile Rock is a lighthouse/fog horn located one mile south of the main
shipping channel, and only about a half a mile from the closest land,
in the South Bay leading to the Golden Gate and San Francisco Bay,
and most importantly, home to Treasure Island.
Lieutenant Commander Watson’s testimony continued,” To digress for
a moment, the L-8, under normal conditions, would have landed at
Treasure Island at 1030, but since he was known to be inspecting
suspicious conditions and with plenty of fuel, we felt no concern
about his being slightly overdue. When I received the information he
was near Mile Rock I assumed he was proceeding to return to Treasure
Island. At this time we were preparing the TC-14 for a take-off to
search the area for the L-8. I ‘phoned the officer of the Deck of our
Treasure Island unit, Ensign Ulrich, and informed him that we had
received word
lookout and inform me when the ship crossed the Gate and that I would
hold the TC-14 for a few minutes, pending that word. At this time,
Ensign Ulrich informed me he had received word telephone from some
enlisted man that the L-8 was seen over land south of the City of San
Francisco in a misshapen condition.”
that the L-8 was near Mile Rock, and to keep a sharp
Lieutenant Currie, court reporter asked the time the enlisted mans
call came.
“It was about 1115, sir. This was the first report I had had that the
ship had actually been sighted over land and I immediately terminated
my conversation with Ensign Ulrich and received a call from the
Wing Control, informing me that they had a report that the ship had
landed at Fort Funston and that the two persons in the ship had
disembarked”.
Fort Funston is roughly five miles south of Mile Rock along the
coast, stationed with troops and gun placements during the World
Wars.
“I directed my Executive Officer to organize a salvage party under
the charge of Lieutenant R.J. Blair, U.S.N.R., to proceed to Fort
Funston to salvage the ship. Before the salvage party or I, myself,
could leave the station, we received a further report from Wing
Control that the ship had landed and deflated at 444 Belleview
Avenue, Daly City, California. I proceeded immediately for that
location as did Lieutenant Blair and the salvage party, leaving with
the impression that the men in the ship were at Fort Funston. I was
therefore somewhat surprised and disconcerted upon arrival at the
scene of the deflation not to find Lieutenant Cody and Ensign Adams
there. However, I was still under the impression they had disembarked
at Fort Funston and would arrive shortly. Lieutenant Blair and the
salvage party arrived at 1215. Upon arrival at the scene of the
deflation I found that Ensign Ulrich and Ensign Sprague had arrived
a few minutes earlier from Treasure Island.
gone into the car of the ship and as far as we know he was the first
person in the car after the final landing. Sprague tells me he found
both ignition switches on, the fuel valves to two of the fuel tanks
open to the engines, and the radio motor-generator still running.
Sprague turned the ignition switches off and turned off the radio
generator. We made no immediate attempt to ascertain the damage to
the ship although it was obvious that there was only minor damage
to the structural part of the ship and it was expected that the
Sprague had immediately bag would be severely torn as is the normal situation in a forced
landing of that nature. I then proceeded to call both my Executive
Officer at Moffett Field and Wing Control, to ascertain if there was
further information regarding the crew of the ship. Neither had any
information regarding the crew of the ship other than the rumor that
they were at Fort Funston and that no verification or denial had been
obtained up to that time. There were also present at the scene of
the accident an officer from Public Relations, Lieutenant Commander
Redlick, an officer from the District Intelligence Office whose name
I failed to obtain, and an Ensign from the Coast Guard from South San
Francisco Coast Guard Station.”
The TC-14 was assembled at Lakehurst in 1938 after the Army Air Corp
discontinued lighter than air support and the only two serviceable
airships, the TC-13 and TC-14, were transferred to the Navy. The TC-
13 went into service in 1940 at Moffett Field when a new balloon bag
became available. They were large, containing 350,000 cubic feet of
helium and at one time the largest blimps flying.
“I asked the Public Relation and Intelligence officers to please
keep me informed on any information they might obtain regarding the
location of the crew or the movements of the ship. Shortly thereafter
word was received from several sources that the ship had touched
in the vicinity of the Lakeside Country Club near the beach. The
starboard depth charge was missing from the ship, obviously having
been dislodged by a blow so that a search instituted to locae the
depth charge. This search was made under the direction of lieutenant
St. Claire, U.S.N., an Assistant Patrol Officer from San Francisco.
Lieutenant St. Claire had at his disposal approximately 40 men,
which force was supplemented by 40 men from the Naval Air Station,
Moffett Field, and about 50 men from the U.S. Army Post nearby. The
bomb was located at about 1500, near the spot where the ship had
first hit the ground. The bomb was taken into custody by an Army
Bomb Demolition Group and is still in their custody. I can get that
back anytime we want it. At this time several reports had come in
through various sources to indicate that the ship had definitely
hit on a beach near the Lakehurst Country Club, dislodging the bomb
and again taken to the air, making its only other contact with the
ground at the point of final descent. The most reliable information
(and since substantiated by several witnesses) was convincing that
no one was in the ship at the time it first touched the shore. I
immediately contacted Wing Control to find what steps were being
taken to institute a search at sea. I was informed that the airships
TC-13 and TC-14 were both in the area searching, and four OS2U planes
had been dispatched for special search in addition to all other
aircraft in that area directed to be alert and that the Commander
Patrol Force and Coast Guard were dispatching a number of surface
craft to join the search. Up until this time I had been convinced
tha the crew stayed with the ship until its first contact with shore
as this would be the expected procedure even though the engines had
failed previously. The salvage of the ship being about completed
about 1600, I proceeded to the Wing Control center at the Naval Air
Station, Alameda, as a central location to keep myself informed of
the progress of the searc and to be available to the Wing Commodore
if he desired me. I found that all steps possible were being taken to
make a thorough search both ashore and afloat and form the air with
all available craft and personnel. This search continued by aircraft
until darkness set in and the visibility and ceiling lowered to the
point where the aircraft could no longer assist. The surface search
was continued and augmented and is still continuing. The aircraft
search has been resumed during all periods when light, ceiling and
visibility permitted. A complete and thorough search was made over
all territory where there was any faint possibility that personnel
might be ashore. It was agreed that this search had been adequate
and complete and could be discontinued as an organized search at
sunset on August 17, 1942. Up until the present time we have had no
indication of when, where or why the personnel abandoned the ship.”
The recorder then asked,”Pehaps I overlooked it, but did we have
anything covering the orders for this flight? Are those issued by
you?
A. “The procedure followed in making flights from the outlying
bases, Treasure Island specifically, was that the senior aviator
would consult the local weather authorities at Treasure Island
and would obtain clearance there for the flight directly from
Wing Control. At the same time the squadron officer of the deck
at Moffett Field was directed to consult the local Aerological
Forecast Officer one-half hour prior to such flight and if,
for any reason, the flight was not considered advisable, to
notify me and to hold the airship on the ground. Otherwise, the
question of when to take off and the advisability of taking off
was left to the discretion of the senior aviator at Treasure
Island, as regulated by clearance of the Wing Control. The
weather conditions vary so much locally within the area that
it is frequently impracticable for us to tell at Moffett Field
whether it was advisable for him to fly to Treasure Island. He
had adequate means to obtain all weather information. We would
check him from here if necessary. He called to receive proper
clearance for the flight. The operational orders for the L-8 are
assigned by Wing Control daily, usually by phone, supplemented
by sufficient written information as is required for special
missions.”
Q. “What is the usual course of patrol of the L-8?”
A. “The L-8 was restricted to an area 50 miles in radius from
the Golden Gate. Its ordinary patrol was to proceed from the
Gate to the Farallones, to Reyes Point, to Montara, to the Gate
and repeat as often as practicable.”
Q. “What is the usual altitude of flight by the L-8?”
A. “The altitude was generally regulated by the ceiling. The
ship at the time had a pressure height altitude of approximately
2100 feet in order that it might climb on top of normal
overcast. The pressure height altitude of an airship is that
altitude to which the airship may rise without necessity of
valving helium. This is generally the regulating altitude for
operations, since it is not ordinarily desirable to valve helium
in flight.”
Q.“What would be the normal procedure if the engines of
comparable to the L-8 fail?”
A.”The accepted practice in any airship whose engines fail and
over which you lose dynamic control is to resort to static
a ship control or free ballooning. If the ship is statically light,
you must valve helium and regain static equilibrium and attain
constant altitude as quickly as possible. If the ship is
statically heavy, this means you must drop weight. Another
consideration is that it is necessary to keep pressure in the
ship in order that it may retain its shape and proper load
distribution. It may, therefore, be necessary to increase your
altitude in order to build up pressure from time to time.”
Q.”Was there any evidence when you saw the ship that the ship
was statically controlled at all?”
A.”No, nothing positive and nothing even convincing. The only
weight on the ship which might have been dropped was fuel from
the dump tank. We cannot be sure whether or not this was dumped
since the fuel from this tank was accidently valved during
the salvage operations. There, however, remained considerable
disposable weight in the ship which was not used. There was
additional fuel that could have been dropped and the depth
charges could have been dropped in an unarmed condition. The
various loose weights on the car could have been disposed of.”
Q.” In your opinion would the L-8 have been manageable as a free
balloon after the stoppage of both engines?”
A. Yes, sir. I consider this is definitely so and proved by
the fact that the L-8, even without a pilot, made a landing
which would not have killed its personnel had they remained with
the ship. Further, the fact there was considerable disposable
weight remaining in the ship would make it possible and even
desirable to continue the operation of the airship as free
ballooning, even though the engines had failed and this would
be the normal procedure. The fact that the ship had lost its
shape is due to the loss of pressure in the ship as in a non-
rigid ship of this type, the pressure is regulated in order
to keep its shape, there being no structure contained inside
the bag for that purpose and while the loss of shape created a
somewhat dangerous situation in that it throws the load of the
car and its equipment into concentrated points rather than the
proper distribution through the top of the bag when the ship
is in its normal shape, it is usually considered possible to
fly the non-rigid airships as free balloons, for considerable
periods of time, even though it be at atmospheric pressure and
the bag considerably misshapen. The indications are that the
airship had not lost a considerable amount of helium during this
flight although it is my opinion that at some times it went over
pressure height and some helium was valved causing its first
known descent at the beach.”
Q.”In your opinion would the release of the two depth bombs have
adequately compensated for the presumed loss of helium and have
permitted continued free ballooning with the two crew members
aboard?”
A.”Yes, sir. It is my opinion that the ship have been near
equilibrium at 0730—its last reported position—due to the
expenditure of fuel and the heating caused by the rising sun
and that any remaining heaviness could have been compensated
for easily by valving fuel from the dump tank. This would have
have been a better and more reasonable method since this fuel
could be dropped in regulated amounts. The dropping of a 325-
pound weight from a ship this size would have likely caused the
ship to rise rapidly and would have complicated the problem of
getting the ship into static equilibrium.”
Q.”Did inspection following salvage indicate whether or not the
depth charges could have been released in flight?”
A. “The starboard depth charge rack, as previously described,
had been distorted and the depth charge torn away forceably on
the first contact with the beach. The port depth charge was in
place and was removed by operation of the bomb release which
functioned in normal fashion.”
Q. “Who has custody of the radio and ship logs of te L-8?”
A. “I have these documents in my custody. Here they are. These
logs were found in the L-8 after its final landing and wre
delivered to me intact as I now present them.”
Photostatic copies of cover of the L-8’s ship log and pages for
flight 112 and flight of August 16, 1942, are attached hereto
and marked “Exhibit 1”. Photostatic copies of cover of the L-
8’s radio log and two pages from this log for flight 112 are
attached hereto and marked “Exhibit 2”.
Q. “From the reports you have received, could you express an
opinion as to the course of the ship during any period of time
from departure until it deflated and lande in Daly City?”
A. “Yes, we have reports indicating that the ship proceeded
directly from the Golden Gate to the point four miles East
of the Farallones as its reported position at 0738. The ship
was next sighted by Pan American Clipper pilot Richards, who
reported sighting the L-8 at 1049. The clipper reported “Over
the Golden Gate Bridge. The pilot reported henotced nothng
obviously wrong with the ship at that time.
I have previously stated tat the Army P-38 airplane reported
this ship near Mile Rock at 1053. It appears that this position
was only quite approximate. At about 1100, Navy OS2U airplane
reported the L-8 at a position three miles West of Salada Beach.
This was only an approximate position. The pilot of the Navy
plane stated he saw the ship rise through the overcast at about
2000 feet and then shortly thereafter descend and nothing in
the ship’s actions at that time indicated to him that the ship
was not in controlled flight. These are the only additional
reports that we have which have any flavor of authenticity and
the position of the ship between 0743 and 1049 has not been
established. We have inquired to obtain any records made by the
Army radex station which might give further indication of the
ship’s movements during the intervening period. Those records
have not yet been received. Further requests have been made
to the Port Director, Coast Guard authorities at the Harbor
Entrance Control Post, asking that they make inquiry from all
surface craft who might have been in that area during this time.
No reports have been received from these sources up to the
present.”
16. Q. Do you know the static condition of the ship on the
particular morning in question?
A. It was reported to me by Ensign Ulrich, who was in charge
of the ground party, that the ship was 200 pounds statically
heavy at the take-off on the morning of August 16. This is well
within the limits which we have established for the L-type ship
as a static heaviness of 600 pounds is allowed when conditions
require.
Two hundred pounds too heavy, though up to six hundred was
acceptable. The mechanic, James Hill, was ordered off at the
last moment because the blimp was too heavy. A misunderstanding
seems odd given the experience of the men flying the L-8. What
accounts for the extra two hundred pounds? Is has been proposed
that rain or fog saturated the fabric accounting for the extra
weight. Looking at the weather data for August 1942, it only
rained about 1/10th of an inch that entire month, and there
was no rain that week. While San Francisco morning fog may add
weight, I would be puzzled why it would differ from day to day?
Ensign Ulrich’s flights the prior day were exposed to the same
elements, heated by the afternoon sun, and carried three men.
This puzzled me? Who or what accounted for the extra two hundred
pounds?
I had not visited the L-8 at Pensacola yet, and started to
consider possible answers to this question that might also
answer what transpired onboard to make two men vanish.
The most obvious thing to consider was that someone was hiding
aboard already, and this intruder then sprang out, shot the
pilots, dumped their bodies overboard and randevous with
a submarine and escaping. I had read of an article in the
Oakland Bee about an incident at Treasure Island a couple of
weeks before. The guard heard the sound of breaking glass and
investigating, found a man dressed in black attempting to get
into the hangars at Treasure Island. Shots were exchanged
between the two men while running down the street. The man got
away, but it was clear that someone thought there was something
worth the risk in the buildings at Treasure Island. Obviously
enemy spies were around military sites, and Treasure Island was
the take-off point for the patrol flights as well as a military
base for Navy personnel. Moffett field was the west coast
training center for lighter than air crews, including Treasure
Island, so I wasn’t sure what was worth risking a forced entry.
I spent a lot of time investigating which countries spies,
Japan or Germany, might have had enough reason to break into a
training center that they couldn’t trick or steal to satisfy,
other than sabotage. The man was carrying anything and didn’t
drop anything, so I would have to assume he was there to take
something, since sabotage would require some type of tools and I
doubt that someone would assume they could find tools along the
way. I entertained the idea that the man was attempting to sneak
on board a flight in order to kill the crew and capture any code
books or cryptographic devices carried on missions.
After visiting the gondola at Pensacola, I realized how small
the cabin was and while there was a machine “room” ( really a
small closet ), there is no real way of hiding on or above the
gondola without being seen. So I having learned about the break-
in , I was still left with the question about where the extra
two hundred pounds came from.
The inquest testimony then investigated what was on the L-8.
17. Q. What armament was aboard the L-8 on the morning of August
16, 1942?
A. The ship was loaded with two Mark 17 MCD. 1 aircraft depth
charges, weight 325 pounds each, one 30-calibre free aircraft
machine gun, weight 31 pounds and 300 rounds
weight 25 ½ pounds.
18. Q. What disposable ballast was aboard the L-8 when she took
off on August 16?
A. The most readily disposable ballast was the 50 gallons of
gas in the dump tank representing a weight of 300 pounds, and
this was the normal method of lightening ship when required.
The next most readily disposable weight was the depth charges,
each weighing 325 pounds and which could be safely dropped in
the unarmed condition. Other weights—the machine gun could be
used for ballast, also the battery, particularly after becoming
exhausted, is considered ready ballast—chairs, radio equipment
and even parachutes may be used when circumstances dictate.
19. Q. What emergency equipment was aboard the ship at the time
of the take-off?
A. The ship was equipped with three QAC parachutes. The ship
was also equipped with three standard parachute harnesses
for these parachutes. The ship also was equipped with three
standard inflatable life belts which were usually donned by the
crew—one for each—before leaving the shore line. The ship was
equipped with a four-man inflatable rubber boat. The ship also
of ammunition,
carried a Very pistol with ammunition, a signal light, a loud-
speaking horn, in addition to its radio equipment, and a reserve
lubricating oil supply. The emergency rations were not normally
carried in these small ships since they wee usually operating
over congested areas. A small tool kit and a standard Navy
first-aid box were carried.
20. Q. What, if any, of this equipment you just listed was
missing at the time the ship landed at Daly City on Sunday
August 16?
A. The only items which did not remain in the ship were two of
the life preserves which were assumed to be worn by the two
officers in the ship. The parachutes and harnesses, life boats
and other items of equipment were found intact and unused in
their normal locations in the ship.
21. Q. Were all the tools in the tool kit?
A. I am not positive. This information, I believe, can be more
positively given by Ensign Sprague, who is Squadron Assistant
Engineer and who made the first inspection of the car and I
am sure will know what tools were carried and what what tools
remained.
Lighter than air crews were trained to jump from as low as 500
feet in the United States military. German aircrews at about
375 feet, but I have not found out the survival statistics, to
say the differences were worth the attempt. I wondered why the
crew, during an in-flight emergency, would have attempted to
jump without parachutes. Even if under the 500 (or 375 feet)
height that would have been required for a successful attempt, I
think that anyone would have a parachute on even if the numbers
didn’t guareentee success.
getting the parachutes on and jumping? I wondered why, even if
to low to guarantee a successful jump, human psychology would
grasp at straws that might be at hand. The same goes for an
attempt to escape into the ocean in the boat if the gondola was
within an easy height over the water to make it into the boat.
If parachutes or boats were available why not use them if you
can.
The only conclusion that can be drawn is that they were not in
any condition to use those devices.
The inquest questioning then turned to the condition of the L-8
when Naval personnel and rescue teams arrived on the scene.
What would prevent the pilots from
27. Q. What was the condition of the L-8 at the time you arrived
at the scene of the ship where it landed in the street?
A. The gas bag was completely deflated. The car was resting
on its stern end approxiamately 60 degrees inclined up. The
starboard engine had struck the ground at some point and there
was a considerable amount of dirt and leaves stuck inside of the
cowling and between the cylinders. The starboard depth charge
was missing with the starboard depth charge rack dished inand
the handling rail in the way of the starboard depth charge
considerably dished in. A small deflection in the longeron
opposite this point. The starboard propeller seemed to be
completely undamaged. The port engine was undamaged as far as
could be seen by visual inspection. The port propeller had one
tip slightly bent , apparently due to the scraping along the
roadway. The port depth charge remained in place on its rack.
The car showed evidence of contact with high-tension wires which
were known to have been knocked down on its final descent. The
fins had obviously suffered only minor damage and were still
attached to the bag. The ship was removed in its entirety to
Moffett Field where a more thorough inspection has been made.
23. Q. Who was in charge of the salvage operations?
A. Lieutenant Rowland J. Blair was in charge of salvaging the
ship at Daly City and as Flight Maintenance Officer of the
squadron is now in charge of inspecting, reconditioning and
erecting the ship for further service. Lieutenant Blair will, in
this process, make a complete and detailed record of the damage
suffered by the aircraft and the time and approximate cost of
returning it to service.
24. Q. Did the condition of the propellers indicate definitely
whether the engines were running or stopped at the time of final
landing?
A. I am convinced tha the engines were stopped at the time the
ship made its final landing, although the switches were on and
there was fuel connected to the engines. The total time-the port
engine had 4125 hours and the starboard engine 890.4 hours. The
time since the last major overhaul—port engine, 488.7 hours,
starboard engine, 240.9 hours. The engines were normally run 700
hours between major overhauls.
25. Q. Have you experienced any engine failures since last
overhaul?
A. We have had no engine stoppage since last overhaul. The
only casualty suffered was the breaking of the starter housing
on the starter engine but the reasons for this were found and
corrected. This trouble was minor and would not stop the engine.
26. Q. Since the ship was salvaged, has any check been made with
reference to fuel in the ship as to whether or not any foreign
substance was present?
A. The main fuel strainer was examined by the Engineering
Officer and also the two carburetor fuel strainers. Only a
slight trace of water was found and by no means enough to
indicate that this might b the cause of an engine stoppage. This
inspection was made under the direction of Lieutenant (j.g.) L.
E. Stillwell, U.S.N.R.
27. Q. Since the salvage of the ship has been returned to
Moffett Field, has any test or check been made to the equipment
on board?
A. The radio equipment was checked immediately upon return
to Moffett Field for frequencies and the transmitters and
receivers were found properly set on the assigned frequencies
for this flight. A fresh battery was placed in the ship and both
transmitters and receivers were tested for operation and were
found to operate satisfactorily and in normal fashion. As part
of the test, after return to Moffett Field, the ship’s battery
having been found in a near-exhausted condition, a fresh battery
was placed in the ship and the radio transmitter and the two
receivers were turned on and tested for correct operation. All
parts of the radio equipment, except antennas (which had been
torn away during the deflation), were found to be operating
normally.
28. Q. Can you explain the electrical system of the L-8?
A. The electrical system of the L-8 consisted of one 15-
volt direct current, 25 amperes capacity main engine-driven
generator mounted on the port engine. A 34-ampere hour 12-volt
battery floated on the generator. The electrical load consisted
principally of the radio and the loud-speaking system, plus the
engine starters when used, and the running light load at night.
I may add, the problem of electrical supply has always been one
of considerable concern in the operation of these small ships.
Whenever practicable, the engines were started on the ground
wit shore batteries in order that the ship’s battery might be
fresh after take-off. In ordinary flight, and with normal radio
loud-speaking equipment, the generator was adequate to carry the
load. However, any cranking of the engine immediately presented
a problem and a critical problem, because of the fact that these
engines were not equipped with any type of hand starter. If an
engine failed in the air it had to be started electrically or
else it could not be started at all. It was standard doctrine in
operating the L-type ship that should the engines fail, a radio
transmission of position and circumstances should be made before
the battery might become exhausted due to repeated attempts to
start the engine. The loud-speaker system consisted essentially
of a standard Bogen type audio amplifier with a vibrator source
of supply actuating a small four-inch loud-speaking horn. This
equipment was used to communicate with surface craft who would
not be contacted by radio. The electrical requirements of this
system were approximately 12 amperes which, as can be seen, is
a rather heavy load for the electrical system. The system was
found turned on but only in the “stand-by” condition. With only
the stand-by switch on, the amplifier draws two (2) amperes.
Normally the loud speaking equipment remains turned completely
off except when its use is required. However, due to location of
the amplifier and its switches, accidental turning on of this
equipment was caused by movements of the pilot’s and co-pilot’s
feet. It is therefore impossible to say that the amplifier had
been deliberately placed in the stand-by condition.
29. Q. What was the condition of the battery?
A. The battery was found to be in a near-exhausted condition,
though not to the point of being sulphated. We have no means
of determining whether there was sufficient energy remaining
to crank an engine but it is considered doubtful whether the
battery had enough energy to either crank the engine or to
operate the radio transmitter for normal or even partially
normal output. The battery alone would remain at least (10) ten
short transmissions of messages by radio without difficulty—that
is, without the generator.
This means that even if the battery had not been charging due
to a charging system problem, the battery would have had enough
energy to use the radio. Had the battery been charged up until
the engines stopped charging the battery, the drain from the
radio in standby mode would have not accounted for the battery
being exhausted from the time the L-8 was last seen running
under control and the final crash. Thirty four amp-hours, at
a draw of two amps, the radio along would have meant that the
battery should have about seventeen hours of capacity before
going dead, without any other load. The flight lasted roughly
five hours, and from take-off until just before 11am the flight
was under powered control with the engines running. The post-
mortem investigation of the battery and charging system show
that each component was working after the crash. So what drained
the battery in under one hour?
The questioning resumes on the physical condition of the L-8,
including the catenary system, the rigging that joined gondola
and gas balloon.
30. Q. What was the the condition of the internal and external
catenary system?
A. The entire catenary system was found undamaged and will be
immediately used again. The gas valves and air valves were found
undamaged and suitable for immediate use. The only part of the
bag that was known to be torn before contact at final landing
was the ceiling or fairing strip around the stern of the car in
between the bag and the car and then glued to the bag and we are
positive that the fairing strip had pulled away from the bag and
it still remained on the car. I think that is to be expected.
That has no structural function and is placed principally for
the sake of appearance. The gas dump valve was found in normal
operating condition and was inadvertently operated, during the
salvage of the ship. Further tests have indicated it was in its
normal condition.
31. Q. What was the condition of the instruments?
A. The instruments were given only visual inspection and all
were undamaged. The clock was still operating and keeping
correct time. We also ran continuity test on magneto switches
and the fuel circuits were complete.
32. Q. Has any check or examination been made of the engines of
the L-8 or is it anticipated?
A. Only visual inspection is possible at the present time at
Moffett Field. The engines have been sent today, August 18, to
Pacific Air Motors for inspection and disassembly. Lieutenant
(j.g.) Stillwell, the Squadron Junior Engineering Officer, will
be present during the disassembly of these engines and will
attempt to determine what, if any, part of the engines were in
improper condition or did not function properly.
33.Q. What disposition of salvaged parts of the L-8 is
contemplated?
A. All parts of the airship, with the exception of the gas
envelope, are being inspected and overhauled where found
necessary and will be used with a spare envelope now available
here, to assemble and erect the L-8 for continued service. It
is expected that the ship will be returned to service about
September 1, 1942. The gas envelope is being turned over to the
Naval Air Station, Moffett Field, California, for inspection and
recommendation as to disposition.
34. Q. From your examination of the ship after landing at Daly
City, or any other subsequent examination, did you find any
evidence that the car or any portion of the ship had touched the
water?
A. No. I personally inspected the car and lower fin very
carefully for evidence of salt water. I am positive that the
bottom of the car was at no time in contact with the sea. The
lower fin showed some salt deposit but it is my opinion that
this may have been caused from the being moored at Treasure
Island where the constant beat of spray very likely caused
considerable salt deposits around the ship. On the port side of
the car there was definite indication of salt water having been
splashed at a point just above the depth charge. The bilges of
the car were dry and still contained dust which could not have
existed had the car touched the water. Further, had thelowr fin
dipped, there would have been a sufficient collection of salt
water in the bottom of the fin to clearly show proof. No salt
water was found there.
35. Q. Have you received any reports indicating voice contact
with surface craft?
A. No, in fact we have received no reports from surface craft
of either visual, voice or radio contact. The vision was
sufficiently good on that morning that it should have been seen
by craft normally operating in that vincinity.
36. Q.With reference to the personnel in the L-8 on this
particular morning, about how long have you known Lieutenant
Cody?
A. I have been acquainted with Lieutenant Cody for a period of
about one year. Lieutenant has been under my command for the
last six months.
37. Q. From your observation and controls with Lieutenant Cody,
what is your opinion concerning his ability as a pilot?
A. I definitely consider Lieutenant Cody to be one of the
most capable pilots and one of the most able officers under
my command. He has served as senior aviator of the Treasure
Island unit for considerable periods of time during the last six
months. He has always displayed keen intelligence, unusually
sound judgment and has my complete confidence. He was of a
quiet, taciturn nature, in no way inclined to be excitable or
to lose his head under pressure. I have witnessed his actions
during hazardous operations and know that he reacts calmly,
quickly and efficiently. My lack of concern for the safety
of the ship during the period which it was unreported on the
morning of August 16, was based entirely on my complete and
utmost confidence in Lieutenant Cody’s ability as a pilot to
safety and correctly handle his ship. Lieutenant Cody was
qualified as Naval Aviator (Airship) and designated on December
31, 1941. He has 758.3 hours of time as a pilot of non-rigid
airships. He is particularly qualified in the L-type of ship
and was particularly familiar with the L-8, since that is the
ship which he normally had in his charge at Treasure Island. His
flight log shows 393.7 hours in the L-type airship. Lieutenant
Cody was completely familiar with the territory over which he
was operating as he has been operating continuously on patrol
over the area for the last six months.
38. Q. How long have you known Ensign Adams and what is your
opinion concerning his experience and knowledge concerning the
operation and maintenance of airships?
A. I have known Ensign C. E. Adams for approximately ten years
during his service as an enlisted man and more recently as a
warrant and commissioned officer. Ensign Adams was an able and
competent man in his rate and most thoroughly experienced in
airship maintenance and operation. As an enlisted man it was
not possible for Adams to be a pilot.
a great many other of our airship enlisted men, he had wide
experience in the control of non-rigid airships in flight.
However, in company with.
After receiving his commission, Adams expressed a desire to
continue his associations with airships and eventually to be
designated a Naval Aviator (Airship). I considered this most
desirable considering him a splendid man for a N.A. He was
flying as a passenger with Lieutenant Cody for the purpose of
familiarizing himself with the various types of airships and
operations, having just previously made several flights in the
larger type of airships at Moffett Field. His flight log shows
he has 2,281.5 hours of flying time in airships of all kinds.
39. Q. Have you any opinion as to the cause of this accident?
A. No, sir. Nothing that I have been able to discover has given
me any grounds to form a reasonable opinion as to the sequence
of events, why the airship was abandoned, or what happened to
the personnel. I can only reiterate my confidence in Lieutenant
Cody that his actions were well considered ones at the time.
The board informed the witness that he was privileged to make
any further statement covering anything related to the subject
matter of the investigation which he thought should be a matter
of record in connection therewith, which had not been fully
brought out by the previous questioning. The witness stated that
he had nothing further to say. The witness was duly warned and
withdrew. The board then, at 4:25 p.m., adjourned until 10 a.m.
August 19, 1942.
Commander Francis Connell, along with Commander Karl L. Lange, Lt.
Cmdr Volney C. Finch, and Lt J.G. Cuthbert B Currie as recorder.
George Finley Phillips Jr., Yeoman second class was the court
reporter.
Day One, Tuesday August 18, 1942
The Proceeding began at 10am. The recorder swore in the board members
and the senior member of the board swore I the reporter. The board
worked out how the proceedings work and decided on a closed hearing.
No one connected with the investigation was present. The board then
adjoined and assembled at the hangar, inspecting the salvaged parts
and equipment until they took recess at 11:25.
Reconvening at 1:30 in the Moffett Field board room, the board called
Lt. Cmdr George F. Watson, commanding officer of Airship Patrol
squadron ZP-32.
He gave a brief history of the history of the L-8.
“The L-8 was originally erected at Moffett Field on February 23,
1942, and was test flown by representatives of the Goodyear Aircraft
Company and was accepted by me for the Navy on March 5, 1942. The L-
8 had 1092.5 hours in flight up until the time of the accident. The
L-8 has been used principally on expeditionary bases at Treasure
Island, Watsonville, and Los Angeles. The greater part of her time
she had been at Treasure Island operating from an expeditionary mast
and being returned to Moffett Field only for inspection, maintenance
and overhaul work. The L-8 returned from Los Angeles to Moffett
Field August
A. & R. Department of the Naval Air Station, Moffett Field,
California, on August 12,1942, and was sent to Treasure Island to
operate from that point on August 13,1942, With Lieutenant Ernest
Cody as senior aviator in the squadron unit. We have experienced no
trouble with the L-8 beyond the minor upkeep requirements of an
airship operating from an expeditionary base. The ship has always
flown well and has a good reputation for flying well. On March 13,
1942, the L-8 underwent
successfully weathered te storm with only minor damage. The airship
was returned to Moffett Field under it’s own power, inspected and
such repairs as required were made. The principal damage to the ship
at that time was to the two propellers which struck the ground
during the storm, repair of which propellers was attempted but they
have yet not been since used. They are not the propellers used on
the ship now. Other than that, there was no damage of any
consequence to the ship. The L-8 was a new ship and unused at the
time of its original erection at Moffett Field, California. It was a
standard non-rigid type designated in the Navy as ZNN, commonly used
11, 1942 and was given it’s monthly inspection by the
a very severe storm while at the mast and
for training purposes but assigned to the squadron for observation
and short patrol purposes due to the lack of the larger patrol types
for assignment. The L-8 has a cubic gas content of 123,000 cubic
feet. It is powered by two Warner Super Scarab type 50 engines of
145 h.p. each. It carried two Mark 17 Aircraft depth bombs, it had
fuel capacity of 150 gallons, the fuel load depending upon the
mission and the current lift of the ship. The crew consisted of a
minimum of two people, one the command pilot. The ship frequently
carried an additional person during the middle-of-the-day flights
when it had super-heat. The ship was approximately 150 feet long and
approximately 47 at maximum diameter and was of a streamline shape.
It carried a 30-calibre aircraft machine gun which could be mounted
at the pilot’s discretion. Under normal conditions of loading, the
ship was required to make a statically heavy take-off. This was the
case on the take-off for the flight on the morning of August 16. The
normal consumption of fuel at cruising speeds was twelve (12)
gallons per hour and air speed of forty-three (43) knots.”
Lt. Currie then asked Lt Commander Watson to give a statement about
any information concerning the take-off and subsequent deflation and
landing.
“The airship L-8 departed from Treasure Island at 0603, Pacific War
Time, with Lieutenant Ernest D. Cody, U.S.N, command pilot and Ensign
(T) Charles E. Adams, U.S.N, attached to the Naval Air Station,
Moffett Field, California, as passenger for the normal patrol flight
101. The ship proceeded over the Golden Gate and headed Southwesterly
in the normal course for the assigned patrol. At 0738 (all times are
Pacific War Time ), the L-8, by radio, sent to the Wing Control, a
message “Position four (4) miles East of the Farallones—stand by”.
War Time was instituted by President Franklin in February 1942, and
equivalent to Daylight Savings Time, was meant to make better use of
daylight hours.
This message was received by the Wing Control. At 0742,the L-8 sent
a second message, “Am investigating suspicious oil slick—stand by”.
This message was received by the Wing Control. At approximately 0817,
Wing Control attempted to contact the L-8 by radio unsuccessfully.
From that time until 1120, when the ship was reported down, repeated
attempts by te Wing Control radio, by other aircraft on the same
circuit, and by the Treasure Island airship radio unit, were
unsuccessfully made to raise the L-8 by radio. These attempts were
intercepted by the squadron radio watch and I was informed of the
fact that the L-8 was out of radio communication at about 0820. This
caused me no particular concern or apprehension as to the safety
of the ship since weather conditions were satisfactory and I had
complete confidence in Lieutenant Cody’s being able to take care of
the situation. However, from this time on until about 1120, I was
in frequent telephone conversation with the Wing Control Officer,
Lieutenant Commander Dyson and the Wing Control Officer, Lieutenant
Commander Dartsch. None of us was apprehensive regarding the safety
of the crew or ship at this time since it was not far removed from
shore and was in a well-populated sea area. However, as a matter
of precaution, the Wing Control Officer directed any aircraft in
the same area who sighted the L-8, to report its position. This
message was sent out, I believe, some time between 0930 and 1000. At
approximately 1105, the Wing Control Officer called me and told me
that an Army P-38 had sighted the L-8 near Mile Rock.”
Mile Rock is a lighthouse/fog horn located one mile south of the main
shipping channel, and only about a half a mile from the closest land,
in the South Bay leading to the Golden Gate and San Francisco Bay,
and most importantly, home to Treasure Island.
Lieutenant Commander Watson’s testimony continued,” To digress for
a moment, the L-8, under normal conditions, would have landed at
Treasure Island at 1030, but since he was known to be inspecting
suspicious conditions and with plenty of fuel, we felt no concern
about his being slightly overdue. When I received the information he
was near Mile Rock I assumed he was proceeding to return to Treasure
Island. At this time we were preparing the TC-14 for a take-off to
search the area for the L-8. I ‘phoned the officer of the Deck of our
Treasure Island unit, Ensign Ulrich, and informed him that we had
received word
lookout and inform me when the ship crossed the Gate and that I would
hold the TC-14 for a few minutes, pending that word. At this time,
Ensign Ulrich informed me he had received word telephone from some
enlisted man that the L-8 was seen over land south of the City of San
Francisco in a misshapen condition.”
that the L-8 was near Mile Rock, and to keep a sharp
Lieutenant Currie, court reporter asked the time the enlisted mans
call came.
“It was about 1115, sir. This was the first report I had had that the
ship had actually been sighted over land and I immediately terminated
my conversation with Ensign Ulrich and received a call from the
Wing Control, informing me that they had a report that the ship had
landed at Fort Funston and that the two persons in the ship had
disembarked”.
Fort Funston is roughly five miles south of Mile Rock along the
coast, stationed with troops and gun placements during the World
Wars.
“I directed my Executive Officer to organize a salvage party under
the charge of Lieutenant R.J. Blair, U.S.N.R., to proceed to Fort
Funston to salvage the ship. Before the salvage party or I, myself,
could leave the station, we received a further report from Wing
Control that the ship had landed and deflated at 444 Belleview
Avenue, Daly City, California. I proceeded immediately for that
location as did Lieutenant Blair and the salvage party, leaving with
the impression that the men in the ship were at Fort Funston. I was
therefore somewhat surprised and disconcerted upon arrival at the
scene of the deflation not to find Lieutenant Cody and Ensign Adams
there. However, I was still under the impression they had disembarked
at Fort Funston and would arrive shortly. Lieutenant Blair and the
salvage party arrived at 1215. Upon arrival at the scene of the
deflation I found that Ensign Ulrich and Ensign Sprague had arrived
a few minutes earlier from Treasure Island.
gone into the car of the ship and as far as we know he was the first
person in the car after the final landing. Sprague tells me he found
both ignition switches on, the fuel valves to two of the fuel tanks
open to the engines, and the radio motor-generator still running.
Sprague turned the ignition switches off and turned off the radio
generator. We made no immediate attempt to ascertain the damage to
the ship although it was obvious that there was only minor damage
to the structural part of the ship and it was expected that the
Sprague had immediately bag would be severely torn as is the normal situation in a forced
landing of that nature. I then proceeded to call both my Executive
Officer at Moffett Field and Wing Control, to ascertain if there was
further information regarding the crew of the ship. Neither had any
information regarding the crew of the ship other than the rumor that
they were at Fort Funston and that no verification or denial had been
obtained up to that time. There were also present at the scene of
the accident an officer from Public Relations, Lieutenant Commander
Redlick, an officer from the District Intelligence Office whose name
I failed to obtain, and an Ensign from the Coast Guard from South San
Francisco Coast Guard Station.”
The TC-14 was assembled at Lakehurst in 1938 after the Army Air Corp
discontinued lighter than air support and the only two serviceable
airships, the TC-13 and TC-14, were transferred to the Navy. The TC-
13 went into service in 1940 at Moffett Field when a new balloon bag
became available. They were large, containing 350,000 cubic feet of
helium and at one time the largest blimps flying.
“I asked the Public Relation and Intelligence officers to please
keep me informed on any information they might obtain regarding the
location of the crew or the movements of the ship. Shortly thereafter
word was received from several sources that the ship had touched
in the vicinity of the Lakeside Country Club near the beach. The
starboard depth charge was missing from the ship, obviously having
been dislodged by a blow so that a search instituted to locae the
depth charge. This search was made under the direction of lieutenant
St. Claire, U.S.N., an Assistant Patrol Officer from San Francisco.
Lieutenant St. Claire had at his disposal approximately 40 men,
which force was supplemented by 40 men from the Naval Air Station,
Moffett Field, and about 50 men from the U.S. Army Post nearby. The
bomb was located at about 1500, near the spot where the ship had
first hit the ground. The bomb was taken into custody by an Army
Bomb Demolition Group and is still in their custody. I can get that
back anytime we want it. At this time several reports had come in
through various sources to indicate that the ship had definitely
hit on a beach near the Lakehurst Country Club, dislodging the bomb
and again taken to the air, making its only other contact with the
ground at the point of final descent. The most reliable information
(and since substantiated by several witnesses) was convincing that
no one was in the ship at the time it first touched the shore. I
immediately contacted Wing Control to find what steps were being
taken to institute a search at sea. I was informed that the airships
TC-13 and TC-14 were both in the area searching, and four OS2U planes
had been dispatched for special search in addition to all other
aircraft in that area directed to be alert and that the Commander
Patrol Force and Coast Guard were dispatching a number of surface
craft to join the search. Up until this time I had been convinced
tha the crew stayed with the ship until its first contact with shore
as this would be the expected procedure even though the engines had
failed previously. The salvage of the ship being about completed
about 1600, I proceeded to the Wing Control center at the Naval Air
Station, Alameda, as a central location to keep myself informed of
the progress of the searc and to be available to the Wing Commodore
if he desired me. I found that all steps possible were being taken to
make a thorough search both ashore and afloat and form the air with
all available craft and personnel. This search continued by aircraft
until darkness set in and the visibility and ceiling lowered to the
point where the aircraft could no longer assist. The surface search
was continued and augmented and is still continuing. The aircraft
search has been resumed during all periods when light, ceiling and
visibility permitted. A complete and thorough search was made over
all territory where there was any faint possibility that personnel
might be ashore. It was agreed that this search had been adequate
and complete and could be discontinued as an organized search at
sunset on August 17, 1942. Up until the present time we have had no
indication of when, where or why the personnel abandoned the ship.”
The recorder then asked,”Pehaps I overlooked it, but did we have
anything covering the orders for this flight? Are those issued by
you?
A. “The procedure followed in making flights from the outlying
bases, Treasure Island specifically, was that the senior aviator
would consult the local weather authorities at Treasure Island
and would obtain clearance there for the flight directly from
Wing Control. At the same time the squadron officer of the deck
at Moffett Field was directed to consult the local Aerological
Forecast Officer one-half hour prior to such flight and if,
for any reason, the flight was not considered advisable, to
notify me and to hold the airship on the ground. Otherwise, the
question of when to take off and the advisability of taking off
was left to the discretion of the senior aviator at Treasure
Island, as regulated by clearance of the Wing Control. The
weather conditions vary so much locally within the area that
it is frequently impracticable for us to tell at Moffett Field
whether it was advisable for him to fly to Treasure Island. He
had adequate means to obtain all weather information. We would
check him from here if necessary. He called to receive proper
clearance for the flight. The operational orders for the L-8 are
assigned by Wing Control daily, usually by phone, supplemented
by sufficient written information as is required for special
missions.”
Q. “What is the usual course of patrol of the L-8?”
A. “The L-8 was restricted to an area 50 miles in radius from
the Golden Gate. Its ordinary patrol was to proceed from the
Gate to the Farallones, to Reyes Point, to Montara, to the Gate
and repeat as often as practicable.”
Q. “What is the usual altitude of flight by the L-8?”
A. “The altitude was generally regulated by the ceiling. The
ship at the time had a pressure height altitude of approximately
2100 feet in order that it might climb on top of normal
overcast. The pressure height altitude of an airship is that
altitude to which the airship may rise without necessity of
valving helium. This is generally the regulating altitude for
operations, since it is not ordinarily desirable to valve helium
in flight.”
Q.“What would be the normal procedure if the engines of
comparable to the L-8 fail?”
A.”The accepted practice in any airship whose engines fail and
over which you lose dynamic control is to resort to static
a ship control or free ballooning. If the ship is statically light,
you must valve helium and regain static equilibrium and attain
constant altitude as quickly as possible. If the ship is
statically heavy, this means you must drop weight. Another
consideration is that it is necessary to keep pressure in the
ship in order that it may retain its shape and proper load
distribution. It may, therefore, be necessary to increase your
altitude in order to build up pressure from time to time.”
Q.”Was there any evidence when you saw the ship that the ship
was statically controlled at all?”
A.”No, nothing positive and nothing even convincing. The only
weight on the ship which might have been dropped was fuel from
the dump tank. We cannot be sure whether or not this was dumped
since the fuel from this tank was accidently valved during
the salvage operations. There, however, remained considerable
disposable weight in the ship which was not used. There was
additional fuel that could have been dropped and the depth
charges could have been dropped in an unarmed condition. The
various loose weights on the car could have been disposed of.”
Q.” In your opinion would the L-8 have been manageable as a free
balloon after the stoppage of both engines?”
A. Yes, sir. I consider this is definitely so and proved by
the fact that the L-8, even without a pilot, made a landing
which would not have killed its personnel had they remained with
the ship. Further, the fact there was considerable disposable
weight remaining in the ship would make it possible and even
desirable to continue the operation of the airship as free
ballooning, even though the engines had failed and this would
be the normal procedure. The fact that the ship had lost its
shape is due to the loss of pressure in the ship as in a non-
rigid ship of this type, the pressure is regulated in order
to keep its shape, there being no structure contained inside
the bag for that purpose and while the loss of shape created a
somewhat dangerous situation in that it throws the load of the
car and its equipment into concentrated points rather than the
proper distribution through the top of the bag when the ship
is in its normal shape, it is usually considered possible to
fly the non-rigid airships as free balloons, for considerable
periods of time, even though it be at atmospheric pressure and
the bag considerably misshapen. The indications are that the
airship had not lost a considerable amount of helium during this
flight although it is my opinion that at some times it went over
pressure height and some helium was valved causing its first
known descent at the beach.”
Q.”In your opinion would the release of the two depth bombs have
adequately compensated for the presumed loss of helium and have
permitted continued free ballooning with the two crew members
aboard?”
A.”Yes, sir. It is my opinion that the ship have been near
equilibrium at 0730—its last reported position—due to the
expenditure of fuel and the heating caused by the rising sun
and that any remaining heaviness could have been compensated
for easily by valving fuel from the dump tank. This would have
have been a better and more reasonable method since this fuel
could be dropped in regulated amounts. The dropping of a 325-
pound weight from a ship this size would have likely caused the
ship to rise rapidly and would have complicated the problem of
getting the ship into static equilibrium.”
Q.”Did inspection following salvage indicate whether or not the
depth charges could have been released in flight?”
A. “The starboard depth charge rack, as previously described,
had been distorted and the depth charge torn away forceably on
the first contact with the beach. The port depth charge was in
place and was removed by operation of the bomb release which
functioned in normal fashion.”
Q. “Who has custody of the radio and ship logs of te L-8?”
A. “I have these documents in my custody. Here they are. These
logs were found in the L-8 after its final landing and wre
delivered to me intact as I now present them.”
Photostatic copies of cover of the L-8’s ship log and pages for
flight 112 and flight of August 16, 1942, are attached hereto
and marked “Exhibit 1”. Photostatic copies of cover of the L-
8’s radio log and two pages from this log for flight 112 are
attached hereto and marked “Exhibit 2”.
Q. “From the reports you have received, could you express an
opinion as to the course of the ship during any period of time
from departure until it deflated and lande in Daly City?”
A. “Yes, we have reports indicating that the ship proceeded
directly from the Golden Gate to the point four miles East
of the Farallones as its reported position at 0738. The ship
was next sighted by Pan American Clipper pilot Richards, who
reported sighting the L-8 at 1049. The clipper reported “Over
the Golden Gate Bridge. The pilot reported henotced nothng
obviously wrong with the ship at that time.
I have previously stated tat the Army P-38 airplane reported
this ship near Mile Rock at 1053. It appears that this position
was only quite approximate. At about 1100, Navy OS2U airplane
reported the L-8 at a position three miles West of Salada Beach.
This was only an approximate position. The pilot of the Navy
plane stated he saw the ship rise through the overcast at about
2000 feet and then shortly thereafter descend and nothing in
the ship’s actions at that time indicated to him that the ship
was not in controlled flight. These are the only additional
reports that we have which have any flavor of authenticity and
the position of the ship between 0743 and 1049 has not been
established. We have inquired to obtain any records made by the
Army radex station which might give further indication of the
ship’s movements during the intervening period. Those records
have not yet been received. Further requests have been made
to the Port Director, Coast Guard authorities at the Harbor
Entrance Control Post, asking that they make inquiry from all
surface craft who might have been in that area during this time.
No reports have been received from these sources up to the
present.”
16. Q. Do you know the static condition of the ship on the
particular morning in question?
A. It was reported to me by Ensign Ulrich, who was in charge
of the ground party, that the ship was 200 pounds statically
heavy at the take-off on the morning of August 16. This is well
within the limits which we have established for the L-type ship
as a static heaviness of 600 pounds is allowed when conditions
require.
Two hundred pounds too heavy, though up to six hundred was
acceptable. The mechanic, James Hill, was ordered off at the
last moment because the blimp was too heavy. A misunderstanding
seems odd given the experience of the men flying the L-8. What
accounts for the extra two hundred pounds? Is has been proposed
that rain or fog saturated the fabric accounting for the extra
weight. Looking at the weather data for August 1942, it only
rained about 1/10th of an inch that entire month, and there
was no rain that week. While San Francisco morning fog may add
weight, I would be puzzled why it would differ from day to day?
Ensign Ulrich’s flights the prior day were exposed to the same
elements, heated by the afternoon sun, and carried three men.
This puzzled me? Who or what accounted for the extra two hundred
pounds?
I had not visited the L-8 at Pensacola yet, and started to
consider possible answers to this question that might also
answer what transpired onboard to make two men vanish.
The most obvious thing to consider was that someone was hiding
aboard already, and this intruder then sprang out, shot the
pilots, dumped their bodies overboard and randevous with
a submarine and escaping. I had read of an article in the
Oakland Bee about an incident at Treasure Island a couple of
weeks before. The guard heard the sound of breaking glass and
investigating, found a man dressed in black attempting to get
into the hangars at Treasure Island. Shots were exchanged
between the two men while running down the street. The man got
away, but it was clear that someone thought there was something
worth the risk in the buildings at Treasure Island. Obviously
enemy spies were around military sites, and Treasure Island was
the take-off point for the patrol flights as well as a military
base for Navy personnel. Moffett field was the west coast
training center for lighter than air crews, including Treasure
Island, so I wasn’t sure what was worth risking a forced entry.
I spent a lot of time investigating which countries spies,
Japan or Germany, might have had enough reason to break into a
training center that they couldn’t trick or steal to satisfy,
other than sabotage. The man was carrying anything and didn’t
drop anything, so I would have to assume he was there to take
something, since sabotage would require some type of tools and I
doubt that someone would assume they could find tools along the
way. I entertained the idea that the man was attempting to sneak
on board a flight in order to kill the crew and capture any code
books or cryptographic devices carried on missions.
After visiting the gondola at Pensacola, I realized how small
the cabin was and while there was a machine “room” ( really a
small closet ), there is no real way of hiding on or above the
gondola without being seen. So I having learned about the break-
in , I was still left with the question about where the extra
two hundred pounds came from.
The inquest testimony then investigated what was on the L-8.
17. Q. What armament was aboard the L-8 on the morning of August
16, 1942?
A. The ship was loaded with two Mark 17 MCD. 1 aircraft depth
charges, weight 325 pounds each, one 30-calibre free aircraft
machine gun, weight 31 pounds and 300 rounds
weight 25 ½ pounds.
18. Q. What disposable ballast was aboard the L-8 when she took
off on August 16?
A. The most readily disposable ballast was the 50 gallons of
gas in the dump tank representing a weight of 300 pounds, and
this was the normal method of lightening ship when required.
The next most readily disposable weight was the depth charges,
each weighing 325 pounds and which could be safely dropped in
the unarmed condition. Other weights—the machine gun could be
used for ballast, also the battery, particularly after becoming
exhausted, is considered ready ballast—chairs, radio equipment
and even parachutes may be used when circumstances dictate.
19. Q. What emergency equipment was aboard the ship at the time
of the take-off?
A. The ship was equipped with three QAC parachutes. The ship
was also equipped with three standard parachute harnesses
for these parachutes. The ship also was equipped with three
standard inflatable life belts which were usually donned by the
crew—one for each—before leaving the shore line. The ship was
equipped with a four-man inflatable rubber boat. The ship also
of ammunition,
carried a Very pistol with ammunition, a signal light, a loud-
speaking horn, in addition to its radio equipment, and a reserve
lubricating oil supply. The emergency rations were not normally
carried in these small ships since they wee usually operating
over congested areas. A small tool kit and a standard Navy
first-aid box were carried.
20. Q. What, if any, of this equipment you just listed was
missing at the time the ship landed at Daly City on Sunday
August 16?
A. The only items which did not remain in the ship were two of
the life preserves which were assumed to be worn by the two
officers in the ship. The parachutes and harnesses, life boats
and other items of equipment were found intact and unused in
their normal locations in the ship.
21. Q. Were all the tools in the tool kit?
A. I am not positive. This information, I believe, can be more
positively given by Ensign Sprague, who is Squadron Assistant
Engineer and who made the first inspection of the car and I
am sure will know what tools were carried and what what tools
remained.
Lighter than air crews were trained to jump from as low as 500
feet in the United States military. German aircrews at about
375 feet, but I have not found out the survival statistics, to
say the differences were worth the attempt. I wondered why the
crew, during an in-flight emergency, would have attempted to
jump without parachutes. Even if under the 500 (or 375 feet)
height that would have been required for a successful attempt, I
think that anyone would have a parachute on even if the numbers
didn’t guareentee success.
getting the parachutes on and jumping? I wondered why, even if
to low to guarantee a successful jump, human psychology would
grasp at straws that might be at hand. The same goes for an
attempt to escape into the ocean in the boat if the gondola was
within an easy height over the water to make it into the boat.
If parachutes or boats were available why not use them if you
can.
The only conclusion that can be drawn is that they were not in
any condition to use those devices.
The inquest questioning then turned to the condition of the L-8
when Naval personnel and rescue teams arrived on the scene.
What would prevent the pilots from
27. Q. What was the condition of the L-8 at the time you arrived
at the scene of the ship where it landed in the street?
A. The gas bag was completely deflated. The car was resting
on its stern end approxiamately 60 degrees inclined up. The
starboard engine had struck the ground at some point and there
was a considerable amount of dirt and leaves stuck inside of the
cowling and between the cylinders. The starboard depth charge
was missing with the starboard depth charge rack dished inand
the handling rail in the way of the starboard depth charge
considerably dished in. A small deflection in the longeron
opposite this point. The starboard propeller seemed to be
completely undamaged. The port engine was undamaged as far as
could be seen by visual inspection. The port propeller had one
tip slightly bent , apparently due to the scraping along the
roadway. The port depth charge remained in place on its rack.
The car showed evidence of contact with high-tension wires which
were known to have been knocked down on its final descent. The
fins had obviously suffered only minor damage and were still
attached to the bag. The ship was removed in its entirety to
Moffett Field where a more thorough inspection has been made.
23. Q. Who was in charge of the salvage operations?
A. Lieutenant Rowland J. Blair was in charge of salvaging the
ship at Daly City and as Flight Maintenance Officer of the
squadron is now in charge of inspecting, reconditioning and
erecting the ship for further service. Lieutenant Blair will, in
this process, make a complete and detailed record of the damage
suffered by the aircraft and the time and approximate cost of
returning it to service.
24. Q. Did the condition of the propellers indicate definitely
whether the engines were running or stopped at the time of final
landing?
A. I am convinced tha the engines were stopped at the time the
ship made its final landing, although the switches were on and
there was fuel connected to the engines. The total time-the port
engine had 4125 hours and the starboard engine 890.4 hours. The
time since the last major overhaul—port engine, 488.7 hours,
starboard engine, 240.9 hours. The engines were normally run 700
hours between major overhauls.
25. Q. Have you experienced any engine failures since last
overhaul?
A. We have had no engine stoppage since last overhaul. The
only casualty suffered was the breaking of the starter housing
on the starter engine but the reasons for this were found and
corrected. This trouble was minor and would not stop the engine.
26. Q. Since the ship was salvaged, has any check been made with
reference to fuel in the ship as to whether or not any foreign
substance was present?
A. The main fuel strainer was examined by the Engineering
Officer and also the two carburetor fuel strainers. Only a
slight trace of water was found and by no means enough to
indicate that this might b the cause of an engine stoppage. This
inspection was made under the direction of Lieutenant (j.g.) L.
E. Stillwell, U.S.N.R.
27. Q. Since the salvage of the ship has been returned to
Moffett Field, has any test or check been made to the equipment
on board?
A. The radio equipment was checked immediately upon return
to Moffett Field for frequencies and the transmitters and
receivers were found properly set on the assigned frequencies
for this flight. A fresh battery was placed in the ship and both
transmitters and receivers were tested for operation and were
found to operate satisfactorily and in normal fashion. As part
of the test, after return to Moffett Field, the ship’s battery
having been found in a near-exhausted condition, a fresh battery
was placed in the ship and the radio transmitter and the two
receivers were turned on and tested for correct operation. All
parts of the radio equipment, except antennas (which had been
torn away during the deflation), were found to be operating
normally.
28. Q. Can you explain the electrical system of the L-8?
A. The electrical system of the L-8 consisted of one 15-
volt direct current, 25 amperes capacity main engine-driven
generator mounted on the port engine. A 34-ampere hour 12-volt
battery floated on the generator. The electrical load consisted
principally of the radio and the loud-speaking system, plus the
engine starters when used, and the running light load at night.
I may add, the problem of electrical supply has always been one
of considerable concern in the operation of these small ships.
Whenever practicable, the engines were started on the ground
wit shore batteries in order that the ship’s battery might be
fresh after take-off. In ordinary flight, and with normal radio
loud-speaking equipment, the generator was adequate to carry the
load. However, any cranking of the engine immediately presented
a problem and a critical problem, because of the fact that these
engines were not equipped with any type of hand starter. If an
engine failed in the air it had to be started electrically or
else it could not be started at all. It was standard doctrine in
operating the L-type ship that should the engines fail, a radio
transmission of position and circumstances should be made before
the battery might become exhausted due to repeated attempts to
start the engine. The loud-speaker system consisted essentially
of a standard Bogen type audio amplifier with a vibrator source
of supply actuating a small four-inch loud-speaking horn. This
equipment was used to communicate with surface craft who would
not be contacted by radio. The electrical requirements of this
system were approximately 12 amperes which, as can be seen, is
a rather heavy load for the electrical system. The system was
found turned on but only in the “stand-by” condition. With only
the stand-by switch on, the amplifier draws two (2) amperes.
Normally the loud speaking equipment remains turned completely
off except when its use is required. However, due to location of
the amplifier and its switches, accidental turning on of this
equipment was caused by movements of the pilot’s and co-pilot’s
feet. It is therefore impossible to say that the amplifier had
been deliberately placed in the stand-by condition.
29. Q. What was the condition of the battery?
A. The battery was found to be in a near-exhausted condition,
though not to the point of being sulphated. We have no means
of determining whether there was sufficient energy remaining
to crank an engine but it is considered doubtful whether the
battery had enough energy to either crank the engine or to
operate the radio transmitter for normal or even partially
normal output. The battery alone would remain at least (10) ten
short transmissions of messages by radio without difficulty—that
is, without the generator.
This means that even if the battery had not been charging due
to a charging system problem, the battery would have had enough
energy to use the radio. Had the battery been charged up until
the engines stopped charging the battery, the drain from the
radio in standby mode would have not accounted for the battery
being exhausted from the time the L-8 was last seen running
under control and the final crash. Thirty four amp-hours, at
a draw of two amps, the radio along would have meant that the
battery should have about seventeen hours of capacity before
going dead, without any other load. The flight lasted roughly
five hours, and from take-off until just before 11am the flight
was under powered control with the engines running. The post-
mortem investigation of the battery and charging system show
that each component was working after the crash. So what drained
the battery in under one hour?
The questioning resumes on the physical condition of the L-8,
including the catenary system, the rigging that joined gondola
and gas balloon.
30. Q. What was the the condition of the internal and external
catenary system?
A. The entire catenary system was found undamaged and will be
immediately used again. The gas valves and air valves were found
undamaged and suitable for immediate use. The only part of the
bag that was known to be torn before contact at final landing
was the ceiling or fairing strip around the stern of the car in
between the bag and the car and then glued to the bag and we are
positive that the fairing strip had pulled away from the bag and
it still remained on the car. I think that is to be expected.
That has no structural function and is placed principally for
the sake of appearance. The gas dump valve was found in normal
operating condition and was inadvertently operated, during the
salvage of the ship. Further tests have indicated it was in its
normal condition.
31. Q. What was the condition of the instruments?
A. The instruments were given only visual inspection and all
were undamaged. The clock was still operating and keeping
correct time. We also ran continuity test on magneto switches
and the fuel circuits were complete.
32. Q. Has any check or examination been made of the engines of
the L-8 or is it anticipated?
A. Only visual inspection is possible at the present time at
Moffett Field. The engines have been sent today, August 18, to
Pacific Air Motors for inspection and disassembly. Lieutenant
(j.g.) Stillwell, the Squadron Junior Engineering Officer, will
be present during the disassembly of these engines and will
attempt to determine what, if any, part of the engines were in
improper condition or did not function properly.
33.Q. What disposition of salvaged parts of the L-8 is
contemplated?
A. All parts of the airship, with the exception of the gas
envelope, are being inspected and overhauled where found
necessary and will be used with a spare envelope now available
here, to assemble and erect the L-8 for continued service. It
is expected that the ship will be returned to service about
September 1, 1942. The gas envelope is being turned over to the
Naval Air Station, Moffett Field, California, for inspection and
recommendation as to disposition.
34. Q. From your examination of the ship after landing at Daly
City, or any other subsequent examination, did you find any
evidence that the car or any portion of the ship had touched the
water?
A. No. I personally inspected the car and lower fin very
carefully for evidence of salt water. I am positive that the
bottom of the car was at no time in contact with the sea. The
lower fin showed some salt deposit but it is my opinion that
this may have been caused from the being moored at Treasure
Island where the constant beat of spray very likely caused
considerable salt deposits around the ship. On the port side of
the car there was definite indication of salt water having been
splashed at a point just above the depth charge. The bilges of
the car were dry and still contained dust which could not have
existed had the car touched the water. Further, had thelowr fin
dipped, there would have been a sufficient collection of salt
water in the bottom of the fin to clearly show proof. No salt
water was found there.
35. Q. Have you received any reports indicating voice contact
with surface craft?
A. No, in fact we have received no reports from surface craft
of either visual, voice or radio contact. The vision was
sufficiently good on that morning that it should have been seen
by craft normally operating in that vincinity.
36. Q.With reference to the personnel in the L-8 on this
particular morning, about how long have you known Lieutenant
Cody?
A. I have been acquainted with Lieutenant Cody for a period of
about one year. Lieutenant has been under my command for the
last six months.
37. Q. From your observation and controls with Lieutenant Cody,
what is your opinion concerning his ability as a pilot?
A. I definitely consider Lieutenant Cody to be one of the
most capable pilots and one of the most able officers under
my command. He has served as senior aviator of the Treasure
Island unit for considerable periods of time during the last six
months. He has always displayed keen intelligence, unusually
sound judgment and has my complete confidence. He was of a
quiet, taciturn nature, in no way inclined to be excitable or
to lose his head under pressure. I have witnessed his actions
during hazardous operations and know that he reacts calmly,
quickly and efficiently. My lack of concern for the safety
of the ship during the period which it was unreported on the
morning of August 16, was based entirely on my complete and
utmost confidence in Lieutenant Cody’s ability as a pilot to
safety and correctly handle his ship. Lieutenant Cody was
qualified as Naval Aviator (Airship) and designated on December
31, 1941. He has 758.3 hours of time as a pilot of non-rigid
airships. He is particularly qualified in the L-type of ship
and was particularly familiar with the L-8, since that is the
ship which he normally had in his charge at Treasure Island. His
flight log shows 393.7 hours in the L-type airship. Lieutenant
Cody was completely familiar with the territory over which he
was operating as he has been operating continuously on patrol
over the area for the last six months.
38. Q. How long have you known Ensign Adams and what is your
opinion concerning his experience and knowledge concerning the
operation and maintenance of airships?
A. I have known Ensign C. E. Adams for approximately ten years
during his service as an enlisted man and more recently as a
warrant and commissioned officer. Ensign Adams was an able and
competent man in his rate and most thoroughly experienced in
airship maintenance and operation. As an enlisted man it was
not possible for Adams to be a pilot.
a great many other of our airship enlisted men, he had wide
experience in the control of non-rigid airships in flight.
However, in company with.
After receiving his commission, Adams expressed a desire to
continue his associations with airships and eventually to be
designated a Naval Aviator (Airship). I considered this most
desirable considering him a splendid man for a N.A. He was
flying as a passenger with Lieutenant Cody for the purpose of
familiarizing himself with the various types of airships and
operations, having just previously made several flights in the
larger type of airships at Moffett Field. His flight log shows
he has 2,281.5 hours of flying time in airships of all kinds.
39. Q. Have you any opinion as to the cause of this accident?
A. No, sir. Nothing that I have been able to discover has given
me any grounds to form a reasonable opinion as to the sequence
of events, why the airship was abandoned, or what happened to
the personnel. I can only reiterate my confidence in Lieutenant
Cody that his actions were well considered ones at the time.
The board informed the witness that he was privileged to make
any further statement covering anything related to the subject
matter of the investigation which he thought should be a matter
of record in connection therewith, which had not been fully
brought out by the previous questioning. The witness stated that
he had nothing further to say. The witness was duly warned and
withdrew. The board then, at 4:25 p.m., adjourned until 10 a.m.
August 19, 1942.
Sunday, March 20, 2011
The story ends and the mystery begins...
The police and fire department follow the floating derelict until it finally comes to rest on Belleview Ave in Daly City. The bag entangled in the lines running down the street poles. The gondola comes to rest on it's back end, one 300 pound still attached. Rescuers find no sign of either pilot. One of the two doors is latched fully open.
Navy personnel arrive on the scene shortly thereafter and find that the engine switch is on with plenty of gas in the tanks. The secret code books on-board are intact, the parachutes, raft, guns undisturbed, and the radio and Bogen Hailer all function.
Navy trucks arrive with sailors and the blimp is trucked off hours later after photos are taken, armed guards surrounding the blimp.
The Board of Investigation is formed two days later day under Commander Francis Connell.
The board calls witnesses and Navy personal involved in the maintenance of the blimp. The board of inquiry probes for a reasonable explanation, none is available. The engines start and operate normally when tested. The radio is working normally.
In the case of an emergency, the first thing the crew would do was use the radio. The Bogen Hailer would allow the pilots to send word to any surface ships should the radio not work. Should the engines stop, free ballooning back to land is an option, dropping weight to adjust height. Should the gas envelope develop a leak, parachutes are provided. A raft is on board should the raft land in water. None of these options were taken.
Is it possible a stowaway was aboard, overpowering the crew and disposing of the bodies? Given the incident of the spies breaking into the aerodrome, the extra weight forcing the mechanic off the flight, this is a possible solution to this 'who done it'.
There is a closet size back room in the gondola and rack space over head. Did a stray bullet put a hole in the blimp gas bag, causing the deflation?
Weather was shown to not be a factor.
Witnesses from the fishing ship, Daisy Gray, and the Liberty ship, the Albert Galatin, are interviewed and give evidence that the crew was aboard, engines running, until the blimp headed back towards San Francisco. Did the blimp engage a sub crew that captured the crew?
Did the blimp dip into the water, washing the crew out to sea? Evidence shows that didn't occur.
One by one, the responses to questions bring no resolution to the mystery.
Both pilots have sterling records. Both are married. They come from the Lakehurst Naval Air Station program. Both have very recently been promoted. The co-pilot, Charles Adams had been on the USS Los Angles and was awarded a commendation for helping put out a fire on board. He received an award from Herman Goering for his rescue efforts at the the crash of the Hindenburg. He also served on the Akron,later lost. Most notable, he served on the USS Macon at the time of her crash. Adams also served on the USS Henley and was present at the attack by the Japanese at Pearl Harbor.
The testimony considers that the crew may have fallen accidentally through the open door. This not thought possible given the locking mechanism on the doors.
Did they have a fight, one killing the other, dumping the body and then leaving? Was one a spy rendezvousing with the sub they detected? Could they have flown to investigate and been captured?
The condition of the batteries is discussed. They are drained. They are recharged and test perfectly fine. The reason for the drain is unknown but a note-worthy clue.
At the end of the inquest, the conclusion of the board is that the fate of the pilots is unknown, and that while it is speculation that they fell, there is no evidence to draw that conclusion. They are put on the missing in action rolls and in one year's time, they will be declared dead.
Tuesday, February 22, 2011
Decent
About 10:50 the L8 is sighted along the coast highway. An off duty seaman driving along the highway, heading for a day at the beach, takes a picture of the L-8. The blimp is partially deflated and the seaman can tell the L-8 is behaving strangely. He and his photogragh would end up in the inquest later on.
The lettering along the center of the ballonnet, " N A V Y", starts to form a V-shape, merging the A V...
The L-8 comes in just above the sand. Two men swimming in the water attempt to control the blimp, grabbing at it's guide ropes. The blimp, too massive and being driven by the wind, rolls along the beach, unstoppable. After making it over the dunes and onto the golf course, still venting drags along the grass. The bomb on the right side of the gondola gets dislodged and drops onto the ground.
At this point, the Navy receives an anonymous call saying that the blimp has crashed onto the golf course but that they have the crew.
As trucks are dispatched from Moffet Field to the golf course for a recovery, a second anonymous call comes in saying that the airman are not aboard!
This is to become one of the oddest bits of the mystery to solve.
Why would anyone call the air field and say they have the crew and then contradict themselves. I spent a long time wondering who would have been at the crash site and what motive they might have for saying the pilots were not there after-all....
The answer to this was uncovered at the library at the Pensacola Naval Air Station where the restored L-8 gondola now resides.
If you have a chance to go to Pensacola, the air museum is worth the trip alone! For L-8 officinadoes it's the gold ring. See http://NavalAviationMuseum.org. I loved the museum, but being able to touch the L-8 was the thrill of a lifetime. I only knew 90% of the story at that point a couple of years ago. I've spent the intervening years getting together bits of the story that are the first and second acts in this play..... San Francisco was the last act. I've spent several years piecing this together, traveled a lot of miles around the country, and at the end of the trip found that the story took me home again....
But back to the story in 1942....
Having been lightened by 350 lbs, a gust of wind lifts the partially deflated blimp into the air once more and on it's way to Daly City for the final bits of this chapter of the story...
The lettering along the center of the ballonnet, " N A V Y", starts to form a V-shape, merging the A V...
The L-8 comes in just above the sand. Two men swimming in the water attempt to control the blimp, grabbing at it's guide ropes. The blimp, too massive and being driven by the wind, rolls along the beach, unstoppable. After making it over the dunes and onto the golf course, still venting drags along the grass. The bomb on the right side of the gondola gets dislodged and drops onto the ground.
At this point, the Navy receives an anonymous call saying that the blimp has crashed onto the golf course but that they have the crew.
As trucks are dispatched from Moffet Field to the golf course for a recovery, a second anonymous call comes in saying that the airman are not aboard!
This is to become one of the oddest bits of the mystery to solve.
Why would anyone call the air field and say they have the crew and then contradict themselves. I spent a long time wondering who would have been at the crash site and what motive they might have for saying the pilots were not there after-all....
The answer to this was uncovered at the library at the Pensacola Naval Air Station where the restored L-8 gondola now resides.
If you have a chance to go to Pensacola, the air museum is worth the trip alone! For L-8 officinadoes it's the gold ring. See http://NavalAviationMuseum.org. I loved the museum, but being able to touch the L-8 was the thrill of a lifetime. I only knew 90% of the story at that point a couple of years ago. I've spent the intervening years getting together bits of the story that are the first and second acts in this play..... San Francisco was the last act. I've spent several years piecing this together, traveled a lot of miles around the country, and at the end of the trip found that the story took me home again....
But back to the story in 1942....
Having been lightened by 350 lbs, a gust of wind lifts the partially deflated blimp into the air once more and on it's way to Daly City for the final bits of this chapter of the story...
Sunday, February 20, 2011
Eyewitnesses
The L-8 circled over the spot for about an hour with the crews of two ships as witnesses.
The crew of the fishing boat, the Daisy Grey, and a Liberty ship, the Albert Gallatin. Both crews gave testimony during the inquest that was to follow...
The L-8 dropped one flare and circled over he spot attempting to use the MAD, Magnetic Anomoly Detector, trying to detect if there was a large metal mass under the oil slick. Other than visual sightings, MAD was used to detect submarines, but had a very low rate of success. Less than a 4% success rate, MAD is a metal detector mounted in the gondola of the blimp.
Circling the spot, coming down towards the surface, the L-8 continued to circle until just after 9am. At tat point, it dropped ballast, and rising, headed back to towards San Francisco instead of continuing to the Farralone Islands, site of a radio listening post, or heading north to Reyes Point.
Having not heard back from the crew of the L8 and unable to make contact, Moffett Field sent aircraft out to search and broadcast that all aircraft in the area should be on the lookout for the L8.
A Pan Am flight heading towards San Francisco spotted the L-8 at 10:20 , heading towards the Golden Gate Bridge. It was under control...
At about 10:30 witnesses saw the blimp suddenly rose dramaticly at a sharp angle and go up into the clouds...
The crew of the fishing boat, the Daisy Grey, and a Liberty ship, the Albert Gallatin. Both crews gave testimony during the inquest that was to follow...
The L-8 dropped one flare and circled over he spot attempting to use the MAD, Magnetic Anomoly Detector, trying to detect if there was a large metal mass under the oil slick. Other than visual sightings, MAD was used to detect submarines, but had a very low rate of success. Less than a 4% success rate, MAD is a metal detector mounted in the gondola of the blimp.
Circling the spot, coming down towards the surface, the L-8 continued to circle until just after 9am. At tat point, it dropped ballast, and rising, headed back to towards San Francisco instead of continuing to the Farralone Islands, site of a radio listening post, or heading north to Reyes Point.
Having not heard back from the crew of the L8 and unable to make contact, Moffett Field sent aircraft out to search and broadcast that all aircraft in the area should be on the lookout for the L8.
A Pan Am flight heading towards San Francisco spotted the L-8 at 10:20 , heading towards the Golden Gate Bridge. It was under control...
At about 10:30 witnesses saw the blimp suddenly rose dramaticly at a sharp angle and go up into the clouds...
Friday, February 18, 2011
L-8: The mytsery begins...
Hi.Most people have not heard about the L8, so let me introduce you to a fascinating mystery from World War 2 that has gone unsolved so far...
Blimps were used in the war to patrol for enemy submarines. There were a number of bases throughout the United States. Two notable bases were Lakehurst, New Jersey and Moffett Field, California. Lakehurst was made famous by the crash of the Hindenburg in 1937. Lakehurst was the center of blimp activity on the east coast. Moffett Field, also know as Sunnyvale N.A.S - Naval Air Station - included an air field on Treasure Island in San Francisco Bay. It was from this air field that the blimps took off and patrolled the seas looking for Japanese submarines that hunted along the Pacific coastline.
One of these blimps was the L8. Purchased from Good Year, it was a new addition to the Lighter Than Air ships used by the Navy for anything from patrols to delivering goods. It was part of squadron 32.The L8 was the blimp that delivered supplies to the USS Hornet in April of 1942 for the Doolittle Raid on Japan. It flew missions from Treasure Island to the Farralone Islands and up to Reyes Point with a crew of three men attempting to site submarines.
It was equipped with two 350 pound bombs it could drop on the enemy.
On the morning of August 16th, 1942, the L-8 took off on it's morning mission. On board were Lieutenant Ernest Dewitt Cody and Ensign Charles Ellis Adams. The mechanic assigned to the flight, J Riley Hill, prepared the L-8 for it's flight,
As it was about to take-off, Hill was told that the ship was too heavy and ordered to say behind.
The L-8 took off at six a.m. At 7:50 a.m., about five miles east of the Farralone Island, they radioed that they were investigating an oil slick. "Standby..." was the last anyone heard of the crew of the L-8.....
Blimps were used in the war to patrol for enemy submarines. There were a number of bases throughout the United States. Two notable bases were Lakehurst, New Jersey and Moffett Field, California. Lakehurst was made famous by the crash of the Hindenburg in 1937. Lakehurst was the center of blimp activity on the east coast. Moffett Field, also know as Sunnyvale N.A.S - Naval Air Station - included an air field on Treasure Island in San Francisco Bay. It was from this air field that the blimps took off and patrolled the seas looking for Japanese submarines that hunted along the Pacific coastline.
One of these blimps was the L8. Purchased from Good Year, it was a new addition to the Lighter Than Air ships used by the Navy for anything from patrols to delivering goods. It was part of squadron 32.The L8 was the blimp that delivered supplies to the USS Hornet in April of 1942 for the Doolittle Raid on Japan. It flew missions from Treasure Island to the Farralone Islands and up to Reyes Point with a crew of three men attempting to site submarines.
It was equipped with two 350 pound bombs it could drop on the enemy.
On the morning of August 16th, 1942, the L-8 took off on it's morning mission. On board were Lieutenant Ernest Dewitt Cody and Ensign Charles Ellis Adams. The mechanic assigned to the flight, J Riley Hill, prepared the L-8 for it's flight,
As it was about to take-off, Hill was told that the ship was too heavy and ordered to say behind.
The L-8 took off at six a.m. At 7:50 a.m., about five miles east of the Farralone Island, they radioed that they were investigating an oil slick. "Standby..." was the last anyone heard of the crew of the L-8.....
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