Two questions:
1: When you hear the phrase "bomb on an airplane" what comes to mind? Northwest flight 253 bound for Detroit on Christmas Day? Pan Am Flight 103 bound for New York bombed out of the sky near Lockerbie, Scotland just days before Christmas 1988 killing 259?
2: Is this such a novel idea and should we expect the government to be able to protect us 100% of the time?
50 years ago, in the early morning of January 6, 1960 on a flight bound from New York to Miami, National Flight 2511 crashed near Bolivia, North Carolina. The evening started as any other at an airport terminal as 105 were set board their National Flight 601 from New York bound for Miami on a Boeing 707. A problem was discovered (broken window) with the aircraft. With no others similar in size available, National Airlines decided to break the flight into two groups and using two smaller aircraft, one a Lockheed Electra and the other being a Douglas DC 6B. Those who could be accommodated were placed on flight 601 (Lockheed) and the 29 remaining were placed on a flight 2511 (DC 6B). The flight originated at New York International Airport (Anderson Field) a hub for National Airlines. [1980, National Airlines was absorbed into Pan American Airlines.]
[The airport was originally built on grounds that once were used by Idlewild Golf Course. The original name of the airport was the Idlewild Airport that was renamed during WWII for General Alexander Anderson. In 1948, and until 1963, the name was changed to reflect both and carried the name; New York International, Anderson Field. In 1963 it was renamed and what we know today as the John F. Kennedy International Airport.]
[The airport was originally built on grounds that once were used by Idlewild Golf Course. The original name of the airport was the Idlewild Airport that was renamed during WWII for General Alexander Anderson. In 1948, and until 1963, the name was changed to reflect both and carried the name; New York International, Anderson Field. In 1963 it was renamed and what we know today as the John F. Kennedy International Airport.]
Finally, at 11:34 pm one of the two aircraft, National Flight 2511 departed for Miami with 29 on board and a crew of 5. The flight was routine and checked in with the company radio station in Wilmington NC at 3:31 am. At 3:38 am the flight began a sudden, wide, and descending right turn, presumably attempting to return and land at the Wilmington, NC Airport.
[In 1960, the tower at the Wilmington airport was not manned. It was the airline’s responsibility to maintain radio communications, thus the contact with the company radio station.]
Shortly thereafter, it crashed in a field near the town of Bolivia just south of Wilmington, North Carolina.
Based on the report filed by the Civil Aeronautics Board [predecessor organization that investigated crashes to the National Transportation Safety Board (NTSB)] the aircraft was most likely attempting to make an emergency landing at Wilmington. Many of the bodies recovered following the crash, were wearing “Mae West Vests” [a life jacket] and were preparing for a “water landing.” Following what later was determined to have been the explosion on board, enough of the aircraft remained intact to the point that it was able to begin the turning process in an attempt to land at the Wilmington Airport. However, just minutes later, the aircraft broke apart just above ground near the town of Bolivia, NC with much of the plane coming down in a field.
Early into the crash investigation, two bodies were missing and both created more questions than offered answers. The first was a Cuban banker flying back to Miami. Given the turmoil of the state relationship between Cuba and the United States, one initial consideration included the thought that he had contributed to the crash of the flight.
Early into the crash investigation, two bodies were missing and both created more questions than offered answers. The first was a Cuban banker flying back to Miami. Given the turmoil of the state relationship between Cuba and the United States, one initial consideration included the thought that he had contributed to the crash of the flight.
A second was discovered several days later, near Snow Marsh, (across the Cape Fear River from Kure Beach) that of Julian Frank, a New York Attorney. In the days that followed, the Coroner’s report revealed residue on the Frank remains that suggested he had been the victim of a violent explosion, probably involving dynamite. Based on the type and location of injuries, the blast occurred either in a bag carried on his lap or just under his seat.
As the investigation continue to unfold, during the recovery of the debris, remains from the 34th victim were recovered. They were found beneath part of the wreckage. With all 33 bodies recovered who were in the plane at the time it struck the ground, and all having similar injuries, the investigation focused on Mr. Frank.
The United States Marine Corp from Camp Lejeune sent hundreds of troops and helicopters in what was one of the largest military response to civilian disaster during the time. 450 US Marines joined 125 National Guardsmen in their search for aircraft parts and personal remains.
A hanger at the airport was used and painstaking effort was made to reconstruct the entire aircraft in the hanger. A large makeshift morgue was opened to conduct autopsies in the Southport High School Gym.
Among the dead included Retired Vice Admiral Edward O. McDonald.
The explosion occurred while in flight. The flight had a significant delay before departing. The aircraft used had not been in service for several days. And, since the aircraft was presumable over water, it was believed that the bomb had to have been onboard and activated by someone onboard.
As law enforcement poured over Frank's background, it was learned that he had been under investigation for fraud and embezzlement at the time of the crash. It was further learned that he had purchased significant amounts of life insurance before the trip.
Confounding evidence suggested that Frank, as a commercial lawyer, had insufficient knowledge to have built a complex suitcase bomb. Furthermore, another National Airlines (Flight 967) had crashed under similar circumstances less than two months earlier while over the Gulf of Mexico.
In the end, who did it?
Was the bomb placed on the plane before it took off? Unlikely.
Did an attorney with no known electronics or explosives knowledge, have access to the components and the ability to build such a bomb? Unlikely.
Did a “hit man” place the bomb under his seat, if so did he get the timing just that right, just that close? Very unlikely.
Did an attorney, who knew the law, and purchased significant amounts of insurance that he knew would be voided if he committed suicide, activate the bomb? Unlikely.
Did the crash of NAL Flight 967 have any connections with NAL 2511? Unknown.
We know what happened but we don’t know who did it. Officially, this remains an open, unsolved case.
So, let’s move to 2010. And as we recap this historical account, what have we learned?
Regardless of the approach with private guards and contract agencies, or more recently, as a nation, we have demanded and have received a level of security that makes it far more difficult for someone today to covertly take aboard, a concealed explosive device, and detonate it.
The type of device brought aboard Northwest Flight 253 was not detectible using traditional equipment that is normally found at a checkpoint.
Regardless of the approach with private guards and contract agencies, or more recently, as a nation, we have demanded and have received a level of security that makes it far more difficult for someone today to covertly take aboard, a concealed explosive device, and detonate it.
The type of device brought aboard Northwest Flight 253 was not detectible using traditional equipment that is normally found at a checkpoint.
This is more of an organized effort to strike a blow at the citizens of the United States, and less of an effort to take a singular action or "lone wolf" attack. Regardless, our nation will and should take reasonable steps to make the traveling public safer through additional technology and processes. From this conclusion I have three hopes: first; that it successfully dissuades someone from considering the next bombing, second; that it gives the flying public more confidence in the safety of commercial air travel, and third; that the new demand for new devices to protect the flying public creates domestic jobs.
History of JFK Airport http://www.panynj.gov/airports/jfk-history.html
History of National Airlines http://en.wikipedia.org/wiki/National_Airlines_%28NA)
Wilmington Star News, various newspaper accounts from the evening (special edition) of January 6, 1960 and included an anniversary edition, January 6, 1961.
Civil Aeronautics Board Investigation: http://ntl1.specialcollection.net/scripts/ws.dll?file&fn=8&name=*S%3A%5CDOT_56GB%5Cairplane%20accidents%5Cwebsearch%5C010660.pdf
Additional Accounts and Photos by a Photojournalist of the time, Hugh Morton:
Opinion of the writer:
Singular destructive acts, for the purpose of advancing ones position or creating anarchy for another has been going on longer than the existence of our country. From the Bath school bombings in 1927, the past 100 years of US history has more than a few acts of violence aimed at altering either local or national attitudes. While those were domestic terrorism events, and we used other terms to describe the actions, those acts where what we routinely describe today as terrorism. For terrorism to succeed, we have to feel, and act in a fearful way.
Singular destructive acts, for the purpose of advancing ones position or creating anarchy for another has been going on longer than the existence of our country. From the Bath school bombings in 1927, the past 100 years of US history has more than a few acts of violence aimed at altering either local or national attitudes. While those were domestic terrorism events, and we used other terms to describe the actions, those acts where what we routinely describe today as terrorism. For terrorism to succeed, we have to feel, and act in a fearful way.
Profiling those from certain countries may be helpful, but we need to be cautious. Timothy McVeigh, Richard Reed, Eric Rudolph were British and US citizens when each committed (or attempted to commit) an act of terrorism in the US. While a majority may come from a county on the terror watch list, or practice a religion that is neither Christian nor Judaism, however such a narrowed focus could make it easier to miss the Timothy McVeigh’s of the world.
I conclude by saying this; it is an unrealistic expectation that air travel, train travel, or life in general will ever be 100% safe from the threat of terrorism. That is the price of the constitutional freedoms we enjoy. I depend on the government to put reasonable rules in place to be sure we are reasonably safe in these locations and situations. But, nothing is nor can it be 100% without risk. The last but most important line of defense with terrorism is not the government, it is us.
I conclude by saying this; it is an unrealistic expectation that air travel, train travel, or life in general will ever be 100% safe from the threat of terrorism. That is the price of the constitutional freedoms we enjoy. I depend on the government to put reasonable rules in place to be sure we are reasonably safe in these locations and situations. But, nothing is nor can it be 100% without risk. The last but most important line of defense with terrorism is not the government, it is us.
What are you willing to do if someone attempts to ignite their shoe, or something hidden under their blanket? I certainly hope to never fly with a terrorist but I will add, if one is on my airplane, please let him sit next to me. And, even if you do not stop the terrorist, was his body found with an ink pen that traveled through his eye and embedded in his brain? Did his face have a distinct reverse impression of HP on forehead? Or did you watch him carry out his mission? Have you thought about this and are you prepared?
