Kee Bird - Rescue

Rescue

Search aircraft were dispatched from Ladd Field on 21 February. There were two B-29's (45-21871 and 45-21761), one B-17 Flying Fortress and one long-range OA-10A Catalina reconnaissance aircraft. Also available was an Air Transport Command C-74 Globemaster which was at Ladd in temporary status from Morrison Field, Florida performing cold weather testing. All other long range aircraft in Alaska were alerted for the search, and 9 B-29's of the 28th Bomb Group at Elmendorf Field responded to the call to aid in the search, and arrived at Ladd Field on 22 February 1947. However, since these aircraft were not equipped with bomb bay fuel tanks, they did not have sufficient range to fly to Greenland. The aircraft returned to their proper station on 23 February 1947. The first plane to take-off on the search was the B-17, flown by personnel of the 5th Emergency Rescue Squadron. This plane went directly to Point Barrow and originally was to have participated in the coastline search, but due to later developments returned to Ladd Field and was not active in the search mission.

The first B-29 to take-off was 45-21871. This crew was to search an area from MacKenzie Bay westward for about 50 miles inland. When the flight arrived in its search area, a report was received from Barrow Airways stating that they were in contact with a crashed airplane, and a position report would follow shortly. This position report was received about ten minutes later, and when plotted, indicated that the missing airplane was down on Daugaard-Jensen's Land, Greenland, at position 80 degrees north 61 degrees west, approximately 280 miles north of Thule, Greenland (Bluie West Six).

Course was set for the last position received, after consulting the flight engineer about the fuel situation. The coast of Greenland was reached about 2345 AT and a systematic search was started. The twilight period was just beginning when the aircraft reached the search area, which added to the difficulty of sighting activity from the aircraft to the ground. At the completion of the last flight line, at 0130 AT, 22 February 1947, a message was received from the Barrow Airways with instructions for the aircraft to discontinue its search and start his return flight to Ladd Field, at 0130 AT.

The second search flight took off at 2310 AT, 21 February 1947, in B-29 45-21761 (Boeings Boner). As the Kee Bird's navigators were constantly making celestial observations in order to aid the search planes in locating them, the mission was much easier since more information was received as to the lost airplane's approximate position. In addition, more time was available in which to plan the mission, and a direct course was set to Greenland. On reaching the area where Kee Bird had landed at 0745 AT, a search was started and with information from the lost crew. The first actual sighting was made at 0830 AT. Eight runs were made over the downed plane, dropping the supplies carried for that purpose. Kee Bird's crew requested that some coal be dropped to them in order that they could build a fire for warmth and cooking. The crew was instructed to destroy the radar, Loran, and the IFF sets, and to bring back, when they were evacuated, all exposed film, airplane files and all maps. 21761 then returned to Ladd and landed safely.

At approximately 1900Z, 22 February 1947, Headquarters, Air Transport Command received notification that a Strategic Air Command B-29 very long range reconnaissance aircraft had made a crash landing in Greenland, at position 80 degrees north 61 degrees west, approximately 280 miles north of Thule (Bluie West Six). This was the first information received by the Atlantic Division and plans were made to give every possible assistance.

Two C-54D Skymaster aircraft (42-72640, 42-72643) were alerted for immediate departure from Westover Field, Massachusetts to Thule (Bluie West Six). The first aircraft, 2640, carried JATO rockets and was ordered to proceed directly to Thule via Goose Bay Airfield, Labrador with whatever survival equipment and Arctic kits were available at Westover and pick up any additional equipment at Goose Bay flown there from Stephenville by Newfoundland Base Command aircraft. The aircraft was then to proceed direct to Thule and from there to the scene of the crash and search until contact was established. Radio frequencies of the B-29 aircraft were to be furnished as soon as they became available. When contact with the downed B-29 was established, the crew of the C-54 was to airdrop such survival equipment as was available. The aircraft was then to return to Thule for additional supplies as required to be air dropped.

The second C-54 aircraft (#2643) was to load Arctic kits at Westover, proceed to Goose Bay, and then proceed to Thule and assist the first aircraft in shuttling between Westover. Goose Bay, Bluie West-1, Bluie West-8 and Bluie West-6 (Thule) for the purpose of laying down Arctic kits, survival equipment and supplies that may be needed to aid in the rescue of the B-29 crew. The plan of operation was confirmed by teletype to Newfoundland Base Command and all base units in Newfoundland and Greenland Base Command areas.

Lt Cavnar, the pilot of C-54 #2640 landed at Thule 0131Z 24 February. A ski-equipped C-47 from Ladd Field had arrived at Crystal II, and was requested to stand by if needed. En route from BW-8, the B-29 was contacted and it was discovered that the B-29 was actually on the lake where it was planned to land the C-54. A mistake of one (1) degrees longitude had been made in reporting the plane's position. The mistake was discovered when the pilot of the B-29 reported that the plane was on the lake. Further information from the B-29 indicated the lake was covered with smooth-rolling snow drifts varying from two (2) to ten (10) inches in depth with a hard wind crust top. As the underlying ice supported the weight of the B-29, the thickness should be sufficient to support the C-54. A C-54 had the capability to land in up to ten (10) inches of snow, so the really only unknown factor would be the approaches for landing and take off from the lake, and this was to determined by making low passes over the lake.

Discussions were held with Mr. Edward Goodale, an Arctic specialist, who was the officer in charge of the U.S. Weather Bureau Station at BW-6. He agreed to accompany the C-54 to the scene to assist if anything went wrong. He also supplied shovels in the event they were needed to clear a runway for take-off after landing. The take-off was planned for the following morning about 09:30 local time in order to arrive at the scene at high noon when the light would be best. At Thule the sun appeared above the horizon for the first time on February 24.

JATO bottles were fitted to #2640 at Thule and take-off was made at 1410Z. #2643 accompanied the rescue aircraft. The B-29 was easily located due to the fact that the B-29 crew had built a fire of engine oil and rubber rafts which threw off a column of black smoke. Lt Cavnar made two (2) passes over the scene and then landed with very little difficulty at 1543Z. He then taxied up and down to break out a take-off runway. Upon completion of this, all non-essential equipment not required for the flight was removed from the C-54

The pilot of the B-29 had already destroyed all classified material and equipment by burning and smashing with an axe. Capt. Setterich in the second C-54 (#2643) circled the two planes taking pictures and making general observations. The crew of the Kee Bird boarded the C-54 and took off at 1625 from the frozen lake assisted by the JATO rockets with all survivors aboard. After take-off, Lt Pope, Medical Officer from BW-8, examined the survivors but found no frozen parts but did find mild cases of shock and exposure. After that, all survivors stretched out on sleeping bags and kapok mattresses, and slept as much as possible during the return flight. At 1840 the C-54 landed at Thule, and the survivors and the rescue aircraft crew were given a steak dinner. At 2200 the C-54s departed Thule for non-stop flight to Westover Field, Massachusetts with all survivors and crew members aboard, arriving at 1243 24 February. The B-29 aircraft was written off and abandoned, and dropped from Air Force inventory records.