February 3rd

Harvey Kubernik put together an EXCELLENT piece remembering Buddy Holly, Ritchie Valens and The Big Bopper that ran in Ugly Things last year as celebration and remembrance of the 60^th Anniversary of that fateful plane crash.

We thought you might enjoy revisiting it now …

http://ugly-things.com/buddy-holly-ritchie-valens-and-the-big-bopper-remembered-60-years-on/ 

Of course, we've run a few tributes of our own over the years, beginning with (God, this is SO hard to believe!) the 50th Anniversary back in 2009.

Here is a link that'll take you to our 2015 tribute, which also links back to our 2009 tribute ...
https://forgottenhits60s.blogspot.com/search?q=buddy+holly
 

Meanwhile, FH Reader LJ Coon has been working very hard for several years now to get an investigation opened into the complete circumstances of the plane crash that took the lives of Buddy Holly, Ritchie Valens and The Big Bopper 61 years ago today.  (In fact, Forgotten Hits was the first to report on his efforts ... months later television news and newspapers picked up on the story ... but quickly abandoned it when it looked like nobody was really interested in investigating things any further.)

LJ has not given up the fight, however ... so on this 61st anniversary, we're going to let him bring you up to speed on just where things currently stand.

Will we ever know the truth, the whole truth and nothing but the truth?  After 61 years, I sincerely doubt it ... but Coon himself raises enough doubt to at least pique an interest in continuing some sort of investigation to, at the very least, bring closure to this case. 

I'll let him pick it up from here ...   

Hey Kent, 
Thank You so much for running the following on February 3rd, 2020, on Forgotten Hits. 
I have reached out to The Omaha,NE FBI office, which has jurisdiction over The State of Iowa ... 
I have reached out to The Iowa Cerro Gordo County Sheriff's office  ... 
I have reached out to The Clear Lake, Iowa / Mason City, Iowa Congress and Local Representatives ... 
I have reached out to The Iowa Cerro Gordo County Attorneys office 

This is what The Dwyers, owners of the aircraft that crashed that fateful night have said:  

"This is gonna stir things up ... and some folks are not gonna like what I have to say.  But you have to remember ... I was the only one there and I kept some of the wreckage.  There’s a reason I still have it.  It backs up what really caused this crash."

Here is a copy of the response that I received from The Iowa Cerro Gordo County Attorneys office:

Mr. L J Coon,
I appreciate your concerns over the aviation incident that took place in 1959. 
However, we have not found any Investigative files which would suggest that an Investigation actually took place in 1959. 
I have discussed this with law enforcement and they concur (regarding the lack of Investigative files).    

I was unable to locate any information on whether The FBI or any other Federal agency actually Investigated this matter.

Thank you so much for The 'Forgotten Hits' support 

Team Forgotten Hits:

An FBI Investigation was Requested: 
61 years:  The Mason City Iowa Accident February 3, 1959
(The 'Tragic Airplane Crash' that will forever be remembered as 'The Day The Music Died') 
By: LJ Coon   

Owner / Operator (Dwyer Flying Service Mason City, Iowa Airport) Barb Dwyer and her husband Jerry Dwyer have always maintained that 'They Know What Really Happened.' They have the evidence from 61 years ago ... and have been concealing this evidence since The Accident took place on Tuesday, February 3, 1959.

Barb Dwyer has always maintained that her husband, Jerry Dwyer, was not allowed to speak at The Aviation Hearings in 1959 even though they had concealed evidence showing 'What Really Happened'.

The Dwyers (the owners of The Aircraft and Flying Service that was involved in 1959), have claimed publicly to possess crucial information directly related to this Investigation going forward. This crucial information was never revealed and has remained hidden from Law Enforcement and The Courts.  

The Dwyers have continued to publicly offer this crucial / concealed information as 'The truth about what really happened' during the February 3, 1959, Aviation Accident (N3794N). 

The Dwyers have offered publicly that they were not allowed to speak or testify during The 1959 C.A.B. hearings.  

"This is gonna stir things up, and some folks are not gonna like what I have to say. But you have to remember: I was the only one there and I kept some of the wreckage. 

There’s a reason I still have it.  It backs up what really caused this crash."

Pilot Roger Peterson:  0058Z Tuesday, February 3, 1959

Within minutes after departure, Pilot Roger Peterson was tasked with performing a 'Forced Landing' with the aircraft He was in charge of (N3794N) 0058Z on Tuesday, February 3, 1959.

'Forced Landing'  is a noun:

"An act of (abruptly bringing an aircraft to the ground) or the surface of water in an emergency".

It is a landing by an aircraft made under factors outside the pilot's control, such as the failure of engines, systems, components or weather, which makes continued flight impossible. The aircraft is forced to make a landing due to technical problems. Landing as soon as possible is a priority, no matter where, since a major system failure has occurred or is imminent. It is caused by the failure of or damage to vital systems such as engines, hydraulics, or landing gear, and so a landing must be attempted where a runway is needed but none is available. The pilot is essentially trying to get the aircraft on the ground in a way which minimizes the possibility of injury or death to the people aboard. This means that the forced landing may even occur when the aircraft is still flyable, in order to prevent a crash or ditching situation.

DURING A FORCED LANDING, CHECKING THE FOLLOWING ITEMS WOULD HAVE BEEN STANDARD OPERATING PROCEDURE FOR THE PILOT IN A CONTROLLED "FORCED LANDING":

The Battery, The Generator and The Ignition Magneto Switch should be placed in the OFF position 

LANDING GEAR-UP is optional during a 'Forced Landing'

Select Landing Straight ahead

Select Landing into the wind

Report: The 1959 CAB Report stated that ...  

"The Ignition Magneto Switch was found in the OFF position"

"The Landing Gear was found in the UP position"
"The Airspeed Indicator was found stuck at 165.0 MPH and 3000 VSI" (Note: N3704N VSI only went to 2000 FPM)

"The fact that the aircraft touched the ground (right wing, tip first) with the nose lowered slightly, indicates that some control by The Pilot was being effected at the time"

"The aircraft's compass was found stuck on a Northwest 315 degree heading"   
CAB - Pilot Roger Peterson entangled until Investigators removal.
CAB - J P Richardson ejected, found 40 feet to the Northwest of N3794N.
CAB - Ritchie Valens ejected, found 17 feet to the South of N3794N. 
CAB - Buddy Holly ejected, found 17 feet to the Southwest of N3794N.

'Safety studies of the Beech Bonanza-35 V-Tail were conducted by Beech Aircraft and Cornell University. 

('The low-wing design and strong crash-resistant cabin compartment would protect passengers during a Forced Landing'.) --  "Beech Aircraft Corp".

From the first production in 1947 through February 3, 1959, here is what Beech Manufacturers knew about the design of the 1947 Bonanza-35 V-Tail Aircraft ...

The Beech Aircraft Company was the first major aircraft manufacturer to directly integrate into its aircraft design a 'Strong Crash-Resistant' cabin compartment that would protect passengers during a forced landing. The design incorporated a long nose section to allow 'gradual impact' deceleration of the occupants. It possessed a reinforced keel section in the fuselage, as well as a reinforced cockpit area to provide a “Cocoon” around the occupants.

The structure was designed not only to provide a 'strong protective envelope,' but the 'strong floor' consisted of longeron's (longitudinal beams) to encourage sliding over the impact surface rather than digging into it.  Although very rigid, the structure 'was not designed to be energy absorbing.' 

The wing design of the Bonanza-35 was intended to attenuate energy during an impact. The seats in the aircraft were hard-mounted to the spar truss. 

The aircraft also incorporated a breakaway instrument panel and yoke to reduce occupant head trauma. The Bonanza-35 aircraft was truly ahead of its time. 

Beech Aircraft’s Bonanza-35 V-Tail marketing campaign highlighted The “Survivability” features of the aircraft. However, in the mind of the consumer, advertising The "Survivability" admitted that aircraft crashes were possible.
This marketing approach was a huge failure, since the General Aviation community was not ready to hear about anything suggesting the possibility that an airplane might crash.

Was an aircraft service that was certified by The FAA to ONLY carry passengers for hire VFR (Both Day & Night)

*0058Z February 3, 1959 ... Weather visibility was 6-miles, and the ceiling was 3,000 feet ...

In other words, Dwyer Flying Service was restricted by weather limitations (The Weather had to be VFR ONLY)

a). Certified by The FAA to carry passengers for VFR flight (Both Day & Night), ONLY

b). Insured by their Insurance company and bound to these FAA restrictions, until determined otherwise.

Note:  Following The Mason City Accident, February 3, 1959, The FAA 'Did Not De-Certify' The Dwyer Flying Service, and their insurance company 'Did Not Cancel' them.

These two actions indicate that The Dwyer Flying Service had complied with The FAA restrictions of VFR ONLY (Both Day & Night) 0058Z February 3, 1959, and the insurance company agreed by not canceling.  So ... it wasn't Weather-Related at anytime.
The FAA and The Dwyer Flying Service's insurance company agreed by their actions to NOT to de-certify and NOT to cancel. 

Despite what has been reported countless times over the past 61 years, It Wasn't Snowing:

a). Five Adult Witnesses offered that it wasn't even snowing lightly during the Departure phase on February 3, 1959 0058Z (It fact, it did not snow until the next morning, which was historically recorded in the Coroner's report and thus has been repeated as fact ever since.)  But it was NOT snowing at the time of take off or the time of the crash.

This observation was confirmed by five adults that were present during the departure as well as the flight proceeding North West bound, leveled at 800 feet.

A 'Trace' of snow fell between 0058Z to 6:30 a.m., February 3, 1959. Additional snow from 9:30 a.m.

b). The Historic Flight was for 3.5 minutes and 4.9 Miles to The Northwest of The Mason City Iowa Airport. They did not fly into a pending storm.

A 'Slow Descent' of N3794N was witnessed by The Aircraft owner (Jerry Dwyer) and The Tower Operator. 

They were on the roof of The Mason City Iowa Airport and witnessed the 'Slow Descent'.

There was no pending storm moving in that affected or was weather related for this 3.5 minute Fligh

There was no "Hollywood Snow Storm."

As recorded in The Coroner's report, the only snow that fell from 0058Z to 6:30 a.m. was measured as "a Trace." 

For 3.5 minutes / 4.9 miles N3794N 'Did Not' encounter a Snow Storm or Lowered Visibility which was reported as 6 miles visibility on departure. Additional snow fall took place after 9:30 a.m. February 3, 1959 

c). Visibility was reported by The Mason City Iowa Airport as 6 miles visibility for February 3, 1959 0055Z

(The aircraft N3794N began a normal 'Slow Descent' until its right wing tip touched first on the farm field 4.9 miles northwest of The Mason City Iowa Airport )

d). The Mason City Iowa Airport reported The Ceiling was 3,000 feet (The aircraft N3794N climbed to only 800 feet and leveled off)

e). N3794N level at 800 feet proceeded visually to the Northwest.

It began a witnessed normal 'Slow Descent'.

The Landing Light was witnessed as 'turned back on.'

The landing gear was left retracted.

The power source (The Magneto Switch) was found in the OFF position ... (There are three key-notched positions to reach the OFF position)  

The Coroner would indicate that Pilot Roger Peterson's right thumb was freshly amputated at the first interphalangeal joint (Distal Thumb Tip) and the right index finger tip area with a curved dorsal laceration. 
Turning The Magneto Power Switch to OFF is indicative of preparation for a 'Forced Landing'.    

Eye-Witness Accounts indicate that, while the 1959 CAB - report stated that ... N3794N touched 'Right Wing Tip first', with it's 'Nose Lowered Slightly'.

a).  Iowa Home Owner (Ruth Pickering) witnessed  'The Landing Light On'  as N3794N attempted to maneuver.

b).  The FAA tower operator, and N3794N's owner witnessed the aircraft in a 'Normal Slow Descent'.

c).  The 1959 CAB - report mentioned that N3794N's Airspeed Indicator was found stuck at 165 Mph and 3,000 VSI (N3794N VSI only went to 2,000 fpm). N3794N was in a witnessed

d). 'Normal Slow Descent'.

In My Opinion: 
The Tail Tip Fuselage Skin area (Right Upper Side) is the only area that depicts this type of damage / corrosion to the Fuselage Skin surface.  There may have been an existing 'corrosion issue' with the stabilizer / elevator support area.

N3794N Bonanza-35 V-Tail Fuselage Tail Skin Lower and Upper (LH & RH)

In the historic photos from The Mason City Iowa Accident February 3,1959, the tail tip section has an area of damage on 'The Fuselage Skin'. This area is usually covered by The V-Tail Stabilizer / Elevator as well as The Tail Cone Assembly

a). The Stabilizer (L&R) mounts on over The Upper Fuselage Skin (LH & RH)

Additional mounting continues to The Inner Bulkhead Assembly (frame,stiffeners,doubler, and bracket assemblies).

b) The Reinforcement Tail Cone (LH & RH) would mount to the back of the last Bulkhead Frame as well as The Tail Cone Assembly (Lens, and Lamp).

With the stabilizer / elevator removed, the last two bulkhead frames / stiffeners removed, and the tail cone removed.

In the February 3, 1959 historic photos, the upper (LH & RH) outer Fuselage Skin Edge of N3794N is exposed and the right hand upper skin depicts corrosion on the very edge that would have most likely been covered by the mounting of the tail cone.

When viewing the photo's of The Tail Tip Section it is very evident that The Upper Tail Fuselage Skin (Right Hand Side) edge has a level of 'Corrosion' right where The Skin would have been mounted to the last Tail End Bulkhead, and also would have been covered up by The Tail Cone assembly. 

When viewing the historic photo's The Tail Tip Fuselage Skin area (Right Hand Upper Side), is 'The Only' area

that depicts this type of Damage / Corrosion to the Fuselage Skin surface. 

'There may have been an existing 'Corrosion' issue with The Tail Fuselage Skin, The Stabilizer/Elevator support', and The Tail end 'Bulkhead support assembly'.

In the February 3, 1959 Historic photos did not show The Right Wing, It's condition, or It's location.

The CAB - reported ...'That all aircraft components were accounted for'.

Now at the midway point of 588 feet total (290 feet)... (1 1/2 seconds from Right Wing Tip touch), N3794N is completely 'backwards sliding' on the underside of it's fuselage with the landing gear in the up position.  At this point the aircraft has a large right side section of The fuselage missing, The right door, The right front engine cowling, and The right back seating fuselage wall area, leaving a large opening on the right side of N3794N's fuselage as well as The entire right Wing missing, and support section between both wings breached.
At this midway point ...The Right Wing has been ejected (and most likely sections of the fuselage around the right wing / left wing support underbelly coverings are also ejected). 

In the last ...1 1/2 seconds (in a total of 3.5 seconds) N3794N's 4-occupants, luggage, seating, tail section, engine, remaining fuselage, and 'Left Wing' are sliding backwards at a approximately Linear reduced 133.636 Mph (Minus a large right side section of the aircraft's fuselage, 2-Propellers, and The Right Wing). 

N3794N is now sliding on it's undercarriage backwards at a linear reduced speed (now less than) it's Right Wing Tip touch down speed of approximately 

133.636 Mph. 

At Some point ... just before or at some point before N3794N's tail section touches or reaches the wired fence line The still attached Left Wing is loose enough from any main underbelly support that The Left wing makes 1- upwards front to back (Rolling Pin) like rotation. The Left Wing would have been encouraged to make this rotation as it slide or rolled over any object (disturbing a smooth slide), it may have encountered just prior to the tail section of fuselage touching the wired fence line. 

In MY Opinion: 

Prior to The Left Wing coming to rest upside down, reversed, and on an angle

against the Left side of N3794N's fuselage. The 'Left Wing Flap assembly'

struck / slid over an object on the frozen farm field.

Down by The Bowed section of Aircraft, just at the frozen farm field surface / grass area.

Looking into The Bowed section there is a cross member just at the frozen farm field surface.

On that cross member is a light in color, 'Putty Like' substance, in both of the following Historic Photos

N3794N: 1947 Beech Bonanza-35 V-Tail

In MY Opinion:

The object that was hit by N3794N's Left Wing Flap assembly. 

Left behind a light in color, Putty like substance embedded on a cross member directly back under 

The Bowed Left Wing Flap assembly. 

(The Originating source of the putty like object would have had to be in place, prior to the Left Wing Flap encounter)

The 1949 Beech Bonanza-35A V-Tail

Involved a 'Major Strengthening' of The Wing and change in The Wings carry-through structure as well as strengthening of the Beech Bonanza-35's V-Tail. These major structural changes added 100 pounds to The Gross Weight, now 2650 lbs. (100 lbs of Wing structural / strengthening) after The 1947 production of  Dwyer Flying Service's 1947  

In 1954 The Beech Aircraft Corporation was granted a DOA. Further models would be certified under The DOA procedure. 

(Under The DOA procedure, The FAA delegated to Beech Aviation Airplane Manufacturer the authority to Certify Airplanes. The manufacturer is then 'Responsible' for maintaining as well as preparing All required engineering documents, and type certification ).

In 1959 (following The Mason City Iowa Accident): 

Beech Aircraft Corporation studied the effects of Adding a Kit to The Beech Bonanza-35 V-Tail section, a 'Stub Spar Kit'.

In 1959 (following The Mason City Iowa Accident):

Beech decided to market a New Airplane as a Low-Cost Bonanza derivative. 'The V-Tail was Replaced 

with a conventional Tail, extras removed, lower horse power engine 225 hp, and The Gross Weight  now 2900 lbs. This All took place Less Than 24 months, N3794N Beech Bonanza-35 V-Tail, after 'The 1959 Mason City Iowa Accident'. 

In My Opinion:  
a). For a total of 588 feet of frozen farm field (from The Right Wing Tip touch down point, to The 9 strand barb wired Fence line). 

b). The 1959 CAB-report of a stuck Indicated Airspeed of 165.00 Mph and VSI 3,000 fpm (N3794N VSI only went to 2,000 fpm) could have been the instrument indication (as The Nose dipped over). N3794N was in a witnessed 'Normal Slow Descent' an airspeed much less than The 1959 CAB-report indicated. It should be noted that a drastic reduction in airspeed within the First 7 tenths of a second would have taken place after The Nose section impact the frozen farm field.

c). At the start of the 588 feet slide ...  For a Total of 3.5 seconds at approximately 133.636 Mph reducing in speed via linear deceleration by the mid-way point of 290 feet, and impacting The Wired Fence Line as the fuselage travels backwards at 47.00 Mph on the frozen farm field.  (A Normal Landing ground roll would have been 580 feet) *

1947 Beech Bonanza-35 V-Tail

In My Opinion: 

N3794N ... was initiating a 'Forced Landing'  with The Landing Light on, in a witnessed 'Normal Slow Descent'. It should be noted that this type of descent  would have been at a slow airspeed not at The 1959 CAB-reported 165.0 Mph and VSI 3,000 fpm (N3794N VSI only went to 2,000 fpm)

In My Opinion N3794N's Indicated Airspeed was much slower when The Right Wing Tip touched the frozen farm field with it's nose lowered slightly.

(As The Aircraft Nosed Over...The Indicated Airspeed would have increased to the point that was 'Found Stuck' by The 1959 CAB).

Then with N3794N's 'Nose Lowered Slightly', the front section impacted the frozen farm field and the aircraft's airspeed at that point would have then reduced to approximately 133.636 Mph (and would have been further reduced via linear deceleration for 588 feet until reaching an approximate speed of 47.00 Mph as N3794N impacts The Wired Fence Line, Tail first.)
As the Right Wing Tip touched the frozen farm field, a collapsing of The Right Win support occurred, and almost simultaneously the aircraft nosed over and N3794N's Propellers broke off at their hubs.
The Clock count down of  3.5 seconds begins ...N3794N continues across the ground with a speed of an approximately Linear reduced 133.636 Mph and counting the seconds. 

With The Right Wing and supports damaged / readied for detachment, The section of fuselage directly above The Right Wing, The front right engine cowling, The entire Nose section, and The Right rear back seating fuselage wall, all breached from The Right Wing Tip impacting the frozen farm field, sets the start of clock count down of 3.5 seconds.

N3794N's tail began to turn to The Left so that the Tail is now forward as the aircraft remains in motion. (Full Left rotation of N3794N's tail section takes place approximately midway down the total of 588 foot section of frozen farm field that the aircraft traveled).

Complete reversal ... The back of N3794N is now the front, and occurs approximately at the midway point in 1 1/2 seconds, after the collapse of The Right Wing section at field touch down point. 

At the midway point approximately 290 feet from Right Wing Tip touch down. N3794N loses/ejects what remains of The Right Wing (depositing The Right Wing approximately at the midway point of 588 feet, The semi intact fuselage continues to slide backwards. 

As The Right Wing separated from N3794N's fuselage, it took with it a large section of The fuselage, The right door, The right front cowling, The right back seating fuselage area, leaving a large opening on the right side of N3794N's fuselage at approximately 290 feet of travel, from the point where the Right Wing Tip touched first on the frozen farm field.

It should be noted: The CAB - report, did not mention The Right Wing, The amount / area of the fuselage it ripped out, It's detachment, It's condition, It's location, It's fuel content, or the breach of the support whether before or on impact with the frozen field.
The Left Wings leading edge is now facing the wired fence line, and the entire Left Wing is now up side down, The Left Wing still semi attached to the remaining section of fuselage the historic photo's depict a 'Large bow or hump' in the aircraft's Left Wing Flap as it must have slide over a large object on the frozen farm field. The bow or hump in The Left Wing Flap is interesting as it is not a crease or a dent. This bow or hump would not have been caused

by a rock, ice, or stump as this is an active farm field that was left with close cut stubble for the winter. It would appear that The Left Wing Flap slide over the top of a large object on the farm field causing a bow or bump in the aluminum Left Wing Flap, just prior to the Tail section touching the Wired Fence Line. 

In My Opinion: 

'A Heavy object in motion, tends to stay in motion'.

In the last 1 1/2 seconds remaining ... at a linear decelerated reduced speed from 133.636 to 47.0 Mph N3794N's tail section touches the wired fence line (as the aircraft slides backwards)The tail section raises up in the air and comes to what amounts as a sudden stop against the wired fence line. 

With N3794N's fuselage weakened by the lack of support from the missing Right Wing.

The lack of wing support allows for the collapsing of all forward components. 

As the momentum turning motion continues around to the right the momentum creates a ripping that opens the front fuselage back to the left side back window and back passed the baggage door on the right. 

The right side of N3794N's fuselage collapses in on itself right around the baggage door area, as The entire front fuselage section ( mid wings forward) continues to be ripped loose, and forced around to the right ).  '

Pilot Roger Peterson still seated / entangled in N3794N ends up boots facing the Northern wired fence line, and the remaining intact fuselage facing the opposite or Southern direction. 

Pilot Roger Peterson is entangled in N3794N's front section as the other three occupants (JP Richardson, Ritchie Valens, and Buddy Holly) are ejected from the large opening created as the aircraft's momentum, the momentum from the weight of the engine, the fact that the Right Wing was ejected back at the mid-way point, this breached the underbelly support.  Any part of the aircraft on top of what was left of the wing support, and any part of the aircraft that is forward of the breached wing support is subject to centrifugal forces that rip / whip the entire front section open and around to the right. 
(This 'right whipping motion that is occurring continues' at 47.0 Mph, as the aircraft's tail section reaches / touches / stops at the wired fence line, and the aircraft's engine still in motion applies forces like those of a 'foot pressing down on an aluminum can' , as the engine rips around to the right side of the fuselage).

The Aircraft was traveling at a witnessed 'Normal Slow Descent', or at a slower airspeed than The 1959 CAB-reported stuck indicated airspeed of 165.0 Mph and VSI 3,000 fpm (N3794N VSI only went to 2,000 fpm),  touching the frozen farm field Right Wing Tip first then once The aircraft nosed over within 7 tenths of a second reducing it's airspeed to 133.636 Mph.

The Aircraft touched Right Wing Tip first, then the Nose section impacts, then traveled for approximately 588 feet in 3.5 seconds before reaching a stopping point against a wired fence line at a linear reduced speed of approximately 47.0 Mph.

(By the time the Aircraft reached the mid-way point approximately 290 feet from The Right Wing Tip touch down. The Aircraft's tail had completed a 180 degrees left  turn until the Aircraft was traveling backwards towards, the wired fence line).

It should be noted: The Full 588 feet N3794N travel represent the aircraft going from 133.636 Mph then to 47.0 Mph. 

N3794N's speed decrease to an approximate 47.0 Mph impacting The 9 strand barb Wired Fence Line, all in 3.5 seconds.
With N3794N's fuselage weakened by the lack of support from the missing Right Wing, Right side engine cowling, Right side fuselage door over Right Wing are, Right side fuselage rear seating area. The lack of wing support and the front section damage allowed for the collapsing of all forward components. 

As the momentum turning motion continues around to the right. The momentum creates a ripping of the aircraft's engine towards the right side and back that opens the front fuselage back to the left side back window and back passed the baggage door on the right of N3794N.

With landing gear in the up position. The Right Wing Tip touches the frozen farm field first with the Nose Lowered slightly. The Right Wing / Wing support would have been breached. The Front section of N3794N hits the frozen farm field crushing the Lower engine cowling as The 2-Propeller Blades strike the frozen ground and break off at the hubs.

The clock counting down in seconds, (3.5 seconds total) from a witnessed 'Normal Slow Descent' a slower airspeed than the 1959 CAB-reported stuck indicated airspeed of 165.0 Mph, and VSI of 3,000 fpm (N3794N VSI only went to 2,000 fpm), then in 7 tenths of a second reduces to 133.636 Mph. With 588 feet to go before reaching The Wired Fence Line. N3794N reaches approximately 47.0 Mph with impacting forces against the wired fence line. *

N3794N 

The V-Tail Bonanza Introduced by The Beech Aircraft Corporation in 1947 is a distinctive airplane in any respects.The airplane was an instant success and 1,209 airplanes were manufactured in the first year. The growing enthusiasm for the airplane was tempered by a higher than normal incidence of in-flight airframe failures that plagued the original "Straight" Model Bonanza-35 V-Tail. With the ingoing controversy, each incident involving a Bonanza in-flight structural failure renewed the concern V-Tail Bonanza owners. By June 7, 1984 ( 25 year / 4 months from February 3, 1959 ) The president of The American Beech Bonanza Society, wrote to the Federal Aviation Administrator requesting that The FAA conduct a Special Investigation into The Beech Bonanza V-Tail. The Administrator of The FAA took immediate action to initiate an investigation.  (Asked to conduct a study that would produce conclusive data that either proves or refutes the allegations of defective Beech Bonanza V-Tail designs.) 

In Closing:  
I believe that The 1959 (CAB) Civil Aeronautics Board Investigation / Accident report / Probable Cause findings of 

The Mason City Iowa Accident Tuesday 0058Z February-3-1959' Should Be 'Found Inconclusive' while The NTSB conducts a thorough Investigation of The February-15-1959 (CAB) Civil Aeronautics Board 'Probable Cause' findings.

Kindest Regards,

LJ
LJ Coon

Did you guys get all that???
(Then you had to be paying much closer attention than I was!!!  lol)
But all kidding aside, you can see the amount of time, effort and research that has gone into LJ's efforts to have this accident investigated to the point of resolution.  (It's amazing to me to think that this wreckage still exists after 61 years ... but then again every year thousands of people make the pilgramage to Clear City, Iowa, for the annual Winter Dance Party ... so Buddy's legion of worldwide fans live on in awe of a life cut short.  We were never able to realize and enjoy his true potential ... but Holly made his mark in a VERY big way in the short time he was able to spend with us.

Thanks again to LJ Coon for his on-going efforts ... he has bended the ear of many an organization at this point ... hopefully enough of these will agree with him to investigate all of these circumstances further.

Meanwhile, the short but sweet Buddy Holly HIT LIST: 

1957 - That'll Be The Day (#1)
1957 - Peggy Sue  (#2)
1957 - Everyday  (#51)
1957 - Oh Boy! (#7)
1958 - Maybe Baby (#9)
1958 - Rave On (#37)
1958 - Think It Over (#27)
1958 - Fool's Paradise (#58)
1958 - Early In The Morning (#23)
1959 - It Doesn't Matter Anymore (#13)

Other songs of note:
Crying, Waiting, Hoping, I'm Lookin' For Someone To Love, It's So Easy, Love's Made A Fool Of You, Not Fade Away, Peggy Sue Got Married, Reminiscing, True Love Ways, Well, All Right, Words Of Love

Buddy's music has been covered by SO many artists over the years, many of whom's work is probably better known today than Buddy's own original recordings.  But when one considers that Holly was truly "on the scene" for only a brief two years, his hit ratio is quite remarkable.  The saddest thing about his death is not knowing what other treasures he may have given us had he lived.  As such, his legacy looms larger than life for most.

Today we remember Buddy Holly, The Big Bopper and Ritchie Valens ... on The Day The Music Died.