Civil Aeronautics Board

“ Captain Polizzi realized that he would not be able to reach the Greensburg Airport because of the drag induced by the expanded engine cowling and the severe vibration set up in the failed engine with its propeller still windmilling. ”

“ As far as could be determined from an examination of the damaged airframe components, there was no evidence to indicate that the aircraft was not airworthy prior to the crash.
Impact forces were of such magnitude that the four engines were widely separated in the wreckage area. Molten masses of aluminum were evidence of the intense fire after impact. All propeller blades were found and from propeller domes, hubs, and blade positions examined, it was determined that they were set at blade angles between 29 degrees and 37 degrees at impact. ”

“ Surface winds along the route were westerly of less than five knots, becoming northwesterly ten knots at 2,000 feet and northerly ten to 15 knots between 5,000 and 10,000 feet above mean sea level. Over the northern two-thirds of the route occasional light icing would have been experienced in the clouds above the freezing level to 11,000 feet. Turbulence was unlikely except for possible light turbulence near Tanana. Over the remainder of the route and in the McGrath area light icing was present in the clouds and in precipitation above the freezing level. ”

“ The captain throttled the left engine, allowing propellers to remain in high pitch, and applied more power to the right engine. At 8:36 the vibration of the left engine began to increase in rapid intensity and soon reached such proportions that the instrument panel could not be read. At 8:40 the pilot radioed Pittsburgh that he was contact at 4000 feet over New Alexandria and coming in to Pittsburgh on one engine. About 8:45 the air speed had decreased from 120 miles per hour to 96 miles per hour due to the left engine cowling having spread open and flared out in the back. ”

“ ARTC shortly thereafter cleared VHBPE as follows: "ATC clears VHBPE to the San Francisco ILS Outer Marker via the Half Moon Bay Fan Marker direct to the San Francisco Outer Marker. Maintain at least 500 feet above all clouds. Contact San Francisco Approach Control after passing Half Moon Bay Fan Marker. Cloud tops reported in the Bay area 1,700 feet." This message was acknowledged and repeated back. The last communication from the flight heard by OFACS was at 0823 when the aircraft reported approximately 60 miles west of the coast. ”

“ Pilot Priest had nearly 2—1/2 hours of fuel upon leaving Tanana for a flight that he estimated would take about 1-1/2 hours. However, he became lost and consumed considerable time and fuel before reaching the general vicinity of McGrath. Based on conservative fuel consumption figures the fuel would have been [2] , or almost exhausted at the time of the accident. After receiving terrain altitude information from McGrath the pilot climbed into the overcast to ensure ground clearance. ”

“ The freezing level was 12,000 feet. The fog and stratus overcast were clearing inland toward the coast and within a short time after the accident, clearing conditions existed at the San Francisco Airport. Good visibility prevailed both above and below the overcast in the instrument approach area and at the airport itself. The mountains to the west and the crash area at an altitude of 1,950 feet were covered by dense fog completely obscuring the terrain ”

“ Examination of the left engine revealed that the No. 3 cylinder had core off during the flight, forcing the cowling off of its stops and causing it to open up and flare back, resulting in vibration and drag sufficient to prevent continuation of flight to cylinder, its piston, and wrist pin were missing, and all of the cylinder hold-down studs were broken off at the cylinder pad. ”

“ Upon departure from Kotzebue at 1315 [1] the gross weight of the aircraft was computed to be approximately 8,600 pounds. The maximum certificated gross weight for this aircraft is 7,850. The aircraft landed at Kiana at 1350, departed there at 1525, and then landed at Tanana at 1726 for a stop of approximately 2-1/2 hours, but no fuel was added at either place although available at both places. While at Tanana Pilot C. W. Priest was furnished the existing and forecast en route weather by an FAA airways operations specialist. ”

“ Following departure from Honolulu, the flight called the tower and requested to leave tower frequency. This request was granted. At 2302, the flight again called the tower and reported that it was over Diamond Head requesting permission to return to the airport. At this time the pilot stated, "We're having a little trouble with one of the props." The IFR flight plan was then cancelled. Three minutes later when over the airport, the flight reported: "The relay is working okay now; desire to continue flight." ”

“ Owing to severity of impact it was not possible to learn if there had been a malfunction of any component prior to impact, although all major components were accounted for at the crash site which was at an elevation of 1,800 feet above sea level. ”

“ Air Carrier The carrier is an Australian corporation incorporated in the state of New South Wales. Prior to April 25, 1948, the operations of this corporation were conducted under contract by another operator, Australian National Airways Pty. ”

“ Investigation and Hearing
The Civil Aeronautics Board was notified of this accident by the Federal Aviation Agency shortly after occurrence. An investigation was immediately initiated in accordance with Title VII of the Federal Av1ation Act of 1958. A public hearing was ordered by the Board and was held at Anchorage, Alaska, September 17, 1959. ”