by the Civil Aeronautics Board

“ The PCA Superintendent of Maintenance testified that "34 inches of manifold pressure at 2200 r.p.m. is normal take-off power. However, instructions are also set up that for maximum power 351⁄2 inches at 2200 r.p.m. is permissible." He further stated that he believed "the engine could be operated at short intervals up to 40 inches" manifold pressure and that the engine "could be used in extreme emergency up to that 40 inches, as a last resort, without giving any further thought than to avoid an accident." ”

“ During a normal take-off the manifold pressure is increased with acceleration up to the maximum permissible, which, according to PCA instructions, is 34 inches. If a normal take-off were started immediately after the fuel supply to one engine had been inadvertently cut off, the length of time required to exhaust the fuel in the carburetor and fuel lines to this engine would be about 20 seconds, the approximate length of time in the take-off at Charleston before the right engine stopped. ”

“ There was no large rag or other material found against the carburetor grid of the right engine of NC 13359. Nevertheless, a test was conducted to determine the effect of a single large obstruction in the cold air duct. A similar engine was run up at 28 inches of manifold pressure and 2150 r.p.m. with the propeller in the full-low pitch position, which were the power and the propeller setting used by Captain Wright when he ran up his engine at Charleston. In the test a board was placed across the cold air duct so that it blocked off approximately half of the air intake area. ”

“ Requiring air carriers to include in operations or pilot manuals instructions setting forth the amount of power which can reasonably be taken from engines under emergency conditions; and Requiring air carriers to provide and require the use of a cockpit "check list" for each type of aircraft operated by them, and to provide appropriate instructions governing the use of such "check list" by pilots. That the Administrator indicate in the aircraft operation record for air carrier aircraft that the engine limitations therein prescribed are not applicable in the event of an emergency. ”

“ At the time of departure from Charleston, West Virginia, the aircraft carried sufficient fuel to permit flight at normal cruising power for slightly more than three hours. Captain Wright was flying the aircraft during the take-off and at the time of the accident at Charleston, West Virginia. Aircraft NC 13359 and all of its equipment were functioning normally until the take-off was started as Charleston. About five seconds after the airplane left the ground at the Municipal Airport at Charleston, the right engine failed. ”

“ It is possible that enough cloth or cloths somewhere in or at the entrance of the carburetor air system could have been present during take-off to restrict the carburetor air flow sufficiently to cause the engine to lose power. ”

“ It was revealed during the course of the investigation that, while PCA required in the use of Douglas DC-3 airplanes a definite established cockpit procedure by which the captain and first officer checked with each other the setting of various navigation instruments and the operation of the cockpit controls, no such procedure was required by the company in the use of its Boeing Model 247D airplanes. ”

“ Captain Wright and First Officer Riley were physically qualified and held proper certificates of competency to operate as air carrier pilots over the route between Birmingham, Alabama, and Pittsburgh, Pennsylvania, via intermediate points. Aircraft NC 13359 was currently certificated as airworthy at the time of the accident. Trip 143 was cleared in accordance with proper procedure from Knoxville, Tennessee, to Pittsburgh, Pennsylvania. ”