# Aviation Accident Report: Pennsylvania Central Airlines Flight 19/Summary of Evidence

II
SUMMARY OF EVIDENCE
There follows a summary of the evidence available to the Board at this time. This summary is made without comment. An analysis of the evidence is made under Part III of this report.
Air Carrier
Pennsylvania-Central Airlines, a Delaware corporation, was operating at the time of the accident as an air carrier under a certificate of public convenience and necessity and an air carrier operating certificate issued pursuant to the Civil Aeronautics Act of 1938. These certificates authorized it to engage in air transportation with respect to persons, property, and mail between various points, including Washington, D. C., and Detroit, Michigan, via Pittsburgh, Pennsylvania, Akron, Ohio, and Cleveland, Ohio.
Aircraft Personnel
On the flight in question the crew consisted of Captain Lowell V. Scroggins, First Officer J. Paul Moore, and Flight Hostess Margaret Carson. In addition, John B. Staire, Jr., secretary to the District Traffic Manager, was occupying the jump seat located just behind the pilots' seats.
Captain Scroggins had accumulated a total of 11,442 hours flying time, of which 619 hours were in Douglas DC-3 type airplanes. His last physical examination, required by the Civil Aeronautics Authority, was taken on June 28, 1940, and showed him to be in a satisfactory physical condition. A number of pilots who had flown with Captain Scroggins testified that he was a competent pilot who kept himself in excellent physical condition. First Officer Moore had accumulated a total of 6,018 hours flying time, of which 219 hours were in DC-3 type airplanes. His last physical examination, required by the Civil Aeronautics Authority, was taken on June 25, 1940, and showed him to be in satisfactory physical condition. Both airmen were possessed of the required ratings and certificates of competency for the flight and equipment involved. Miss Carson of Pittsburgh, Pennsylvania, was employed by Pennsylvania-Central Airlines Corporation on May 23, 1940, and had served as flight hostess since that date. Mr. Staire's experience was all of a clerical and administrative character, not connected with the actual operation of aircraft. He had been employed by Pennsylvania-Central Airlines on August 26, 1940.
Description of Aircraft and Equipment Prior to Take-off
Aircraft NC 21789 operated on the flight was a Douglas Model DC-3-A manufactured by the Douglas Aircraft Corporation of Santa Monica, ​California. The airplane was received from the manufacturer by the Pennsylvania-Central Airlines Corporation on May 25, 1940. It was powered with two Wright Cyclone engines, Model G-102-A, each rated at 1100 horsepower for take off and was equipped with Hamilton Standard constant speed, hydromatic, full-feathering propellers, 11 feet 6 inches in diameter, Hub Models 23 E 50 and Blade Models 6153A. This type of aircraft, equipped with engines and propellers as above described, has been extensively and successfully used in commercial air transportation in this country and abroad for a number of years.
The records of the company show that the total flying time for aircraft NC 21789 and its engines and propellers at the time the airplane left the Washington-Hoover Airport on August 31, 1940, was 565 hours and 54 minutes. The overhaul period on this type engine prescribed by the Authority for Pennsylvania-Central Airlines is 600 hours.
The airplane arrived 11:00 a.m. on Saturday, August 31, 1940, after having completed a shheduled flight from Detroit, Michigan. Nothing unusual was reported concerning its operation on this trip nor had anything unusual or any mechanical defect or adjustment of more than a minor nature, been reported with respect to any previous trip.
Following its arrival in Washington, the airplane was serviced with gasoline and oil and was given a routine "turn-around" inspection. This inspection consists of a general visual examination of the airplane, especially of the propellers, wing and tail surfaces, and the controls which are visible from the outside, and the testing of the controls, engines, instruments, and radio equipment. In addition, the interior of the airplane is cleaned and the outside surfaces wiped off. The record ​shows that nothing unusual was discovered during the course of this inspection.
The airplane had been given the routine inspection to which it is subjected after every 60 hours of flight time on August 30, 1940. This inspection is much more detailed than the "turn-around" inspection and the record shows that nothing unusual was disclosed.
This model aircraft and its equipment had been approved by the Civil Aeronautics Authority for air carrier operation over routes flown by Pennsylvania-Central Airlines with an approved standard gross weight of 24,546 pounds. While the airplane had regular seats for 21 passengers and a crew of three, the company was authorized to carry an additional member of the crew, observer, or company employee in a jump seat located in the aisle directly behind the pilots' seats. The record shows that at the time of departure of Trip 19 from Washington, the gross weight of the airplane was 24,372 pounds, including mail, cargo, 460 gallons of fuel, 40 gallons of oil, 21 passengers, a crew of three, and a company employee riding in the jump seat. The location of the center of gravity of the airplane at the time of take off was 23% of the mean aerodynamic chord of the wings.
The Flight
Trip 19 was scheduled to leave Washington-Hoover Airport at 1:50 p.m. (EST) on August 31, 1940, and, in accordance with regular company procedure, was cleared by the company dispatcher in Pittsburgh, Pennsylvania, prior to departure. The clearance was based on current sequence weather reports, United States Weather Bureau forecasts, and a trip forecast made by the company meteorologist. The pilot's flight plan stated that he would climb to an altitude of 6000 feet, cruise at 6000 feet over Martinsburg, West Virginia, and Frostburg, Maryland, and descend to 4000 feet over Scottsdale, Pennsylvania. The flight was cleared to cruise at 6000 feet by the Airway Traffic Control Center at Washington. Instructions as to the approach and landing at Pittsburgh were to ​be given the pilot from Pittsburgh after he had reported his position over Scottsdale. The estimated time of arrival was 3:30 p.m.
The weather forecast made by the United States Weather Bureau for the Washington-Pittsburgh area for the period 11:30 a.m. to 7:30 p.m. was available to the pilot prior to take-off and the record shows that the forecast, together with sequence weather reports, was examined by the crew prior to preparation of the flight plan. The forecast predicted that overcast to occasionally broken clouds would exist from the mountains eastward, with scattered showers through the mountains and some mild thunderstorms in the afternoon. Winds aloft of 20 to 30 miles per hour at 250 to 270 degrees were forecast
The trip departed from the ramp at Washington-Hoover Airport at 2:05 p.m. having been delayed awaiting a local passenger. After taxiing out to the take-off position and running the engines up preparatory to taking off, the oil gauge for the right engine showed that the oil pressure in that engine was below normal. The airplane was then taxied back to the loading ramp where, at the request of the pilot, a Pennsylvania-Central Airlines mechanic made the appropriate adjustment to the oil filter to relieve it of any sediment which might be interfering with the oil flow. After this mechanical adjustment had been made, the co-pilot indicated that the oil pressure was normal, and the airplane again left the ramp at 2:18 p.m. and following a run-up of the engines at the end of the runway, took off at 2:21 p.m.
At 2:31 p.m., Trip 19 made the following position report to the Washington-Hoover Airport:
   "Trip 19 Herndon fan-marker 2:31; 4000; climbing; contact."
The airplane crashed about 2:41 p.m. (EST) at a point approximately 2½ miles west of Lovettsville, Virginia, and approximately 25 miles northwest of the Herndon fan-marker. The crash occurred about one-half mile east of the base of Short Hill and approximately 5 miles to the right (i.e., northeast) of the on course signal of the northwest leg of the Washington radio range at an elevation of about 550 feet above sea level. The terrain in the immediate vicinity is rolling and consists mainly of farm land interspersed with wooded areas. Short Hill is a ridge, the crest of which rises in the neighborhood of Lovesttsville to 1300 to 1500 feet above sea level and to about 750 feet above the level of the terrain at the point where the accident occurred. This ridge, which extends about 15 miles in a generally north and south direction, is the eastern most of the major ridges of the Blue Ridge Mountains.
Course and Position of Aircraft Immediately Prior to the Accident
While no further report was received from the airplane after it reported over the Herndon fan-marker, a number of witnesses living near the scene of the accident testified that they saw an airplane within the last few minutes prior to the crash which they believed to be the one which was involved in it.
Mrs. Dorothy Everhart testified that she was on the back porch of her home just south of Lovettsville and approximately 3½ miles east of the scene of the accident when she saw an airplane proceeding normally in a northwesterly direction toward Short Hill, the northern portion of which was at that time obscured by dark storm clouds. She was looking in a southwesterly direction when she saw the airplane and she watched it proceed directly toward the storm. She stated that she was momentarily blinded by the brilliance of a lightning flash "just a little bit ahead" of the airplane and lost sight of it. Shortly thereafter she heard a "low rumble" of thunder and after a few seconds an "awful roaring". She testified that airplanes passed in the vicinity of her home quite frequently and that this one was "lower than most of them go". As she watched the airplane she did not hear its motors but she was sure that the "awful roar" which she had heard after the lightning flash and the rumble of thunder was the sound of the airplane. She further testified that at the time of this occurrence it was not raining at her home but that shortly thereafter the storm which had been in the vicinity of Short Hill "came on over". She described it as a very bad storm with lightning, some thunder, and extraordinarily heavy rain, but no wind. She testified that when she first saw the airplane the black clouds ​obscured the mountains to the west and northwest but that she could see blue sky toward the south.
After the hearing investigators for the Board further questioned Mrs. Everhart as to the weather conditions during that day prior to the accident. She stated that the sun had been shining off and on during the forenoon and early afternoon at her home but that the sky was overcast when she saw the airplane pass. Mrs. Everhart testified that another stroke of lightning had preceded the one she saw while watching the airplane and she believed that the former had struck the chandelier in one of the rooms of her home. After this had occurred, she turned off the electricity in the house and went out on the back porch. She said that it was while she was on the back porch that she saw the airplane and the flash of lightning which blinded her. With the assistance of the investigators as described in Footnote 7 she estimated that the time intervening between the second lightning flash and the ​beginning of the "roaring noise" was 7 seconds. The point designated by her as the one at which she had seen the airplane just before she was momentarily blinded by lightning was 3½ degrees above the horizontal on a bearing of 255 degrees magnetic.
Mr. Carroll McGaha testified that he and his son were standing in the yard of their home located 4¼ miles southeast of the scene of the accident and approximately 4 miles to the right of the on course signal of the northwest leg of the Washington radio range when they observed an airplane pass over flying in a northwesterly direction. He stated that the airplane was proceeding normally at about the altitude at which he usually observed transport airplanes pass over flying in a northwesterly direction. His attention was particularly attracted to the plane because it was proceeding directly toward the dark storm clouds then in the vicinity of Short Hill. As the airplane approached the storm he saw a sharp "streak of lightning" which appeared "directly ahead" and "in line" with the airplane and saw the airplane go "straight down". After starting down, the witness stated that the plane "made a roar" which was distinctly heard by him and his son at the point where they were standing. After the roar had stopped, he heard a "rumble" of thunder. He then ran to the back of his farm, thinking that the airplane had crashed there.
Investigators for the Board again questioned Mr. McGaha at his home some time after the hearing and he explained in more detail his observation of the action of the airplane immediately following the lightning flash. He stated that the airplane seemed to go straight down until it passed from his view behind corn growing on a knoll located between the point where he was standing and that at which the airplane struck the ground. He said that he could see the flat surfaces of the wings and the tail above them. In answer to questions asked by the investigators he also stated that the sun had been shining at his place late in the morning of the day of the accident, but ​that a little after 2:00 or 2:15 p.m. black clouds gathered in the northwest, heavy rain appeared to be falling there, and the sky overhead became overcast to a point just east of his home. Although the rain storm approached within ¼ mile, the witness stated that there was no rainfall at his house that afternoon.
Questions were also asked of the witness as to the flight path of the airplane he had seen. The point at which he said he first observed it was almost directly west of him (280 degrees magnetic) and at an angle above the horizontal of approximately 80 degrees. The point indicated by the witness as that reached by the airplane at the time of the lightning flash was at an angle of about 11 degrees above the horizontal on a bearing of 316 degrees magnetic and the point at which it passed from view was found to be approximately 4 degrees above to horizontal.
Mr. McGaha's son, Warren McGaha, corroborated the testimony of his father. Like his father, he stated that he often saw airplanes fly over and that this one was at just about the same altitude as such airplanes usually flew. He also testified to seeing the flash of lightning just ahead of the airplane and stated that it immediately "went right straight down".
At the time the investigators were questioning Mr. McGaha at his home, two large twin-motored airplanes similar to the one involved in the accident passed over, proceeding in a northwesterly direction, one at an altitude higher than the other. Both Mr. McGaha and his son were asked as to whether either of these airplanes was at the approximate altitude of the one concerning which they had testified. They stated that the lower one appeared to be about at that altitude. Subsequent inquiry revealed that one of these airplanes was an Army B-18 bomber which had left Bolling Field, Washington, D. C. at 4:55 p.m. enroute to Patterson Field, Dayton, Ohio, and the other was Pennsylvania-Central Airlines Trip 7-1 which had departed Washington for Pittsburgh at 4:59 p.m. Upon inquiry the Army pilot stated that ha was cruising at about ​6000 feet altitude at the time of passing in the vicinity of Lovettsville and the Pennsylvania Central Airlines' pilot said that he had just about reached his cruising altitude of 8000 feet when he reached that area.
Mrs. Fannie Ridgeway testified that at about 2:30 on the afternoon of August 31, 1940, she was sitting on the porch of her home which is approximately 3¾ miles southeast of the scene of the accident and saw an airplane fly over, headed in a northwesterly direction toward heavy storm clouds gathered over Short Hill. These clouds obscured her view of Short Hill. She was looking toward the south when she saw the airplane. She paid little attention to it since, as compared with other airplanes which she had seen pass over, there was nothing unusual in its operation either as to the sound of the motors or the altitude at which it was flying. Mrs. Ridgeway testified that after seeing the plane pass over she re-entered the house and a few minutes thereafter heard a "roaring noise". However, she was unable positively to identify this noise, describing it only by the statement that it sounded like a "truck going down the pike". She stated that while she saw no lightning, she did hear thunder.
Investigators for the Board again questioned Mrs. Ridgeway at her home subsequent to the hearing as to the weather on the day of the accident. She stated that the sun had been shining at her home all morning and that it had been very warm with very little wind blowing. At about 1:00 p.m. she observed a dark cloud in the southwest in the vicinity of Short Hill and it appeared to be raining in that direction. The point at which she said she saw the airplane was at an angle of 37 degrees above the horizontal on a bearing of 201 degrees magnetic.
Mrs. Hattie Hickman testified that she was standing in the yard of her home, which is located about 2½ miles southeast of the scene of the accident, when her attention was directed to an airplane which was flying much lower than such airplanes usually flew near her home. She stated that the plane was going ​northwest toward Short Hill which at that time was covered by a dark storm cloud. Shortly thereafter she went to the house and while inside, she heard an unusual noise. She was unable to identify the noise precisely, stating that it "sounded like an old truck". The witness testified that about 10 or 15 minutes after the airplane passed over, an unusually heavy rainstorm began but that there was not much wind and she heard only one clap of thunder.
Subsequent to the hearing, the Board's investigators again questioned Mrs. Hickman and in the manner described in Footnote 7 assisted her in estimating the elapsed time between the various events recounted in her testimony. According to her statement she saw the airplane, saw lightning, heard thunder and then this unusual noise. The time recorded was 50 seconds between the sight of the airplane and the lightning, 4 seconds between the lightning and the thunder, and 12 seconds between the thunder and the unusual noise. The point at which Mrs. Hickman said she saw the airplane was at an angle of 36 degrees above the horizontal on a bearing of 301 degrees magnetic.
H. O. Vincell testified that he was sitting on the front porch of his home, which is located about 2½ miles southeast of the scene of the accident when his attention was drawn to a large airplane flying "a little lower than common." He stated that he watched the airplane proceed toward Short Hill which was then obscured by a dark storm cloud until it "disappeared into a fog". Shortly thereafter he saw a "pretty sharp" stroke of lightning, heard thunder, and then a "devil of a noise" which he later described as a crash. Thinking that the airplane was going to fall on his house, Mr. Vincell ran out into the yard. Testifying with respect to the weather at this time, he stated that it was overcast at his home with a dark cloud hanging over Short Hill. The Hill was "white with fog". Mr. Vincell stated that a heavy rain started about five or ten minutes after he saw the airplane.
​After the hearing, the Board's investigators again questioned Mr. Vincell and he stated that the airplane was silver and very bright. He said that he could see the landing wheels extended below the airplane and the windows of the cabin and that the sound of the airplane as it passed over was smooth and not very loud, with no drumming.
Mr. Charles Bailey testified that he was standing near his home which is located on the west side of Short Hill about one-half mile from its base (the scene of the accident is on the east side of Short Hill, 2½ miles east of Mr. Bailey's home) when he saw what he described as a three-motored airplane cross over Short Hill at a low altitude going west and make a sharp left turn back east. He stated that he could see the landing wheels of the airplane and noticed particularly the revolving propeller in the nose motor. Shortly after seeing this airplane turn back over the mountain, he heard a loud roar of motors and a crash. He testified that at the time he saw this airplane a storm was approaching from the west.
Mrs. Lydia Jacobs, who lives about 300 yards west of the scene of the accident, testified that she was sitting in her home at approximately 2:30 on the afternoon of August 31, 1940, when she saw a "flash of lightning", heard a "hard clap of thunder", and then heard a noise which she described as a "siren" or "scream". She then went to the door looking out in the direction from which the noise came and saw what looked like "a fire in the sky" or a "a streak of fire" or "a burnt up building floating through the air". She described, the flame as "blue looking". Then an explosion occurred which jarred her almost off her feet. She testified that the object went through the air from southeast to northwest ​slanting downward. At the time this occurred she stated that it was raining harder than she had ever seen it rain before.
Accident investigators for the Board again questioned Mrs. Jacobs after the hearing and she stated that it had been overcast all day in the vicinity of her home and some rain had fallen in the morning. The investigators also attempted to assist Mrs. Jacobs in estimating the time which elapsed between the flash of lightning and the crash by having Mrs. Jacobs retrace her movements between those two events. The time recorded was 10 seconds.
Her son, Garland Jacobs, testified that during this torrential rainstorm he was sitting in his car near their home and saw a "hard streak of lightning", heard thunder, and then a loud roar of motors "like the plane was taking a nose dive". He thought that the roar of motors continued for as much as 30 seconds. He looked in the direction from which the sound came just in time to see a streak of fire slanting downward toward the spot at which the airplane crashed. He heard the crash and an explosion.
Mrs. Viola Thompson, who lives about 400 yards west of the scene of the accident, testified that she was in the kitchen of her home watching the rain, which she described as being the hardest that she had seen in several years, when she heard a "terrible roaring" which sounded as if it were very near her home. She recognized the sound as that of an airplane and, fearing that it would hit her house, ran upstairs and looked out of the window. She testified that she heard the crash and a loud ​explosion, and saw an accompanying blaze. She saw what she described as "balls of fire" rolling across the alfalfa and corn fields directly ahead of the point at which the airplane crashed.
Following the procedure previously described, investigators for the Board, who called upon Mrs. Thompson after the hearing, recorded the length of the period during which the said she heard the roaring noise and the crash and saw the "balls of fire" as 19 seconds.
Mr. Richard Thompson, the husband of Mrs. Viola Thompson, stated that he was standing in the kitchen of their home when he was startled by an "awful racket, the motor running just about as fast as I thought it could run". He said that he saw the airplane passing by the house and immediately heard the crash. Both he and Mrs. Thompson testified that they had not seen any lightning or heard thunder immediately preceding the crash. Mr. Thompson subsequently stated to investigators of the Board that he had seen no fire around the airplane prior to the crash.
The testimony of these witnesses is conflicting in some instances but it is set out here without comment. It will be discussed in Part III of this report.
Location of the Wreckage
Aircraft, Engines, and Equipment
Investigation conducted at the scene of the accident revealed that the airplane had struck the ground on the edge of an alfalfa field in a nose-down attitude. The character of the impression made in the soft ground and the fact that the corn standing about eight feet high and about twelve feet behind the point of impact was not affected by the passage of the airplane, indicated that the angle at which the airplane struck was between twenty and forty degrees to the horizontal. The impression made in the ground and the condition of the left wing showed that that wing was slightly lower than the other. The form of the impression and the distribution of the wreckage also indicated that the heading of the airplane at the time of impact was approximately 310 degrees magnetic, the course on which it would normally be flown at that point on the airway between Washington and Pittsburgh. This conclusion is further supported by the fact that the directional gyro when found was jammed at a heading of 310 degrees.
The wreckage was thrown forward and scattered thickly over a distance of approximately 1000 feet, with isolated pieces even further. No parts of the airplane structure or power plants were found behind the point of impact. The fuselage, except for the extreme rear portion, was disintegrated, and the area forward of the point of impact was showered with pieces of various sizes and shapes.
​The engines and nose portion of the fuselage plowed into the ground to a depth of approximately six feet. The nose section of the right engine, propeller hub, and one blade of the propeller, still attached to the hub, and the nose section of the left engine, propeller hub, and two blades of the propeller, broken off at the shank, remained in the hole.
The right and left landing wheels and landing gear were about 50 feet beyond the point of impact. The left elevator and part of the left stabilizer were about 150 feet forward of the point of impact and about 30 degrees to the left. The right stabilizer, right elevator, fin, rudder, a portion of the left stabilizer, and the extreme rearward portion of the fuselage to which they were still attached, were about 150 feet directly ahead of the point where the airplane first struck the ground.
The power section of the right engine with some cylinders and pistons broken off was about 300 feet forward and slightly to the right of the direction of flight at the time of impact. The power section of the left engine was about 325 feet forward and slightly to the left of the point of impact. Portions of the rear sections and accessories of both engines were strewn along the way.
The left wing was about 350 feet forward and slightly to the left of the point of impact. The right wing was about 300 feet forward and slightly to the right of the point of impact. Other parts of the aircraft structure were found near both wings. Comparatively large portions of the forward part of the passenger cabin were about 450 feet forward of the point of impact. ​Pieces of fuel tanks, numerous parts of the aircraft skin and structure, and parts of the flaps were strewn for a distance of approximately 1000 feet from the point of impact. The major portion of the left aileron, the tip of which was detached, was about 260 feet forward and slightly to the left of the point of impact. All seats in the cabin and pilots' compartment were scattered over a distance of about 800 feet forward of the point of impact.
One blade from the right propeller, which had broken off at the shank, was approximately 150 feet forward of the point of impact. Another blade from the same propeller was approximately 250 feet forward, while the remaining blade from the left propeller was forward about 1800 feet and 35 degrees to the left of the line of flight.
The radio transmitter, receivers, and the antenna systems were scattered over a distance of about 500 feet forward of the point of impact.
Contents of Aircraft
Almost all of the contents of the aircraft were strewn forward of the point of impact. However, a number of pieces of paper believed to have been in the plane were found to the southwest, south, and southeast of the crash. A threshing crew of ten men were in a barn about 1¼ miles southeast of the scene of the accident waiting for the rain to stop when they heard a loud roar of motors and, according to some of them, a crash. Shortly thereafter they saw a piece of paper come fluttering down and one of them retrieved it. It was found to be a manila envelope with the name "Pennsylvania-Central Airlines" printed on it. It was burned around the edges. The time interval estimated by the witnesses between the crash and the appearance of the envelope was from 2 to 30 minutes but most of them believed it to have been less than 5 minutes.
​Another piece of paper, also burned around the edges, was found in a cornfield located a little less than a mile southeast of the scene of the accident. The piece is about 3 inches wide and 5 inches long. One of the Pennsylvania-Central Airlines flight calculators furnished for the convenience of the passengers was found in a stubble field about ⅞ of a mile southeast of the point of impact. This flight calculator, which weighs .11 of an ounce, is composed of two circular pieces of light cardboard, one about 1½ and the other about 3½ inches in diameter, held together by a pin through their centers. It was badly soiled but not burned. Two Pennsylvania-Central Airlines passenger manifest forms were found about ⅜ of a mile almost due south of the point of impact. These forms are 13 inches long by 8 inches wide, and when found were folded once and were burned around the edges. Two other passenger manifest forms were picked up nearby. These were folded twice and burned around the edges.
A light piece of cardboard, approximately 11 inches in length by 4 inches in width, was found about ⅛ mile southeast of the point of impact. It was identified as Pennsylvania-Central Airlines Form No. 248, with the words "Sorry, this seat is occupied" printed thereon. This paper was burned around the edges.
A number of pieces of paper, all identified as coming from the wreckage, were found about 300 yards southeast of the point of impact. Some of these pieces of paper showed indications of fire, while others showed none.
The bodies of the passengers and crew were all found forward of the point of impact beginning at a distance of about 250 feet and extending ​to about 1240 feet. Several timepieces, including a number of watches and one alarm clock, were found among the wreckage. They were all badly damaged, and only three were in such condition as to show the time at which they had stopped. One of these had stopped at 2:39, one at 2:40 and the other at 2:42.
Condition of the Wreckage
Aircraft Structure and Controls
Following the inspection of the wreckage at the scene of the accident, the remains of the airplane structure were moved to the Washington-Hoover Airport where a more complete inspection of all parts was made. All major component parts of the airplane were accounted for but because of the large area over which numerous small pieces of the wreckage were scattered, it was impossible, under the circumstances, to prevent souvenir hunters from carrying some of the smaller fragments away. A number of pieces taken away were subsequently recovered.
The right and left landing wheels and landing gear were in a badly broken condition, both tires had been blown out by impact, end the right tire was partially burned.
The left elevator and the rear portion of the left stabilizer were badly damaged and a small portion of the fabric on the elevator was butted just forward of the center hinge. The forward portion of the left stabilizer, the right stabilizer, vertical fin, rudder, and the extreme rear portion of the fuselage were still attached. The stabilizers and vertical fin had apparently been damaged by contact with the ground following impact. These parts had been thrown forward about 200 feet from the point of impact. The rudder showed very little damage except that part of the fabric had been burned away. The trim tabs on the elevators were in cruise position, taking into consideration the distribution of the load carried on the airplane.
​The left wing was badly damaged. It was broken in several places and the tip was detached. The main portion of the right wing was intact but badly damaged and the tip of this wing was also detached. The left aileron was broken in two and otherwise badly damaged.
The upholstering on some of the seats and on the forward portion of the passenger cabin had been partially burned. Some of the seat belts were broken in two, others had pulled loose at their attachment fittings, and others were still attached to pieces of the seat structure.
Although the fire extinguishers in the engine nacelles and passenger cabin were badly damaged, it was possible to determine with certainty that they had not been used.
A complete inspection of the remains of the control system showed the control columns and rudder pedals in the cockpit to have been badly broken and damaged, and in tracing out the controls, many breaks were found. The throttle and propeller pitch controls were found in full forward position and bent over the control column. The ignition switches and fuel valves were found in the "on" position. Other switches, valves, and controls were so damaged as to make it impossible to determine their position at the tine of impact.
The instruments which were located were, with the exception of the gyroscopic compass, damaged to such an extent that no readings could be taken. The front of this instrument had been dented so as to hold the compass card in a fixed position. The heading indicated was 310 degrees.
Such glass as was found, both cockpit and cabin, had been broken into small bits. A great many small pieces which were found immediately ahead of the point of impact were identified as having come from both the windshield and cabin windows. Some glass was also found from 300 to 400 feet forward of the point of impact.
Engines
The engines were badly damaged and broken. The entire nose section of the right engine, including the reduction drive gear, cam, propeller shaft, and pinions had been sheared off and were in one group. The forward end of the crankshaft was broken off just in front of the reduction drive gear lock nut. The bolts holding the stationary gear to the front section were sheared off, permitting the stationary gear to revolve. The reduction gear drive splines were damaged when the reduction gear came off. All cylinders were damaged and a number of the heads broken off.
The rear section was broken away from the power case and all parts were badly damaged. The supercharger was broken off adjacent to the cap screws which held it to the main section. The power section of the crank case (steel) was badly distorted. The master rod assembly and the internal portions of the crankshaft, together with the articulating rods, were intact although badly bent. The kelmet material in the master rod bearing was in good condition. However, the lead plating on the master rod bearing shell showed indications of heat. The master rod bearing shell was loose in the rod, but there was no indication of galling. The end seal disc was battered, and a considerable quantity of lead from the master rod bearings had re-deposited itself on the face of the seal disc. The end seal spacer was very badly damaged by the forces resulting from the sudden stoppage of the propeller. Knuckle pins Nos. 2, 5, 6, 7 and 8 were discolored near the oil flats. The crankshaft main bearing journal showed signs of overheating on the inner side of the crank throw. This indication of overheating covered the entire length of the bearing surface over an area approximately 180 degrees ​around the shaft. The supercharger impeller was badly damaged and practically all of the blades had been broken off. The thrust bearing was badly broken, apparently due to impact.
The condition of the left engine was very similar to that of the right engine. In fact, the condition of the master rod bearings, the crankshafts, knuckle pins, impellers, and gears from the two engines were so nearly identical that it would be almost impossible to distinguish between them.
Both engines showed metal to metal contact between the master rod bearings and the crank pins, the oil film usually separating them apparently having broken down. The National Bureau of Standards, after examination of the engine parts sent to it, reported that no evidence of mechanical, structural, or fatigue failure or lightning strike prior to impact had been found.
Propellers
Upon disassembly of the right propeller it was found that the dome section was not badly damaged, except that the breather cap had been broken off. The piston and rotating cam assembly was intact and not badly broken. The gear segments of all three blades had been split at a point near the 4th, 5th, and 6th teeth from the low pitch end. The condition of the bevel blade races indicated that heavy loads had been applied. Several of the rollers still remaining in the retainers were split. Cracks were apparent in the micarta barrel blocks at the shoulders. The blade butts from which the two blades had been broken off were intact at the hub. These two blades had also been fractured near the tips, apparently by impact. The one blade remaining with the hub was not fractured but showed indications of power bends.
​The dome of the left propeller had an impression in it about six inches in diameter, apparently caused by impact. All three blades of this propeller had been broken off close to the shank. Two blades had the tips torn off and were otherwise badly bent and twisted. The third blade was located some 1800 feet from the point of impact and, while it was intact, it was quite badly twisted in the form which would indicate a power bend. The gear segments on all three blades of the left propeller were split in the same way as those on the right. The rotating cams on both propellers had stopped in a position which would indicate to a pitch angle of the blades of about 24 degrees.
The National Bureau of Standards examined the propeller parts and reported that there was no evidence of mechanical, structural or fatigue failure or lightning strike prior to impact.
Radio Equipment
All radio equipment, including receivers, transmitter, accessories, and antennae systems, was badly damaged. Careful inspection failed to reveal any arcing or burning effect which might to expected from a lightning strike. The anti-static discharge cartridge had not been discharged. The anti-static loop antenna was adjusted in the anti-static position (parallel with the fuselage). The loop tuning dial was turned to the Richmond radio range. Minute inspection of all wiring did not indicate any burning or fusing. Only one the pilots' radio headbands was found and it was badly twisted. None of the radio earphones was found. These parts, composed of hard rubber, may have completely disintegrated at the time of impact.
Weather Observations
As we have stated previously, the weather forecast predicted overcast to occasionally broken clouds from the mountains eastward with scattered showers through the mountains and some mild thunder storms to the east of the mountains.
In addition to the Lovettsville witnesses, whose testimony has been set out previously, a number of other witnesses testified at the hearing, or gave statements after the hearing, with respect to the actual weather conditions existing on August 31, 1940, in the vicinity of the accident. The testimony of the residents in the vicinity of Lovettsville presents a consistent picture of the weather conditions in that area at the time of the crash, as observed from the ground. A rain storm was passing over Short Hill, which several described as extraordinary in its intensity.
A number of these witnesses stated that, while they had not noticed much lightning in connection with the storm, they recalled a violent flash of lightning and the sound of thunder which was immediately followed by an extraordinarily loud roar of motors. Some of these witnesses in the immediate vicinity of the point of impact testified that the loud roar of motors was followed by a "crash" or "blast".
Mr. I. W. Baker, who lives about 3¼ miles almost due south of the scene of the accident watched the storm with "rolling and tumbling" clouds come across Short Hill. Shortly thereafter it began to rain and then he saw a "terrific strike of lightning with a very loud explosion like thunder". One minute and twenty seconds later he heard a "terrific racing of engines like something had dropped from the sky". He computed the elapsed time between ​the lightning flash and the sound of the engines by retracing the movements he had made during that period. He later found that this stroke of lightning had struck and damaged his barn and had shattered the butt of a rifle which had been standing inside the barn.
After the hearing, investigators for the Board questioned Harry E. Everhart who lives about 1½ miles southeast of the scene of the accident. He stated that at about 1:30 P.M. he noticed a dark cloud on the west side of Short Hill coming toward the east. At that time it was overcast over his home but to the east broken clouds appeared. At some time after 2:30 P.M. he saw a "fierce flash of lightning" followed immediately by a "fairly loud clap of thunder" and then he heard "a roaring of engines" which was so loud that it sounded as if it were over his house. By retracing the movements he had made while these events were occurring, he determined that the time which elapsed while he saw the flash of lightning, heard the thunder, and the roaring of engines was about 15 seconds.
Miss Virgie Mentzer, who lives almost 1¼ miles southeast of the scene of the accident, stated that a torrential rainstorm began near her home about 2:30 P.M. on the afternoon on August 31. She said that a short time after the rain began she saw a "blinding flash of lightning" and immediately thereafter heard a "terrible crash" which "shook the house". George Pendley, a boy who was working for Miss Mentzer on the day of the accident, corroborated her statement with respect to the lighting flash and the crash. In addition, he stated that he was standing with his hands on the zinc top of a table in the kitchen when "the lighting came in the kitchen" and "stung me three times before I could get them off the table".
​Mrs. Loila Shoemaker, whose home is located on the east side and right at the base of Short Hill about 1/4 mile west of, and somewhat above, the scene of the accident, stated that a torrential downpour began about 2 o'clock in the afternoon of August 31. She saw some lightning and heard some thunder during the rain storm and she said that about 2:45 p.m. she heard a strange noise, so loud that she put her hands over her ears. The sound was over in less than a minute. She stated that just after she heard this sound the wind was blowing "fairly strong" in an easterly direction from the mountain. She noticed the treetops were banding over.
The record contains statements by several pilots who were flying the Washington-Pittsburgh airway near the scene of the accident within a few minutes of the time it occurred. Two of these pilots were operating Pennsylvania-Central Airlines Trips 8 and 8-1, the former reaching a point about 10 miles south of the scene of the accident at approximately 2:35 p.m., and the latter at approximately 2:50 p.m. Both of these pilots stated that with the exception of about two or three minutes of instrument flying shortly after leaving Pittsburgh they flew by visual reference to the ground approximately as far as Charles Town, West Virginia. As they approached Charles Town they saw a cloud formation which extended several thousand feet above the altitude at which they were flying. They were descending at this point and entered the cloud formation at 6000 feet, Trip 8 breaking out under the overcast at 3000 feet about five miles west of Leesburg, Virginia, and Trip 8-1 breaking out at 3000 feet about three miles southwest of Leesburg. When they broke out Trip 8 was about 10 miles south of the scene of the accident, and Trip 8-1 was about 14 miles southeast. Both stated that they encountered ​heavy rain while in the overcast. While Trip 8-1 experienced no turbulence, Trip 8 reported "slight choppiness" just as he broke out of the overcast. There was no precipitation after breaking through the clouds west of Leesburg.
An American Airlines pilot, operating between Cincinnati and Washington, followed the same descending course at about the same altitudes, passing a point about 10 miles south of the scene of the accident at approximately 2:10 p.m. He reported light rain, light turbulence, but no indication of lightning.
An Army airplane on route from Wright Field, Dayton, Ohio, to Bolling Field, Washington, D. C., passed about 12 miles south of the scene of the accident about 2:35 p.m. The pilot reported that after passing the south leg of the Buckstown, Pennsylvania, radio range flying at 5000 feet above sea level on instruments, heavy rain and extraordinarily rough air conditions were encountered. This condition continued until he emerged from the overcast at an altitude of 1500 feet about five miles east of Leesburg, Virginia, and 15 miles southeast of the scene of the accident. He stated that he saw lightning to the north while passing the Lovettsville area.
Flight reports by other pilots which were received in evidence serve to indicate weather conditions in the general area south and southwest of Lovettsville on the afternoon of August 31. A pilot flying a Luscombe airplane departed Washington-Hoover Airport at about 12:09 p.m. on August 31, on route to Los Angeles, California, with Pittsburgh as his first intended intermediate stop. This airplane was all metal, single-engined, and of natural aluminum color with a red stripe along the fuselage and around the nose. The flight was to be made solely by visual reference to the ground ​and not by instrument navigation. He stated that he encountered an overcast condition with about 1500-foot ceiling in the vicinity of Lovettsville, Virginia, and could see a well-defined front of a thunderstorm in the mountains to the west. He was unable to see the northern limits of the thunderstorm area but he estimated that it extended about 50 miles to the south of him. He attempted to skirt the storm area by going north but finally was forced to land near Middletown, Maryland, at about 12:54 p.m. due to low ceiling and poor visibility. He took off again at 1:22 p.m. and returned to Washington, arriving at about 2:05 p.m. This pilot again departed Washington-Hoover Airport at 3:21 p.m. (EST). He stated that he encountered a severe storm in the vicinity of Leesburg, Virginia, and flew under the clouds to the vicinity of Hillsboro, Virginia, where contact flight became impossible and he was forced to return to Washington, landing the second time at 4:22 p.m. (EST).
Approximately three hours prior to the accident, an Army B-18 bombing plane, when approximately 25 or 30 minutes outside of Washington en route to Pittsburgh, encountered turbulence at 10,000 feet above sea level which the pilot described as exceptional in his experience. Lighting was encountered in close proximity of the plane. At approximately 1:45 p.m., after landing at the Pittsburgh Airport, the pilot reported this experience on the flight from Washington to the clerk on duty at the Air Corps Operations Office at Pittsburgh.
An Army pilot departed Bolling Field at 2:55 p.m., August 31, en route to Wright Field, Dayton, Ohio. The flight proceeded on the Washington Pittsburgh airway to a point approximately twelve miles northwest of ​Washington, at which time the pilot altered his heading and took a direct course to Dayton. At about 3:15 p.m., this flight passed some twenty miles south of the scene of the accident and the pilot stated that he maintained contact with the exception of a short period of instrument flying, during which there was a very heavy downpour of rain, slight turbulence, and no lightning.
* ↑ List of passengers is shown in Appendix A.
* ↑ See Appendix B for weather analysis, official Weather Bureau forecast, and hourly sequence reports.
* ↑ To be discussed hereinafter on page 52.
* ↑ See Appendix E for radio messages in connection with the flight.
* ↑ See Appendix C for a map of the Lovettsville area showing the scene of the accident and location of the witnesses.
* ↑ A number of witnesses residing in the vicinity of Lovettsville testified at the hearing that they had seen an airplane or heard sounds which they believed had come from an airplane in that vicinity at about the time of the accident and which they associated with it. After a consideration of their testimony subsequent to the hearing, it appeared that it would be in the interest of a full and complete investigation to secure more precise statements from them as to the weather conditions on the day of the accident, the position and altitude at which they had seen the airplane to which they referred, and the time intervals which elapsed between various events or sounds to which they had testified, such as the stroke of lightning, the sound of thunder and the sound of motors. For this reason investigators of the Board called upon these witnesses again, took additional statements from them, and in almost all cases attempted to assist them in estimating the elapsed time during particular periods in question by having them retrace the movements they had made during those periods and recording the time with a stop watch. In order to determine the position at which the witnesses stated they saw the airplane, they were requested to stand at the place at which they were standing when they saw it and indicate as best they could the point at which they had seen it. Then, through the use of a transit, the investigators determined the direction of this point from the witness and its angle above the horizontal.
* ↑ The testimony of other witnesses from the Lovettsville area will be set out under a section entitled "Weather Observations".
* ↑ Appendix D, attached hereto, is a sketch showing the relative positions of the major components of the aircraft following impact.
* ↑ The evidence showed that a company mechanic at Washington had tuned it to this position prior to departure.