Page:CAB Accident Report, 1945 Page Airways Accident.pdf/4

 He had flown about 2600 hours. Sanford was employed by Page Airways on April 22, 1945, and the flight from Miami to Washington was his first for that company.

Manufactured in September, 1942, as an Army Model C—56E, the aircraft was known commercially as a Lockheed Lodestar, NC 33328, serial number 2221. It had been used by the Army for transporting personnel and 14 passenger seats were installed. Page Airways acquired possession of the plane on March 23, 1945, under a purchasing arrangement whereby it remained registered temporarily by the Civil Aeronautics Administration in the name of Defense Plant Corporation

When Page Airways took possession the aircraft had been flown about 1570 hours. From that time until the accident on April 27 Page had flown it about 160 hours. It was powered by two Wright Cyclone G202A engines which had 320 hours since Army overhaul. Total times were approximately 1051 hours and 1596 hours for the left and right engines, respectively. Hamilton Standard hydromatic propellers were installed.

On March 29, 1945, the Civil Aeronautics Administration certificated the plane for commercial use with a standard weight limitation of 17,605 lbs. and restricted it to day flight only because of lack of flare equipment. Specified limits for the position of the center of gravity were from 28.5% to 39.0% of the mean aerodynamic chord.

Examination of the wreckage disclosed no indication of failure of the aircraft's structure or flight controls. Inspection of the braking system showed that the brakes had functioned normally which was further substantiated by normal braking during the landing at Washington. However, there had been a powerplant failure.

Examination of the right engine showed that the upper valve spring washer of the intake valve on No. l cylinder had failed. It had cracked radially allowing the split type valve locks to be forced out and the valve to go within the cylinder, an occurrence known as "swallowing a valve."

Spark plugs of both engines had gaps which were close to the accepted maximum of .020 inches. Two of the spark plugs of the left engine were found to be defective. Spark plugs of the other engine were so damaged by fire that their prior electrical efficiency could not be determined. However, two had gaps of almost .030 inches.

It appeared that the Army overhauls and the subsequent maintenance of the engines had not been up to usual commercial standards, as evidenced by the fact that the valve mechanism assemblies throughout both engines were not uniform in assembly or parts. Throughout both engines washers of a condemned type were found. This condemnation will be explained later in this report.

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