Page:CAB Accident Report, 1965 Carmel mid-air collision.pdf/4

- 3 - made with the New York ARTCC and TW 42 was given vectors and clearance to the JFK. During this period the crew declared an emergency, requested crash and fire equipment be alerted and advised that the left wing tip was missing. After flying a large 360-degree left turn southeast of JFK in order to ascertain that the landing gear was fully down, TW 42 landed on runway 31L at approximately 1640.

The surviving first and second officers of EA 853 stated that prior to the collision there was no malfunction of the aircraft. The first officer stated that as the flight approached the Carmel VORTAC, their airspeed was 205 to 210 KIAS and that they were flying level at 10,000 feet indicated altitude. Just prior to reaching the Carmel VORTAC, the flight was flying in and out of the tops of a "fluffy" cloud deck, the tops of which were estimated to be approximately 300 feet above their altitude. Although EA 853 was flying toward the sun this was not a factor as far as visibility was concerned. Neither sun glasses nor glare shields were being utilized.

As EA 853 emerged from a cloud puff the first officer observed a jet from his right side window at what he described as the 2 o'clock position. The aircraft appeared to be converging and at the same altitude. The first officer exclaimed "Look out," placed his hands on the control wheel, and made what he called a very rapid application of up elevator simultaneously with the captain. The pullup was described as one in which the crew were "pulled into their seats."

After impact, EA 853 continued to climb. The crew felt the aircraft shudder after which it began a left turning dive. Since there was no response from the controls or trim tabs, efforts to recover were made with power application only. The aircraft descended through solid clouds and recovery was made below the clouds by the use of throttles only. Several zooms were made back into the clouds. A power setting was found which would maintain a descent and a level attitude with some degree of consistency. The aircraft passed over the Danbury, Connecticut Airport at 2,000 to 3,000 feet, too high to make an approach. Airspeed could be maintained between 125 and 140 knots; the nose would rise when power was added and fall when power was removed. The rate of descent could be maintained at approximately 500 feet per minute.

It was apparent that flight could not be maintained and a decision was made to effect a landing in an open field. Just prior to ground contact, power was added to bring the nose up to parallel the sloping terrain. The left wing of the aircraft struck a tree immediately before contact with the ground was made.

Five passengers aboard TW 42 reported seeing the other aircraft prior to the collision. All five were seated on the left side of the aircraft at the time of the collision. One stated the other aircraft was "coming from behind a white cloud." Two observed the other aircraft in a climbing maneuver, and one observed the other aircraft in a climbing right turn. Eleven passengers recalled a steep right turn in connection with the collision and three of these eleven recalled experiencing a steep left turn after the initial right turn. Nine passengers said that during the collision avoidance maneuvers they saw clothing and articles leave the overhead storage shelves and fall into the cabin area. Five of these nine passengers said this occurred after the impact. After the