Page:CAB Accident Report, American Airlines Training Flight 514.pdf/2

- 2 - captain-trainees, Flight Engineer Arthur Anderson, flight engineer-instructor, and Flight Engineer Edgar Allen Freeman, flight engineer-trainee. At departure Captain Jeberjahn occupied the captain's seat, Captain Job occupied the first officer's seat, Captain Swain was in the second officer's seat, Flight Engineer Freeman occupied the engineer's seat, and Flight Engineer Anderson was in the jump seat. The aircraft took off from Idlewild International Airport at 1340 with a gross weight of 201,410 pounds. The VFR flight plan was direct to Fire Island, then, V-16 to Peconic River Airport.

Training flight 514 accomplished high altitude airwork after takeoff to permit sufficient fuel burnoff for airport transition training which was planned at Peconic River Airport.

Subsequent to the departure of flight 514, two company radio contacts were made with the aircraft. One contact obtained an Idlewild e.t.a. of 1830 from the crew. At approximately 1517 company advised the flight that N 7514A was being considered for use on trip No. 7, a New York to Los Angeles nonstop flight. A communication from the flight stated that the aircraft would probably need a tire change prior to scheduled operations.

Peconic River Airport at Calverton, Long Island, is used by American Airlines and other air carriers as an outlying airport for conducting jet transition training. Tower personnel are employed by the Grumman Aircraft Engineering Corporation.

Excerpts from the Peconic River tower log indicate that training flight 514 was in the Peconic area from 1511 until the accident occurred. During this time the crew of flight 514 accomplished several maneuvers, including full-stop landings, crosswind landings and takeoffs, a high off-set approach, simulated engine's out landings, and a no-flap aborted approach to landing.

The Peconic River tower controller testified the aircraft did not retract its landing gear following the last aborted approach to landing on runway 23 but continued in the traffic pattern at an estimated altitude of from 1,000 to 1,100 feet. The crew reported on left base leg for runway 23, was given clearance to land, and was informed that the wind was from 230 degrees at 10 to 15 knots. The last communication from the crew was the acknowledgement of landing clearance and wind information, at which time nothing of an unusual nature was reported.

Several eyewitnesses near the impact area were accustomed to the presence of Boeing 707 aircraft in the air over their homes or property. Immediately prior to the accident, a considerable number of these witnesses observed N 7514A and they were of the opinion that the aircraft was lower than usual, slower than usual, and making less noise than usual. Some witnesses observed smoke coming from the engines on one side of the aircraft prior to impact.

Eyewitnesses positioned along the landing pattern flight path observed the aircraft flying in a northerly direction on its downwind leg. N 7514A was observed to turn on the base leg to a northwesterly direction. At this time the aircraft was estimated by witnesses to be at various altitudes of from 600 to 1,000 feet. As it approached the extended centerline of runway 23 it made a left bank, steepening to approximately 45 degrees. The aircraft was then observed