Page:CAB Accident Report, Boeing Test Flight Crash on 19 October 1959.pdf/2

- 2 - operated on an experimental certificate of airworthiness. The flight of October 19, 1959, was one of a series of flights to demonstrate to the purchaser that the aircraft met the performance qualities guaranteed by the manufacturer, and to train the Braniff pilots.

The crew for this flight, which consisted of R. H. Baum, BAC (Boeing Airplane Company), instructor—pilot, Captains J. A. Berke and M. F. Staley, BNF (Braniff Airways), copilots, and G. C. Eagan, BAC, flight engineer, all received fatal injuries when the aircraft struck the ground. The following personnel who were listed as passengers on the flight plan received minor to serious injuries at ground impact. A. C. Krause, BNF flight engineer, F. W. Symmank, BNF technical instructor, W. J. Allsopp, BAC pilot; and W. H. Huebner, FAA Air Carrier Operations inspector.

Mr. Baum, as pilot in command, conducted a preflight briefing of the crew. Takeoff data and takeoff procedures were discussed along with the maneuvers which were to be performed. An IFR (Instrument flight rules) flight plan was filed for an estimated departure at 1330 P. s t The aircraft was serviced with sufficient fuel for five hours. Its gross weight was 208,000 pounds and the center of gravity located at 26.5 percent MAC (mean aerodynamic chord).

Shortly before departure the IFR flight plan was canceled and the flight proceeded according to VFR (Visual flight rules) for an estimated 4-hour and 15-minute flight. Captain Berke, who was making his first flight in the aircraft, occupied the left seat and Mr. Baum the right. Mr. Krause was performing the duties of flight engineer.

After takeoff the flight proceeded normally through a series of maneuvers which were first demonstrated by Mr. Baum and then executed by Captain Berke. Several Dutch Rolls in a clean configuration were initiated and the proper recovery was demonstrated by Baum. Captain Berke then made several recoveries from Dutch Rolls in this configuration.

Following this, the aircraft was slowed to 155 knots and 40 degrees of flaps were lowered. Captain Berke then made recoveries from a series of Dutch Rolls in this configuration which were initiated by Mr. Baum. During these rolls, angles of bank greater than 25 degrees were permitted to develop. Mr. Allsopp stated that he leaned over to Mr Baum and reminded him of the bank—angle restriction. He said Baum indicated that he was aware of the restriction

As all of Berke's recoveries up to this time had been made from the left (nose-left position}, Baum suggested that a recovery be made from the right (nose-right). Baum then initiated another Dutch Roll in which the angle of bank was quite large. Survivors estimated the aircraft rolled 40 to 60 degrees. Before attempting recovery, Berke allowed the aircraft to complete several oscillations in each of which the roll-bank angle reached 40 to 60 degrees.

The survivors stated that Berke initiated recovery while the right bank was still increasing. They said he applied full right aileron control while the