Page:CAB Accident Report, Eastern Air Lines Flight 304.pdf/7

 of Flight 304 to contact the center. No emergency or distress was exhibited in any transmissions. It was determined from recordings of transmissions that the first officer made all ground transmissions, and the captain made all those after takeoff.

1.10

Not aplicable.

1.11

The aircraft was equipped with a Fairchild Model 5424 flight data recorder. The recorder magazine, with the record spool, and approximately 50 feet of loose unused tape were recovered. The last readable portion of the tape was 150 minutes of flight, encoded as Flight 304 of the 24th, ending at a point which appears to be the landing approach to New Orleans. The takeoff portion of the tape was not recovered.

1.12

Initial attempts to locate the wreckage of Flight 304 were conducted by helicopter. The discovery of an oil slick and floating debris on the lake prompted a systematic dragging operation commencing simultaneously in this area and also at the point of last radar contact. This search rapidly assumed enormous proportions as additional electronic and sonic underwater detection gear became available. Discovery of the wreckage was finally confirmed late in the afternoon, March 13. Salvage operation commenced immediately and continued on a 24-hour basis until April 16, at which time approximately 60 percent of the wreckage, by weight, had been recovered. The operation involved raising the pieces from deep in the mud and silt bottom of the lake, and placing them on a barge. The parts were examined and the condition noted by Board investigators. After being washed, all parts were then transferred to shuttle barges, and taken to a hangar at the New Orleans Lakefront Airport where a layout was made for further study.

Portions of all extremetiesextremities [sic] of the aircraft were recovered from the main impact area. The general pattern of breakup showed extreme fragmentation of all structure with the largest piece being the upper five feet of rudder. The flaps and landing gear were determined to be in the up position. Detailed examination of all structure recovered revealed no evidence of in-flight fire, explosion, or structural failure.

The Nos. 1 and 2 powerplantspower plants [sic] were recovered approximately 45 feet from the Nos. 3 and 4. All four received similar damage, and evidence severe disintegration at impact. The diffuser and combustion cases of all four engines accordioned between the 3 and 9 o'clock positions, and the ejector assemblies were extended. No evidence of pre-impace operating distress was found. The recovered reverse assemblies indicated use of reverse thrust at impact. The fuel system was capable of functioning normally.

Although none of the aircraft systems was recovered completely, there was no indication of fire or heat damage on the components available. The left and right stabilizer jackscrews were within one turn of the full AND trum setting. This