Page:CAB Accident Report, Flying Tiger Line Flight 282.pdf/6

 The 0028 San Francisco International Airport surface weather observation in part showed the following:

Scattered clouds at 400 feet, measured 1,100 feet overcast, visibility 6 miles in light rain and fog, temperature 59°F., dewpoint 57°F, wind from 240 degrees at 22 knots, gusts to 28 knots.

The San Francisco International Airport, U. S. Weather Bureau's Daily Pilot Weather Briefing log showed the following entry for 2330 December 23: "Telephone briefing, Flying Tiger, REMARKS, passed information on terminal weather San Francisco, Kansas City, and JFK, no route weather requested."

There was little significant change in the general weather situation in the San Francisco International Airport area approximately two hours before and after the accident.

The captain of an L-1049H aircraft weighing approximately 113,000 pounds departed runway 28L at 2130, 23 December 1964. He described his departure as follows:

"At the time of departure, the surface wind was from 190 degrees at approximately 15 knots, variable and gusty. The general weather was squally with light intermittent rain showers Immediately upon breaking ground, as was anticipated, a strong right drift was noted, and I immediately applied heading corrections to maintain track outbound on the ILS back course. I would estimate the average drift correction to have been approximately 10 degrees left.

Immediately upon becoming airborne, it was noted that the air was generally very unstable with light to moderate turbulence and strong downslope conditions. These strong downslope conditions were not of the brief, momentary type, but prevailed continuously as long as we were flying on the lee side of the hills and until reaching an altitude of 2,000 to 2,500 feet m.s.l., at which time the air became more stable and a somewhat normal rate of climb was possible.

It was noted that the rate of climb was very low for the weight of the aircraft, and I was required to maintain METO power and 60 percent flaps for a considerable time in order to maintain a positive rate of climb and to gain sufficient altitude to clear the hills and get through the Gap safely. Under power and climb conditions which normally would result in a rate of climb of approximately 1,000 feet per minute, our rate of climb varied from 200 to 500 feet per minute, and there were moments when the rate of climb was near zero. I do not recall at this time exactly how long we maintained METO-power climb, but I do recall commenting to my first officer regarding the bad downslope conditions and our poor rate of climb, and expressed the opinion that we were fortunate that we had not departed at maximum gross weight. Also, due to our slow rate of climb, and the length of time that passed after takeoff before we were able to report 2,000 feet, Departure Control called us at least three times checking on our altitude I did not detect any malfunction of any of the ground facilities or airborne equipment, prior to departure. However, I must note here that except for checking my outbound track by the ILS and the fore and aft indications on the ADF indicators, I was too busy for the first several minutes after takeoff flying the aircraft, trying to maintain proper attitude and a rate of climb sufficient to clear the Gap I had no time to give the radios any further concern."