Page:CAB Accident Report, General Airways DC-3 crash on 1 February 1959.pdf/3

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For the flight from Boise to Pueblo to Lackland Air Force Base the load conSisted of twenty—five members of the Idaho Air National Guard, 59? pounds of baggage, and the three pilot crew. Prior to departure a flight plan was filed with the FAA combined station-tower facility to use Victor Airway A at 9,000 feet, IFR, to Malad City, Idaho, with the intention of refiling at Malad City without landing. The estimated time en route to PUBblOlWES given as five hours and 30 minutes, with Salt Lake City as an alternate airport. The flight plan also indicated sufficient fuel for six hours and 30 minutes.

Investigation of the actual amount of fuel on board reveals discrepancies. A fuel receipt and the statement of the man who refueled the aircraft at Boise indicate that a total of 413 U. S. gallons of fuel were placed on board. This party states, in substance, that the rear or auxiliary tanks were empty and, in compliance with Captain Epps' instructions, he pumped 100 gallons of fuel into each of the rear tanks and completely filled the main or front tanks, each with a capacity of 202 gallons. Therefore, there was a minimum of 604 gallons on board N 1731A at the completion of refueling at Boise on February 1, 1959, prior to departure for Pueblo.

A weight and balance form.was completed by the crew for the flight from Boise to Pueblo. It indicated that there were A00 gallons of fuel in the front tanks and 100 gallons of fuel in the rear tanks, a total of 500 gallons. There 18 therefore a discrepancy of 10A gallons in the amount of fuel actually On board. This resulted in an increase 01 fuel weight from 3,000 pounds to 3,62A pounds, an error of 624 pounds. This also increased the actual gross weight at takeoff from 25,h93 pounds, as indicated on the weight and balance form, to 1 26,117 pounds.

As stated, the flight plan filed for the flight from Boise to Pueblo indicated fuel sufficient for six hours and 30 minutes. At the average con— sumption of 87 gallons per hour, used by the carrier in flight planning, there must have been at least 565 gallons on board. Although the flight plan, the weight and balance form, the fuel receipt, and the statement of the serviceman are not in agreement, it is apparent that the aircraft was over its permissible takeoff weight upOn departing Boise (elevation 2,858 feet). The amount of this overwsight was approximately 517 pounds, computed from data in the Operating manual approved for the carrier's use by the CAA (now FAA).

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(A) A pilot shall not fly as a crew member in air carrier service nmre than 100 hours during any 30 consecutive days.

(5) A pilot shall not fly as a creW'member in air carrier service more than 1,000 hours in any one calendar year.

(6) A pilot shall not do other commercial flying if his total fly— ing time for any specified period will exceed the limits of that period.

(7) Time spent in any deadhead transportation shall in no case be considered as part of a required rest period.

(c) Aircraft hayingaé crew qf_three pilqtg. hfl) A pilot shall not be scheduled for duty on the flight deck in

excess of 8 hours in any 24—hour period.

(2) A pilot shall not be.scheduled to be aloft for more than 12 hours in any 24—hour period. ‘

(3) A pilot shall not be on duty for more than 18 hours in any 24—hour period.