Page:CAB Accident Report, Piedmont Airlines Flight 349.pdf/3

 10 miles, wind calm; at 2100, ceiling measured 1,500 feet broken, 2,400 feet overcast, v1s1bility 10 miles, wind calm. A study of the weather observations from other stations in the area showed the Charlottesville conditions should have been substantially as reported. The Situation, however, showed that conditions would be much worse in the area near and parallel to the mountains west of Charlottesville. In this area the mountains were obscured and Visual flight would not have been possible.

Studies of the Winds aloft by the U. S. Weather Bureau showed that at altitudes used by Flight 3h9 they were predominantly southerly and averaged about 15 knots.

When the flight did not land as anticipated a radio search was made, which proved futile. A ground search was begun as quickly as pos51ble and supplemented by an air search the next day. Throughout that day both were seriously hampered by bad weather. On November 1, about 0800, the wreckage was Sighted from a helicopter on the southern slope of Bucks Elbow Mountain, which is located about 13 miles west of the Charlottesville Airport. It was almost hidden by dense tree cover.

Investigation at the scans showed the aircraft crashed where the upslope of the 3,100—foot mountain was nearly 30 degrees. It crashed against the rocky slope on a magnetic heading of 3h0—350 degrees and at an elevation of approximately 2,600 feet. Initial contact occurred when the right Wing of N 55V struck and cut through several trees which progressively tore off the right Wing outboard of the landing light. At initial impact the right wing was down about 10 degrees from level and the aircraft was descending slightly. The aircraft was yawed to the right and rolled to the right when, about 180 feet farther, it crashed against the upslope.

In the final impact the forward fuselage rearward to the center section was destroyed. The fuselage was broken from the center section and displaced to the left so it rested on the left wing outboard of the attach angle. The fuselage was also cooked to the left about 15 degrees relative to the center section. Most of the fuselage from over the center section rearward to the cabin door was destroyed or badly crushed. All of the passenger seats were torn from the floor, including the one in which the surviving passenger remained fastened when he was thrown clear of the fuselage.

The structural investigation determined that the landing gear was extended at impact and the flaps were fully retracted. Also, although the aircraft sustained great damage, it was reliably determined that there was no malfunction or failure of the aircraft prior to impact.

Examination of the engines and propellers disclosed no evidence of malfunction prior to impact. Evidence showed that both engines were operating and developing appreciable power when the aircraft struck the mountain, the specific amount of power, however, could not be determined. Evidence also Showed that at that time both propellers were capable of normal operation. Examination and bench checks where required showed the engine accessories were capable of normal operation before the impact.