Page:CAB Accident Report, Western Air Lines Flight 221.pdf/5

 Full power was utilized during the climbout until the aircraft was on top of the fog estimated to be approximately 350 - 400 feet m.s.l. The captain stated that as the aircraft accelerated to V2 plus 20 (120 knots) and at an altitude of approximately 500 feet he called for "... gear up" and then called for "... METO power and flaps up." The airspeed then increased to 135 knots.

The first officer stated that the command for, "gear up, flaps up" was given by the captain subsequent to the "noise" or "lurch" at about the time he was in contact with the tower to advise of the missed approach. He stated that upon this command he raised the landing gear handle from the down to the up position and then raised the flaps from the 20 degree detent to the full up position.

During the climbout, the check captain observed the No. 2 engine oil pressure warning light came on and the No. 2 engine tachometer indicating less than 1,000 r.p.m. He thereupon gave the command to feather the No. 2 propeller. The second officer responded to this command by engaging the No. 2 feathering switch. (Damage which had occurred but of which the crew was not aware, precluded any feather action taking place.)

A clearance to Lockheed Air Terminal, Burbank, California, was then requested and obtained by the flight. While en route to Burbank the check pilot and second officer visually inspected the aircraft from the cabin and reported to the captain that the No. 2 propeller was missing, and the No. 2 engine nacelle was drooped.

The flight then advised the WAL dispatcher through company radio of the damage to the aircraft and that the flight was proceeding to Burbank. It was also requested that the Los Angeles tower be advised that the aircraft's No. 2 propeller was on runway 251.

At 2347, the flight established contact with Burbank Approach Control and received vectors to the Burbank ILS final approach course to runway 7. The Burbank weather was given as clear, visibility five miles, smoke and haze, wind calm.

Following a landing gear check by the Burbank tower a visual approach was made to runway 7 and the aircraft was landed without further incident. at 0005 on December 18, 1963.

Examination of the aircraft revealed that the No. 2 engine nose case and propeller assembly had separated from the engine at the forward section of the front power case. Four of the six engine attach mounts were separated from