Page:CAB Aircraft Accident Report, Northwest Flight 293.pdf/3

 mean aerodynamic chord (MAC). The weight included 23,000 pounds of fuel, 95 passengers and 4,103 pounds of baggage and a crew of six. No cargo was loaded on the aircraft. The maximum allowable takeoff gross weight was 127,558 pounds and the c.g. range was 17.2 percent to 32.5 percent MAC. A weight sheet was delivered by the company agent to the crew in the cockpit approximately 15 minutes before departure. At that time the captain, first officer, and engineer were observed to be in their proper seats. This witness, as well as others who had contact with the crew, stated the crew appeared to be in good spirits and health prior to takeoff.

A Northwest Airlines maintenance crew chief performed a preflight inspection on the aircraft at McChord following its arrival from Minneapolis. He stated that the used the company checklist in conducting this inspection and that he discovered no discrepancies. No maintenance was required or performed on the aircraft. The aircraft was serviced with 2,021 gallons of 115-145 octane gasoline from an Air Force refueling unit and with 38 gallons of oil from a Northwest Airlines servicing vehicle kept at McChord for that purpose. After the sumps were drained the total amount of fuel (23,000 pounds) was verified by metering, dip stick, and fuel gagesgauges [sic]. During the preflight inspection the crew chief verified that the emergency equipment was aboard the aircraft. This equipment included 32 children's life vests stowed in the aft section of the fuselage; 106 adult life vests stowed in the seat backs and under seats; 7 crew life vests stowed in the cockpit and the aft section of the fuselage; five 20-man life rafts stowed near the aft main door; one 10-man life raft stowed in the cockpit; 4 exposure suits stowed in the cockpit; 1 bag of winter clothing; and 1 emergency radio transmitter stowed in the cockpit.

Another inspection of the aircraft and survival equipment was conducted by an Air Force maintenance man as required by MATS Manual 35-11. He used an Air Force checklist to guide him on this inspection and discovered no discrepancies.

The passenger baggage was loaded aboard the aircraft by civilian employees of the Air Force. The lower fuselage baggage compartments were examined before loading and there was nothing unusual noted in the compartments or the baggage as it was loaded.

The passengers were briefed in the terminal by pamphlets and signs and they were requested not to carry any flammable or explosive items aboard the aircraft. There was no examination of their belongings or baggage.

The aircraft departed the terminal at approximately 1520, 10 minutes ahead of schedule, and was airborne at 1532. Witnesses who observed the takeoff reported that it appeared normal in all respects and the crew did not report any problems or malfunctions. The aircraft climbed, under radar control, to its assigned altitude and reported reaching 14,000 feet at 1552.

The crew reported over all compulsory reporting points at their flight planned times. At 1807 the crew reported that they had been over Domestic Annette at 1806, 14,000 feet, estimating Domestic Sitka at 1837, and requested a clearance to climb to 18,000 feet. No reason for the requested change in altitude was given.