The Stratocruiser was one hundred ten ft, four inches (33.630 meters) long with a wingspan of 141 feet, three inches (43.053 meters) and total height of 38 feet, three inches (11.659 meters). Captain Heard, fearing control would quickly be lost, determined to ditch the Stratocruiser in Puget Sound. It additionally rolled to the left and Captain Heard had to make use of full reverse aileron to keep up control. The Board determines that the probable trigger of the accident was the incorrect evaluation of control problem which occurred on retraction of the wing flaps because of the flight engineer’s failure to close the engine cowl flaps-the evaluation having been made under conditions of nice urgency and within a particularly brief time frame obtainable for determination. Captain Heard suspected a break up-flap condition, through which, one of the flaps remained partially or totally prolonged. Northwest Airlines’ N74608 was considered one of ten Boeing Mannequin 377-10-30 Stratocruisers ordered by the airline (airline.thaibounty.com). The Mannequin 377 was a big, 4-engine civil transport which had been developed, together with the navy C-ninety seven Stratofreighter (Boeing Model 367), from the World War II B-29 Superfortress long-vary heavy bomber. Boeing built fifty six Mannequin 377 Stratocruisers, with Pan American as the first person, and one other 888 navy C-97 Stratofreighter and KC-ninety seven Stratotankers. The Mannequin 377 could possibly be configured to carry up to a hundred passengers, or 28 in sleeping births.

Crew had been rescued. Nevertheless, 4 passengers, most likely suffering from hypothermia, had drowned. The airplane was operated by a flight crew of four. N74608 was powered by four air-cooled, supercharged, 4,362.49-cubic-inch-displacement (71.488 liter) Pratt & Whitney Wasp Main B6 engines. The engines have been throttled again from takeoff power. At takeoff and climb out speeds, open cowl flaps disrupt the flow of air over the wings. When the flight crew went by way of the pre-takeoff examine record, in response to the immediate, “Cowl flaps set for takeoff,” the flight engineer responded, “Set for takeoff,” when they had been truly open. Investigators discovered that the cowl flaps of the remaining three engines were all totally open. The engines drove 4-bladed Hamilton Customary Hydromatic 24260 fixed-speed propellers with a diameter of 17 toes (5.182 meters) through a 0.375:1 gear discount. Engines of the improved B-50 Superfortress. Northwest 757-300 (New Colours) (1:200) by Flight MiniaturesItem Number: BO-75730H-006Northwest 757-300 (New Colours)Flight Miniatures fashions are true-to-scale replicas of actual aircraft, depicting their authentic physical configuration and livery. Northwest A319-100 (New Colors) (1:200) by Flight MiniaturesItem Number: AB-31900H-006Northwest A319-a hundred (New Colors)Flight Miniatures models are true-to-scale replicas of actual aircraft, depicting their authentic bodily configuration and livery. It was a double-deck aircraft, with the flight deck, passenger cabin and galley on the higher deck and a lounge and cargo compartments on the lower.

¹ David Victor Razey was born 2 April 1929 at Maerdy, Rhondda Cynon Taf, Wales.

Flight Service Attendant David Victor Razey was missing. The flight was under the command of Captain Robert Reeve Heard, with First Officer Gene Paul Johnson and Flight Engineer Carl Vernon Thomsen. ¹ David Victor Razey was born 2 April 1929 at Maerdy, Rhondda Cynon Taf, Wales. Razey turned resident of the United States in 1949, and was naturalized as a U.S. It was built at Seattle, Washington, in 1949, and assigned the manufacturer’s serial number 15954. N74608 carried Northwest’s fleet quantity, 708. The 377-10-30 was a variant constructed particularly for Northwest. The Stratoliner’s Number 1 engine (outboard, left wing) was lacking and by no means found. The wing flaps had been retracted. With the wing flaps down, this isn’t noticeable, however when the flaps are retracted, a severe buffeting happens, as parts of the wing start to stall. The airplane out of the blue began to buffet severely, as if it have been about to stall. N74608 began to lose altitude. It then started to take on water. N74608 hit the surface 4.7 nautical miles (5.Four statute miles/8.7 kilometers) from the top of Seattle’s Runway 20, The water was easy and the airliner coasted to a stop. The wreck of N74608 was situated on the floor of Puget Sound.

Coast Guard 83-foot (56.6 meters) patrol boat quickly arrived on scene.

It weighed 3,584 pounds (1,626 kilograms), dry. He was 5 toes, 5 inches (1.Sixty five meters) tall and weighed 140 pounds (63.5 kilograms). The propeller assembly weighed 761 pounds (345 kilograms). The airliner had an empty weight of 83,500 pounds (37,875 kilograms) and the maximum takeoff weight was 148,000 pounds (67,132 kilograms). The Takeoff Power score was 3,500 horsepower at 2,seven hundred r.p.m. They should have been closed for takeoff. Dropped three life rafts. 3,500 ft (1,067 meters). The B6 had a normal Energy score of 2,650 horsepower at 2,550 r.p.m., at 5,500 feet (1,676 meters), and Maximum Continuous Energy score of 2,800 horsepower at 2,550 r.p.m. Its service ceiling was 32,000 toes (9,754 meters) and the vary was 4,200 miles (6,759 kilometers). The airliner was pressurized and could maintain Sea Level atmospheric stress whereas flying at 15,500 toes (4,724 meters). The weather at “SeaTac” was overcast, with a ceiling at 1,200 feet (366 meters) and 10 miles (sixteen kilometers) visibility. Coast Guard 83-foot (56.6 meters) patrol boat quickly arrived on scene. A Northwest Airlines DC-3 flew over the scene. The Wasp Major B6 was four ft, 7.00 inches (1.397 meters) in diameter and 8 feet, 0.50 inches (2.451 meters) lengthy.