Northwest Orient Airlines Archives – Today In Aviation
The Stratocruiser was one hundred ten feet, four inches (33.630 meters) long with a wingspan of 141 feet, three inches (43.053 meters) and overall top of 38 ft, three inches (11.659 meters). Captain Heard, fearing control would shortly be lost, decided to ditch the Stratocruiser in Puget Sound. It additionally rolled to the left and Captain Heard had to use full opposite aileron to maintain control. The Board determines that the probable cause of the accident was the incorrect analysis of control difficulty 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 great urgency and inside an extremely quick time frame accessible for choice. Captain Heard suspected a split-flap situation, during which, one of the flaps remained partially or absolutely prolonged. Northwest Airlines’ N74608 was considered one of ten Boeing Model 377-10-30 Stratocruisers ordered by the airline – please click the next post – . The Model 377 was a large, 4-engine civil transport which had been developed, together with the army C-ninety seven Stratofreighter (Boeing Model 367), from the World Struggle II B-29 Superfortress long-range heavy bomber. Boeing built fifty six Mannequin 377 Stratocruisers, with Pan American as the first consumer, and another 888 navy C-97 Stratofreighter and KC-ninety seven Stratotankers. The Model 377 could possibly be configured to hold as much as a hundred passengers, or 28 in sleeping births.
Investigators found that the cowl flaps of the remaining three engines had been all totally open.
Crew were rescued. However, four passengers, probably 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 back from takeoff energy. At takeoff and climb out speeds, open cowl flaps disrupt the movement of air over the wings. When the flight crew went by the pre-takeoff check checklist, in response to the prompt, “Cowl flaps set for takeoff,” the flight engineer responded, “Set for takeoff,” once they were truly open. Investigators found that the cowl flaps of the remaining three engines had been all totally open. The engines drove four-bladed Hamilton Commonplace Hydromatic 24260 constant-speed propellers with a diameter of 17 ft (5.182 meters) by means of a 0.375:1 gear discount. Engines of the improved B-50 Superfortress. Northwest 757-300 (New Colors) (1:200) by Flight MiniaturesItem Quantity: BO-75730H-006Northwest 757-300 (New Colors)Flight Miniatures fashions are true-to-scale replicas of precise aircraft, depicting their authentic physical configuration and livery. Northwest A319-a hundred (New Colours) (1:200) by Flight MiniaturesItem Number: AB-31900H-006Northwest A319-a hundred (New Colours)Flight Miniatures fashions are true-to-scale replicas of precise aircraft, depicting their genuine bodily configuration and livery. It was a double-deck aircraft, with the flight deck, passenger cabin and galley on the upper deck and a lounge and cargo compartments on the lower.
Flight Service Attendant David Victor Razey was missing. The flight was beneath 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 became resident of the United States in 1949, and was naturalized as a U.S. It was constructed at Seattle, Washington, in 1949, and assigned the manufacturer’s serial quantity 15954. N74608 carried Northwest’s fleet quantity, 708. The 377-10-30 was a variant built particularly for Northwest. The Stratoliner’s Number 1 engine (outboard, left wing) was missing and by no means discovered. The wing flaps have been retracted. With the wing flaps down, this isn’t noticeable, but when the flaps are retracted, a severe buffeting occurs, as elements of the wing begin to stall. The airplane instantly started to buffet severely, as if it have been about to stall. N74608 started to lose altitude. It then began to take on water. N74608 hit the floor 4.7 nautical miles (5.4 statute miles/8.7 kilometers) from the end of Seattle’s Runway 20, The water was smooth and the airliner coasted to a stop. The wreck of N74608 was situated on the floor of Puget Sound.
Track An Airline Flight
It weighed 3,584 pounds (1,626 kilograms), dry. He was 5 ft, 5 inches (1.65 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 utmost takeoff weight was 148,000 pounds (67,132 kilograms). The Takeoff Power ranking was 3,500 horsepower at 2,seven-hundred r.p.m. They should have been closed for takeoff. Dropped three life rafts. 3,500 feet (1,067 meters). The B6 had a standard Power rating of 2,650 horsepower at 2,550 r.p.m., at 5,500 feet (1,676 meters), and Most Steady Power score of 2,800 horsepower at 2,550 r.p.m. Its service ceiling was 32,000 feet (9,754 meters) and the vary was 4,200 miles (6,759 kilometers). The airliner was pressurized and will maintain Sea Level atmospheric stress whereas flying at 15,500 ft (4,724 meters). The weather at “SeaTac” was overcast, with a ceiling at 1,200 ft (366 meters) and 10 miles (sixteen kilometers) visibility. Coast Guard 83-foot (56.6 meters) patrol boat soon arrived on scene. A Northwest Airlines DC-3 flew over the scene. The Wasp Major B6 was 4 ft, 7.00 inches (1.397 meters) in diameter and eight ft, 0.50 inches (2.451 meters) lengthy.
