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conditions at the airport were also clear and the reported surface wind was south at five knots. The speed brake was used to facilitate descent and before reaching the Georgetown beacon the before-landing checklist was completed.
Captain Smith said that he followed the Potomac River to the right turn for the final approach. The turn was made about 500 feet above the river at 120 knots and with approach flap extended. Following the turn, runway alignment was established and landing flap was extended.
Captain Smith said that approaching the shoreline of the river at approximately 115-120 knots indicated airspeed the copilot said, "Snuffy, it looks a little low." Recognizing this, and seeing the ILS (Instrument Landing System) localizer shack just ahead, Captain Smith applied nose-up control pressure. Almost simultaneously the main gear tore through the shack. Captain Smith said he felt the impact and as the right side of the aircraft settled he held it off as long as possible. When airspeed dissipated the aircraft settled and slid to a stop. The occupants then left the aircraft quickly and in an orderly manner.
The localizer shack is located on the extended runway centerline about 175 feet from the runway threshold. Its roof is about 10 feet above the ground and runway elevation. The shack houses the localizer antenna and its location is necessary to the efficient function of this portion of the ILS.
The main gear tore through the roof of the shack about eight feet above the ground and then contacted the ground about 80 feet short of the runway. The aircraft then skipped, touching the runway 105 feet past the threshold. At this location the right main gear was already badly damaged as shown by castering tire marks on the runway. Shortly thereafter the right wheel assembly and strut piston came off and bounced to the right side of the runway. About 1,600 feet from the runway threshold the right side of the aircraft settled on the strut cylinder and collar which formed a "ski-like" platform. The aircraft gradually veered off the runway to the right, slid across a grass area onto taxiway 2-2A, and stopped on the taxiway about 3,400 feet from the threshold. During the final 250 feet the right strut collapsed.
At the time of this accident Captain Smith had flown nearly 14,000 accident-free hours, of which about 1,000 were in the DC-7B. He had been employed by Eastern Air Lines since 1942 and was captain for the past 14 years. His training record was entirely satisfactory and he was currently certificated for his position according to regulatory requirements. His latest physical examination, including one shortly after the accident, showed he was in good condition and his eyes were normal in every respect. He was off duty 50 hours before the flight.
Captain Smith stated that he intended to land on the first portion of the runway and had misjudged the altitude of the aircraft during the last portion of the final approach. He said he knew the aircraft was low but felt it would adequately clear the localizer shack which he saw ahead. Captain Smith indicated that weather, traffic, and operation of the aircraft were not factors. He said there were no extenuating circumstances and the investigation found none.
