-2-
cluding 82,000 pounds of fuel. Aircraft loading was within allowable weight and center of gravity (c.g.) limits. The flight was routed via Sacramento, California, Reno, Nevada, Sioux Falls, South Dakota, and Buffalo, New York, at various altitudes. At Buffalo, the log indicated the flight was at flight level (FL) 370[1] at 1548.[2] Subsequently, the flight descended to FL 250 under the control of the New York Air Route Traffic Control Center (ARTCC). TW 42 was then cleared to descend to FL 210 and later to 11,000 feet m.s.l., and was given the JFK altimeter setting of 29.63. The flight reported level at 11,000 feet. A short time later, the flight reported to the New York ARTCC that it had a collision with another aircraft.
Eastern Air Lines Flight 853 (EA 853) a Lockheed 1049C, N6218C, departed Logan International Airport, Boston, Massachusetts, at 1538. At the time of departure, the aircraft had an operating weight of 97,019 pounds which was well below the maximum allowable takeoff gross weight of 113,075 pounds as specified for an intended landing at Newark, New Jersey. The c.g. was within allowable limits. The flight climbed to and maintained 10,000 feet m.s.l. and control was subsequently transferred to the New York ARTCC in a radar handoff from the Boston ARTCC at approximately 1610.
EA 853 subsequently reported maintaining 10,000 feet and radar identity was confirmed by New York ARTCC. At approximately 1618, the New York ARTCC recorded on a flight progress strip that EA 853 was passing the Carmel VORTAC. At 1621 the flight initiated a MAYDAY distress call and advised that they had been involved in a midair collision. See Attachment No. 1.
Testimony and aircraft records indicated that there were no carry-over airworthiness items at the time TW 42 departed San Francisco nor were any en route discrepancies entered on the flight log prior to the collision.
The crew of TW 42 stated that as they approached the Carmel VORTAC from the northwest, they were flying in clear air above an overcast with no restrictions to visibility. Although the aircraft was being flown on autopilot with the altitude-hold feature engaged, the captain had his left hand on the control yoke.
He observed a white and blue aircraft at his 10 o'clock position on what he assumed was a collision course. He immediately disengaged the autopilot by actuating the switch on the yoke with his left thumb, put the wheel hard over to the right and pulled back on the yoke. During this period the copilot grabbed the controls and reacted in concert with the captain. As the aircraft rolled to the right, it became apparent that this maneuver would not allow the two aircraft to pass clear of each other, and both crewmembers attempted to reverse the wheel to the left and pushed on the yoke. Before the aircraft had time to react to the control reversal, two shocks were felt and the jet entered a steep dive. Control was regained and the crew began an assessment of the damage. Contact was
- ↑ 37,000 feet pressure altitude: A flight level is stated in hundreds of feet at 18,000 feet or above in the United States and is always related to an assumed sea level pressure or reference datum of 29.92 inches of mercury which is set into the altimeters.
- ↑ All times hereinafter are eastern standard based on the 24-hour clock.
