_ 2 _ of 99,800 pounds. The estimated time en route to Dallas was bl minutes.
The flight was given an instrument-flight—rules clearance which was to the Leona omni, Via Victor Airway 13 west to the Gulf Coast intersection, direct to Leona, to maintain 2,300 feet altitude to Gulf Coast, then to climb to and maintain 9,000. At apprOXimately 22h0 the flight was cleared for takeoff and at 22h2 it reported ready for takeoff and was airborne at 22kt.
After takeoff Houston departure control adVised that it had the flight in radar contact and requested it to report when established outbound on the 3h5- degree radial of the Houston omni. Flight 5h2 complied and subsequently was cleared to 9,000 feet and adVised to contact San Antonio Center on 121.1 mos. upon paSSing the Gulf Coast intersection.
Flight 5&2 reported to company radio at 2251 as blocking out of Houston at 37, taking off at h2, to cruise at 15,000 feet when so cleared, estimating Dallas at 2325, and that the Center had this information. At apprOXimately 2252 Flight 5h2 reported to San Antonio Center as being Over Gulf Coast intersection at 9,000 feet. The flight was then issued its destination clearance to the Dallas Airport Via direct to Leona, direct to Trinidad, direct to Forney, direct to Dallas, to maintain 15,000 feet. The flight was cleared to climb to its cruiSing altitude.
The next transmiSSion from Flight 5h2 was to the San Antonio Center, giVing the time over Leona as 05 at 15,000. San Antonio Center acknowledged, and requested Flight 5h2 to change over and monitor the Fort worth frequency of 120.8 mcs. at this time. The flight acknowledged.
Shortly thereafter Flight 5L2 contacted company radio with a message for maintenance, adViSing that the generators were then 0K out that there had been insufficient time for maintenance to insulate the terminal strip on no. 3 propeller at Houston and it would like to have it done in Dallas. At this time the flight also said it would give the communication center a Dallas estimate of 25. This was then followed by one other item for maintenance, which was that No. 3 sump pump was inoperative. This was the final transmiSSion from the flight and was logged as completed at 2307.
Structural failure of the aircraft occurred at apprOXimately 2309 on course to the next fix, Trinidad intersection. The radial from Leona omni to Trinidad intersection is 3th degrees. The main wreckage was located 19.? miles 3/ north of Leona omni, 3.19 miles east-southeast of Buffalo, Texas. The time, 2309, correlates closely with the information obtained from Witnesses to the accident as well as the time indicated on impact—stopped watches recovered at the scene
Investigation disclosed that there were no radar or radio contacts established With Flight 5h2 nor were any emergency calls received on guard frequenc1es or en route frequencies after 2307.
2? All mileages herein are in nautical miles.
