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Capital flight to land before taking the runway for departure. Further, Since the landing was toward the southwest and the wind was from the south, any turbulent air mass would have been drifted away from the area where control was lost. It is obvious that the slipstream from the Martin would have no effect on the DC-3.
It is evident from the marks on the runway that left brake was applied during the landing. The physical examination of the brake systems showed that there had been no malfunction in these systems which could have caused a brake to drag or bind and cause this mark. It is therefore evident that the left brake pedal was depressed either by the pilot or copilot.
From all the evidence available, the Board believes that both brakes were applied during an attempted recovery from a poorly executed landing. It seems clear that the aircraft contacted the runway and bounced. Shortly after the second contact with the runway the crew lost control and the aircraft started to veer off the runway. The effectiveness of the corrective action of right brake and right rudder was greatly reduced by the prior or simultaneous application of left brake. As a result, the rotational forces on the aircraft as it deviated from a straight course could not be overcome until it had veered from the runway.
After the proper corrective action was taken, insufficient distance remained to prevent the airplane from going over the embankment.
Conclusions
The Board concludes that there was no mechanical or structural failure to N 44993 which contributed to the cause of this accident. In addition, the propeller wash from the Martin not waiting at the end of the runway for takeoff clearance, could not have affected the control of the DC-3.
From all the evidence available, the Board's opinion is that his accident was solely the result of poor pilot technique. In attempting recovery when the aircraft began to veer to the left, following the hard landing, both wheel brakes were applied along with full right rudder. As a result, the only effective corrective measure was the rudder control and it was insufficient to prevent the aircraft from leaving the runway. After proper corrective action, i.e., power on the left engine, full right rudder, and right brake only, the airplane straightened out and began to turn back to the right. The distance remaining to the embankment toward which the airplane was heading was insufficient to allow the aircraft to be turned to prevent it from going over the bank.
