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and the proper magnetic courses are indicated. Although no separate profile is provided for this route, it is apparent from what we have said that no substantially higher terrain exists on this route, either on the course line or within 15 miles on either side thereof, than is indicated on the log sheet for the course between Boulder City and Silver Lake.
With respect to the altitude to be used for contact flight between Las Vegas and Burbank, there appears to have been, at the time of the accident, no definite rule prescribed by TWA. TWA's chief pilot testified that it was the established practice never to operate at less than 1000 feet above the terrain along the course, and that normally a pilot would not fly from Las Vegas toward Silver Lake at less than 8000 feet above sea level, unless some weather condition in the area required flying at a lower altitude.
The point at which the accident occurred has a bearing of approximately 215 degrees, magnetic, from the Las Vegas airport, and, as previously indicated, is at an elevation of about 7,770 feet. In view of the fact that witnesses who observed the airplane as it was flying between Las Vegas and Potosi Mountain testified that its flight path appeared to be in a straight line northwest of the general line of flight on which the airline planes usually travel in that vicinity, it appears probable that the airplane proceeded directly from the airport to the point of impact. This conclusion is substantiated by the fact that the elapsed time between departure from Las Vegas and the time at which the fire was observed was determined to be a normal amount of time for direct flight between the two points.
The impact actually occurred at an altitude of 7,770 feet above sea-level approximately 15 minutes after take-off from a field at an elevation of 1900 feet. It would appear probable, therefore, that the airplane had
