had 160 to 2700 horsepower, single and multi-engine land ratings. He had flown approximately 6315 hours which included 4660 hours for American Airlines on DC3 equipment. He was employed by American as a pilot in training on March 4, 1940, and was assigned as a reserve captain on October 5, 1942. His last physical examination required by the Civil Air Regulations was passed on September 12, 1944. He satisfactorily passed his last instrument check on September 30, 1944, and was last route checked on November 6, 1944.
First Officer Eitner, age 25, held a commercial pilot certificate with single-engine land, 0-330 horse-power and instrument ratings. He was employed by American as a first officer trainee on September 15, 1942, and was assigned as first officer on January 11, 1943. He had flown approximately 2113 hours including 1792 hours for American on DC3 equipment. His last physical examination required by the Civil Air Regulations was passed December 14, 1944.
Stewardess Docken, age 22, had been in the employ of American since April 3, 1944, and was assigned as stewardess on May 29, 1944.
The Aircraft
The Douglas DC3, NC 25684, was manufactured in May, 1940 and was purchased by American the same month. It had been in continuous service up to the time of the accident and had flown approximately 14,888 hours, including 3379 hours since the last major overhaul. It was powered by two Wright G-102 engines and equipped with Hamilton Standard hydromatic propellers. The engines and propellers had had 531 hours since major overhaul. The aircraft, its engines and other equipment had received a major inspection on January 6, 1945.
At the time of the departure from Phoenix en route to Burbank the aircraft was equipped with de-icers and was loaded to 25,332 1bs., which was within the allowable limits. The weight was properly distributed with respect to the center of gravity. It was estimated by American that at the time of the plane's arrival at Burbank 215 gallons of fuel remained in the tanks. American's maintenance record of the aircraft revealed no previous malfunctioning that could in any way have contributed to the accident.
EVIDENCE DISCLOSED BY INVESTIGATION
Examination of the Wreckage
Examination of the wreckage disclosed no indication of failure of any part of the aircraft prior to impact. Marks on the ground clearly indicated that the aircraft struck the hillside in a sharp right turn, banked at about 20 degree, with the elevator tabs trimmed for what appeared to be a slight climb. The outer wing panels were resting in a normal position relative to each other. The tail section from about the rear cargo compartment bulkhead aft slid back a short distance and came to rest with the tail wheel on the round and with the horizontal surfaces resting on bushes in an upright position. With the exception of the tail group and the outer wing panels the plane was almost completely consumed by fire. Therefore, little could
