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Examination of powerpdants indicated that both were capable of normal operation at the time of the accident. Propeller shim plate markings indicated blade angles of approximately 18 degrees at impact for both propellers which is a power-off condition as the low pitch stops Were set at 18 degrees. This also conforms to Copilot Wittliff's statement concerning the captain‘s intention to land wheels up.
General Airways, Inc., is a member of the Independent Airlines Assoc1ation, Washington, D. C. This flight was contracted to General Airways by the U. S. Department of Defense through that association, which functions as-a bidding agent only. The association does not govern the scheduling of flight operations nor the dis patching of individual members. It does coordinate movements with the military and bus companies. All other matters regarding individual flight operations are nahdled.by the member concerned. Under terms of the working arrangement between the Association and General Airways, the latter was paid flat 90 cents per mile for all CAM flights regardless of load and assumed all en route incidental expenses, including the housing and feeding of military personnel being transported.
Investigation disclosed other economic matters concerning the carrier's operation which relate to thie accident. Crews are frequently away from their base at Portland, Oregon, for extended periods. While away, the captain functions not only as captain but becomes his own dispatcher, his own chief of Operations and the carrier's fiscal agent carrying a sizeable amount of cash. He is not required to clear operational or other matters with his home office and did not do so during the series of flights culminating in this accident. He is almost entirely on his own even to the extent of paying all en route expenses of fuel, maintenance, housing and feeding of passengers ( on CAM flights), and all other operating costs. Less than 90 days prior to this accident General Airways had entered into brankruptcy proceedings in the Oregon courts. At the time of the accidnet the company's staff and opemation had been sharply curtailed.
Crew salaries are based solely on distance flown and are 5 cents per mile for the captain, 3-1/2 cents for the reserve captain, and 2-1/2 cents for the copilot. The maximum earnings for these three pilots flying 1,000 hours per year at an assumed average DC-B speed of 150 knots would be $7,500, $5,250, and $3, 50 annually. In addition, the carrier pays its crews per diem of $9.60.
Analysis
The Civil Air Regulations establish minimum safety standards. In this accident multiple breaches of regulations were entailed.
As is evident from the table of flight detail in Investigation these three pilots had exceeded the regulatory limit of flight duty upon arrival at Boise. Even at that time a degree of pilot fatigue must have set in. Pilot fatigue, which may engender a decrease in competence and diligence, could have been a factor in an overweight takeoff from Boise.
The time on the ground at Pueblo was relatively short and it may reasonably be expected that an increased level of pilot fatigge prevailed upon departing Pueblo. The reason for the overload upon departing Pueblo may have been an anticipation of added and unforeseeable flight time because of the questionable weather ahead or an indifference to regulations.
