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As far as could be determined, the weights of oil, passengers, crew, and baggage were correctly entered on the weight and balance form for the Boise-Pueblo flight.
The aircraft departed Boise at 1058 after receiving the proper ARTC clearance. It proceeded routinely to Pueblo, Colorado, via Burley, Malad City, Rock Springs, Rawlins-Cherokee, Laramie, Denver, and Colorado Springs, arriving at 1626. This flight of five hours and 28 minutes would, at 37 gallons per hour, have consumed 476 gallons. The quantity of fuel remaining at Pueblo must have been approximately 118 gallons.
The aircraft was refueled at Pueblo. A fuel receipt and a statement by the serviceman indicate that a total of 500 gallons was placed on board. The servicemen stated that he filled the two main tanks and put 100 gallons into each of the two rear or auxiliary tanks. He further stated, in substance, that there were 622 gallons on board the aircraft upon completion of the
refueling.
The weight and balance form for the flight from Pueblo to Lackland Air Force Baas did not carry a destination. This form indicates a total of 380 gallons of fuel in the front tanks, but did not carry an entry showing any fuel in the rear or auxiliary tanks. Fuel weight entered was 2,280 pounds. However, computations and the statement of the servicemen indicate a total of approximately 622 gallons of fuel, or an apparent discrepancy of 2A2 gallons weighing 1,552 pounds. Therefore, the gross weight at takeoff from Pueblo was 26,322 pounds rather than 2A,870 pounds, as shown on the weight and balance form. The maximum allowable takeoff weight from Pueblo (elevation A,725 feet) was 2h,950 pounds. The aircraft, therefore, was overweight upon departing Pueblo by a computed 1,372 pounds.
The flight plan filed prior to departing rueblo carried an estimated time en route of four hours and 30 minutes with fuel for five hours and 30 min- utes. This conflicts with the amount of fuel entered on the weight and balance form, since at 87 gallons per hour 380 gallons would be used in four hours and 22 minutes. This is actually less than the estimated time en route shown on the flight plan. The aircraft was airborne for approximately five hours and 37 minutes from takeoff until the accident. Icing conditions requiring in— creased Dower prevailed for at least the final one and one-half hours. There— fore, at the time of departure from Pueblo, there was more fuel on board than shown on the flight plan, and much more than the 380 gallons shown on the weight and balance form.
As far as could be determined, all other height items were correctly com- puted and entered 0n the weight and balance form for the Pueblo—Lackland Air Force Base flight.
Either Captain Epps or Reserve Captain Hitt obtained a weather briefing
by telephone from the U. S. Weather Bureau Station at Memorial Airport in Pueblo for the Pueblo—Lackland portion of the flight. This unrecorded briefing{ according to testimony of the weather Bureau, was comprehensive in regard to the probability of widespread icing conditions. The pilot, who did not identify 4 himself, displayed considerable interest in the expected weather and questioned3 the observer extensively. An IER flight plan was then filed by telephone with the FAA combined station—tower facility. It contained the following: Point of{
