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Captain Wright immediately pumped the throttle in an effort to start the engine and, when unsuccessful, placed the propeller control in the full-feathering position in order to stop the propeller from windmilling and to obtain the best possible single engine performance. He also cut the right engine ignition switch. First Officer Riley stated that the fuel pressure warning light for the right engine did not indicate a loss of fuel pressure until after the right engine had stopped turning. First Officer Riley immediately advised the PCA radio station at Charleston that the engine had stopped.
Immediately after he had placed the right propeller control switch in the full-feathering position and cut the right engine ignition switch, Captain Wright started a gradual left turn and increased the manifold pressure on the left engine to 36½ inches in order to clear the secondary high tension line. Later calculations indicate that the left engine was developing approximately 575 h.p. at this time. While the airplane was climbing over the secondary power line the airspeed dropped from just above 100 miles per hour to approximately 85 miles per hour. After clearing this line Captain Wright reduced the manifold pressure to 34 inches and continued his left turn into a small valley which extends into the range of hills south of the airport. As he proceeded up the valley, he continued to use 34 inches of manifold pressure, approximately 502 h.p. He was able to maintain 85 to 95 miles per hour airspeed but was unable, with the amount of power applied, to increase the airspeed above 95 miles per hour because the rising terrain of the
