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been climbing steadily from the time of take-off, and had not quite reached its intended operating altitude at the time of the accident.
Although the airplane, at the time of the accident, was within the limits of the airway, it was 6.7 miles from the center line of the Las Vegas radio range leg. Furthermore, the course being flown, if it were continued, would place the airplane outside the limits of the airway.
It is obvious that, in view of the topography of the area involved, adherence to the course flown, at least at the altitude involved, was not only entirely improper but inevitably led to disaster.
There remains to be determined the reason or reasons for use of the improper course. The flight plan, which covered all portions of the flight from Albuquerque to Burbank, was prepared on the standard TWA form and was filed at Albuquerque. TWA's Operation Manual directs that the flight plan be prepared by the first officer under the supervision of the captain, and that it be approved and signed by the captain. The only name appearing on the flight plan in this instance, however, is that of the first officer which was printed, by hand, in the space provided for the name of the person who prepared the plan. For the first portion of the flight between Las Vegas and Burbank, namely, the sector from Las Vegas to Daggett, the flight plan designated a true course of 234 degrees and a magnetic course of 218 degrees. Since the magnetic bearing of the point of impact from the Las Vegas airport was about 215 degrees, it is apparent that the course flown was substantially the same as the course designated in the flight plan. It would be rather remarkable if the fact that the accident occurred so close to the course designated in the flight plan and at a considerable distance from the proper course were merely a coincidence.
