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military Form 175 flight plan and the weight and balance record. The captain was briefed on the weather and conducted the aircraft preflight check. The aircraft was being refueled at the time of the preflight check. Approximately 10 minutes later the captain drained the fuel tank sumps onto the ramp and observed no evidence of fuel contamination. The captain then required that some of the cargo tie-downs be retied. The gross weight at takeoff was 66,501 pounds, 7,299 pounds under the allowable maximum gross weight.
The IFR flight plan was direct to Jacksonville via Victor Airway 3 to Ritter intersection and Victor Airway 185 to Charleston with Norfolk, Virginia, as the alternate airport. Jacksonville weather at departure vas broken clouds at 2,500 feet, 10,000 feet overcast; visibility three miles in fog and smoke.
The preflight engine start, engine runup, and the takeoff at 2057 on runway 090 were normal. The Jacksonville-Imeson Airport departure control cleared the flight direct Jacksonville, Victor 3 to Brunswick, Georgia, maintain 5,000 feet, climb on runway heading to 1,500 feet until further advised.
The crew stated that following takeoff the gear retraction, power reduction, flap retraction, and radio communication were routine. Upon reaching approximately 1,400 feet altitude the No. 4 engine surged. No. 4 throttle was retarded and again advanced but surging continued and the manifold pressure fell off. A check of the instrument panel revealed that all instruments were normal except the No. 4 fuel pressure and fuel flow which fluctuated. No fuel warning light was observed, The use of carburettor heat and selection of the low and high fuel booster pumps did not improve the conditions.
At 2101, N 4000A advised the FAA Imeson Airport departure control at Jacksonville it was having trouble with No. 4 engine and requested permission to circle east of Jacksonville Naval Air Station at 1,500 feet. This was approved. At 2103, N 400A requested a radar vector back to Jacksonville Naval Air Stations - The pilot was instructed to turn to a heading of 275 degrees. Subsequently, the following clearance was given to N 4000A: Cleared to Navy Jacksonville low frequency range, maintain 1,500 feet, stand by this frequency. Neither the clearance nor the radar heading was acknowledged by the pilot. At 2105 the radar blip of M 4000A disappeared below the horizontal capabilities of the Imeson Airport departure control radarscope.
Following loss of No. 4 engine, the pilot initiated a left turn towards the 275-degree heading suggested by departure control. During the turn the No. 4 cylinder head temperature decreased; the cowl flaps wore then closed, and the captain had just decided to feather the propeller when the No. 3 engine began to surge. Featuring of No. 4 propeller was deferred and the captain called for METO power instead. This power could not be obtained as No. 3 engine continued to surge. Approximately five seconds later No. 2 engine began surging. During the emergency the copilot stated, "I think we must have taken on jet fuel. It acts like a C-46 did when they were given Jet fuel." During this time the copilot reached over and checked the position of the fuel selectors but the captain does not remember whether they were moved from their positions.
The flight crew did not notice the engine instrument readings after the No. 4 engine difficulty nor did they notice whether there was a loss of power from No. engine.
