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Subsequent investigation disclosed that during the attempted landing at Long Beach, the right landing gear wheel had struck a mound of newly graded earth and gravel extending north and south across the aircraft's path of approach at a point some 350 feet east of the east and of the usable runway. This mound was between 6 and 8 feet wide at its base and between 12 and 18 inches high. It was about the same color as the surrounding surface and was not readily discernible from the air. Investigation also disclosed that the Army aircraft, previously mentioned, had been disabled by striking this same obstruction during a landing about two hours before Flight 7's attempted landing.
Examination of the right landing gear revealed that impact with the obstruction at Long Beach had forced the landing gear brace strut upwards into the wing, bent the retracting strut piston and caused other damage. During the subsequent wheels-up landing at Los Angeles, all propeller blades were damaged.
Pilot Holtan was not advised of the existence of the obstruction in his path of approach at Long Beach. Having been informed of an obstruction north of the runway and about one-half the distance from the runway, he was displaying good judgment in attempting to make a short landing, particularly in view of the quartering wind from the north. It appears that the control tower operator at Long Beach was negligent in failing to apprise the flight of the obstruction beyond the east end of the runway, especially since another aircraft had been damaged by striking the same obstruction before the arrival of Trip 7.
The crew was most diligent in applying precautionary resources to minimize the danger of injury to passengers and damage to the aircraft during the landing at Los Angeles, which was well executed and which resulted in no personal injuries and in a minimum of damage to the plane.
BY THE BOARD
/s/ Darwin Charles Brown
Secretary
