- 3 -
At approximately 0945 Flight 371 was observed over the airport, too high however to effect a landing. After this initial approach to the field, Flight 371 flew over the field and made a right turn for a circling approach to runway 27. As this circle was apparently completed, the aircraft was observed to roll out of its right turn and into a left turn and proceed in level flight, on a southerly direction, disappearing into snow showers and clouds. One observer believed that at the time the aircraft commenced this left turn to the southerly heading it was approximately one-fourth of a mile from the end of runway 27 and at an altitude of approximately 400 feet above the ground.
A short while after Flight 371 was seen to disappear into the snow showers and clouds on a southerly heading a loud explosive-type none was heard at approximately 0947. After all attempts to contact Flight 371 had failed, search and rescue at Olmstead Air Force Base, Middletown, Pennsylvania, was advised of a possible crash. At approximately 1120 the wreckage of Flight 371 was sighted on Bald Eagle Mountain at an elevation of 1,150 m. s. l. on a 172-degree magnetic heading from and about one and one-third miles south of the approach end of runway 27. (See Attachment "A")
Airport and Ground Facilities
The Williamsport Airport has only a low frequency (385 kc.) radio range for instrument approach to the field. This low frequency range approach utilizes a low frequency radio beacon (266 kc.) and a marker beacon. All of these facilities were checked by the FAA on December 2, 1959, and found to be operating within standard performance requirements and the two frequencies, 385 kc. and 266 kc., were found to be free of interference within the service area. Both of these radio facilities were determined to have been in operation at the time of the accident.
The Williamsport low frequency range station is located 61 nautical miles from the airport and the course from the range to the airport is 285 degrees magnetic or slightly to the right of the west leg of the beam for which the outbound heading is 281 degrees.
At the time of this accident there was no control tower in operation at the Williamsport Airport.[1] Contact with the airport was through the communicator in the Williamsport (FSS) radio facility.
Prior to and at the time of the accident the airport rotating beacon was on and turning and the runway lights on runway 27 were on high brilliancy.
The Crew
Captain Thomas R. Goldsmith, age 31, had approximately 9,790 hours total flying time, 1,180 hours of which were as a captain on Martin 202 equipment. He had been employed as a pilot by Allegheny Airlines since July 14, 1950. His last proficiency check on Martin 202 equipment was satisfactorily completed on September 19, 1959. Prior to the flight of December 1, 1959, Captain Goldsmith had a rest period of 8 hours and 59 minutes. His last first-class physical was satisfactorily passed on September 29, 1959. Copilot George M. Bowers, age 32, had approximately 1,153 hours flying time according to the records of Allegheny Airlines. Of this tune 92.40 hours were as a copilot in Martin 202 aircraft. Bower's last copilot check was conducted October 22, 1959, in DC-3 equipment and his last first-class medical was satisfactorily passed on May 22, 1959.
- ↑ A control tower was in the process of being put into service at the time of the accident and commenced operations on December 5, 1959.
