- 2 -
Investigation
On the morning of December 8, 1963, N709PA departed Philadelphia, Pennsylvania as Pan American Flight 213 and proceeded to San Juan, Puerto Rico, with an en route stop at Baltimore, Maryland. The aircraft arrived at San Juan with 25,500 pounds of fuel[1] remaining aboard. The aircraft was fueled with Type B to a total of 78,000 pounds. The resultant fuel load was a mixture of Type A and Type B distributed as follows. No. 1 and 4 main and reserve tanks 69 percent Type B; Nos. 2 and 3 tanks 63.5 percent Type B; center tank 100 percent Type B.
Prior to departure from San Juan the captain of Flight 214 was briefed on the weather along his intended route to Philadelphia. This briefing included a discussion of SIGMET No. 3[2] relative to possible thunderstorm activity, and turbulence. The times of frontal passage at certain east coast cities including Baltimore and Philadelphia were also discussed. The captain was also provided with a "flight folder" which contained the required weather documents.
N709PA left San Juan as Pan American Flight 214 at 1610 and arrived at Baltimore at 1935. No maintenance discrepancies were reported by the crew at Baltimore. A visual inspection of the aircraft, including examination for fuel leaks, was performed by a Pan American mechanic, while the aircraft was being refueled, and no discrepancies were noted. 27,400 pounds of Type A were added at Baltimore resulting in the following quantities and mixtures: Nos. 1 and 4 reserve tanks an estimated 1.81 gallons of residual fuel, approximately 69 percent Type B; Nos. 1 and 4 main tanks 12,000 pounds of fuel each, 31 percent Type B; center tank, estimated 15.05 gallons residual fuel, 100 percent Type B. Fuel temperatures were estimated to be 42°F in the reserve tanks and 46°F in the mains. After the accident fuel samples were taken from the supply sources at Idlewild, Baltimore, and San Juan. Analysis of these samples revealed no discrepancies.
At Baltimore a Pan American operations representative talked to the captain about the weather between Baltimore and Philadelphia. He provided the captain with copies of the 1900 east coast weather sequence reports. The operations representative told the captain the the front passed Baltimore "... a little while ago ..." and would be in Philadelphia "... about 0125Z (2025)."
Flight 214 departed Baltimore at 2024 cleared IFR to the Port Herman Intersection via Victor 44 (airway), Victor 433, at 4,000 feet, to expect further clearance after Port Herman via Victor 433 to the New Castle VOR thence direct to Philadelphia.
After takeoff, Baltimore Departure Control provided radar vectors to Victor 44 where air traffic "control" was transferred to New Castle Approach Control. The Baltimore radar monitoring of the departure revealed neither unusual flight progress
- ↑ Type A is a kerosene type turbine fuel with a flash point of 110°-150°F. Type B is a wide-cut gasoline type turbine fuel with an unspecified flash point and a maximum Reid vapor pressure of 3 p.s.i.
- ↑ A meteorological message designed primarily for aircraft in flight warning of weather conditions potentially hazardous to transport category and other types of aircraft. SIGMET No. 3 was issued by the USWB office, Washington National Airport.
