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251 degrees and the heading of 260 degrees, were in consonance with the inbound course of 254 and the wreckage distribution direction of 270 degrees.
All the recovered VHF navigation and communications equipment was tuned for an approach to O'Hare and for communications with Approach Control. The air data computer provided only one piece of meaningful data, an indicated air speed of 200-210 knots. This reading was at the time of electrical power failure sometime after the initial impact with the water. The recovered altimeter had approximately the proper barometric setting for O'Hare Airport. It is noted however that this setting is also approximately the setting which should have been used in cruising flight, 29.92. Furthermore, all altimeter settings given the crew were within one or two hundreths of the 29.92 setting and it is possible the crew did not reset the altimeter because the maximum difference in indicated altitude would be approximately 30 feet which would not be significant during a VFR approach and landing, particularly with an ILS glide slope available for the approach.
The investigation of medical records, pathological findings, and toxicological results revealed nothing indicative of pre—existing disease or inflight incapacitation of any flight crewmember. Further, a study of associated psychophysiological factors such as recent schedules, recent psychological environment, and miscellaneous background data led to the conclusion that no physical or emotional impairment existed in the cases of any of the flight crewmembers when the aircraft departed New York.
The evidence indicates that the flight from New York to the point where the descent was initiated was normal and routine without any reported discrepancies or difficulties. A review of the air traffic control transcriptions
