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area. Subsequently the aircraft was again announced as ready, and without discussion of corrective action a test flight of 2.05 hours was conducted. All items relating to safety of flight were checked. At the completion of this flight there were 20 discrepancies on the aircraft. Included in this list were "Loud howl in (forward bulkhead)" and "aircraft vibration noted above 300K - feels like aircraft not engines." He did not consider the aircraft flight testing completed. During the discussion about the flight and discrepancies, Pilot David advised the test pilot that he would fly the next flight locally. Two days later the aircraft was flown to Detroit.
The aircraft was serviced at Detroit with Aeroshell turbine fuel 640 without any additive,[1] and the computed ramp gross weight was 12,53h pounds, which is less than the allowable ramp weight of 12,150 pounds. The center of gravity of 23.5 percent was within the limits of 21 to 31.5 percent.
1.7 Meteorologlcal Information
The WB aviation area forecast for the area in which the accident occurred, valid from 1400-0200, was in part as follows.
Mostly ceiling 600-1,200 feet overcast variable to broken, 2,500-4,000 feet overcast visibility 4-7 miles, fog, haze, occasional visibility 2-5 mlles, light rain, fog. Locally ceiling 300-500 feet obscuration, visibility 1-2 miles, light drizzle, light rain, fog. Tops generally 20,000-25,000 feet sloping down over central Illinois, central Indiana to 10,000-12,000 feet. No icing of consequence, freezing level 9,000-10,000 feet.
- ↑ Phillips Anti-icing Fuel Additive, PFA55MB, must be added to all approved fuels except JP-4, which already contains the additive.
