![]() ![]() The takeoff weight was around 61,000 pounds (28,000 kg), far below the aircraft's maximum permissible weight and the center of gravity was within the prescribed limits for the model of aircraft. The aircraft made several circuits, taking off and landing again, before eyewitnesses observed the aircraft standing at the end of the runway and then taking off at about 15:50 Eastern Standard Time. The weather on the day of the accident was clear, although there was a strong wind of about 20 knots (37 km/h) hitting the airfield from the southwest, with occasional gusts of wind as fast as 30 knots (56 km/h). The aircraft was powered by four Pratt & Whitney R2800-CB16 engines, fitted with Hamilton Standard 43E60-317 propellers. The airframe had flown 22,068 flying hours, and had undergone an inspection 105 hours before the accident. ![]() The aircraft was a Douglas DC-6, registration N37512, serial number 43001. Webb, age 35, so they would be able to retain an instrument rating qualification, allowing them to fly under instrument flight rules. Hoyt had been employed by United Airlines since 1937, and had 9,763 flying hours experience, 549 of which were in a DC-6. Hoyt, age 45, was carrying out instrument rating checks on two of the airline's pilots. On April 4, 1955, a United Airlines check captain, Stanley C. United Airlines also stated they had begun installing reverse thrust indicator lights in the cockpits of their DC-6 aircraft, which would warn pilots when a propeller had reversed. In the aftermath of the accident, the Civil Aeronautics Administration (CAA) issued an Airworthiness Directive ordering all DC-6 and DC-6B aircraft to be fitted with a manual device which could prevent the inadvertent reversal of the propeller blades. Since the plane was so close to the ground, the suddenness of the bank and dive meant the flight crew had no chance to recover the aircraft before impact. 4 engine, causing the DC-6 to spiral out of control. Because the blades were reversed and the flag was not raised, that increased the reverse thrust from No. 4 engine, thinking this would bring the aircraft out of the increasing bank. The Civil Aeronautics Board (CAB) concluded one of the flight crew applied full power to No. Once the landing gear was raised, the crew would have to raise a metal flag in the cockpit to bring the propeller blades back into the correct position, since a safety device prevented electric power from operating the rotating mechanism at the roots of the blades unless the aircraft was on the ground or the flag was manually raised. Investigators found that if the throttle lever was pulled back too far, it would cause the propeller to reverse-a feature designed to slow the aircraft upon landing. All three members of the flight crew were killed upon impact.Īn investigation found a simulated engine failure procedure was being conducted, which involved a member of the crew pulling back the throttle lever for engine No. ![]() It continued to roll through 90 degrees the nose then dropped suddenly and moments later it struck the ground. Shortly after takeoff and only seconds after climbing through 150 feet (46 m), the plane began banking to the right. The flight was operated for the purpose of maintaining the currency of the instrument rating of two of the airline's pilots. On April 4, 1955, a United Airlines Douglas DC-6 named Mainliner Idaho crashed shortly after taking off from Long Island MacArthur Airport, in Ronkonkoma, Islip, New York, United States. LaGuardia Airport, New York City, New York, United States Long Island MacArthur Airport, Ronkonkoma, Islip, New York, United States A United Airlines Douglas DC-6, similar to Mainliner Idaho, the aircraft involved ![]()
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