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Subsequently, the entire flight recorder, including the foil, was taken to the manufacturer where a more detailed reading of flight data was accomplished with the use of precision equipment. Following this examination by the manufacturer the data tape was released by the Board to Boeing Airplane Company for further study. The tape reduction data are analyzed under Analysis.
Flight tests were conducted subsequent to the accident wherein a light aircraft and a Boeing 707 participated in an exercise to determine whether or not the close proximity of the J-3 Cub aircraft would have required evasive action on the part of the 707 crew. The test was to duplicate conditions which occurred at the time of the accident. Four passes were made in which the small aircraft approached the 707 from the right on a collision course but slightly below the 707. The four passes were conducted as follows:
| Boeing 707 altitude | J—3 Cub altitude | |||
| 1st pass | 1,000 feet | 400 feet | ||
| 2nd pass | 800 feet | 400 feet | ||
| 3rd pass | 600 feet | 300 feet | ||
| 4th pass | 600 feet | 300 feet |
An experimental pilot for Boeing Airplane Company testified that should all control pressure be relaxed during an approach maneuver while simulating failure of 50 percent of the power units concentrated on the right side with landing gear extended and flaps 30 degrees extended, the Boeing 707 would yaw and roll to the right. Approximately five to seven seconds would be required to stop the roll before the aircraft reached a 90-degree bank. Recovery could be accomplished by applying full opposite aileron and rudder and reducing power on all engines. During such a maneuver, the pilot stated, the aircraft could lose as much as 600 feet of altitude.
Analysis
At the time of the accident, training flight 514 was accomplishing airport transition maneuvers at the Peconic River Airport. Following a no-flap aborted approach landing, the aircraft continued around in the traffic pattern with the main landing gear extended. Somewhere in the pattern the Nos. 3 and 4 engine thrust levers were retarded to simulate a multiple engine failure and Nos. 1 and 2 engines were advanced to sufficient power to maintain an indicated airspeed of approximately 160 knots. Nearly full power would have been required on Nos. 1 and 2 engines to maintain altitude with gear down and flaps extended to 30 degrees. The exact point at which power was reduced on Nos. 3 and 4 is debatable; however, since the oil temperature readings for these engines were determined to be 70 and 74 degrees c., respectively, it must be concluded that power was reduced early in the pattern, as evidenced by the engine cooling that occurred.
According to the tape reduction data, the downwind leg was made on a heading of approximately 55 degrees; speed was reduced from an indicated airspeed of approximately 200 knots to 170 knots; and altitude was decreased from approximately 1,850 feet to 1,700 feet. During the turn to the base leg the aircraft descended from 1,700 feet to approximately 1,100 feet in the turn. The base leg was flown on a heading of approximately 305 degrees, an indicated airspeed of approximately 165 knots, and an altitude of approximately 1,050 feet. Acceleration during the downwind and base leg was maintained at approximately one g.
