As the plane reached the northeast corner of the field the right wing tip struck the top of a poplar tree standing on the edge of the field. Eight of the 16 on board were killed including Maryland Congressman William D. Byron.

Weather reports for Atlanta consistently had indicated variable conditions of ceiling and visibility. However, Trip 19, which arrived at Atlanta just prior to Trip 21's arrival over the Stone Mountain fan marker, reported the weather at Atlanta to be equal to those weather minimums authorized in Eastern Air Lines' letter of competency.

This flight plan was based on In the flight plan Charlotte, North Carolina, was designated as an alternate terminal on this trip in accordance with company procedure. HAITI: Starting July 15 th, Eastern Airlines has been approved to offer flights between New York, NY (JFK) and Port-Au-Prince, Haiti (PAP) from $192. Captain Perry's flight plan called for a cruising altitude of 4000 feet with estimated flight times of one hour and twenty-six minutes from New York to Washington and of three hours and thirty-two minutes from Washington to Atlanta. Eastern Air Lines Trip 21 of February 26, 1941, originating at LaGuardia Field, New York, New York, and operating as a scheduled air carrier from New York to Brownsville, Texas, with intermediate stops at Washington, D. C., Atlanta, Georgia, New Orleans, Louisiana, and Houston, Texas, was dispatched to Washington, D. C., about 7:18 p.m. (EST) and took off at 7:21 p.m. (EST).

This investigation has been began and is still in progress. Pilot Luther E. Thomas, aged 31 years, had accumulated a total of approximately 806 hours as copilot with Eastern on DC-2 and DC-3 airplanes and at the date of his employment by Eastern his total accumulated flight time had been approximately 2,459 hours.

031-2522 was the one used in route flying and was kept adjusted to sea level barometric pressure. The condition of the engines and propellers and the extent of the cutting of limbs and trees by the propellers indicate that a normal amount of power for that stage of the instrument approach was being developed at the time of impact. It is inconceivable that he could have ignored his altimeters for in the performance of an instrument approach he must have placed complete reliance upon his instruments. As previously mentioned, this instrument may not have been set exactly as found in the wreckage, especially since the setting of the other, or route altimeter as found was so manifestly in error as to indicate that the crash had materially altered the setting. 14.

Aircraft NC 28394 was a Douglas Model DST manufactured by the Douglas Aircraft Corporation of Santa Monica, California, and was purchased by Eastern on October 11, 1940. The flight proceeded from LaGuardia Field to the Washington-Hoover Airport, Washington, D. C., in a routine manner. The weather at this point at the time of departure from New York was above the minimum required by the company operations manual for an alternate airport and was expected to remain, and did remain, above these minimums until after the flight was scheduled to arrive at Atlanta.

5. This setting as supplied by the United States Weather Bureau for the Washington station at 8:35 p.m. (EST) was 30.23, and as supplied by the Weather Bureau for the Atlanta station at 10:35 p.m. (CST) was 30.02. Such an erroneous setting at prevailing temperature would have resulted in the altimeter showing an altitude of 883 feet greater than was actually the fact.

On the basis of the foregoing findings and the entire record available to us at this time, we find that the probable cause of the accident to NC 28394 (Eastern Air Lines Trip 21) on February 26, 1941, was the failure of the captain in charge of the flight to exercise the proper degree of care by not checking his altimeters to determine whether both were correctly set and properly functioning before commencing his landing approach.

Aircraft NC 28394, its engines and all of its equipment, with the possible exception of the altimeters, were apparently functioning normally until its contact with the trees. From this point a let-down is made to a minimum authorized ceiling of 300 feet and upon making visual contact with the ground the flight, with a northeast wind of ten miles per hour, can normally continue straight ahead and effect a landing on the southeast-northeast runway.Section 61.341 of the Civil Air Regulations, which requires that all air carrier aircraft having a gross weight in excess of 10,000 pounds used in scheduled air transportation of passengers be equipped with instruments for automatically recording altitudes while in flight, was passed by the Board on February 21, 1941 and will become effective on January 1, 1942.The chart upon which the altitude is registered has such a small time interval scale that it fails to show exactly the maneuvers of the aircraft in the short period between the beginning of its descent at Stone Mountain and its subsequent crash.

11.

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