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ICAO Circular 56-AN/ 5 1 flight and by the destruction of the tubing in that wing. It was, howeveq noted that the upper rear portion of the tank bore scratch marks and signs of melting on the edges of the scarred plates also that the upper rear half of the plate was of awhitish colour showing that the plate had been at a temperature close to the melting point. Signs of crystallization were observed in the lower rear portion of the tank plate, with consequent rupture thereof. The only observable part of the lubricating system was the tank which broke off about 30 metres before impact of the aircraft with the ground. Fire Extinguishers The four C02 cylinders provided on the right side of the undercarriagt housing had been discharged the safety seals were destroyed. and due to the melting of the material in the upper part of the housing. In the area of the oil tank, the undercarriage housing was completely destroyed, as were the ribs, plating and fuel lines running in the frames near the bottom of the oil tank. Signs of fire, though less intense, were also observed on the right door of the undercarriage housing. Testing of Equipment and Instruments The following tests were carried out on the VARIG premises Fuel pressure indicator direct reading despite impact of the air - craft with the ground, the instrument operated normally. Oil level gauge this was dis - mantled and found to be in normal condition. Undercarriage Fuel pump was separated from the engine on impact after The undercarriage strut had become replacement of the jammed control separated after melting of the central lever, it operated and set normally, spar. The mechanism for locking the undercarriage in the down position was greatly fire-damaged and bore signs of intense heat. The undercarriage housing bore signs of fire on its upper part, con- centrated on the left side near the cross- feed this fire was th cause of melting of the fore longeron in this area, and consequently of the break-off of the under carriage strut. The doors of the under- carriage housing had been submitted to a high temperature, reaching the melting point of aluminum a few seconds after take-off, as shown by the presence of a fragment of aluminum plate about 1 500 metres from the runway end. About two thirds of the fore part of the left housing door were not found, the remaining third presenting melted ribs and plates, with drops of molten aluminum still attached showing nir ma1 pressures and capacities according to present tables. Conclusions It was obvious from analysis of the results of the tests, from the flight log and from the circumstances of the accident that an intense fire occurred in the left undercarriage housing within the first minute of flight. The time elapsed from take-off to the first consequence of the fire fragment of fairing from the fore part of the left wheel well, is indicative that the fire probably originated at the moment of take-off. Taking account of the above remark concerning the intensity of the fire and the speed with which pieces of the undercarriage housing melted, it is very likely correct to assume that the fire was due to a spillage of gasoline ignited bf flames from the exhaust pipe, which passes close to the slit between the door and the housing of the undercarriage.
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