As a result of issues brought up during the inquiry, Croydon Airport was expanded, absorbing most of Beddington Aerodrome.

It was owned by the Air Council and had been leased to Daimler Hire Ltd, passing to Imperial Airways when that airline was formed in March 1924.

The crash site was 1+1⁄2 miles (2.4 km) from Croydon Airport,[3] at Castle Hill, Purley,[4] where the Kingsdown housing estate was then under construction.

[4] When the inquest resumed evidence was heard that in the days before the accident, the engine on G-EBBX had been running roughly with fluctuating oil pressure.

[6] Before the inquest had started, Major Brackley, an official of Imperial Airways based at Croydon Airport, had remarked that all aircraft that day had not lifted off easily.

[3] Rain in the days before the accident had left the grass runways sodden, which would have caused heavy aircraft to sink in and retarded acceleration on take-off.

The Coroner remarked that evidence from the Public Inquiry showed that there was no case for criminal negligence verdicts to be given.

Failure of the aircraft to reach its intended destinations in the week before the accident had been entirely due to weather conditions, and not as the result of any mechanical defect.

[2] On day two of the inquiry, Major Cooper gave evidence in respect of the flight of the aircraft, based on interviews with between 100 and 150 witnesses.

He stated that the final manoeuvring of the aircraft was consistent with the pilot experiencing engine trouble and attempting to return to Croydon Airport.

It was revealed that a chart recording engine speeds during a flight from Ostend to Lympne was available, but Major Cooper had chosen not to analyse it.

Sir Arthur Colefax stated that he would arrange for the document to be analysed to see if it would reveal any rough running in the engine.

On the return flight, the oil pressure had dropped to 25 pounds per square inch (1.7 bar) about half an hour after departure.

The Amsterdam-based mechanic gave evidence that he had changed all 24 spark plugs on the engine and that a half-hour test flight had then been flown.

[14] On day four of the enquiry, evidence was given by Imperial Airways Inspector of Engines that no example of the petrol pipe used on the aircraft had been rejected due to internal obstruction leading to reduced flow of fuel.

Captain Barnard, who flew G-EBBY to Paris shortly after the accident had occurred, disagreed with a suggestion put to him that there was a problem with the engine, saying that he did not think anyone could give a cause for the crash, other than the aircraft having stalled.

The maintenance regime at Imperial Airways and the reliability of the de Havilland DH.34 were called into question by Mr Beyfus, a legal representative of one of the victims.

Two witnesses from the aircraft's insurers gave evidence that Imperial Airways maintenance regime was to the company's satisfaction.

[5] On the fifth day of the enquiry, managing director of Imperial Airways Colonel Frank Searle gave evidence that Imperial Airways pilots had absolute discretion to refuse to fly any aircraft if, in their opinion, the aircraft was unfit for flight for whatever reason.

A representative from Petro-Flex corroborated Searle's evidence in respect of the type of piping supplied to Imperial Airways.

The Chief Engineer of D. Napier & Son gave evidence that Imperial Airways maintenance regime was of the highest standard.

[15] On day six of the inquiry, Mr Beyfus further attempted to call into question Imperial Airways maintenance regime, and the safety of the de Havilland DH.34.

[17] On the seventh day of the inquiry, it was announced that Croydon Airport was to be extended, with 150 acres (61 ha) of the neighbouring Beddington Aerodrome being absorbed into the current airfield, Plough Lane being diverted to allow this.

Beyfus denied that his line of questioning was to obstruct the inquiry in its investigation, but stated that as the Air Ministry oversaw civil aviation, it was not entirely amicus curiae in the matter.

Mr Beyfus's allegations were rejected by the inquiry, which found that the Air Ministry had acted properly in matters under its jurisdiction.

Sir Arthur Colefax stated that he and his advisors would visit Croydon Airport before publishing the report into the accident.

The aircraft was found to have crashed due to an unknown mechanical defect and subsequent stall whilst an emergency landing was being attempted.