Homer

The pilot received an instrument approach clearance to a non tower airport surrounded by mountainous terrain. Weather conditions on the ground were VFR, and the pilot descended through an overcast. The approach environment was not serviced by any atc radar facility. The pilot declared a missed approach to the appropriate faa flight service station, and was advised to contact ARTCC. ARTCC never received a radio transmission from the pilot. The airplane wreckage was located approximately 6 miles beyond the airport, slightly to the north of the extended runway centerline. Missed approach procedures were for an immediate climb, and then a climbing right turn to reverse direction away from the airport. The missed approach segment began 5.2 DME miles prior to the airport. Minimum descent altitude (MDA) for the approach was 4,320 feet msl (4,200 feet above the runway elevation); impact with mountainous terrain occurred at about the same altitude. All four occupants were killed.

The pilot reportedly flew a route along the power lines between Kenai and Homer. The flight took place on a dark moonless night over rising terrain. The accident site was located 200 yards east of the power lines. Radar data shows the airplane in the area of the crash site at a steady state heading, airspeed, and level altitude. This flight marked the first time that the pilot did not complete a company flight plan. On his off days, the pilot got 9-11 hours of sleep. His wife said he was not a morning person. The pilot had commented to her that when away from home, the quality of his sleep was poor. On the day of the accident, the pilot was awake at 0340 for the 0500 departure; he had about 6 hours of sleep.

The aircraft was on an IFR flight from Kenai to the Beluga Airport. The airport did not have an instrument approach procedure, a co-located navaid or a co-located intersection or fix. Reportedly, pilots would routinely file IFR for the route, fly outbound from Kenai for 34.5 miles, then atmt visibility acquisition of the airport. On this flight, ARTCC cleared the pilot to fly direct to the airport at an altitude of 2,000 feet. Before reaching the airport, the pilot acknowledged receipt of a clearance to cruise at 2,000 feet and to report cancellation of IFR, then there was no further communication between ARTCC and the flight. Mode C radar data showed the aircraft descended to 600 feet as it was approaching about 5 miles south of the Beluga Airport. Subsequently, the aircraft flew past the uncontrolled airport and crashed into trees about 8 miles northwest of the airport. Marks on the trees showed the aircraft was in a right descending turn on an easterly heading, when it crashed. Elevation of the crash site was 560 feet. Minimum safe (IFR) altitude for the Beluga Airport area was 2,000 feet. There were indications that the destination weather was below VFR conditions. No preimpact mechanical problem was found that would have resulted in the accident. The pilot, sole on board, was killed.

During arrival, the aircraft (Ryan flight 103) crashed short of runway 03. The fuselage stayed intact during impact, but the belly structure was compressed and vertical deceleration forces exceeded the design capability of the seats. Rescue personnel had difficulty shutting off the aircraft's electrical power which delayed removal of the 1st officer (f/o) from the aircraft. An investigation revealed the aircraft was loaded with approximately 600 lbs more cargo than the f/o had requested. The center-of-gravity (cg) was 8 to 11 inches behind the allowable aft limit and the flight crew did not comply with company and FAA procedures in computing the cg. During flight, up to 3/8 inches of ice accumulated on the aircraft's leading edges. There was evidence the crew lost control of the aircraft as the flaps were lowered. The right flap actuator was found in the 7 to 12° position and the stabilizer trim was found at the full nose down position. Flight tests showed there would be no significant difficulty in controlling the aircraft with up to 1.5 inch of ice on the leading edges and that static stability would deteriorate during flap extension with the aft cg configuration. Three passengers survived while 18 other occupants were killed.

During an instrument approach, the aircraft's right engine lost power. The pilot moved the right fuel selector to the left main tank and began emergency procedures. Shortly after that, the aircraft broke out of the overcast and the aircrew saw the airport. However, the left engine also lost power. The captain noted the fuel pressure was dropping and elected to land on tundra beside a road. During the landing, the aircraft was substantially damaged. No fuel was found in the aircraft during an exam of the fuel system. The captain noted that the left fuel cap was missing after the accident, but he did not see any fuel stains on the wing.

The pilot reported that during a base to final turn, the aircraft was blown slightly off the center line of the runway. Also, he reported encountering a windshear effect from a nearby bluff. As the plane drifted to the right, it commenced a high sink rate and the pilot added power. However, the right main landing gear struck a snowberm at the edge of the runway. The plane continued in a relatively straight line for about 75 to 80 feet, then nosed over.

The pilot completed a VFR approach to Homer in poor weather conditions. After touchdown on a contaminated runway, the airplane went out of control, veered off runway and came to rest into soft ground. All five occupants were uninjured while the aircraft was written off. At the time of the accident, the runway was contaminated with ice, slush and snow.

The crew was performing a flight from McChord AFB, Washington, to Kodiak, with a load of various goods for a total weight of 34,500 pounds. While approaching the Kenai Peninsula, the crew informed ATC about engine problems and elected to divert to Anchorage. Few minutes later, the captain reported he was unable to maintain a safe altitude when, at an altitude between 3,000 and 4,000 feet, the airplane struck the slope of a mountain located in the Petrof Glacier, about 26 miles southeast of Homer. The wreckage was found a day later and all nine occupants were killed.

Flight 8 took off from Naknek, Alaska, 200 miles southwest of Homer at 1805 on January 20 with a crew consisting of Captain R. D. Land, Copilot Robert Nelson Stevens, and Stewardess Lucina Nims. An instrument flight plan had been filed with Air Traffic Control to proceed to Anchorage, Alaska, via Homer and Kenai. Though the weather was forecast over this route to be clear and unlimited, an instrument plan was filed since an instrument flight plan was required for all night flights by the carrier’s operating certificate. At 1921 the flight reported over the Anchor Point Intersection, 28 miles west of Homer, and also advised the Homer radio, “We will be VFR from Homer to Kenai to Elmendorf” (Anchorage). This information was immediately transmitted to Anchorage where it was delivered at 1925 to the Alaska Airlines’ dispatcher. Flight 8 landed at Homer at 1935 without incident. Takeoff was accomplished from Homer at 1950 with the same crew, three passengers, 2,270 pounds of cargo and 2,400 pounds of fuel. Total airplane weight was 21,430 pounds which was within the certificated limit, and the load was properly distributed. Just before takeoff the flight advised Homer Tower that it would proceed to Kenai in accordance with visual flight rules. This information was received by the Alaska Airlines’ dispatcher in Anchorage at 1954. At 1957 the flight was advised by Kenai radio that there were no passengers or cargo at Kenai, and for this reason Flight 8 replied: “Will not land at Kenai.” Approximately eight minutes after this communication at 2005, the flight struck the south side of Ptarmigan Head at an elevation of 2,800 feet, nine miles east of the center line of the airway to Kenai. Five of the six occupants were killed, and the aircraft was destroyed.