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of "very good" on all of the checks. Air/ground communications on 134.1 and 121.5 mcs. were found to have been satisfactory by the flight inspection team.
The GCA controller had been employed as the air traffic controller for approximately nine years, eight of which included operation of GCA equipment. He had been operating the GCA at Shemya since the summer of 1957, using the same equipment that was in operation at the time of this accident. His tours of duty on Shemya were continuous since 1957, but were for periods of 90 days, with a 90-day rest period in between. He was the only controller during each of his tours of duty. His then-current tour of duty began April 18, 1961, and he was scheduled to begin a rest period on August 1, 1961. He stated that he conducted an average of 100 to 130 instrument approaches to Shemya per month. Flight CKA 779 was the 83rd GCA approach that he had conducted since June 20, 1961. The types of aircraft controlled during these approaches had been U. S. military as well as U. S. civil aircraft. The radar installation at Shemya is unique in that it is the only privately-owned and operated facility of its kind serving U. S. civil air carriers. The radar operator need not be certified by FAA, nor need he demonstrate his continued competence to perform his assigned control functions, nor is he required to undergo recurrent training such as is required of FAA controller personnel. At Shemya, the installation of electronic equipment need not be approved by appropriate authority within the FAA.
The flight crew consisted of Captain Edward F. Bowman, Alternate Captain Galvin W. Sargent, Copilot John F. Bird, Jr., Flight Engineer William Donovan, Flight Engineer Dwight Babcock, and Navigator Edson A. Marahrens. The crew was to alternate its duties in order that no one would become fatigued at his duty station and, as well as could be determined, this requirement was met. Captain Bowman, Copilot Bird, and Flight Engineer Donovan had flown N 6118C into Shemya Airport, landing at 1952 on July 12, 1961, and again at 1024 on July 14, 1961. Both landings were accomplished after ground-controlled approaches in Instrument Flight Rules (IFR) weather conditions.
From its origination at Paine Field, Everett, Washington, on July 20, 1961, the flight's progress had been continuous. The flying time from Paine Field to Travis AFB was two hours and 36 minutes. The flight was on the ground at Travis AFB for three hours and 17 minutes. The flying time from Travis AFB to Anchorage was eight hours and 59 minutes. The flight was on the ground at Anchorage one hour and 18 minutes. The flying time from Anchorage to the time of impact was six hours and 30 minutes.
Testimony of Alaska Airlines flight operations supervisory personnel and examination of the crew's training records indicated that all qualifications and proficiency requirements had been met except for the qualification into Shemya Airport by Captain Bowman.
Analysis
Flight CKA 779 is considered to have been planned in conformance with existing company procedures and applicable regulations. At Travis AFB the cargo was loaded in a manner which did not adversely affect the safety of the flight's operation. There is no evidence that the cargo had shifted prior to impact. The aircraft had been modified for hauling cargo in accordance with approved specifications.
