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The aircraft struck the glacier at the 10,200-foot elevation where it slopes upward at a 47-degree angle. Initial impact was with the left wing tip on a magnetic heading of approximately 120 degrees and while in an attitude approximating a slightly nose-up, wings-level flight condition. On impact the horizontal convergence angle with the face of the glacier was 60 degrees.
Following the impact at the 10,200-foot level, the major portion of the aircraft slid down the face of the glacier and came to rest on a near-level portion of the glacier at the 9,600-foot elevation.
At the first point of impact, the Nos. 1 and 2 engines and portions of the left wing remained imbedded in the glacier ice. These engines were found in a near-horizontal plane about 30 feet apart.
The rear fuselage broke off at Station 667 just forward of the aft cargo door, which was closed and latched. The empennage separated at approximately Station 1049, but was retained in its relative position by the control cables. Fin and rudder were attached to the tail cone, with minor damage. Tab and rudder hinges were intact and operable. Crew door and overwing exists were in the locked position. The left and right stabilizers separated on impact. The left wing fragmented on impact, the major portion of it remaining at the point of impact. Fragmented portions of the fuselage between stations 231 and 667 were found in a crevasse at the 9,400-foot level. The right inboard wing from station 60 to station 222 broke off and was found inverted close to the fuselage. The No. 3 engine assembly was found close to its attaching position.
The right outboard wing and No. 4 engine from station 222 out to station 421 were found 100 feet south of the fuselage. The landing gear and flaps were in the retracted position. The flap handle on the pedestal was found in the full-up detent. The captain's elevator trim indicator was heavily damaged and showed an 8-degree nose-up setting. The copilot's indicator showed a 2-degree nose-down setting. The aileron trim indicator showed 2 degrees left wing down. The extremities of the aircraft were accounted for and there was no evidence of any in-flight failure. There was no abnormality found in the examination of the flight controls or trim positions. The automatic pilot was found in the "off" position.
The position of the No. 3 propeller governor step motor heard disclosed an engine r.p.m. setting of 2410. Normal climb power configuration as used by the carrier is 2400 r.p.m. Inspection of the Nos. 3 and 4 engine assemblies revealed no evidence of any abnormality in the operation of the assemblies or their components. The Nos. 1 and 2 engines were imbedded in an inaccessible and precarious location on the face of the glacier which precluded examination.
The cockpit area was fragmented. The Nos. 1 and 2 VOR receivers were examined and found capable of normal operation prior to impact. No. 1 was turned to a frequency of 114.5 mcs., and the No. 2 unit was found turned to 114.6 mcs. The Seattle-Tacoma VORTAC operates on a frequency of 114.5 mcs. Both the No. 2 and No. 2 Omni-bearing dials read 310 degrees. The two VIIF transmitters were recovered. No. 1 was found set on 126.2 mcs., and No. 2 was found set on 120.3 mcs.
The distance measuring equipment (DME) was recovered in relatively good condition and was found on a channel setting of 92 and a range measurement of 40.2 miles from the Seattle-Tacoma VORTAC station. This distance of 40.2
