Cessna 421C accident near Sitka, Alaska, July 4, 2003
On July 4, 2003, a Cessna 421C, registered N777DX, was destroyed in an accident near Sitka, Alaska. It was a personal flight under general aviation rules (Part 91). 5 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to follow IFR procedures by not following the published approach procedures, which resulted in an in-flight collision with terrain. Factors contributing to the accident were a low ceiling, and the pressure induced by conditions/events (the open baggage door).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 4, 2003
- Place
- Sitka, Alaska · map
- Type
- Accident
- Injuries
- 5 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 421C · all 421Cs on the register
- Registration
- N777DX · no longer on the register · serial 421C0048
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the twin-engine accident airplane was on an IFR flight plan in instrument meteorological conditions when the right side nose baggage door opened. The pilot expressed concerns to air traffic control about baggage exiting the compartment and striking the right propeller. He requested a diversion to the nearest airport with an instrument approach. The flight was diverted as requested, and was cleared for a nonpercision instrument approach to a coastal airport adjacent to mountainous terrain. The flight was authorized to a lower altitude when established on the approach. A review of the radar track information disclosed that the pilot did not fly the published approach, but abbreviated the approach and turned the wrong direction, toward higher terrain, north of the approach course. The airplane was discovered in mountainous terrain, about 1,100 msl, and 1.5 miles north of the approach course. The crash path was initially at a shallow angle in the treetops, until the airplane struck larger trees. Postaccident inspection of the airplane disclosed no evidence of any preimpact mechanical problems, other than the baggage door, which was still attached to the airplane.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 9,200 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 7,981 hours
- Last inspection: annual inspection, May 29, 2003
- Maximum gross weight: 7,450 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental GTSIO-520-F-K (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: CYPR Prince Rupert at 6:12 pm
- Destination: SIT Sitka AK
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 200° at 7 knots
- Visibility: 0 statute miles
- Sky: overcast at 2,600 ft
- Temperature: 54°F (12°C), dew point 52°F (11°C)
- Altimeter: 29.82 inHg
- Observation at 6:40 pm from PASI, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.