Alaska
Boeing work instructions were inadequate for years before blowout on Alaska flight, NTSB finds
The panel blowout aboard an Alaska Airlines Boeing 737 was the result of more than four missing bolts, the National Transportation Safety Board reiterated in its final investigation report into the incident released Thursday.
The Jan. 5, 2024 blowout — which occurred shortly after the Alaska Airlines plane took off from Portland, Oregon — happened because of long-term shortcomings at Boeing and the Federal Aviation Administration, the agency tasked with overseeing the manufacturer’s quality and safety processes, the NTSB determined.
Because Boeing’s instructions for employees lacked “clarity and conciseness,” workers missed opportunities to note that the panel had been removed during the aircraft’s assembly, the NTSB said. The panel was incorrectly reinstalled but, without a record of the work being done, it was not reinspected and left the factory with four crucial bolts missing.
Boeing knew of the deficiencies in its work instructions for a decade, the NTSB said in its report, but both Boeing and the FAA failed to fix the flawed process.
The blame for the panel blowout, then, did not hang on the shoulders of workers who failed to install the four bolts that would have held the panel in place, but instead on Boeing and the FAA, the NTSB said.
The safety board has made these declarations before, including at a June hearing when board members discussed the results of the 18-month-long investigation. NTSB Chair Jennifer Homendy said at that time that “an accident like this only happens when there are multiple system failures,” adding that the “deficiencies that led to this accident should have been evident” to Boeing and the FAA.
The final report released Thursday delves into more detail about what the NTSB found following months of interviews with Boeing and FAA employees, including where its record-keeping processes and work instructions for employees fell short.
What went wrong
On Jan. 5, 2024, on Alaska Airlines Flight 1282, the first officer completed an external preflight walkaround and found nothing abnormal with the Max 9, which had rolled out of Boeing’s Renton, Washington, factory months before.
The flight’s taxi, takeoff and initial climb was uneventful, until the plane reached about 14,830 feet, when the cabin pressure suddenly dropped.
The captain heard flight attendants talking about a hole in the plane but, unable to communicate with one another, both the flight and cabin crews were uncertain about what had happened, the NTSB found.
The flight landed safely back in Portland, with some passengers and crew members reporting minor injuries. The left side of the plane had a hole that measured roughly 29 inches wide and 59 inches high. A seat back tray table, two seat headrests and nearby cabin interior panels were missing.
Months earlier, Boeing mechanics in the company’s Renton factory had removed that panel, known as a door plug because it fills a hole in the fuselage that can be used as an emergency exit for high-density seating aircraft.
Mechanics removed the panel to fix a problem with rivets. But, the NTSB found, none of the personnel working on the door plug generated a record that the panel had been removed.
Boeing mechanics then reinstalled the door plug, without four bolts meant to hold it in place. Because there was no removal record, no one conducted a final inspection to sign off that the door plug was reinstalled correctly.
After the plane was delivered to Alaska Airlines — without the bolts in place — the door plug slowly slid upwards, until, during Flight 1282, it moved far enough up to separate from stop fittings pinning it in place. The loosened plug then flew out of the airframe, leaving a hole in the side of the aircraft.
The four bolts meant to hold the door plug in place were never found, the NTSB said.
Missed chances
The NTSB determined that Boeing workers missed two opportunities to prompt a reinspection of the door plug after it had been removed and reinstalled.
Though both were needed to properly follow Boeing’s work processes, just one of the two could have prompted a second look and caught the missing bolts, preventing the near catastrophe.
Boeing’s procedures direct workers to generate a “removal record” to document what parts of the airplane they took off and what tasks are then needed to assure the parts are re-installed correctly.
That removal record is required whenever there is a “disturbance of a previously accepted installation,” according to the NTSB’s report. In other words, whenever the removal would affect a job task that had already been inspected and approved. The removal would then require the earlier task be reinspected.
In one early discussion about the door plug, the NTSB learned that a senior manager told the door manager that “if removal (is) needed, a removal needs to (be) written first.”
Still, the NTSB determined that neither the door team manager nor any of the door team personnel on duty had any experience opening a door plug, nor any knowledge of who actually performed the work. A removal record was not generated.
Separately, Boeing also incorporates a “short stamp process,” which is meant to document work that couldn’t be completed in its initial phase of production and therefore has to “travel” through the factory. A “stamp” indicates that a portion of the work has been completed.
In this case, Boeing’s post accident review showed the short stamp process “did not clearly define the work remaining,” the NTSB said.
Though the short stamp process would not have negated the need for a removal record, it may have prompted a second look at the area and found that the bolts were missing, the NTSB said in its final report.
A systemic problem
The NTSB did not identify any individuals who worked on the removal and reinstallation of the door plug, and it’s not clear if the agency knows who performed those tasks.
But, the board made it clear in its final report that the incident was not the result of a single worker or group of workers who missed a crucial step in Boeing’s process. Instead, it was the result of a company-wide problem that had long been identified.
It found that Boeing’s instructions for removal records “lacked clarity, conciseness and ease of use.”
The specific instructions for generating a removal record were more than 50 pages long, directed workers to other instructions and “provided more exceptions about when a removal record was not needed than direction indicating when it was,” the NTSB wrote in its report.
“Boeing lacked the comprehensive training and clear guidance needed to ensure that its … 737 door team personnel and others could consistently meet quality and safety standards,” the NTSB continued.
Boeing had been aware that its work instructions were not preparing employees to follow the removal process for at least 10 years, the agency determined. Those specific work instructions were referenced in 16 compliance issue reports to the FAA from 2018 to 2023, including instances of workers failing to generate a removal when it was required, the NTSB found.
Boeing had “substantively” revised the instructions 11 times between 2013 and 2023, but its proposed changes, which had been accepted by the FAA, were “ineffective,” the NTSB said. Furthermore, the FAA lacked the processes to keep track of discrepancies and nonconformances related to Boeing’s removal process.
A call for change
Boeing has since updated its instructions and training, including adding more training on when and why removal documentation is required.
Still, the NTSB said in its report that “effective guidance and recurrent training are critical” to ensure employees know what to do when a removal arises.
The NTSB, which does not have regulatory or enforcement authority, recommended Boeing update its on-the-job training to identify tasks that are necessary for manufacturing workers to be considered “fully qualified.”
That’s in part because the NTSB found that training for “nonroutine tasks,” including opening a door plug and generating a removal record, was not part of a structured program, leaving many workers unprepared.
The NTSB also recommended Boeing implement a grading system for its training program and develop a process to identify quality issues that result from human error, in order to prevent the same error from reoccurring.
When it comes to Boeing’s oversight, the NTSB said it was “encouraged by the FAA’s initial progress” but recommended the agency revise its compliance enforcement system, audit activity and record-keeping system.
It also recommended that the FAA convene an independent panel to review Boeing’s safety culture.
In response to the NTSB’s recommendations first publicized at the June hearing, the FAA said it has “fundamentally changed how it oversees Boeing … and we will continue this aggressive oversight to ensure Boeing fixes its systemic production-quality issues.”
Boeing could not be reached for comment Thursday.
Glaciers so immense and blue they don’t seem real. Snow-dome mountains. A never-ending parade of caribou, whales, bears and seals. All the spectacular things you’ll see on an Alaska cruise will take your breath away — but the price tag doesn’t have to.
These voyages can be pricey, and costs can add up beyond the cruise fare. However, with smart planning, you can experience all the soul-stirring beauty Alaska has to offer without breaking the bank.
Entry-level cabins cost less than you think
Alaska cruises may seem like a splurge, but entry-level cabins are surprisingly affordable. Inside cabins (those without windows) offer the best value, with prices around the $500 mark. For instance, a seven-day “Voyage of the Glaciers” sailing with Princess Cruises in May 2026 starts at just $433 per person. It’s a clever hack if you value adventure over comfort, giving you more cash to spend on shore excursions, the cost of which can quickly add up to more than the actual fare. While you will miss out on private views, you’ll find no shortage of viewing decks and lounges.
Ocean-view cabins add a window and natural light, sometimes for only a few hundred dollars more. Prices vary by cruise line, ship and itinerary. Balcony cabins cost more again but offer front-row seats and a private viewing platform for all the action that makes an Alaska cruise so breathtaking. Watching whales breach or a glacier calve from the privacy of your balcony is a once-in-a-lifetime experience many travelers don’t mind spending for.
At the top end are luxury suites, with the price tag to match. These cost north of $2,000 and come with perks like priority boarding, premium dining and sometimes even shore excursions — making them the ultimate way to cruise Alaska in style.
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Extras can add up
Luxury cruise lines can seem expensive, but they often deliver more value than you’d expect. Per-person prices for a luxury Alaska cruise generally start around $3,000 or $4,000 but can climb to more than $6,000 for the most exclusive lines and cabins. On lines like Silversea Cruises, Seabourn Cruise Line and Crystal, fares typically include premium drinks, gratuities, Wi-Fi and curated shore excursions such as glacier hikes and dogsled rides. These experiences can run into the hundreds if booked separately. Add the convenience, attentive service and style that come with a high-end cruise, and the appeal becomes clear.
Budget cruise fares, by contrast, rarely tell the whole story. Taxes, fees and steep port charges are usually added at checkout, and once on board, expenses can mount quickly. Drink packages, specialty dining, Wi-Fi, gratuities and even bottled water often come at an extra cost. Shore excursions — a highlight of any Alaska cruise — can range from $50 to several hundred dollars per person. Meals, souvenirs and transfers off the ship can further stretch your budget. Tally up the costs, and the difference between a high-end cruise and a mainstream sailing may be smaller than you think.
Flights can make one-way cruises pricier than they seem
One-way sailings from Vancouver, British Columbia, to Seward, Alaska (or the reverse) can look like a bargain. However, it’s a good idea to check flight prices before booking a spot. Getting to and from different ports, particularly in more remote Alaskan towns, can be expensive due to limited schedules and higher fares. Bad weather can also cause cancellations and delays, sometimes for days.
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Round-trip cruises from Seattle seem more expensive but often work out cheaper overall — and that’s because you are getting to and from a major airport. Whether you fly, drive or take the train, reaching Seattle is generally easier and more affordable than coordinating one-way travel in and out of Alaska.
How much does a cruise cost?
Cruising is sometimes the only way to explore Alaska
Juneau, Alaska, is the only U.S. state capital without road access, so you have to fly or cruise there. The same is true for Alaska’s remote towns and wild coastal areas, many of which rely on ships as their main connection to the outside world.
Add in the cost of accommodations, food, entertainment and travel between ports, and that Alaska cruise suddenly offers a good value. Plus, it also offers a seamless way to explore Alaska’s untamed frontier.
Cruisetours that combine a coastal cruise with guided inland adventures are another great option. These offer an affordable way to experience both Alaska’s dramatic coastline and its vast interior without the hassle of booking multiple trips or facing hidden costs along the way.
Consider shoulder season for fewer crowds and better deals
Alaska’s shoulder season — typically April through May and again in September — is a sweet spot for travelers looking to avoid peak-season prices and crowds. The weather is cooler, the days are shorter and there’s a higher chance of rain. However, you’ll also enjoy spectacular fall foliage, a chance to spot the northern lights and a quieter, more relaxed onboard experience outside of school holidays. Plus, lower demand often means better deals on cabins and excursions.
15 ways that cruising newbies waste money on their first cruise
Longer cruises can offer better value
A 10- or 11-night Alaska cruise might seem high in price, but don’t let the price put you off. Longer itineraries often offer better value per night than shorter ones, with more ports, more time in the wild and a more relaxed pace — plus fewer logistics to worry about once you’re on board.
And the savings don’t stop there. Cruise lines regularly roll out deals during wave season and other promotional periods, offering perks like drink packages, Wi-Fi and gratuities. Bundled offers can bring the overall cost down more than you might expect, sometimes making a longer cruise the smarter choice even if the upfront fare looks higher. More days in Alaska for less money per day? That’s a win.
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Bottom line
Alaska cruises aren’t just for big spenders. With the right timing and itinerary and a little research, you can sail through glacier country without blowing your budget. When you go can matter just as much as how long you stay, what ship you are on and which cabin you choose. It pays to shop around, compare what’s included and look for bundled perks that stretch your dollar further. With a bit of planning, that dream Alaska cruise can come in under budget — and leave you with memories that are priceless.
Some Alaskans are pushing back against a request by a billionaire to take a controlling interest in GCI Liberty, the state’s dominant telecommunications provider.
GCI Liberty and John Malone, a Colorado billionaire and one of the largest private landowners in the U.S., are also asking the Regulatory Commission of Alaska for a waiver to keep secret financial statements associated with the proposal. They argue in part that public disclosure could cause financial harm.
The Alaska Beacon first reported on the requests on Monday.
More than 40 individuals have commented against the proposal and the requests for secrecy in a comment period that ends at 5 p.m. Tuesday before the Regulatory Commission of Alaska. The majority of the comments were uniquely written, not form letters.
Many said they oppose giving one person, particularly a non-Alaskan, control of a company that plays a vital role statewide, providing services in more than 200 Alaska communities.
Malone filed his request with the agency early this month.
The chair of GCI Liberty, Malone holds 53.5% of the aggregate voting power at GCI Liberty, the agency says.
But his voting power is restricted to 49.32%, based on agreements entered into by entities related to him, the agency says.
“GCI Liberty and Dr. Malone seek approval for Dr. Malone to increase his voting power to above 50% of the aggregate voting power of GCI Liberty, a level that would constitute control of GCI Liberty and its certificated subsidiary GCICC (GCI Communication Corp.),” the state regulatory agency said.
GCI Liberty recently reported revenue for the first six months of this year at $527 million.
Net earnings during the period, after expenses, were $62 million, according to financial reports on its website. The company came close to doubling its net earnings from the same period in the prior year.
In a statement from spokesperson Josh Edge, GCI said it “is deeply committed to Alaska and to serving Alaskans. Our headquarters and senior leadership team are all based in Alaska, and we continue making decisions locally to serve communities across the state. While our parent company, GCI Liberty, is involved in this regulatory filing, we remain focused on connecting Alaskans and investing in the state’s future, just as we’ve done for more than 45 years.”
In written comments to the agency, critics of Malone’s request and the desire for secrecy assert that Malone seeks increased control to boost profits, which would come at the expense of GCI customers in the form of higher bills and reduced services.
“Internet and phone services are necessary public services, often life saving,” wrote Christine Niemi, of Douglas. “These services should not be controlled by those whose goal is for profit. The interest of the public must be the primary concern.”
“I believe it is imperative that this process remain transparent and accountable to the public,” Jo Ann Gruber wrote.
“… The request to keep financial documents confidential undermines the principles of open governance and public oversight,” Gruber added. “These documents are critical for understanding the implications of the proposed takeover, including potential impacts on service quality, pricing, rural access, and long-term investment in Alaska’s communications infrastructure. Allowing secrecy in this context sets a dangerous precedent and erodes public trust.”
The state agency said it “will rule on the petition for confidential treatment and motion for waiver” following the comment period. At that time, it will also determine if the application from Malone is complete.
GCI, launched in Alaska in 1979, has undergone major changes in recent years. It was sold to Liberty Broadband of Colorado in 2017, upsetting some customers who wanted the ownership to remain local. Among other developments, it has outsourced its call center to the Philippines, affecting dozens of Alaska jobs, and ended its cable TV platform in favor of an internet streaming service.
Many Western Alaska residents displaced by ex-Typhoon Halong will move out of mass shelters in Anchorage this week and into hotels and more long-term housing arrangements.
Roughly 320 storm evacuees were staying at shelters in Anchorage as of Monday, according to Alaska Division of Homeland Security and Emergency Management spokesperson Jeremy Zidek. He said he believes the state, with the help of the Alaska Housing Finance Corp., has the capacity to rehouse all shelter residents who have been sleeping on cots at the Alaska Airlines Center or the Egan Civic and Convention Center downtown for almost two weeks.
The goal was to move more than 100 evacuees into non-congregate shelter Monday, he said. Zidek did not disclose exactly where storm victims will go.
According to a flyer from the Division of Homeland Security and Emergency Management and the American Red Cross, emergency responders are working to keep multi-generational and extended families at the same hotels, and displaced residents will keep receiving three meals a day. Other resources and support will continue to be provided at the shelters as well as at hotels.
More than 650 people evacuated to Anchorage, city officials said last week. Storm damage is still under assessment and cleanup remains ongoing in Western Alaska. With many homes waterlogged, utilities damaged and winter on the way, the timeline for when residents can return remains unclear.
“Some people don’t want to stay in Anchorage,” said Thea Agnew Bemben, a special assistant to Mayor Suzanne LaFrance, on Monday. “There’s other places where people can stay on the road system, but also back in Bethel. Some people are hoping to be able to go home soon or to nearby villages.”
The state of Alaska last week formed a housing task force to match evacuees with housing accommodations. The task force included the Alaska Housing Finance Corp., Alaska Native health and housing organizations, Western Alaska groups, the Rasmuson Foundation, the municipality and others.
The Anchorage Emergency Operations Center team identified more than 1,000 hotel rooms, Airbnbs, apartments and housing units that could potentially be used as temporary housing, said city spokesperson Emily Goodykoontz.
The state’s Individual Assistance program includes a temporary housing program that provides homeowners with up to 18 months and renters with three months of housing assistance. More than 1,100 Individual Assistance applications have been received, according to a Monday update from the Division of Homeland Security and Emergency Management.
“We know there are more people that stayed with friends and families who will require help and are prepared to meet the need,” Zidek said.
[At a Native foods potluck in Anchorage, a taste of home for storm evacuees]
[Drenched insulation, muddy floors and broken heaters: Western Alaska villages race to clean up after the storm]
[Inside the effort to rescue the dogs that Western Alaska storm evacuees had to leave behind]
[‘It is who we are’: Alaska Native organizations collect whale meat, seals, fish and other traditional foods to help storm victims]
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