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George Hatcher's Air Flight Disaster

NTSB Preliminary of the Ketchikan Air Taxi cruise flight crash on June 25, 2015 that killed 9

NTSB Identification: ANC15MA041

NTSB Identification: ANC15MA041
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Thursday, June 25, 2015 in Ketchikan, AK
Aircraft: DEHAVILLAND DHC 3, registration: N270PA
Injuries: 9 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators traveled in support of this investigation and used data obtained from various sources to prepare this aircraft accident report.

On June 25, 2015, about 1215 Alaska daylight time, a single-engine, turbine-powered, float-equipped de Havilland DHC-3 (Otter) airplane, N270PA, sustained substantial damage when it impacted mountainous tree-covered terrain, about 24 miles northeast of Ketchikan, Alaska. The airplane was being operated under the provisions of 14 Code of Federal Regulations (CFR) Part 135, as an on-demand visual flight rules (VFR) sightseeing flight when the accident occurred. The airplane was owned by Pantechnicon Aviation, of Minden, Nevada, and operated by Promech Air, Inc., of Ketchikan. The commercial pilot and eight passengers were fatally injured. Marginal visual meteorological conditions were reported in the area at the time of the accident. The flight departed a floating dock located in Rudyerd Bay about 44 miles northeast of Ketchikan about 1200 for a tour through Misty Fjords National Monument Wilderness. A company VFR flight plan was in effect. At the time of the accident, the flight was returning to the operator’s base at the Ketchikan Harbor Seaplane Base, Ketchikan.

The flight was a sightseeing flight for passengers of a cruise ship that was docked in Ketchikan. The tour, named Cruise/Fly, consisted of two groups of passengers. One group departed Ketchikan onboard a marine vessel and the other group departed via airplane, with a predetermined rendezvous at the floating dock in Rudyerd Bay. Once at the floating dock, the two groups would switch transportation modes for the return trip to Ketchikan.

The operator reported that the accident airplane departed Rudyerd Bay as the third of four float-equipped airplanes on air tour flights over the Misty Fjords National Monument Wilderness. The airplanes departed about 5 minutes apart, and the standard route of flight was southwest, over an area of remote inland fjords, coastal waterways, and mountainous tree-covered terrain.

When the airplane failed to return to Ketchikan, the operator initiated a search for the missing airplane and heard an emergency locator transmitter (ELT) signal along the accident pilot’s anticipated route of flight. A helicopter from Temsco Helicopters, Inc., of Ketchikan, was dispatched to the suspected accident site to search for the missing airplane. However, the helicopter pilot said that he was unable to search the upper levels of the mountainous areas due to low ceilings and poor visibility. The helicopter pilot said that, after waiting for the weather conditions to improve, he was able to search the upper elevations of the search area and located the wreckage about 1429. The Ketchikan Volunteer Rescue Squad (KVRS) team members reached the accident site and confirmed that the airplane’s occupants had sustained fatal injuries.

The NTSB investigator-in-charge along with another NTSB investigator, with help from KVRS, reached the accident site on the morning of June 27. The airplane impacted trees and a near vertical rock face in a nose high, wings level attitude at an elevation of about 1,600 feet mean sea level and came to rest upright on top of its separated floats, in an area of heavily forested, steep terrain.

The accident airplane was equipped with an avionics package known as automatic dependent surveillance-broadcast (ADS-B), which is also known as “Capstone.” ADS-B technology provides pilots with situational awareness by displaying the airplane’s position over terrain, while using GPS technology, coupled with an instrument panel mounted, moving map display. The ADS-B equipment installed in the accident airplane included two Chelton multifunction display (MFD) units. One MFD provides the pilot with a moving map with terrain awareness information, and the other provides primary flight display information. The two MFD units were removed from the wreckage and shipped, to the NTSB vehicle recorder laboratory, Washington, D.C.

The accident airplane was equipped with a Pratt & Whitney PT6A-135A engine that produces 750 shaft horsepower.

A comprehensive NTSB postaccident examination of the engine and airframe is pending, after the airplane wreckage is recovered to Ketchikan.

The closest weather reporting facility is Ketchikan Airport (KTN), Ketchikan, AK, about 24 miles southwest of the accident site. At 1153, an aviation routine weather report (METAR) at KTN reported in part: wind 130 degrees at 15 knots, gust 23 knots; visibility 6 statute miles, rain and mist, runway 11 visual range 4,000 variable to greater than 6,000 feet; few clouds 800 feet, broken clouds 1,200 feet, overcast clouds 2,700 feet; 61 degrees F; dew point 57 degrees F; altimeter 29.91 in Hg.

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  • Home
  • About Air Flight Disaster
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  • Legal
    • FAA Reauthorization Act
    • FAA Reauthorization Summary
    • #MH370 Definition of Underwater Search Areas Dec 3
    • Proposals to Enhance Aircraft Tracking and Flight Data Recovery
    • Tarmac Delay Ruling
  • Missing
  • NTSB
    • NTSB Most Wanted
      • Reduce Dangers to Aircraft Flying in Icing Conditions
    • 9/11 Boatlift
    • Acton CA, Fatal BELL Crash Report Preliminary
    • Aeroflot Nord PERM-NTSB Report September 14, 2008
    • AERONAVES DE MEXICO Accident Report
    • Aeronaves de Mexico Safety Recommendation Letter
    • Air Methods Airbus Helicopter Frisco Crash July 3, 2015 Preliminary report
    • Airworthiness Information Bulletin SAIB SW-19-15
    • Buffalo- NTSB Report February 12, 2009
    • Definition of the Underwater Search Areas MH370
    • FAA Criticisms are nothing new: A history
    • GOL – NTSB Report September 29, 2006
    • Hudson River-NTSB EXECUTIVE SUMMARY Jan 15, 2009
    • ITEK-NTSB Report August 24, 2008
    • Lack of Consideration for Human Factors Led to In-Flight Breakup of SpaceShipTwo
    • NASA Controller Fatigue Assessment Report Q&A
    • NTSB is Beginning Investigation of the Sightseeing Plane Crash in Alaska
    • NTSB Preliminary of the Ketchikan Air Taxi cruise flight crash on June 25, 2015 that killed 9
    • NTSB Publishes Interpretation
    • NTSB Releases Preliminary Agenda for Investigative Hearing on WMATA Smoke and Electrical Arcing Accident
    • NTSB Update on British Airways Engine Fire at Las Vegas
    • October MH370 Update: AE-2014-054_MH370-FlightPathAnalysisUpdate.pdf
    • S7 Airlines (formerly Sibir) NTSB Report July 08, 2006
    • SAFETY Alert SA_045
    • Security Vulnerability Involving Airlines
    • Sikorsky Newfoundland -NTSB Report March 12, 2009
    • SPANAir-NTSB Report August 20, 2008
    • TAM NTSB Report July 17, 2007
    • Tony Tyler – 71ST Annual General Meeting
    • Transcripts
    • #MH17 Passenger Manifest
  • Reports
    • #MH370 2nd Interim Statement
    • #MH470 4th Interim Statement
    • 2014.10.04 Emirates A332 at Karachi breathing equipment catches fire
    • 2015-10-31 Interim Statement of Metrojet crash
    • 2016 MH370 Debris examination – update No. 4
    • 2016-05 Silk Way Airlines Camp Dwyer Preliminary Report
    • 2016.09.23: MH370 Debris Report
    • 7 March 2017 Laptop Battery Fire in Airliner Cabin Final report
    • AAIB Safety Report 2017
    • Air Bagan 25 DECEMBER 2012 Final report
    • B38M_PK-LQP_PRELIMINARY.pdf
    • B737-8 (MAX) Registered ET-AVJ Preliminary report
    • Boeing Max Prohibition
    • Capetown Incident Report Missing Cowling July 18 2014
    • Fed Ex Flight 910 Landing Gear Collapse DCA17MA022
    • Final of Noar Linhas Aéreas Flight 4896
    • Final Report G-EZGE Airbus Ibiza Airport Spain accident on 19 June 2016
    • Final report of AirAsia Flight QZ8501
    • Final Report of Germanwings Pilot Suicide Crash
    • Final Report on Ryanair B738 and Vueling A320 Near Collision in Sevilla
    • Final Report on Tatarstan B735 at Kazan on Nov 17th 2013
    • Final report: Runway Incursions Between the Parallel Runways at Toronto/Lester B. Pearson International Airport, Ontario
    • Final Report: Transasia AT72 at Makung on Jul 23rd 2014
    • Final: Smolensk “Severny” airdrome, to the Tupolev Tu-154M (pdf)
    • Final: Poland Tupolev Tu-154M (English PDF
    • FinalATR72 202OY-LHA
    • Flight 771
    • Flybe DH8D Dutch Safety Board report
    • FlyDubai Interim Report: Flight 981
    • Garuda Indonesia Flight 865
    • Germanwings 9525 Interim Report (PDF)
    • GoJet Airlines Final Report CRJ-700, N367CA
    • Incident investigation of 13-MAR-2016 Canadair CL-600-2B19 Challenger 850 owed by Elytra Charter
    • LAM 470 final report 2016
    • MAK Announcement of Boeing 747 Air Cargo Crash Manas Airport
    • MH17 Preliminary Crash Report
    • MH370 Debris report
    • MH370 First Principle Review
    • MH370 Interim Report
    • MH370 Official: Debris Report Released on MH370
    • MH370 Report: Debris Examination Report April 19, 2016
    • MH370 THIRD TRIPARTITE MINISTERIAL MEETING
    • MH370- Search for MH370 and ocean surface drift
    • Montreal Position paper
    • Preliminary report: MyCargo B744 at Bishkek on Jan 16th 2017
    • PT Wings Abadi Airlines Preliminary report
    • Report on Propair Flight 420
    • Ryanair B738 Crew Injury AAIB report
    • Text of the U.S Senate’s version of FAA reauthorization legislation
    • TransAsia Airways Flight GE235 Final report (summary)
    • US BANGLA AIRLINES, BOMBARDIER (UBG-211), DHC-8-402, S2-AGU, AT TRIBHUVAN INTERNATIONAL AIRPORT, KATHMANDU, NEPAL Final
    • Yemenia-Comoros Final report (French)
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