# NTSB SEA99FA146: Republic RC-3, N6070K, Chimacum, WA, August 23, 1999 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: August 23, 1999, 13:05 local (20:05 UTC) - Place: Chimacum, WA - Coordinates: 47.969696, -122.779426 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=47.9697&lon=-122.7794&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report November 30, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 47190 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA99FA146 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/47190/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=47190 - Page: https://openairdocs.org/ntsb/SEA99FA146 ## Probable cause The inadequate visual lookout by both the pilot-in-command and second pilot, and the pilot-in-command's failure to maintain sufficient flying speed to prevent a stall condition. Contributing factors were the transmission lines, gusty wind conditions, and the pilot-in-command's lack of total experience in type of aircraft. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, approach - In flight collision with terrain/water, descent - uncontrolled ## Analysis The 1,100 hour pilot-in-command (PIC), who had just purchased the amphibious RC-3, had no amphibious/floatplane experience. Accompanied by the 4,664 hour flight instructor serving as a safety pilot, the two pilots departed Port Angeles, Washington, for Corvallis, Oregon, with the intention of making practice landings en route. Witnesses observed the aircraft in a smooth, descending, right turn lining up to the north over the south end of Discovery Bay and headed towards 50 foot power lines which crossed the bay on an east/west line. Just short of the power lines, the aircraft was observed to execute a sharp 90 degree left turn, descend out of control to the water, bounce into the air and then re-enter the water in a steep, nose down attitude. Post-crash examination of the aircraft revealed no evidence of airframe or powerplant malfunction. Forward fuselage crush angles confirmed a nose low, left wing low attitude, characteristic of a stall condition upon water impact. A pilot who landed a floatplane near the accident site immediately after the crash reported gusty windy conditions. ## Factual narrative HISTORY OF FLIGHT On August 23, 1999, approximately 1305 Pacific daylight time, a Republic RC-3 "SeaBee" amphibious aircraft, N6070K, recently purchased and being operated by a private pilot, was destroyed during an in-flight collision with water following a loss of control while maneuvering near the south end of Discovery Bay, five nautical miles southwest of Chimacum, Washington. Both pilots sustained fatal injuries. Visual meteorological conditions existed, and no flight plan had been filed. The flight, which was personal, was to have been operated under 14CFR91, and originated from the Fairchild International airport, Port Angeles, Washington, approximately 1215. The flight was destined for Corvallis, Oregon. On the morning of August 23rd, the pilot/purchaser and an associate flew to Port Angeles in the pilot's Cessna 185 (N185SL) with a stop over in Yelm, Washington. The safety pilot, who was to accompany the pilot/purchaser on the return trip from Port Angeles to Corvallis, was picked up at Yelm. During the Yelm to Port Angeles flight, the pilot/purchaser and safety pilot discussed prospective water landing sites for the Port Angeles to Corvallis trip in the RC-3, and the pilot/owner indicated his desire to not conduct practice landings in salt water conditions (refer to ATTACHMENT RH). The associate reported in a telephonic interview that he observed the safety pilot take what appeared to be a "candy," "breath mint" or "lozenge" out of his pocket and place it in his mouth (refer to attached TOX reports). Upon arrival at Port Angeles, the RC-3 was examined by the pilot/purchaser and safety pilot during which several maintenance items were attended to. The aircraft was then fueled and taxi tested after which the pilot/purchaser, occupying the left seat, was joined by the safety pilot in the right seat, and the aircraft departed for Corvallis. The associate reported observing the aircraft perform a run-up and then depart on runway 26. The associate, now flying the Cessna 185, was delayed approximately 5-10 minutes after the RC-3's departure due to arriving traffic. The associate reported that after he departed he caught up with the RC-3 and noted that it was flying fairly low and close to the water. He reported that the last time he saw the RC-3 it was still low and in the vicinity of Crane, Washington, headed southeast. He reported that he was unable to establish two-way radio communication with the RC-3 (refer to ATTACHMENT RH). Three witnesses co-located approximately 1,000 feet northwest of the crash site along the western shoreline of Discovery Bay all reported observing the aircraft. One witness reported seeing the aircraft "...near the far side of the mountain flying level and [it] appeared to be headed for Seattle" and that "after this plane crossed well above the power lines he started a smooth right turn that would put him flying in the opposite direction and started to descend." "The turn back into the bay by the plane was such a nice arc that I was not aware of any trouble he might be having with the plane and did not see it falter for any reason." The witness further reported that "the pilot took no evasive action that I was aware of until the plane was maybe 500 feet from the power lines. He then did a sharp 90 degree left turn and dive at the same time. The plane slid sideways in the air almost up to the lines." "...the plane hit the water with a boom and then shot back up in the air again maybe 50 feet or more as he was still moving with plenty of speed" (refer to ATTACHMENT JW). The two collocated witnesses confirmed that the aircraft made an abrupt heading change just south of the power lines and then impacted the water, bouncing and re-entering at a steep, nose-down attitude. They then observed the aircraft nose over and come to rest (refer to ATTACHMENTS AC and HC). A fourth witness, located on Highway 101 near the southern edge of Discovery Bay, reported observing the aircraft "...turning to the north over the ridge to the southeast of the bay..." and that "the plane continued northerly over the water dropping [in] elevation. Then it dropped steadily and hit the water at about 45 [degrees]. It bounced up about 50 feet, came back down nose first, hit the water and flipped over on its back" (refer to ATTACHMENT MF). Two additional witnesses located at a construction site approximately one-half mile east of the accident site and along the eastern shore of Discovery Bay observed the aircraft. One witness observed the aircraft immediately after the water impact (refer to ATTACHMENT CG). The other witness, who did not provide a written statement, was interviewed and reported seeing the aircraft approaching the power lines from the south. He described the aircraft as wobbling when it hit the water, and then it bounced and came to rest inverted. Another witness, who provided a statement to the Jefferson County Sheriff's Office, reported in that statement essentially the same observations as those in ATTACHMENT JW. Additionally, this witness reported that "the airplane's left wing was lower than the right 'by about 10 degrees.' The left pontoon hit the water, then the right pontoon hit. The airplane shot up in the air about 75 feet, turned and went nose down, 'at about a 70 degree' angle, landing prop first into the water. The plane then flipped over on it's [sic] top" (refer to ATTACHMENT JCSO). PERSONNEL INFORMATION LEFT SEAT PILOT The pilot/purchaser's most recent logbook was reviewed. The log was opened with an initial entry dated 09/08/1997, and a total of 797 flight hours were brought forward from previous log(s). With the exception of one entry in this logbook for a Cessna 152, all 41 of the remaining flights logged were conducted in Cessna 185 aircraft. The last entry was dated 08/13/99, and the pilot's total flight time logged was 1,104 hours. The pilot/purchaser had been issued a private pilot certificate by the Federal Aviation Administration (FAA) on 10/07/1966, and the only rating he possessed was airplane single-engine land. The pilot/purchaser's wife, as well as an associate, reported that he had no floatplane or amphibious aircraft experience. The pilot/purchaser had been issued an FAA third class medical on 07/28/1998 which contained the limitation "must wear corrective lenses." It was unknown whether he was in compliance with this requirement at the time of the accident. RIGHT SEAT PILOT The safety pilot's most recent logbook was reviewed. The log was opened with an initial entry dated 10/07/1990, and a total of 3,805 flight hours were brought forward from previous log(s). The last entry was dated 03/06/1999, and the safety pilot's total flight time logged was 4,664 hours. A review of this log showed a total of five flights (9.2 hours total) logged in the "SeaBee" aircraft during the approximate nine year duration of this log. According to the safety pilot's logbook, he had been originally issued a commercial/flight instructor's pilot certificate in 1944, and FAA records indicated that he possessed airplane single-engine land/sea, and instrument airplane ratings, as well as a current flight instructor (airplane single-engine and instrument) rating. A computer printout of the safety pilot's flight experience from 1941 through 1998 was included with the logbook. The printout showed a total of 551 hours of "Amphib-SeaBee" flight experience. The safety pilot had been issued an FAA second class medical on 09/13/1998 which contained the limitation "must wear corrective lenses." It was unknown whether the pilot was in compliance with this requirement at the time of the accident. AIRCRAFT INFORMATION The RC-3 "SeaBee" was manufactured in 1947 as serial number 250. According to the aircraft logs and aircraft Hobbs meter, the aircraft had a total of 1,151 hours of flight time of which the last 10 hours had been logged betwe ## Aircraft - Registration: [N6070K](https://openairdocs.org/deregistered/N6070K-2004-05-25), registration cancelled 2004-05-25, S/N 250, built 1947 (OpenAirDocs) - Reported make and model: Republic RC-3 - Registry model: [Republic RC-3](https://openairdocs.org/model/republic-rc-3) (registry code 3080202) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Airplane - Serial number: 250 - Airframe hours: 1151 - Engines: Franklin 6A8-215-B8F 215 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Looney, James, C. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 10, 1999, 0 hours before - Departed: CLM, PORT ANGELES, WA - Destination: CVO, CORVALLIS, OR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 70; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 1,104 total, 59 in the last 90 days, 21 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 260° at 7 knots - Visibility: 7 statute miles - Lowest ceiling: none - Temperature: 63 °F, dew point 54 °F - Altimeter: 29.00 inHg - Observed at: NUW, 24 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19990823013319A](https://openairdocs.org/incident/19990823013319A), Aug 23, 1999: Stolam RC3, Chimacum, WA, Destroyed, 2 fatal. Acft crashed under unknown circumstances in discovery bay, the 2 POB suffered fatal injuries, the acft has unknown damage. (.4)the 1,100 hour pilot-in-command… ## Docket (29 files) The files NTSB released with the investigation on January 20, 2000, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=47190. 3.3 MB in all. - Supplement A - Wreckage Documentation (item 1, .PDF, 231 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116087&FileExtension=.PDF&FileName=Supplement%20A%20-%20Wreckage%20Documentation-Master.PDF - Supplement B - Cockpit Documentation (item 2, .PDF, 351 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116088&FileExtension=.PDF&FileName=Supplement%20B%20-%20Cockpit%20Documentation-Master.PDF - Supplement E - Second Pilot Information (item 3, .PDF, 110 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430440&FileExtension=.PDF&FileName=Supplement%20E%20-%20Second%20Pilot%20Information-Redacted.PDF - Witness Statement - Ralph Hassall (item 4, .PDF, 359 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430441&FileExtension=.PDF&FileName=Witness%20Statement%20-%20Ralph%20Hassall-Redacted.PDF - Witness Statement - Jim Warner (item 5, .PDF, 265 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430442&FileExtension=.PDF&FileName=Witness%20Statement%20-%20Jim%20Warner-Redacted.PDF - Witness Statement - Adam Cook (item 6, .PDF, 214 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430443&FileExtension=.PDF&FileName=Witness%20Statement%20-%20Adam%20Cook-Redacted.PDF - Witness Statement - Herb Cook, Jr. (item 7, .PDF, 214 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430444&FileExtension=.PDF&FileName=Witness%20Statement%20-%20Herb%20Cook,%20Jr.-Redacted.PDF - Witness Statement - Michael Fagerquist (item 8, .PDF, 221 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430445&FileExtension=.PDF&FileName=Witness%20Statement%20-%20Michael%20Fagerquist-Redacted.PDF - Witness Statement - Chad Gustafson (item 9, .PDF, 226 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430446&FileExtension=.PDF&FileName=Witness%20Statement%20-%20Chad%20Gustafson-Redacted.PDF - Witness Statement - Clifford Larrance (item 10, .PDF, 160 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430447&FileExtension=.PDF&FileName=Witness%20Statement%20-%20Clifford%20Larrance-Redacted.PDF - Chart I (item 11, .PDF, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116096&FileExtension=.PDF&FileName=Chart%20I-Master.PDF - Statements Taken by Jefferson County Sheriff's Office (item 12, .PDF, 130 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430448&FileExtension=.PDF&FileName=Statements%20Taken%20by%20Jefferson%20County%20Sheriff%27s%20Office-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 13, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430449&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report - James C. Looney (item 14, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430450&FileExtension=.PDF&FileName=Toxicological%20Report%20-%20James%20C.%20Looney-Redacted.PDF - Toxicological Report - Stephen G. Gross (item 15, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430451&FileExtension=.PDF&FileName=Toxicological%20Report%20-%20Stephen%20G.%20Gross-Redacted.PDF - Photo 1. A view looking approximately northeast at the final resting place of N6070K (arrow) near the southern end of discovery bay. (no negative) (item 16, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116102&FileExtension=.PDF&FileName=Photo%201.%20%20A%20view%20looking%20approximately%20northeast%20at%20the%20final%20resting%20place%20of%20N6070K%20(arrow)%20near%20the%20southern%20end%20of%20discovery%20bay.%20%20(no%20negative)-Master.PDF - Photo 2. A view looking approximately southeast at the final resting place of N6070K (large arrow) near the southern end of discovery bay. Note the power poles (small arrows). (no negative) (item 17, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116103&FileExtension=.PDF&FileName=Photo%202.%20%20A%20view%20looking%20approximately%20southeast%20at%20the%20final%20resting%20place%20of%20N6070K%20(large%20arrow)%20near%20the%20southern%20end%20of%20discovery%20bay.%20%20Note%20the%20power%20poles%20(small%20arrows).%20%20%20(no%20negative)-Master.PDF - Photo 3. A view of the recovery of N6070K. (no negative) (item 18, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116104&FileExtension=.PDF&FileName=Photo%203.%20%20A%20view%20of%20the%20recovery%20of%20N6070K.%20%20(no%20negative)-Master.PDF - Photo 4. A foward right quartering view of N6070K showing the up/aftward deformation to the foward portion of the fuselage. Also note the retracted right main landing gear. (item 19, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116105&FileExtension=.PDF&FileName=Photo%204.%20%20A%20foward%20right%20quartering%20view%20of%20N6070K%20showing%20the%20up%2Faftward%20deformation%20to%20the%20foward%20portion%20of%20the%20fuselage.%20%20Also%20note%20the%20retracted%20right%20main%20landing%20gear.-Master.PDF - Photo 5. A foward left quartering view of N6070K showing the up/aftward deformation to the foward portion of the fuselage. Also note the retracted left main landing gear. (item 20, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116106&FileExtension=.PDF&FileName=Photo%205.%20%20A%20foward%20left%20quartering%20view%20of%20N6070K%20showing%20the%20up%2Faftward%20deformation%20to%20the%20foward%20portion%20of%20the%20fuselage.%20%20Also%20note%20the%20retracted%20left%20main%20landing%20gear.-Master.PDF - Photo 6. A close-up view of both left and right wing leading edges. Note the rear perpendicular compressive deformation along the outboard leading edge of the left wing (arrow). (item 21, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116107&FileExtension=.PDF&FileName=Photo%206.%20%20A%20close-up%20view%20of%20both%20left%20and%20right%20wing%20leading%20edges.%20%20Note%20the%20rear%20perpendicular%20compressive%20deformation%20along%20the%20outboard%20leading%20edge%20of%20the%20left%20wing%20(arrow).-Master.PDF - Photo 7. A foward right quartering view of the empennage of N6070K showing the up/aftward deformation to the right horizontal stabilizer. (item 22, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116108&FileExtension=.PDF&FileName=Photo%207.%20%20A%20foward%20right%20quartering%20view%20of%20the%20empennage%20of%20N6070K%20showing%20the%20up%2Faftward%20deformation%20to%20the%20right%20horizontal%20stabilizer.-Master.PDF - Photo 8. A foward left quartering view of the empennage of N6070K showing the absence of deformation to the left horizontal stabilizer. (item 23, .PDF, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116109&FileExtension=.PDF&FileName=Photo%208.%20%20A%20foward%20left%20quartering%20view%20of%20the%20empennage%20of%20N6070K%20showing%20the%20absence%20of%20%20deformation%20to%20the%20left%20horizontal%20stabilizer.-Master.PDF - Photo 9. A close-up view of the right pontoon showing only slight outboard bending of the strut (arrow). (item 24, .PDF, 32 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116110&FileExtension=.PDF&FileName=Photo%209.%20%20A%20close-up%20view%20of%20the%20right%20pontoon%20showing%20only%20slight%20outboard%20bending%20of%20the%20strut%20(arrow).-Master.PDF - Photo 10. A close-up view of the left pontoon showing extensive inboard bending of the strut and vertical compressive deformation to the top of the pontoon. (item 25, .PDF, 32 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116111&FileExtension=.PDF&FileName=Photo%2010.%20%20A%20close-up%20view%20of%20the%20left%20pontoon%20showing%20extensive%20inboard%20bending%20of%20the%20strut%20and%20vertical%20compressive%20deformation%20to%20the%20top%20of%20the%20pontoon.-Master.PDF - Photo 11. A view of the aircraft's Harztell propeller and franklin engine within the relatively undamaged engine compartment. (item 26, .PDF, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116112&FileExtension=.PDF&FileName=Photo%2011.%20%20A%20view%20of%20the%20aircraft%27s%20Harztell%20propeller%20and%20franklin%20engine%20within%20the%20relatively%20undamaged%20engine%20compartment.-Master.PDF - Photo 12. A close-up of the outboard left edge of the left flap. Note the witness mark (arrow) associated with the aileron edge impact. (item 27, .PDF, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116113&FileExtension=.PDF&FileName=Photo%2012.%20%20A%20close-up%20of%20the%20outboard%20left%20edge%20of%20the%20left%20flap.%20%20Note%20the%20witness%20mark%20(arrow)%20associated%20with%20the%20aileron%20edge%20impact.-Master.PDF - Photo 13. A view of the inboard area of the left flap during recovery showing the retracted position of the flap. (no negative) (item 28, .PDF, 31 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116114&FileExtension=.PDF&FileName=Photo%2013.%20%20A%20view%20of%20the%20inboard%20area%20of%20the%20left%20flap%20during%20recovery%20showing%20the%20retracted%20position%20of%20the%20flap.%20%20(no%20negative)-Master.PDF - Photo 14. A view of the right wing and flap inboard area during recovery showing the retracted position of the flap. (no negative) (item 29, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40116115&FileExtension=.PDF&FileName=Photo%2014.%20%20A%20view%20of%20the%20right%20wing%20and%20flap%20inboard%20area%20%20during%20recovery%20showing%20the%20retracted%20position%20of%20the%20flap.%20%20(no%20negative)-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.