Federal officials won’t confirm the probable cause of the crash that killed 10 until its final report comes out, but released documents point to a part failure.
A U.S. Coast Guard boat and Kitsap, Wash., County Sherrif boat search the area, Monday, Sept. 5, 2022, near Freeland, Wash., on Whidbey Island north of Seattle where a chartered floatplane crashed the day before. The plane was carrying 10 people and was en route from Friday Harbor, Wash., to Renton, Wash.
The final NTSB report with safety recommendations is expected before the end of the year, after which the Federal Aviation Administration will consider what actions are necessary to prevent a recurrence. The plane is a heavy, stable airplane, and it has a simple design that’s considered very safe. The Otters that ply the routes up and down Puget Sound fly only in calm weather with clear visibility.
The disconnection of this actuator would have left the pilot Jason Winters no way to control the plane, even though Chief Pilot Shane Carlson, who owns and runs Friday Harbor Seaplanes, told the NTSB investigators Winters was “the most capable pilot that I’ve ever employed.”After the NTSB reached that conclusion last October, it recommended urgent and immediate inspections of the actuator on all Otters. The FAA then mandated the inspections.
“He and I took it apart. He put the bearings on. It was a two-man deal,” Lambert told the NTSB. “We wanted it to go together perfect so we could finish out our annual inspection.” He said he had last visited the company’s Renton maintenance base in June 2022, but didn’t see any of the airplanes, all of which were out flying. The only plane being worked on at the time was a third party’s plane, not an Otter. He inspected only the records.
The first action after the crash followed reports of cracks and corrosion found in a movable part at the back of the horizontal tail on some Otters still in service. Then Kenmore commissioned an engineer to develop a secondary lock feature in addition to the standard lock ring to secure in place the clamp nut at the top of the actuator.
Kenmore’s Gudgel said the February meeting of Otter operators in Ketchikan “gave us an opportunity to present these developments and ideas and to make those available to the other fleet operators.”The NTSB documents note just two previous accidents involving the horizontal tail actuator, though neither seems similar to what appears to have happened last year.
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