Beech 99-A incident near Port Angeles, Washington, November 17, 1987
On November 17, 1987 at about 3:30 pm local time, a Beech 99-A, registered N806BA, suffered minor damage in an incident near Port Angeles, Washington (William Fairchild Int'L airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this incident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 17, 1987 · about 3:30 pm local time
- Place
- Port Angeles, Washington · William Fairchild Int'L · map
- Type
- Incident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 99-A · all 99-As on the register
- Registration
- N806BA · registry record · serial R-116
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
BOTH GENERATOR LIGHTS CAME ON ALONG WITH THE LEFT AND RIGHT FUEL PRESSURE LIGHTS. THE AIRCRAFT WAS BEING FLOWN BACK TO THE AIRPORT FOR A PRECAUTIONARY LANDING, WHEN THE ANNUNCIATOR PANEL LIGHTS BEGAN TO FLICKER. WHEN LANDING FLAPS WERE SELECTED THEY DID NOT OPERATE. THE LANDING GEAR WAS LOWERED AND THREE IN THE GREEN WAS OBSERVED. HOWEVER, THE NOSE GEAR DID NOT FULLY EXTEND. DURING THE LANDING, DIRECTIONAL CONTROL WAS LOST WITH THE AIRCRAFT VEERING TO THE LEFT OF THE RUNWAY. THIS WAS THE CAPTAINS FIRST FLIGHT IN THE A-MODEL, AS HE HAD BEEN ACCUSTOMED TO FLYING THE C- MODEL. THE A-MODELS' AUTO IGNITION AND ENGINE START GENERATOR SWITCHES ARE IN REVERSE POSITION TO THE C-MODEL. IT IS PROBABLE THAT THE CAPTAIN HAD SELECTED ENGINE START, OPERATING FROM BATTERY POWER, INSTEAD OF AUTO IGNITION, THUS LOSING BOTH GENERATORS.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,149 hours in all; 150 in this make and model; 209 in the last 90 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 24,987 hours
- Last inspection: 100-hour inspection, October 5, 1987; 80 hours since
- Maximum gross weight: 10,900 lb
- Seats: 17
- Landing gear: retractable
- Engine: P&W PT6-27 (turboprop); 0 hours total
The flight
- Departed from: CLM Port Angeles WA at 3:30 pm
- Destination: SEA Seattle WA
- Flight plan: IFR
- Runway 26, 5,180 ft by 160 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: scat at 1,000 ft
- Temperature: 34°F (1°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 3 |
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.