Republic RC-3 accident near Chimacum, Washington, August 23, 1999
On August 23, 1999 at about 8:05 pm local time, a Republic RC-3, registered N6070K, was destroyed in an accident near Chimacum, Washington. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
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.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 23, 1999 · about 8:05 pm local time
- Place
- Chimacum, Washington · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Republic RC-3 · all RC-3s on the register
- Registration
- N6070K · no longer on the register · serial 250
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
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.
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: private
- Ratings: single-engine land
- Flight time: 1,104 hours in all; 59 in the last 90 days; 21 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,151 hours
- Last inspection: annual inspection, August 10, 1999; 0 hours since
- Maximum gross weight: 2,980 lb
- Seats: 4
- Landing gear: fixed
- Engine: Franklin 6A8-215-B8F (piston); 0 hours total
The flight
- Departed from: CLM Port Angeles WA at 8:00 pm
- Destination: CVO Corvallis OR
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 260° at 7 knots
- Visibility: 7 statute miles
- Sky: scat at 20,000 ft
- Temperature: 63°F (17°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 7:55 pm from NUW, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.