What if it’s not an assassination?
The only other Cessna 208B engine failure in the past 30-some years that the NTSB has investigated was within 50 days and 25 miles of this one, and it - like this one - was “investigated” so poorly by the NTSB that the plane was left unattended for the evidence to be contaminated. When Makani Kai pulled this plane out of the water 6 days after the crash it was in pieces, even though it had gone into the water nearly intact.
The pilot of the earlier Mokulele Air crash was loudly praised but never named, which is also interesting because Clyde Kawasaki (the pilot in this crash) has never been listed as a Makani Kai pilot on either of their web pilot listings, even though it’s claimed he’s flown for them for 2 years and their pilot list was updated AT LEAST twice in the past year.
Of course, it may just be coincidence that the MCFD person who reported to the media that there was one death 20 minutes before the USCG PO in charge knew how many were even retrieved..... was Richard KAWASAKI, the first person on scene to the area.
There are way too many discrepancies and coincidences in the story for me to mention here. The two images I’ve asked questions about show totally different possible apparrel and gear so I doubt that any of these people are “official” people.
As to how somebody could get there, the Cessna 208b is supposed to hold 14 passengers. The cargo area was free, and Puentes (who had 2 GoPro cameras and water-appropriate mouthpiece with him at the time and was filming the passengers BEFORE the engine failure happened) put his hand over the camera (or in some other way caused a dark screen) which allowed a place for the video to cut off there and resume after the footage where the “extras” exited the plane ahead of the other passengers was cut out.
In later images you will see this is exactly what ABC did with Puentes’ video - used a dark underwater scene to cut away from something they didn’t want us to see and have the video come back with the camera in a different location.
I commented elsewhere also that the ABC announcer said the passengers were all out in under 2 minutes, according to the time counter on the video. But the slowest part of the plane’s sinking would have been when the mostly-empty fuel tanks were keeping the plane afloat because of the air in them. Only as the air was displaced by water would they become heavy and make the plane sink, tipping the nose down first. According to the video the water was already up to the level of the cabin floor by the time the door was opened. That timeframe just doesn’t work. Some time was presumably edited out of the CABIN portion of that video.
Very interesting info, butter. Especially about the pilot, and the other plane “crash”. Sounds as though he did a practice run for this, possibly.
If Fuddy was extricated from the scene, I wonder if it was black hats or white hats doing it.
I would have to assume black hats with all the media complicity.
“The only other Cessna 208B engine failure in the past 30-some years that the NTSB has investigated was within 50 days and 25 miles of this one, and it - like this one - was “investigated” so poorly by the NTSB that the plane was left unattended for the evidence to be contaminated. When Makani Kai pulled this plane out of the water 6 days after the crash it was in pieces, even though it had gone into the water nearly intact.”
That is a false statement, because there have been “other Cessna 208B engine failure in the past 30-some years that the NTSB has investigated.” For example:
NTSB Identification: ANC13LA012
Scheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Monday, December 03, 2012 in Mekoryuk, AK
Probable Cause Approval Date: 01/30/2014
Aircraft: CESSNA 208B, registration: N169LJ
Injuries: 1 Minor,8 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
Shortly after the scheduled commuter flight departed with the second-in-command (SIC) at the controls, the engine “coughed,” started vibrating, and lost power. The SIC attempted to restart the engine, but was unsuccessful. Subsequently, the pilot-in-command assumed control of the airplane and landed on a frozen bay, which resulted in substantial damage to the airplane’s right wing and fuselage. A postaccident examination of the airplane’s engine revealed that one of the first-stage compressor blades had fractured due to fatigue cracking. The source of the fatigue crack could not be determined due to secondary damage sustained to the fracture surface.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The total loss of engine power as a result of a fractured first-stage compressor blade due to fatigue cracking. The source of the fatigue crack could not be determined due to secondary damage sustained to the fracture surface.
ANC13LA012
On December 3, 2012, about 1050 Alaska standard time, a Cessna 208B airplane, N169LJ, sustained substantial damage during a forced landing shortly after takeoff from the Mekoryuk Airport, Mekoryuk, Alaska. Of the nine people aboard, the two pilots and six passengers were not injured, and one passenger sustained minor injuries. The airplane was being operated as Flight 140, by Hageland Aviation Services, Inc., dba ERA Alaska, Anchorage, Alaska, as a visual flight rules (VFR) scheduled commuter flight under the provisions of 14 Code of Federal Regulations (CFR) Part 135. Visual meteorological conditions prevailed, and company flight following procedures were in effect. The flight originated at the Mekoryuk Airport about 1045, and was destined for Bethel, Alaska.
In a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot-in-command (PIC) stated that the second-in-command (SIC) was the flying pilot for the flight to Bethel. He said that the takeoff and initial climb were normal, but shortly after passing 1,000 feet, the engine “coughed,” started vibrating, and lost power. An attempt to restart the engine was not successful. The PIC assumed control of the airplane, and landed on a frozen bay approximately 5 miles northeast of the Mekoryuk Airport. Witnesses at the airport observed the airplane descending, and responded with snow machines, and all-terrain vehicles to transport the airplane’s occupants back to Mekoryuk.
During the forced landing the airplane sustained substantial damage to the fuselage and right wing.
The airplane was equipped with a Pratt & Whitney PT6A-114A turbine engine. A postaccident engine examination, performed at the facilities of Pratt & Whitney Canada, St. Hubert, Quebec, Canada, and under the direction of a senior NTSB powerplants investigator, revealed that a blade on the first stage compressor rotor failed as a result of a fatigue fracture. The fatigue crack initiated from the leading edge area and then propagated towards the trailing edge, and at mid-chord, the blade released by tensile overload. The initiation of the fracture could not be determined because of secondary damage to the fracture surface. A copy of the Safety Board powerplants investigator’s report is included in the public docket for this incident.
During the last engine overhaul, 5 first stage compressor blades were replaced with new blades. The blade that failed during the accident flight was one of the five replaced blades based on the batch numbers recorded on the blades.
“As to how somebody could get there, the Cessna 208b is supposed to hold 14 passengers.”
Wrong. The Cessna 208B is capable of transporting a maximum of 14 passengers, but it is only supposed to hold 9 passengers in compliance with regulations governing the maximum number of passengers and maximum payload allowed in commercial operations.
“But the slowest part of the plane’s sinking would have been when the mostly-empty fuel tanks were keeping the plane afloat because of the air in them. Only as the air was displaced by water would they become heavy and make the plane sink, tipping the nose down first. According to the video the water was already up to the level of the cabin floor by the time the door was opened. “
False statement, because the Cessna 208B fuel tanks cannot keep the aircraft afloat no matter how much fuel is or is not in the fuel tanks. The fuel tanks were not “mostly-empty,” and water did not displace the fuel in the fuel tanks to sink the aircraft.