Kenmore Air Harbor, LLC
Also recorded as: KENMORE AIR HARBOR INC, KENMORE AIR HARBOR, LLC, Kenmore Air Harbor, LLC
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
Operated by KENMORE AIR HARBOR LLC (per NTSB report)
Not yet finalized — may be revised.Operated by KENMORE AIR HARBOR INC (per NTSB report)
The pilot's decision to land in an area of low visibility and ground fog, which resulted in collision with water.
The pilot's misjudgment of the airplane's height above the water during a precautionary landing which resulted in a hard landing. Contributing factors were glassy water conditions, fog, and the pilot's inadvertent VFR flight into IMC.
Operated by KENMORE AIR HARBOR (per NTSB report)
THE PROPER TOUCHDOWN POINT WAS MISJUDGED BY THE PILOT. DURING THE GO-AROUND ATTEMPT, HE FAILED TO MAINTAIN CLEARANCE FROM OBSTACLES.
Operated by KENMORE AIR HARBOR, INC. (per NTSB report)
FAA enforcement actions
Sanction: $7,700 · case closed 2010-11-17
Sanction: $2,000 · case closed 1999-12-15
Maintenance disclosure history
Service Difficulty Reports are self-reported maintenance findings. The NUMBER of reports is not a measure of reliability — diligent operators file more, not fewer. These are shown for transparency, not as a negative signal. To verify a report, search its control number at the FAA SDRS site.
Reports span 1995–2014. Most-reported systems: Engine fuel & control (73) — 3; Electrical power (24) — 1; Flight controls (27) — 1; Stabilizers (55) — 1; Propellers (61) — 1. Most-common natures of condition, as filed: OTHER — 5; INFLIGHT SEPARATION — 1; SMOKE/FUMES/ODORS/SPARKS — 1.
7 reports on file.
Part: CIRCUIT BREAKER — OVERHEATED (BATTERY CHARGER) · airframe 18,023 hrs
A WEAK BATTERY CAUSED A CIRCUIT BREAKER IN THE CHARGING SYSTEM TO TRIP. AFTER REDUCING ELECTRICAL LOAD, THE PILOT RESET THE CIRCUIT BREAKER WHICH SUBSEQUENTLY TRIPPED A SECOND TIME. THE CASE OF THE CIRCUIT BREAKER GOT HOT ENOUGH DURING THE EVENT TO RELEASE AN ODOR AND SOME LIGHT SMOKE. THERE WAS NO FLAME, AND ONLY MINOR DEFORMATION OF THE CIRCUIT BREAKER CASE.
Part: PLATE — CRACKED (TAIL SECTION)
PART FOUND TO BE CRACKED FROM BOTH REAR CORNER EXTENDING 2 INCHES IN LENGTH. PART HAS 9702 HOURS. STA 398-414. (K)
Part: RIVET — SHEARED (ELEVATOR TAB)
ALL RIVETS SECURING MASS BALANCE ARM (INSTALLED PER VIKING AIR LTD. ANTIFLUTTER MOD KIT NO VALTOC1136 AND APPROVED PER STC ST01243NY) SHEARED RESULTING IN SEPARATION OF THE SERVO TAB ACTUATION WITH THE MOVEMENT OF THE ELEVATOR CONTROL. PILOT FELT OSCILLATION IN ELEVATOR CONTROL DURING HIGH POWER SETTINGS DURING TAKEOFF AND CLIMB. CAUSE MAY BE DUE TO HEAVY ARM ASSEMBLY ATTACHED WITH ALUMINUM RIVETS TO SERVO TAB END BLOCK AND VIBRATION BETWEEN TAB AND MASS BALANCE ARM ASSEMBLY. TAB P/N: C3TE13-12 MASS BALANCE P/N: VALTOC1136-12 TAB FILLER BLOCK P/N: VALTOC1136-18.
Part: PROP GOVERNOR — SEIZES (COCKPIT TO GOV)
AIRPLANE MODIFIED PER SERV AERO STC SA3777NM WITH INSTALLATION OF PT6A-135 ENGINE. THE PROPELLER CONTROL REGULARLY BECOMES FROZEN WHEN THE ENGINE IS SHUT DOWN AND BECOMES COLD, THEN LOOSENS UP WHEN THE ENGINE IS STARTED AND WARMS UP. IN THIS CASE, THE CONTROL BECAME FROZEN AND IMMOVEABLE DURING FLIGHT. SUBMITTER STATES THIS IS A RECURRING PROBLEM WITH ALL AIRPLANES INCORPORATING THIS ENGINE MODIFICATION. CONTROLS OF AIRCRAFT QUALITY SHOULD BE INCORPORATED INTO THE MODIFICATION. NOTE: FIRE SLEEVE HAD BEEN INSTALLED ON CONTROL TO PREVENT HEAT DAMAGE, BUT WAS NOT EFFECTIVE.
Linked aircraft
| N-number | Make / model | Year | Status | Link basis |
|---|---|---|---|---|
| N1018F | DEHAVILLAND BEAVER DHC-2 | 1954 | Valid Registration | Matched by certificate designator |
| N1455T | DEHAVILLAND DHC 2 MK III | — | Valid Registration | Matched by certificate designator |
| N17598 | DEHAVILLAND BEAVER DHC-2 MK.1 | 1958 | Valid Registration | Matched by certificate designator |
| N2803K | CESSNA 180K | 1979 | Valid Registration | Matched by certificate designator |
| N2849K | CESSNA 180K | 1979 | Valid Registration | Matched by certificate designator |
| N3125S | DEHAVILLAND DHC-3 | 1960 | Valid Registration | Matched by certificate designator |
| N32GW | DEHAVILLAND BEAVER DHC-2 MK.3 | 1968 | Valid Registration | Matched by certificate designator |
| N50KA | DEHAVILLAND DHC-3 | 1956 | Valid Registration | Matched by certificate designator |
| N57576 | — | — | Matched by certificate designator | |
| N606KA | DEHAVILLAND DHC-3 | 1954 | Valid Registration | Matched by certificate designator |
| N67679 | DEHAVILLAND DHC-2 MK. I(L20A) | 1957 | Valid Registration | Operator named in NTSB report |
| N6781L | — | — | Operator named in NTSB report | |
| N702KA | DEHAVILLAND CANADA DHC-3 | 1954 | Valid Registration | Matched by certificate designator |
| N707KA | DEHAVILLAND DHC-3 | — | Valid Registration | Matched by certificate designator |
| N708KA | DEHAVILLAND DHC-3 | 1954 | Valid Registration | Matched by certificate designator |
| N709KA | DEHAVILLAND DHC-3 | 1960 | Valid Registration | Matched by certificate designatorOperator named in NTSB report |
| N72355 | — | — | Matched by certificate designator | |
| N73175 | — | — | Operator named in NTSB report | |
| N765KA | DEHAVILLAND DHC-3 | 1953 | Valid Registration | Matched by certificate designator |
| N87KA | DEHAVILLAND DHC-3 | 1953 | Valid Registration | Matched by certificate designator |
| N900KA | DEHAVILLAND DHC-2 MK.I | 1967 | Valid Registration | Matched by certificate designator |
| N90422 | DEHAVILLAND DHC-3 | 1955 | Valid Registration | Matched by certificate designator |
| N9744T | DEHAVILLAND BEAVER DHC-2 MK.3 | 1968 | Valid Registration | Matched by certificate designator |
| N9766Z | DEHAVILLAND BEAVER DHC-2 MK.1 | 1953 | Valid Registration | Matched by certificate designator |
| N99034 | — | — | Operator named in NTSB report |
Aircraft with earlier records under this certificate
Maintenance and accident records on this page also cover aircraft that are not in this operator's current FAA fleet list. Charter and management fleets change — owners switch management companies, sell, or export aircraft. Where the registry shows what became of a tail, it is noted below.