Certificate of Airworthiness #4307 issued 23-Mar-1954.
• CF-HGX BC Airlines Ltd., Vancouver, BC. Certificate of Registration #12793 issued 23-Mar-1953. Delivered 26-Mar-1954.
Accident: South end of Whale Channel in Barnard Harbour, BC. 01-Jan-1963. Force landed on beach.
Accident: Quatsino Sound, BC. 50°31’N 127°34’W. 28-Sep-1963. The pilot failed to retract amphibious landing gear following take off from a runway and prior to landing on water. On landing the aircraft dug in, slapped each wing on the water and came to rest almost vertically nose down in the water. Minor damage to the aircraft. One passenger suffered serious injuries and two received minor injuries.
• CF-HGX & C-FHGX Tyee Airways Inc., Sechelt, BC. Regd circa 1969. Regn format changed prior to 31-Dec-1975. Canx 27-May-1986.
• C-FHGX Gynn Bay Logging Ltd., Campbell River, BC. Regd 11-Mar-1987. Canx on export to USA 16-May-1989.
• N727KA Ketchum Air Services Inc., Lake Hood / Anchorage, AK. Regd 17-Feb-1989. On USCAR at 02-Mar-1990,
• N836KA Ketchum Air Service Inc., Anchorage, AK. Resv’d Dec-1993. Re-regd May-1994. Regd 14-Jun-1997. Canx 02-Jun-2003.
Airworthiness date: 09-Jun-1994. Classification: restricted.
• N836KA ATS Leasing LLC., Anchorage, AK. Canx 13-Feb-2006.
• N836KA 20 Whiskey Mike LLC., Anchorage, AK. Regd 31-Aug-2006. Canx 15-Sep-2009 & 23-Nov-2009.
Accident: 32mi. E of Farewell Lake, Anchorage, Alaska.15-Sep-2006. The private pilot and the sole passenger were in the first of two airplanes of a flight of two, operating as a personal flight under Title 14, CFR part 91 travelling between Galena and lake Hood, Anchorage. The pilot of the second airplane reported that both airplanes were in radio contact, and the accident airplane was about one mile ahead as they entered a mountain pass along the intended flight route. As the flight progressed, both airplanes descended due to deteriorating weather conditions as they neared the narrowest part of the pass. The second pilot said that visibility deteriorated to a point that it was difficult to discern topographical features, and he told the accident pilot that he was uncomfortable with the lack of visibility and was turning around. The second pilot stated that the accident pilot responded by saying, in part: "Turn around if you can... I am not able to." The second pilot indicated that the last time he saw the accident airplane was as it entered a cloudbank. During the accident pilot's final radio transmission, prompted by the second pilot's inquiry about how he was doing, he responded that he was just trying to get through the pass. No further radio communications were received from the accident airplane. There was no ELT signal, and the search for the airplane was unsuccessful until three days later. The wreckage was located at the 3,100-foot level of the mountain pass, in an area of steep terrain. Impact forces and a post crash fire had destroyed the airplane. During the IIC's on-site examination of the wreckage, no pre accident mechanical anomalies were discovered. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's continued VFR flight into instrument meteorological conditions, which resulted in an in-flight collision with mountainous terrain. A factor associated with the accident was a low cloud ceiling. Report reference. ANC06FA131.
Note: At time of accident total time in service of 34,849.1 hours .