The Death of Loretta Fuddy

On December 11, 2013, about 1522 Hawaiian standard time, a Cessna 208B, N687MA, operated by Makani Kai Air ditched into the ocean near Kalaupapa, Hawaii. The flight departed from the Kalaupapa Airport on the island of Molokai bound for the Honolulu International Airport on the island of Oahu. There were eight passengers aboard.   Loretta Fuddy was the only fatality in a very survivable crash.


The pilot reported that shortly after takeoff from runway 05, at an altitude of about 400 feet above ground level (AGL), he began a left turn for a downwind departure. Shortly after passing 500 feet AGL, the pilot motioned toward the power lever to reduce power for the climb when he heard a loud “bang” followed by an immediate loss of engine power. Realizing the airplane was not going to make it to land, he rolled the wings level while broadcasting a mayday distress call. Shortly after, the airplane landed on an open, calm ocean.


The National Transportation Safety Board determined the probable cause of this accident as follows:
The loss of engine power due to the fracture of multiple blades on the compressor turbine wheel, which resulted in a ditching. The reason for the blade failures could not be determined due to secondary thermal damage to the blades.
The pilot reported that he hit his head on the instrument panel during the water impact, and was “bleeding badly” as a result. He unstrapped his harness, yelled at the passengers to get out, and started to grab seat cushions to use as floatation devices. Looking for a life vest, saw one, and gave it to a passenger who said his wife did not have one. The pilot left the aircraft without a life vest, as the airplane was filling with water. After checking to see that the cabin was empty, he exited through the door at the rear of the cabin. The pilot told the passengers to swim away from the airplane because the airplane might sink rapidly and drag them down. The current and waves, which he estimated to be 6 to 8 feet high, gradually separated the group.

The one fatality was Loretta Jean Fuddy, (65).

Her autopsy was conducted by Pan Pacific Pathologists, LLC, of Wailuku, Hawaii, under the authority of the Maui Police Department. The findings listed in the autopsy report included “acute cardiac arrhythmia” and “no significant traumatic injuries.” The report noted that she was observed by another passenger “to be fearful and hyperventilating shortly before losing consciousness.” According to the autopsy report, her cause of death was “acute cardiac arrhythmia due to hyperventilation.”


I’m going to let you google the weirder aspects of the crash and death of Loretta Fuddy.


  • Fuddy wore a defective life vest.
  • She was wearing a child’s life vest.
  • Rescue divers were on scene in less than 20 minutes.
  • Her body was found 80 minutes after the crash.
  • It was the rescue divers that drowned her.
  • Rescue divers injected her with a heart stopping drug.
  • The pilot’s name is blatantly missing from the NTSB report.

Do you see what I mean? Enjoy and leave your favorite conspiracy theory in the comments below.



Loretta Fuddy was the head of the Hawaii Department of Health who issued Obama’s birth certificate.

Alaska Airlines Flight 261


On January 31, 2000, about 1621 Pacific standard time, Alaska Airlines, Inc., Flight 261, a McDonnell Douglas MD-83, N963AS, crashed into the Pacific Ocean about 2.7 miles north of Anacapa Island, California. The 2 pilots, 3 cabin crewmembers, and 83 passengers on board were killed, and the airplane was destroyed by impact forces. Flight 261 was operating as a scheduled international passenger flight under the provisions of 14 Code of Federal Regulations Part 121 from Lic Gustavo Diaz Ordaz International Airport, Puerto Vallarta, Mexico, to Seattle-Tacoma International Airport, Seattle, Washington, with an intermediate stop planned at San Francisco International Airport, San Francisco, California. Visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan.

I have a personal connection with this crash.  On that day, I was working as a Ramp Agent with Reno Airlines at McCarran International Airport, Las Vegas, Nevada.  Alaska was our ramp neighbors and we flew the same MD-83.  We were outside, waiting for our jet to come to the gate.  Looking over at the Alaska gates, I saw that all Hell was breaking loose.  People were running like their hair was on fire.  Flight 261 had left from here bound for  Puerto Vallarta, Mexico.  Before the end of my shift all our aircraft were grounded.  With nothing to do, I wandered over to the maintenance office.  Two Reno mechanics worked there and they had orders to inspect the tails of the eight jets at out gates.  I had an Airframe and Powerplant license and sometimes I’d help them when they were slammed.  They knew the cause of the crash before the NTSB figured it out.  “I bet it’s the jack screw”, said one of them.  They told me what to look for and I watched an inspection.  Under Part 139 of the FAA regulations, that made me qualified to look at the tail assembly.  Since Flight 261, the requirements have been tightened up a bit.

MD-80 Maintenance Stand

I was looking for obvious damage and missing parts.  In addition, I was told to “Make damn sure the trim jack has evidence of grease. ”  The inspection of the stabilizer trim system was part of a C Check inspection carried out at two year intervals for the MD-80 series.  The Emergency Air Worthiness Notice issued by the FAA make it mandatory that the aircraft be inspected before they flew again.  I learned just how much of bitch it was to do the inspection.  Taking the panel off was a breeze but it was a bitch to push the big assed maintenance ladder around.  I wound up doing two inspections.  They had grease, and all our jets had grease.  Don’t know what happened at Alaska, they weren’t talking.

The FAA busted Alaska airlines for pencil-whipping their tail inspections.  Pencil-whipping is signing off work or an inspection youo didn’t do.  Yes, it’s frowned upon and even illegal, but it’s also a widespread practice. Take intake inspections.  You’re supposed to climb into the intake and inspect the engine for damage.  If an engine suffers foreign object damage, it’s obvious.  On some aircraft, you can peek down the tube with flashlight and do the inspection without actually climbing in.  Pilots do it all the time on their walk around.  Watch them do it the next time you fly.  At Creech AFB, we had a guy whip an intake inspection because he thought the other guy had done it.  That’s called “inspecting from the truck”.  The A-10 probably ingested some of it’s own brass on the flight to Nellis but since they couldn’t confirm that with the inspection at Creech, they were busted, fined and retrained.





Cockpit Voice Recorder Transcript