Sunday, December 30, 2007
Steve's "Otter Of The Week"!......by Karl E. Hayes
You know, it seems the "lives" of some aircraft are affected by "fate", just as some people are. A collision with a "ski-doo", then a "Cessna 180", then a "mountain". "Yes", "doom" was on the "horizon".
All information is from Karl Hayes' "masterful" CD entitled:
De Havilland Canada
DHC-3 OTTER
A HISTORY
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
----------------------------------------------------------------------------
Otter 194
Otter 194 was delivered to the United States Army on 4th January 1957 with serial 55-3324 (tail number 53324) and first served with the 202nd Aviation Company, Boscomantico AAF, Italy, part of SETAF. It was one of five Otters (the others were 53323, 53325, 53326 and 53327) delivered from Downsview to Red Bird Field, Dallas, Texas where they were fitted with radios suitable for use in Europe. The five Otters were then flown to Mobile, Alabama and put on board ship, sailing to Bremerhaven, Germany. Here the Otters were re-assembled and flown to the depot at Coleman Barracks, Mannheim, Germany, from where they were picked up by pilots of the 202nd Aviation Company and flown to their new base in Italy in May 1957. It continued to serve with the 202nd Aviation Company until January 1963.
53324 was then assigned to the Headquarters Company, 3rd Support Command and then in December 1966 to the 394th Transportation Battalion. It joined the 29th Transportation Company at Stuttgart in September 1969, then being assigned to the 56th Aviation Detachment at Mannheim in November 1970 where it continued to serve until August 1971. After spending its entire military career based in Europe, it was then stored at Coleman Barracks, Mannheim, Germany and was one of eight Otters stored there which were put up for disposal by tender in December 1971.
As explained in relation to Otter 137, all eight Otters were purchased by Ferrer Aviation Inc of Miami for a total price of $303,640, of which $33,800 was the price for 53324, which at that stage of its career had 3,817 hours on the airframe. On 2nd February '72 civilian registrations were applied for from the FAA and 53324 was allocated N80946. It was ferried from Coleman Barracks via Saarbrucken, Germany to Ashford in Kent and on to Shannon, Ireland where it arrived on 15th March 1972. At Shannon, ferry tanks were installed by SRS Aviation and on 13th April '72 in company with Otter N80944 (ex 53293), the two aircraft set off for the long transatlantic crossing, first stop Reykjavik, Iceland and then onwards via Greenland and Newfoundland.
N80946 was flown to St.Jean Airfield, Montreal in a lengthy 38 hour ferry. At St. Jean the aircraft was converted to civilian configuration on behalf of Ferrer Aviation by St.Louis Aviation, a repair shop which specialised in Otters. On completion of the work it was sold to Northland Fisheries Ltd of Winnipeg, registered CF-FSU on 1st December 1972. It was sold on almost immediately, on 14th December '72 to Labrador Airways Ltd to whom it was registered as C-FFSU on 17th January 1973 and flown to its new base at Goose Bay, Labrador. The Otter was to fly for Labrador Airways for nearly seven years. An incident was recorded on 16th February 1976 when the Otter was landing at Lodge Bay on a mail flight from Mary's Harbour. FSU landed on snow-covered ice near the small community after circling to ensure that the marked landing area was free from obstruction. During the roll-out, a snow mobile drove out from the perimeter area into the path of the Otter. FSU wasn't damaged but the snow mobile operator was killed instantly by the propeller.
On 4th September 1979 FSU was involved in a much more serious accident at Lac Squaw, Schefferville, Quebec when it collided with Cessna 180 C-FHWR. The Otter had deployed to Schefferville to support the annual caribou hunt. FSU was on floats, as was the Cessna, and both were on converging courses towards the same seaplane base. The Cessna overtook and passed the Otter on the right and then crossed in front to establish a right hand circuit to the lake. The pilot of the Cessna had transmitted his landing intentions, which were interpreted by the Otter pilot to mean a bay in front of the company's base. Consequently, as the Cessna proceeded out of view to the left, the Otter pilot concentrated on his own approach to the lake.
The Cessna however had turned to the right and was also making an approach to the same landing area - the two aircraft were again on converging courses. Some four to five seconds after the Cessna had landed, the left float of the Otter struck the Cessna's right wing and cowling. The Otter continued another two hundred feet before touching down and as it did it overturned and sank because the left float and strut collapsed. Five of the eight people aboard the Otter perished in the crash. The right wing and cowling of the Cessna were damaged, but the aircraft stayed afloat with no injuries to pilot or passengers. While on final approach, the pilot of the Cessna saw the Otter to the right and slightly behind him and assumed it was on an approach parallel to him. The pilot of the Otter did not see the Cessna at any time during the approach. This most unfortunate accident does emphasise the necessity of keeping an eagle eye out of the cockpit at all times, even in Canada's remote northlands.
That accident ended the Otter's career with Labrador Airways. The wreck was sold by the insurers to St.Louis Aviation, who had refurbished the aircraft when it first arrived in Canada, and was trucked to their facility at St.Jean Airfield, Montreal where it was rebuilt. It was then sold to Hyack Air Ltd of New Westminster, BC to whom it was registered on 28th April 1981. It was noted at Pitt Meadows, BC on 10th May '81 in full Hyack Air colour scheme, except for titles, and about to enter service. Hyack Air were based at New Westminster, where they had a float base dock on the Fraser River. Pitt Meadows was an airfield on the Fraser River some ten miles away where Hyack Air aircraft were maintained. With Hyack Air, the Otter was used for charter work along the Pacific Coast.
Having flown for Hyack Air for the summer of 1981, the Otter was sold for $145,000 to Tyee Airlines Inc of Ketchikan, Alaska and registered to them on 25th August 1981 as N9895B. It was noted at Vancouver on 13th September 1981 having been painted in Tyee colours by Vancouver Aero Services Ltd, carrying marks N9895B and about to depart on delivery to Ketchikan. It was to fly out of Ketchikan for the next fifteen years. In March 1985 it passed to Temsco Helicopters Inc, trading as Temsco Airlines, and in July 1994 to Taquan Air, all the while flying passenger schedules and charters out of Ketchikan. In April 1996 the Otter was sold to Buffalo Narrows Airways Ltd of Buffalo Narrows, Saskatchewan and was registered to its new owners as C-GDOB on 30th April 1996. The 'DOB' of the registration stood for Denis O'Brien, the owner of the company, which already flew Otter C-GBNA (125).
The Otter had been completely rebuilt by Taquan Air and performed a one hour test flight before it departed Ketchikan at 0905 hours on 9th May 1996 on its delivery flight to its new owners, with Denis O'Brien himself as pilot and with a co-pilot. The cargo on board the Otter on take off from Ketchikan included all the known technical records for the aircraft, and spare parts for the floats and landing gear assemblies. As well there were eleven five-gallon plastic gasoline containers. After a refuelling stop and weather briefing at Prince Rupert, where it also cleared Canadian customs, the Otter departed eastbound along the published Telkwa Pass VFR route through the mountains en route to Dawson Creek, BC where it was to make another refuelling stop before continuing on to Buffalo Narrows. When the aircraft did not arrive at Dawson Creek it was reported overdue. The next day, an extensive search for the missing Otter commenced and wreckage was located by search and rescue aircraft at 1930 hours, thirty miles east of Terrace, BC in the Telkwa Pass. C-GDOB had struck mountainous terrain and was destroyed. Both occupants had been fatally injured.
At Prince Rupert, the flight service station (FSS) specialist had provided the pilot with a comprehensive weather briefing, covering both the Skeena River and Telkwa Pass published VFR routes through the mountains. Although the weather forecast called for VMC conditions on both routes, the specialist recommended the pilot take the Skeena River route so that he could use lower en route altitudes if he encountered adverse weather. The pilot however had expressed his preference to fly the Telkwa Pass because it was significantly shorter. Reduced visibility in snow showers was forecast. The ceiling in the pass was reported to be 6,500 feet above sea level, 3,500 feet above ground level at the highest point in the pass. Visibility was reduced occasionally to ten miles in light snow showers.
The Otter had departed the Seal Cove seaplane base at Prince Rupert at 1307 hours and the pilot reported to the Terrace FSS at 1416 that he was ten miles south of Terrace at an altitude of 4,500 feet. The FSS specialist had advised the pilot that the current Smithers weather, thirty miles further east along the flight-planned route was - estimated broken ceiling at 6,500 feet, visibility 25 miles, temperature 6C, dew point -8C, wind 120 degrees magnetic at seven knots, altimeter setting 30.27 inches of mercury, nine-tenths towering cumulus cloud coverage and virga and rain showers in all quadrants. At 1429 hours the pilot reported his position to the Terrace FSS as fifteen miles east of Terrace. He advised that they were encountering light snow showers. No other radio communication from the flight was received. An ELT signal from the aircraft was later received by the SARSAT.
Aerial reconnaissance did not establish the initial point of impact. However, the engine was located at the seven thousand foot level, snagged in a rock outcropping on a sixty degree slope. It had apparently fallen down the steep terrain from a higher elevation. Other pieces of wreckage, including two floats, part of a wing, other small aircraft pieces and the plastic fuel containers, were located further down an avalanche slide area. Most of the wreckage was not visible, likely because it had been buried in snow or loose rock. The bodies of the pilot and co-pilot were found at about four thousand feet, at the base of the slide area. The accident site was considered extremely hazardous because of the risk of avalanche or rock slide and a ground examination of the limited wreckage was therefore not undertaken by the accident investigators. However, a limited aerial examination was conducted. The accident site was overflown several times during the summer after the snow had melted, but no additional wreckage was discernible. The investigators concluded that deteriorating weather had affected the pilot's ability to maintain visual contact with the terrain.
The Canadian Armed Forces were heavily involved in the search. As their report summarises: “RCC Victoria was alerted by a concerned citizen, the brother of the pilot of the overdue Otter flying VFR from Prince Rupert to Dawson Creek. An electronic search was carried out with negative results. Numerous search aircraft were tasked from 442 Squadron, Comox, one from Cold Lake and one from Winnipeg to participate in the search. The initial search was carried out over the VFR routes from Terrace to Dawson Creek with negative results. The search master HQ was set up in Terrace. The aircraft was located crashed into a mountain thirty nautical miles east of Terrace”. Weather at the time of the accident was very bad, with towering cumulus cloud, isolated cumulonimbus topped at 20,000 feet, thunder storms with rain, snow and hail, icing and ceilings of 300 to 600 feet above ground level. The CAF report concluded that the accident was “weather related”. CAF aircraft taking part in the search were four CC-115 Buffalos from 442 Squadron, Comox (115451, '452, '456 and '465), two Labrador helicopters also from 442 Squadron (11310 and 11316); CH-146 Griffon 146416 from Cold Lake (transit time 12:54 hours, on-scene time 1:30) and CC-130 Hercules 130332 from Winnipeg (transit time 6:54 hours, on-scene time 5:18 hours).
- by Karl E. Hayes
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"Yes", this was one "dark Otter".
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
All information is from Karl Hayes' "masterful" CD entitled:
De Havilland Canada
DHC-3 OTTER
A HISTORY
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
----------------------------------------------------------------------------
Otter 194
Otter 194 was delivered to the United States Army on 4th January 1957 with serial 55-3324 (tail number 53324) and first served with the 202nd Aviation Company, Boscomantico AAF, Italy, part of SETAF. It was one of five Otters (the others were 53323, 53325, 53326 and 53327) delivered from Downsview to Red Bird Field, Dallas, Texas where they were fitted with radios suitable for use in Europe. The five Otters were then flown to Mobile, Alabama and put on board ship, sailing to Bremerhaven, Germany. Here the Otters were re-assembled and flown to the depot at Coleman Barracks, Mannheim, Germany, from where they were picked up by pilots of the 202nd Aviation Company and flown to their new base in Italy in May 1957. It continued to serve with the 202nd Aviation Company until January 1963.
53324 was then assigned to the Headquarters Company, 3rd Support Command and then in December 1966 to the 394th Transportation Battalion. It joined the 29th Transportation Company at Stuttgart in September 1969, then being assigned to the 56th Aviation Detachment at Mannheim in November 1970 where it continued to serve until August 1971. After spending its entire military career based in Europe, it was then stored at Coleman Barracks, Mannheim, Germany and was one of eight Otters stored there which were put up for disposal by tender in December 1971.
As explained in relation to Otter 137, all eight Otters were purchased by Ferrer Aviation Inc of Miami for a total price of $303,640, of which $33,800 was the price for 53324, which at that stage of its career had 3,817 hours on the airframe. On 2nd February '72 civilian registrations were applied for from the FAA and 53324 was allocated N80946. It was ferried from Coleman Barracks via Saarbrucken, Germany to Ashford in Kent and on to Shannon, Ireland where it arrived on 15th March 1972. At Shannon, ferry tanks were installed by SRS Aviation and on 13th April '72 in company with Otter N80944 (ex 53293), the two aircraft set off for the long transatlantic crossing, first stop Reykjavik, Iceland and then onwards via Greenland and Newfoundland.
N80946 was flown to St.Jean Airfield, Montreal in a lengthy 38 hour ferry. At St. Jean the aircraft was converted to civilian configuration on behalf of Ferrer Aviation by St.Louis Aviation, a repair shop which specialised in Otters. On completion of the work it was sold to Northland Fisheries Ltd of Winnipeg, registered CF-FSU on 1st December 1972. It was sold on almost immediately, on 14th December '72 to Labrador Airways Ltd to whom it was registered as C-FFSU on 17th January 1973 and flown to its new base at Goose Bay, Labrador. The Otter was to fly for Labrador Airways for nearly seven years. An incident was recorded on 16th February 1976 when the Otter was landing at Lodge Bay on a mail flight from Mary's Harbour. FSU landed on snow-covered ice near the small community after circling to ensure that the marked landing area was free from obstruction. During the roll-out, a snow mobile drove out from the perimeter area into the path of the Otter. FSU wasn't damaged but the snow mobile operator was killed instantly by the propeller.
On 4th September 1979 FSU was involved in a much more serious accident at Lac Squaw, Schefferville, Quebec when it collided with Cessna 180 C-FHWR. The Otter had deployed to Schefferville to support the annual caribou hunt. FSU was on floats, as was the Cessna, and both were on converging courses towards the same seaplane base. The Cessna overtook and passed the Otter on the right and then crossed in front to establish a right hand circuit to the lake. The pilot of the Cessna had transmitted his landing intentions, which were interpreted by the Otter pilot to mean a bay in front of the company's base. Consequently, as the Cessna proceeded out of view to the left, the Otter pilot concentrated on his own approach to the lake.
The Cessna however had turned to the right and was also making an approach to the same landing area - the two aircraft were again on converging courses. Some four to five seconds after the Cessna had landed, the left float of the Otter struck the Cessna's right wing and cowling. The Otter continued another two hundred feet before touching down and as it did it overturned and sank because the left float and strut collapsed. Five of the eight people aboard the Otter perished in the crash. The right wing and cowling of the Cessna were damaged, but the aircraft stayed afloat with no injuries to pilot or passengers. While on final approach, the pilot of the Cessna saw the Otter to the right and slightly behind him and assumed it was on an approach parallel to him. The pilot of the Otter did not see the Cessna at any time during the approach. This most unfortunate accident does emphasise the necessity of keeping an eagle eye out of the cockpit at all times, even in Canada's remote northlands.
That accident ended the Otter's career with Labrador Airways. The wreck was sold by the insurers to St.Louis Aviation, who had refurbished the aircraft when it first arrived in Canada, and was trucked to their facility at St.Jean Airfield, Montreal where it was rebuilt. It was then sold to Hyack Air Ltd of New Westminster, BC to whom it was registered on 28th April 1981. It was noted at Pitt Meadows, BC on 10th May '81 in full Hyack Air colour scheme, except for titles, and about to enter service. Hyack Air were based at New Westminster, where they had a float base dock on the Fraser River. Pitt Meadows was an airfield on the Fraser River some ten miles away where Hyack Air aircraft were maintained. With Hyack Air, the Otter was used for charter work along the Pacific Coast.
Having flown for Hyack Air for the summer of 1981, the Otter was sold for $145,000 to Tyee Airlines Inc of Ketchikan, Alaska and registered to them on 25th August 1981 as N9895B. It was noted at Vancouver on 13th September 1981 having been painted in Tyee colours by Vancouver Aero Services Ltd, carrying marks N9895B and about to depart on delivery to Ketchikan. It was to fly out of Ketchikan for the next fifteen years. In March 1985 it passed to Temsco Helicopters Inc, trading as Temsco Airlines, and in July 1994 to Taquan Air, all the while flying passenger schedules and charters out of Ketchikan. In April 1996 the Otter was sold to Buffalo Narrows Airways Ltd of Buffalo Narrows, Saskatchewan and was registered to its new owners as C-GDOB on 30th April 1996. The 'DOB' of the registration stood for Denis O'Brien, the owner of the company, which already flew Otter C-GBNA (125).
The Otter had been completely rebuilt by Taquan Air and performed a one hour test flight before it departed Ketchikan at 0905 hours on 9th May 1996 on its delivery flight to its new owners, with Denis O'Brien himself as pilot and with a co-pilot. The cargo on board the Otter on take off from Ketchikan included all the known technical records for the aircraft, and spare parts for the floats and landing gear assemblies. As well there were eleven five-gallon plastic gasoline containers. After a refuelling stop and weather briefing at Prince Rupert, where it also cleared Canadian customs, the Otter departed eastbound along the published Telkwa Pass VFR route through the mountains en route to Dawson Creek, BC where it was to make another refuelling stop before continuing on to Buffalo Narrows. When the aircraft did not arrive at Dawson Creek it was reported overdue. The next day, an extensive search for the missing Otter commenced and wreckage was located by search and rescue aircraft at 1930 hours, thirty miles east of Terrace, BC in the Telkwa Pass. C-GDOB had struck mountainous terrain and was destroyed. Both occupants had been fatally injured.
At Prince Rupert, the flight service station (FSS) specialist had provided the pilot with a comprehensive weather briefing, covering both the Skeena River and Telkwa Pass published VFR routes through the mountains. Although the weather forecast called for VMC conditions on both routes, the specialist recommended the pilot take the Skeena River route so that he could use lower en route altitudes if he encountered adverse weather. The pilot however had expressed his preference to fly the Telkwa Pass because it was significantly shorter. Reduced visibility in snow showers was forecast. The ceiling in the pass was reported to be 6,500 feet above sea level, 3,500 feet above ground level at the highest point in the pass. Visibility was reduced occasionally to ten miles in light snow showers.
The Otter had departed the Seal Cove seaplane base at Prince Rupert at 1307 hours and the pilot reported to the Terrace FSS at 1416 that he was ten miles south of Terrace at an altitude of 4,500 feet. The FSS specialist had advised the pilot that the current Smithers weather, thirty miles further east along the flight-planned route was - estimated broken ceiling at 6,500 feet, visibility 25 miles, temperature 6C, dew point -8C, wind 120 degrees magnetic at seven knots, altimeter setting 30.27 inches of mercury, nine-tenths towering cumulus cloud coverage and virga and rain showers in all quadrants. At 1429 hours the pilot reported his position to the Terrace FSS as fifteen miles east of Terrace. He advised that they were encountering light snow showers. No other radio communication from the flight was received. An ELT signal from the aircraft was later received by the SARSAT.
Aerial reconnaissance did not establish the initial point of impact. However, the engine was located at the seven thousand foot level, snagged in a rock outcropping on a sixty degree slope. It had apparently fallen down the steep terrain from a higher elevation. Other pieces of wreckage, including two floats, part of a wing, other small aircraft pieces and the plastic fuel containers, were located further down an avalanche slide area. Most of the wreckage was not visible, likely because it had been buried in snow or loose rock. The bodies of the pilot and co-pilot were found at about four thousand feet, at the base of the slide area. The accident site was considered extremely hazardous because of the risk of avalanche or rock slide and a ground examination of the limited wreckage was therefore not undertaken by the accident investigators. However, a limited aerial examination was conducted. The accident site was overflown several times during the summer after the snow had melted, but no additional wreckage was discernible. The investigators concluded that deteriorating weather had affected the pilot's ability to maintain visual contact with the terrain.
The Canadian Armed Forces were heavily involved in the search. As their report summarises: “RCC Victoria was alerted by a concerned citizen, the brother of the pilot of the overdue Otter flying VFR from Prince Rupert to Dawson Creek. An electronic search was carried out with negative results. Numerous search aircraft were tasked from 442 Squadron, Comox, one from Cold Lake and one from Winnipeg to participate in the search. The initial search was carried out over the VFR routes from Terrace to Dawson Creek with negative results. The search master HQ was set up in Terrace. The aircraft was located crashed into a mountain thirty nautical miles east of Terrace”. Weather at the time of the accident was very bad, with towering cumulus cloud, isolated cumulonimbus topped at 20,000 feet, thunder storms with rain, snow and hail, icing and ceilings of 300 to 600 feet above ground level. The CAF report concluded that the accident was “weather related”. CAF aircraft taking part in the search were four CC-115 Buffalos from 442 Squadron, Comox (115451, '452, '456 and '465), two Labrador helicopters also from 442 Squadron (11310 and 11316); CH-146 Griffon 146416 from Cold Lake (transit time 12:54 hours, on-scene time 1:30) and CC-130 Hercules 130332 from Winnipeg (transit time 6:54 hours, on-scene time 5:18 hours).
- by Karl E. Hayes
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"Yes", this was one "dark Otter".
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
Saturday, December 29, 2007
Steve's Video Of The Day: "Engine Change"!
Descending from "altitude", the first "warning light" appears, followed by "aural warnings", then more "lights". Pretty soon the aircraft panel looks like a "Lite Brite"! An engine "shut-down" is necessary, and soon it is "secure"! Good thing you are in a "twin"! "Maintenance" is contacted, and you "limp" back to "Base"! The "boys" descend on your machine, and finally "the word" comes down "the line"! "Engine change necessary"! "Watch" how they do it!
VIDEO - "Engine Change"!
VIDEO - "Engine Change"!
"Floating" Across Canada: Ruud Leeuw's "Bushplanes at Ear Falls, Ontario!"
The "call of the north" was heard early one AM as Ruud "awoke". So "He loaded some bags, And some old empty sacks, On a ramshackle sleigh, And he hitched up old Max!" Ruud turned Max to "360*", and they headed north, in search of some fabled "Bug Smashers"!
"Floating" Across Canada: "Bushplanes at Ear Falls, Ontario!"
"Floating" Across Canada: "Bushplanes at Ear Falls, Ontario!"
Friday, December 28, 2007
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #39" in our "cockpit series", which will be a continuing "brain-strainer".
This is the "cockpit" of "the" ......................
***MYSTERY SOLVED!***
Yes, it is the Noorduyn "Norseman", also known as the "Thunderchicken"! I can still feel the "vibration" and hear the "noise" as I awakened everyone along the Icelandic River in the early '90s! What a "brute"! "Whoops" wins the "sailboat fuel"!
"Famous" Norseman CF-GUE coming in to land by my house on the Icelandic River. Either myself or Craig "Bucketboy" Brown piloting, photo by my good "late" friend Irv Bjarnason.
This is the "cockpit" of "the" ......................
***MYSTERY SOLVED!***
Yes, it is the Noorduyn "Norseman", also known as the "Thunderchicken"! I can still feel the "vibration" and hear the "noise" as I awakened everyone along the Icelandic River in the early '90s! What a "brute"! "Whoops" wins the "sailboat fuel"!
"Famous" Norseman CF-GUE coming in to land by my house on the Icelandic River. Either myself or Craig "Bucketboy" Brown piloting, photo by my good "late" friend Irv Bjarnason.
Wednesday, December 26, 2007
Steve's Video Of The Day: "Sword Of Excellence"!
"Beneath" The "Desert Dunes"......
As the violence in Iraq "ebbs", hopefully showing a trend "for the positive", the military can now expand their "searches" of the "desert wastes" for buried "weapons caches" and "other trinkets", buried previously. The Iraq Survey Group (ISG) was a fact-finding mission sent by the multinational force in Iraq after the 2003 Invasion to find weapons of mass destruction (WMD) programs developed by Iraq. Check out one of their previous "finds"............
A U.S. military search team discovers a Cold War-era MiG-25R Foxbat B, the fastest combat aircraft today, buried beneath the sands in Iraq. Several MiG-25s and Su-25 ground attack jets have been found buried at al-Taqqadum air field west of Baghdad. (all photographs: USAF)
A U.S. military search team calls in heavy equipment after discovering a Cold War-era MiG-25R Foxbat B buried beneath the sands in Iraq.
A U.S. military search team begins digging after discovering a Cold War-era MiG-25R Foxbat B buried beneath the sands in Iraq.
A U.S. military search team examines a Cold War-era MiG-25R Foxbat B that lay buried beneath the sands in Iraq.
The nose of a Cold War-era MiG-25R Foxbat B emerges from beneath the sands in Iraq.
U.S. forces use heavy equipment to pull a Cold War-era MiG-25R Foxbat B from beneath the sands in Iraq.
A U.S. military truck pulls a Cold War-era MiG-25R Foxbat B from the site where it lay buried beneath the sands in Iraq.
A U.S. military search team studies a Cold War-era MiG-25R Foxbat B that was buried beneath the sands in Iraq.
Another example unearthed by US troops from the sand of Tahmmouz AB (better known as "al-Taqaddum" in the West) was also a MiG-25RB, this time serialled 25105. (US Army via Aviation News)
Now that is "buried treasure"! "Aaa-rr-rr-rr-gh Matey"!
"Adios"!
A U.S. military search team discovers a Cold War-era MiG-25R Foxbat B, the fastest combat aircraft today, buried beneath the sands in Iraq. Several MiG-25s and Su-25 ground attack jets have been found buried at al-Taqqadum air field west of Baghdad. (all photographs: USAF)
A U.S. military search team calls in heavy equipment after discovering a Cold War-era MiG-25R Foxbat B buried beneath the sands in Iraq.
A U.S. military search team begins digging after discovering a Cold War-era MiG-25R Foxbat B buried beneath the sands in Iraq.
A U.S. military search team examines a Cold War-era MiG-25R Foxbat B that lay buried beneath the sands in Iraq.
The nose of a Cold War-era MiG-25R Foxbat B emerges from beneath the sands in Iraq.
U.S. forces use heavy equipment to pull a Cold War-era MiG-25R Foxbat B from beneath the sands in Iraq.
A U.S. military truck pulls a Cold War-era MiG-25R Foxbat B from the site where it lay buried beneath the sands in Iraq.
A U.S. military search team studies a Cold War-era MiG-25R Foxbat B that was buried beneath the sands in Iraq.
Another example unearthed by US troops from the sand of Tahmmouz AB (better known as "al-Taqaddum" in the West) was also a MiG-25RB, this time serialled 25105. (US Army via Aviation News)
Now that is "buried treasure"! "Aaa-rr-rr-rr-gh Matey"!
"Adios"!
Tuesday, December 25, 2007
"Floating" Across Canada: Ruud Leeuw's "Bushplanes at Vermilion Bay, Ontario!"
Well, after taking many "splendid" photos in Kenora, Ruud arose early, and as the sun "cauterized" the horizon, he headed east, in search of more of those famous Canadian "icons", the "bushplanes". Next stop for Ruud: "Vermilion Bay, Ontario"!
"Floating" Across Canada: Ruud Leeuw's "Bushplanes at Vermilion Bay, Ontario!"
"Floating" Across Canada: Ruud Leeuw's "Bushplanes at Vermilion Bay, Ontario!"
Steve's "Christmas" Videos "Today"!: A Couple Of "Uplifters"......
I truly believe there are "Angels Among Us", so enjoy your friends and family, and "Let It Be Christmas"..........!!!
Alabama -
Alan Jackson -
"Merry Christmas"!
-from the Taylor Kids
Alabama -
Angels Among Us
Alan Jackson -
Let It Be Christmas
"Merry Christmas"!
-from the Taylor Kids
Monday, December 24, 2007
"Merry Christmas"!... and a "Time For Thought"....
The true story of Christmas and "Christ" is very uplifting and inspiring. At this time of year, people tend to think more of others, and see others in a "different light". Too bad it couldn't continue year round. Following is a true "internet-circulated" story that details an event that happened in "The Great War" in 1914. Maybe this shows that with "Christ", humanity may still "have a chance". Too bad that "peace is harder to make than war".........
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"The Christmas Truce"
“During World War I, in the winter of 1914, on the battlefields of Flanders, one of the most unusual events in all of human history took place. The Germans had been in a fierce battle with the British and French. Both sides were dug in, safe in muddy, man-made trenches six to eight feet deep that seemed to stretch forever.
All of a sudden, German troops began to put small Christmas trees, lit with candles, outside of their trenches. Then, they began to sing songs. Across the way, in the “no man’s land” between them, came songs from the British and French troops. Incredibly, many of the Germans, who had worked in England before the war, were able to speak good enough English to propose a Christmas “truce”.
The British and French troops, all along the miles of trenches, accepted. In a few places, Allied troops fired at the Germans as they climbed out of their trenches. But the Germans were persistent, and Christmas would be celebrated even under the threat of impending death.
According to Stanley Weintraub, who wrote about this event in his book Silent Night, “signboards arose up and down the trenches in a variety of shapes. They were usually in Enlish, or - from the Germans - in fractured English. Rightly, the Germans assumed that the other side could not read traditional gothic lettering, and that few English understook spoken German. “YOU NO FIGHT, WE NO FIGHT” was the most frequently employed German message. Some British units improvised “MERRY CHRISTMAS” banners and waited for a response. More placards on both sides popped up.”
A spontaneous truce resulted. Soldiers left their trenches, meeting in the middle to shake hands. The first order of business was to bury the dead who had been previously unreachable because of the conflict. Then, they exchanged gifts. Chocolate cake, cognac, postcards, newspapers, tobacco. In a few places, along the trenches, soldiers exchanged rifles for soccer balls and began to play games.
It didn’t last forever. In fact, some of the Generals didn’t like it at all and commanded their troops to resume shooting at each other. After all, they were in a war. Soldiers eventually did resume shooting at each other. But only after, in a number of cases, a few days of wasting rounds of ammunition shooting at stars in the sky instead of soldiers in the opposing army across the field.
For a few precious moments there was peace on earth and goodwill toward men. All because the focus was on Christmas. Happens every time. There’s something about Christmas that changes people. It happened over 2000 years ago in a little town called Bethlehem. It’s been happening over and over again down through the years of time.
Next week, Lord willing, it will happen again.”
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"Inspiring, hope is alive"........
VERIFIED BY - SNOPES: Christmas Truce
FIRST WORLD WAR.COM - Feature Article: The Christmas Truce
Last word of my "Post" goes to "The Munch".........
"Merry Christmas" to "All", and to "All", a "Good Night"!
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"The Christmas Truce"
“During World War I, in the winter of 1914, on the battlefields of Flanders, one of the most unusual events in all of human history took place. The Germans had been in a fierce battle with the British and French. Both sides were dug in, safe in muddy, man-made trenches six to eight feet deep that seemed to stretch forever.
All of a sudden, German troops began to put small Christmas trees, lit with candles, outside of their trenches. Then, they began to sing songs. Across the way, in the “no man’s land” between them, came songs from the British and French troops. Incredibly, many of the Germans, who had worked in England before the war, were able to speak good enough English to propose a Christmas “truce”.
The British and French troops, all along the miles of trenches, accepted. In a few places, Allied troops fired at the Germans as they climbed out of their trenches. But the Germans were persistent, and Christmas would be celebrated even under the threat of impending death.
According to Stanley Weintraub, who wrote about this event in his book Silent Night, “signboards arose up and down the trenches in a variety of shapes. They were usually in Enlish, or - from the Germans - in fractured English. Rightly, the Germans assumed that the other side could not read traditional gothic lettering, and that few English understook spoken German. “YOU NO FIGHT, WE NO FIGHT” was the most frequently employed German message. Some British units improvised “MERRY CHRISTMAS” banners and waited for a response. More placards on both sides popped up.”
A spontaneous truce resulted. Soldiers left their trenches, meeting in the middle to shake hands. The first order of business was to bury the dead who had been previously unreachable because of the conflict. Then, they exchanged gifts. Chocolate cake, cognac, postcards, newspapers, tobacco. In a few places, along the trenches, soldiers exchanged rifles for soccer balls and began to play games.
It didn’t last forever. In fact, some of the Generals didn’t like it at all and commanded their troops to resume shooting at each other. After all, they were in a war. Soldiers eventually did resume shooting at each other. But only after, in a number of cases, a few days of wasting rounds of ammunition shooting at stars in the sky instead of soldiers in the opposing army across the field.
For a few precious moments there was peace on earth and goodwill toward men. All because the focus was on Christmas. Happens every time. There’s something about Christmas that changes people. It happened over 2000 years ago in a little town called Bethlehem. It’s been happening over and over again down through the years of time.
Next week, Lord willing, it will happen again.”
---------------------------------------------------------------------
"Inspiring, hope is alive"........
VERIFIED BY - SNOPES: Christmas Truce
FIRST WORLD WAR.COM - Feature Article: The Christmas Truce
Last word of my "Post" goes to "The Munch".........
"Merry Christmas" to "All", and to "All", a "Good Night"!
Sunday, December 23, 2007
Steve's "Otter Of The Week"!......by Karl E. Hayes
We have previously read about Otters operating in every "nook and cranny" of earth, doing all kinds of "varied" missions. The "old Otter" could always be relied upon, and it was no different at Christmastime. Many, many Otters flew supplies and gifts to the communities of Northern Canada and Alaska, spreading "goodwill and cheer". Here is one Otter that did just such, but unfortunately, it wasn't a "cheerful" ending, and Otter 45 experienced one "cold" Christmas in 1956, before her untimely "final" demise in the New Year.
All information is from Karl Hayes' "masterful" CD entitled:
De Havilland Canada
DHC-3 OTTER
A HISTORY
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
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Otter 45
Otter 45 was delivered to the RCAF on 18th November 1954 with serial 3684. It was retained by No.6 Repair Depot, Trenton as a reserve aircraft, before going back to DHC in January 1956 where modifications were incorporated by the RCAF's 12 Technical Support Unit at Downsview. When these were completed, the Otter was assigned to 408 Squadron at Rockcliffe on 9th April 1956. In September '56 the Otter joined the Goose Bay Station Flight, replacing 3661.
For the next few months, 3684 flew out of Goose Bay until it came to grief on 15th December 1956. The Otter, on skis, was on a Christmas supply run to a number of points along the Labrador coast with parcels and supplies. It touched down on the ice at Postville after which the port ski broke through the ice as the pilot was taxying to the shore. The port wing came to rest on the ice. The load was removed to lessen the danger of further break-through but despite this precaution, the Otter sank into the salt water and had to be abandoned by its crew. It was some days before personnel from Goose Bay arrived to try and retrieve the Otter, by which stage it was thoroughly frozen into the ice, and their salvage efforts came to nothing. The Otter was left there over the Christmas period.
After Christmas, salvage specialists from No.6 Repair Depot at Trenton arrived. They found that the Otter had settled into the ice, so that only the tail section and the upper rear part of the fuselage was showing. Tripods were set up in the front and rear to support the aircraft while the ice was cut away from the wings and engine. Serious trouble developed when the chain hoist was tightened at the front end, resulting in the breaking away of the whole engine assembly. The salvage crew
eventually managed to recover the engine from the water, but by that stage the cylinders were badly damaged.
A heavy tripod was erected over the fuselage and ice was again cut away from the wings. The aircraft was then lifted so that the fuselage cleared the ice by six inches. The wings were removed, and the ice which had accumulated in the cabin was removed, to lighten the load. The ice on the roof of the cabin was 18 inches thick by this stage. The fuselage was further raised and the undercarriage removed. A cradle was formed from boom logs and the Otter was towed to the beach. The salvage operation had taken a month, in temperatures of 10 to 30 below zero.
Despite all this effort, it was found that 3684 had been too badly damage to be a repairable proposition. The accessible components were removed and the remainder was destroyed on site as being “valueless for salvage”. The Otter was officially stricken from the inventory on 11th March 1957. In the meantime, Otter 3681 (39) had arrived at Goose Bay on 30th January 1957 as a replacement for the ill-fated 3684.
- by Karl E. Hayes
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"Yes", 1956 was a sad, sad Christmastime for the de Havilland Otter family. Another "sacrifice" while "helping others".
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
All information is from Karl Hayes' "masterful" CD entitled:
De Havilland Canada
DHC-3 OTTER
A HISTORY
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
----------------------------------------------------------------------------
Otter 45
Otter 45 was delivered to the RCAF on 18th November 1954 with serial 3684. It was retained by No.6 Repair Depot, Trenton as a reserve aircraft, before going back to DHC in January 1956 where modifications were incorporated by the RCAF's 12 Technical Support Unit at Downsview. When these were completed, the Otter was assigned to 408 Squadron at Rockcliffe on 9th April 1956. In September '56 the Otter joined the Goose Bay Station Flight, replacing 3661.
For the next few months, 3684 flew out of Goose Bay until it came to grief on 15th December 1956. The Otter, on skis, was on a Christmas supply run to a number of points along the Labrador coast with parcels and supplies. It touched down on the ice at Postville after which the port ski broke through the ice as the pilot was taxying to the shore. The port wing came to rest on the ice. The load was removed to lessen the danger of further break-through but despite this precaution, the Otter sank into the salt water and had to be abandoned by its crew. It was some days before personnel from Goose Bay arrived to try and retrieve the Otter, by which stage it was thoroughly frozen into the ice, and their salvage efforts came to nothing. The Otter was left there over the Christmas period.
After Christmas, salvage specialists from No.6 Repair Depot at Trenton arrived. They found that the Otter had settled into the ice, so that only the tail section and the upper rear part of the fuselage was showing. Tripods were set up in the front and rear to support the aircraft while the ice was cut away from the wings and engine. Serious trouble developed when the chain hoist was tightened at the front end, resulting in the breaking away of the whole engine assembly. The salvage crew
eventually managed to recover the engine from the water, but by that stage the cylinders were badly damaged.
A heavy tripod was erected over the fuselage and ice was again cut away from the wings. The aircraft was then lifted so that the fuselage cleared the ice by six inches. The wings were removed, and the ice which had accumulated in the cabin was removed, to lighten the load. The ice on the roof of the cabin was 18 inches thick by this stage. The fuselage was further raised and the undercarriage removed. A cradle was formed from boom logs and the Otter was towed to the beach. The salvage operation had taken a month, in temperatures of 10 to 30 below zero.
Despite all this effort, it was found that 3684 had been too badly damage to be a repairable proposition. The accessible components were removed and the remainder was destroyed on site as being “valueless for salvage”. The Otter was officially stricken from the inventory on 11th March 1957. In the meantime, Otter 3681 (39) had arrived at Goose Bay on 30th January 1957 as a replacement for the ill-fated 3684.
- by Karl E. Hayes
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"Yes", 1956 was a sad, sad Christmastime for the de Havilland Otter family. Another "sacrifice" while "helping others".
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
Friday, December 21, 2007
Steve's Video Of The Day: Bristol "Brabazon"!
The "Brabazon" was a "130 ton brute"! Check her out!
VIDEO -
VIDEO -
Bristol "Brabazon"!
Thursday, December 20, 2007
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #38" in our "cockpit series", which will be a continuing "brain-strainer". I am a day late, but have been in "immense pain" from an ankle injury suffered Sunday while playing hockey with kids "40 years younger" than me. "Go figure".
This is the "cockpit" of "the" ......................
WHAT DOES "WILLIE" HAVE TO "SAY"?
("Love his guitar"!)
***MYSTERY SOLVED!***
Yes, it is the Messerschmidt Me-108 "Taifun", one of "Willy's" great designs, preceding the "ultra-famous" Me-109! Thanks for the guesses, guys, and glad to see some new names on the comments! Below is a picture of the actual aircraft the cockpit picture is from. Andreas wins the semi-load full of "sailboat fuel"! "Enjoy", and "Merry Christmas"!
This is the "cockpit" of "the" ......................
WHAT DOES "WILLIE" HAVE TO "SAY"?
("Love his guitar"!)
***MYSTERY SOLVED!***
Yes, it is the Messerschmidt Me-108 "Taifun", one of "Willy's" great designs, preceding the "ultra-famous" Me-109! Thanks for the guesses, guys, and glad to see some new names on the comments! Below is a picture of the actual aircraft the cockpit picture is from. Andreas wins the semi-load full of "sailboat fuel"! "Enjoy", and "Merry Christmas"!
Sunday, December 16, 2007
Steve's "Otter Of The Week"!......by Karl E. Hayes
Here is another Otter that had just begun "Chapter 1" of an exciting "story", and then, it was "over".
All information is from Karl Hayes' "masterful" CD entitled:
De Havilland Canada
DHC-3 OTTER
A HISTORY
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
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Otter 193
Otter 193 was delivered to the Chilean Air Force, the Fuerza Aerea de Chile (FAC) on 30th May 1957, with serial 933. The FAC acquired five Otters for light transport and general utility duties and all five aircraft left Downsview together on 30th May '57 for the mammoth delivery flight south to Santiago, Chile. The Otters were normally operated from small rural airfields in the south of the country, as well as on Easter Island and in the Antarctic. 933 was deleted from the FAC inventory on 6th October 1962 as the result of a crash at Puerto Montt, Chile. It had 354 hours total time when it was destroyed in the crash.
- by Karl E. Hayes
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"Ouch"! A bright future before her, extinguished in the "blink of an eye". "R.I.P."
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
All information is from Karl Hayes' "masterful" CD entitled:
De Havilland Canada
DHC-3 OTTER
A HISTORY
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
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Otter 193
Otter 193 was delivered to the Chilean Air Force, the Fuerza Aerea de Chile (FAC) on 30th May 1957, with serial 933. The FAC acquired five Otters for light transport and general utility duties and all five aircraft left Downsview together on 30th May '57 for the mammoth delivery flight south to Santiago, Chile. The Otters were normally operated from small rural airfields in the south of the country, as well as on Easter Island and in the Antarctic. 933 was deleted from the FAC inventory on 6th October 1962 as the result of a crash at Puerto Montt, Chile. It had 354 hours total time when it was destroyed in the crash.
- by Karl E. Hayes
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"Ouch"! A bright future before her, extinguished in the "blink of an eye". "R.I.P."
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
Saturday, December 15, 2007
"Who You Gonna' Call"......?
Many millions of "oversized" pounds of freight to haul, and the deadline "draws near". "Time is money", but if you hear someone repeat the "worn cliche" again you will "throttle him". "What to do?" Call..... not "Ghostbusters", you "bonehead"!..... Call..... "UT Air"!
Mil Mi-26!
Capable of lifting 44,000 lbs "externally" or "internally"!
World’s largest "flying" helicopter. These pics were all taken at the Rainbow Lake airport, Alberta, where it is located for the winter hauling supplies into remote camps for oil and gas exploration.
"Adios"!
LINK - UT Air, Mi-26!
WHAT'S COOKIN' AT RAINBOW LAKE!
Mil Mi-26!
Capable of lifting 44,000 lbs "externally" or "internally"!
World’s largest "flying" helicopter. These pics were all taken at the Rainbow Lake airport, Alberta, where it is located for the winter hauling supplies into remote camps for oil and gas exploration.
"Adios"!
LINK - UT Air, Mi-26!
WHAT'S COOKIN' AT RAINBOW LAKE!
Thursday, December 13, 2007
Steve's Video Of The Day: Take A Ride...... On The "China Clipper"!
From a time long before Marco Polo, people have sought out the "riches" of the Orient. I guess it continues today if you look at the U.S.-China trade deficit. Anyways, check out how the Orient was accessed at a "purer" time in history!
VIDEO -
VIDEO -
Take A Ride...... On The "China Clipper"!
Wednesday, December 12, 2007
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #37" in our "cockpit series", which will be a continuing "brain-strainer".
This is the "cockpit" of "the" ......................
***BONUS*** - A little music to help you while you think!
***MYSTERY SOLVED!***
Yes, it is the Fairchild C-119 "Flying Boxcar"! Lance wins the "sailboat fuel"! Thanks, "Willie"!
Here is another C-119 "cockpit photo".........
"Adios"!
This is the "cockpit" of "the" ......................
***BONUS*** - A little music to help you while you think!
***MYSTERY SOLVED!***
Yes, it is the Fairchild C-119 "Flying Boxcar"! Lance wins the "sailboat fuel"! Thanks, "Willie"!
Here is another C-119 "cockpit photo".........
"Adios"!
Monday, December 10, 2007
Steve's Video Of The Day: "Back" To The "Moon"!
President John F. Kennedy once "stated" that the U.S. would have a "man on the moon" by the end of the '60s decade, and he was correct. President Bush has "stated" a "manned moon mission" will happen by 2020. Good, maybe the crew will get a photo of the old "Lunar Rover". It is said that a photo of the "Rover" would quiet the "Fake Moon Landing Theorists". Anyways, the "return to the moon" might go something like this..........
VIDEO - "Back" To The "Moon"!
VIDEO - "Back" To The "Moon"!
Sunday, December 09, 2007
Steve's "Otter Of The Week"!......by Karl E. Hayes
"We hit the ground, but with a thud
I smelled for smoke, I looked for blood
I smelled no smoke, that was fine
The only blood, it was all mine
I counted noses, and gave a shout
Five souls on board, five souls walked out
That's my story, sad but true
If you fly those Otters, it could happen to you!"
- Army song popular with Otter crews in Vietnam
Check out the "exciting and varied life" this Otter has had, even experimenting and risking her life on "hydro-skis". She still works in the "industry" to this day. "Canadian Girls Rock"!
All information is from Karl Hayes' "masterful" CD entitled:
De Havilland Canada
DHC-3 OTTER
A HISTORY
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
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Otter 184
Otter 184 was delivered to the United States Army on 30th November 1956 with serial 55-3318 (tail number 53318). It was delivered from Downsview to All American Engineering Company at Bar Morton, Pennsylvania. A “Universal Landing Gear” comprised of special water skis, which allowed the aircraft to taxy from water to land and vice versa had been designed by this company. It was fitted to Otter 53318 and tested during 1957 and '58. The Otter was painted in the standard Army olive drab colours, but with 'AAE' on the fuselage side (standing for All American Engineering). The idea of these 'hydro-skis' was to start on land, apply full throttle and take off from water. Presumably the take off performance was improved over that on floats, although the idea does not appear to have been overly successful as it was not pursued. 53318 was then re-assigned to the 57th Aviation Company at Fort Sill, Oklahoma on conventional landing gear.
In November 1963 the Otter was re-assigned to Fort Bragg, North Carolina and then in February 1966 to the 12th Aviation Company in Alaska, alternating between the Company itself based at Fort Wainright, and its “Southern Platoon” based at Fort Richardson. For its deployment to Alaska, the Otter had been repainted into the Arctic white/red colour scheme. The Southern Platoon flew for the Headquarters Company of the 19th Aviation Battalion, based at Bryant AAF, Fort Richardson and it was to this unit that Captain Gerald L.Buchta reported for duty on 7th July 1969, fresh from an assignment in Vietnam where he had also flown the Otter. The Fort Richardson-based Otters were used to transport personnel and cargo where-ever they were needed throughout the territory, Search-and-Rescue missions, helping the civilian government by flying medicines and doctors to remote native villages and photographic work. There were a number of photo missions, flying grids with a camera and operator on board to photograph areas of interest. The Otters flew on wheels or floats in summer and on wheel-skis in winter. Most of the flights were “on demand” but the unit did operate some “scheduled services”. Every Monday, Wednesday and Friday there was a regular mail run/personnel transport from Fort Richardson to Fort Greely, south of Fairbanks.
Not long after he started with the unit, Captain Buchta had a close call in one of the Otters, as described in an article in “The Pioneer” newspaper under the dramatic heading “Plane Blows Head…Pilot Keeps His”. The article went as follows: “Early on the morning of 22nd September 1969 Captain Buchta reported to work at Bryant Airfield as usual. He checked the flight schedule board and noted he was assigned to make a passenger flight to Homer. An hour later he made his pre-flight check of the U-1A Otter he was scheduled to fly. Specialist 4 Mark Standfer, the crew chief for the flight, assisted Captain Buchta in the pre-flight check and run-up. Everything was found to be in satisfactory order. Seated in the rear were two passengers from Fort Richardson who had business in Homer”.
“Forty five miles south of Fort Richardson Captain Buchta's up to now normal flight took a decidedly different turn. He explained it in these words. We were at 1,500 feet at cruise when there was a loud bang and the cockpit filled with smoke. Immediately my mind turned to thoughts of fire, get the passengers out, find a place to land and so on. The smoke cleared somewhat and shortly after that the engine failed momentarily. It started up again but ran extremely rough. I contacted the Anchorage Flight Service Station and told them of my situation and that I was making a 180 degree turn in an attempt to make it back to the Anchorage area. About five minutes after we turned around the engine failed completely and it was time to land for sure”.
“Captain Buchta had been following a gasline for the few minutes he had been headed towards Anchorage. He had hopes of being able to set the plane down in the meagre clearing the right-of-way afforded. 'Just as the engine finally gave out on me I lowered the nose and set up my glide. Dead ahead was an old unattended gravel landing strip known as South Gasline. The wind was calm so I made straight for the strip. We'd been talking with the Flight Service Station all the while and they had a fix on our position. When we informed them we were being forced to land they notified Flight Operations at Bryant and a Huey helicopter was dispatched to pick us up'. Lieutenant Colonel Clarence Davis Jr, battalion commander for the 19th, said that the only damage to the Otter was the cylinder that was blown during the flight. He continued - Captain Buchta put the Otter down without a scratch. In doing so he saved an airplane that cost nearly $125,000. I'd say he's earned his salary for a number of years to come”.
After this excitement, the flying settled down to a routine, until even more dramatic events were to take place on Wednesday 18th February 1970. The Otter in question was 53318 and on board were Captain Buchta as pilot, CWO Joseph H. Bussard as co-pilot, First Lt. Woods E. Gray, Specialist 5 Joseph Kusy and Specialist 4 Norman A.Nielsen. They were returning from a mission to Point Barrow. 53318 had departed Fort Richardson on 16th February, refuelled at Bettles and proceeded to Point Barrow. It departed Barrow the following day, 17th February, refuelled at Kotzebue and ended up that day at Nome. It departed Nome on 18th February at 1132 hours, refuelled at McGrath and departed from there at 1606 hours en route to home base at Bryant AAF, Fort Richardson, ETA 1802 hours.
Captain Buchta tells what happened: “The weather over the Brooks Range and Anatuvik Pass was totally impassable, so we decided to take the long route home, by flying from Point Barrow via Kotzebue to Nome, staying overnight and leaving the next morning for Fort Richardson. The first leg from Point Barrow was made without incident and the next morning we departed Nome, made a planned fuel stop in McGrath and then continued on. The aircraft was flown at 300 feet above ground level from McGrath to Farewell, along the South Fork of the Kuskokwim River. After passing Farewell, a climb was made to approximately six thousand feet. The flight followed the river bed to the intersection with the Tatina River. Turning south east, the flight proceeded down Dalzell Creek, a narrow valley ringed with six thousand foot mountain peaks and high ridges”.
“There were heavy snow accumulations at this level but we could see green areas in the valley below. As we were approaching a 4,500 foot ridge ahead, the aircraft suddenly began losing altitude. Additional power was added until the engine was at full power but we were still losing altitude very rapidly. I attempted a turn and reverse course since it was obvious that our present path would take us straight into the rapidly approaching ridgeline at the current descent rate. We were now at full power, diving and losing altitude in order to maintain airspeed and control, while also trying to complete a 180 degree turn so that I could take advantage of the lower elevation in the clear valley below, but it soon became very apparent that we were not going to be able to complete this manoeuvre. I stopped the turn so that the aircraft would make semi-controlled contact with what looked like the edge of a flat snow-covered area. I directed the aircraft straight there while still at full throttle, losing altitude and down thus far almost three thousand feet. A couple of seconds later the aircraft made contact, with the engine still at full throttle and snow completely shrouding all visibility”.
“Then it was very quiet and I looked back and in spite of our landing the crew and passengers seemed okay. We had all survived the ordeal without incurring any serious physical injuries even though one passenger had been napping in the aisle when the aircraft made contact. The location could not have been in a more remote and desolate area. The aircraft was in a precarious position with the right wing extended out over a 2,000 foot drop off. The wind was very strong and threatening to blow the Otter off the edge and down the cliff. We immediately took out the survival gear and parachutes which we used to cover the left wing, so that we could then cover it with snow and stabilise the aircraft. This worked and also gave us shelter from the wind and other elements for the night. After securing old faithful Otter 53318 we settled down under the wing since night was upon us, to check our supply of rations and emergency equipment. We did not know how long we would be here so we also discussed contingency plans should they be required”.
“The night was dark with blowing snow and heavy overcast and we were not too encouraged about a quick recovery. However, during the night an aircraft was heard and even though we could not see anything due to the conditions, I ordered several high altitude flares to be deployed and the crew of an Alaska Air National Guard C-123 did see and report the position. The night passed fairly well and since I had undergone arctic survival training I was able to help the passengers and crew attain some level of comfort. Morning brought clear skies and at approximately 10am the wonderful sound of Huey helicopters coming up the valley, which were a beautiful sight and sound to behold”.
The Otter had come down in Rainy Pass, southeast of Farewell, at the 3,800 foot level. When it became overdue a search began, involving three Huey helicopters from the 90th Aviation Company at Fort Richardson, four 19th Aviation Battalion Otters, also from Fort Richardson, six aircraft from the Anchorage and Palmer Civil Air Patrols and the C-123 from the Kulis Air National Guard Base at the Anchorage International Airport. The rescue aircraft flew 54 hours in 27 sorties. The incident is also referred to in the history of the 90th Aviation Company: “The first search and rescue mission of the year was conducted on 18th February 1970. It consisted of three UH-1Ds piloted by Major Payne, our commanding officer at the time, Captain Lenz, Captain Priddy, Captain Ramsey, CWO 4 Smith and CWO 2 Gallop. Total time flown was 16 hours and 45 minutes with 84 man hours utilized. The search was conducted for a U-1A aircraft overdue somewhere between Farewell and Fort Richardson. The weather was fair although visibility was restricted during search operations. Communications were poor between the search aircraft due to the mountainous terrain. The downed party were easily visible when Captain Ramsey and CWO 4 Smith spotted them within five miles of the downed aircraft due to flares and smoke fires set by the personnel on the ground. Recovery of the personnel was conducted and the mission terminated”.
This incident, typical of the hazards bush aircraft, both civil and military, have to contend with in Alaska puts one in mind of the Army song popular with Otter crews in Vietnam, whose chorus went as follows:
We hit the ground, but with a thud
I smelled for smoke, I looked for blood
I smelled no smoke, that was fine
The only blood, it was all mine
I counted noses, and gave a shout
Five souls on board, five souls walked out
That's my story, sad but true
If you fly those Otters, it could happen to you!
The “forced landing” could quite easily have had a much worse outcome. The area where the Otter impacted was all deep, soft snow but it was just beside an area of very little snow on top of solid ice, which could have proved fatal. Captain Buchta continued to fly for the 19th Aviation Battalion until he left the Army in May 1971. As he says, he did so “with great memories, a Bronze Star, Air Medal 1st through 5th Oak Leaf Clusters and many friends”. Nor were 53318's flying days over, by any means. The wrecked Otter was brought down from the mountain and back to Fort Richardson. It was put up for disposal by sealed bid tender, and sold for $2,222.22 to Field Aviation Company Ltd on 22nd July 1970. It was transported by Consolidated Freightways truck from Fort Richardson, Anchorage to Calgary, Alberta where Field Aviation set about rebuilding the Otter and converting it to civilian configuration. This took a year, and on 27th July 1971 the Otter was sold by Field Aviation to White River Air Services Ltd of White River, Ontario to whom it was registered as C-FQMN on 7th October 1971.
Its period of ownership by White River Air Services was brief, as on 28th January 1972 QMN was sold to Eclipse Consultants Ltd of Oshawa, Ontario, a company which traded in Otters. The Otter was leased by Eclipse Consultants to Labelle Touristair Inc of Mont Laurier, Quebec on 27th March 1972 and sold to that company on 20th June '72. It was sold on to La Riviere Air Service of Schefferville, Quebec on 23rd November 1973, which changed its name to Air Gava Ltee, to whom C-FQMN was registered on 13th February 1974. Air Gava were quite a substantial company and by 1979, as well as three Otters, also flew a Beech 18, two DHC-6 Twin Otters, a C-47 and several single Cessnas. Colour scheme was an attractive orange overall with white cheat line.
The Otter flew for Air Gava Ltee serving the bush country of northern Quebec until 1981, when the company encountered financial difficulties and ceased trading. C&S Enterprises Ltd were appointed as brokers to sell its fleet of aircraft, including the three Otters, QMN, C-GLFL (329) and C-GLCR (425). “Steal these bank repossessions” proclaimed the advert. QMN had at that stage 4,727 hours on the airframe and had an asking price of $158,000 Canadian. QMN was sold to a Mr Robert W. Chestnut of San Rafael, California on 24th March 1982, who paid only $110,00 Canadian for it. Clearly, Otter prices were very depressed at the time. It was a candidate for registration to Bio-Air, but was registered N2959W to Robert Chestnut and subsequently re-registered to Michael G. Conlee of Orland, California in July 1984. In November 1986 it was registered to John R.Sieglinger of Canaan, New Hampshire but the aircraft itself remained “out west”, based at Lancaster, Fox Field in California and used to fly Purolator Courier services around California.
In April 1988 the Otter returned to Canada when it was purchased by Hawk Air of Wawa - Hawk Junction, Ontario. It reverted to its previous Canadian marks, being registered to Hawk Air as C-FQMN. As its web site proclaims, Hawk Air runs “21 outpost camps on 20 remote lakes, where the fishing is abundant and the wildlife is fantastic”. In 2004, the Otter was still in service with Hawk Air.
***LATEST UPDATE!***
Otter 184
C-FQMN. Hawk Air, Wawa, Ontario. Converted to a Vazar turbine during the winter of 2005/06 at Springer Aerospace, Bar River, Ontario.
- by Karl E. Hayes
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"Wow"! If Otters could write autobiographies, this "author" would have a "best-seller"!
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
I smelled for smoke, I looked for blood
I smelled no smoke, that was fine
The only blood, it was all mine
I counted noses, and gave a shout
Five souls on board, five souls walked out
That's my story, sad but true
If you fly those Otters, it could happen to you!"
- Army song popular with Otter crews in Vietnam
Check out the "exciting and varied life" this Otter has had, even experimenting and risking her life on "hydro-skis". She still works in the "industry" to this day. "Canadian Girls Rock"!
All information is from Karl Hayes' "masterful" CD entitled:
De Havilland Canada
DHC-3 OTTER
A HISTORY
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
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Otter 184
Otter 184 was delivered to the United States Army on 30th November 1956 with serial 55-3318 (tail number 53318). It was delivered from Downsview to All American Engineering Company at Bar Morton, Pennsylvania. A “Universal Landing Gear” comprised of special water skis, which allowed the aircraft to taxy from water to land and vice versa had been designed by this company. It was fitted to Otter 53318 and tested during 1957 and '58. The Otter was painted in the standard Army olive drab colours, but with 'AAE' on the fuselage side (standing for All American Engineering). The idea of these 'hydro-skis' was to start on land, apply full throttle and take off from water. Presumably the take off performance was improved over that on floats, although the idea does not appear to have been overly successful as it was not pursued. 53318 was then re-assigned to the 57th Aviation Company at Fort Sill, Oklahoma on conventional landing gear.
In November 1963 the Otter was re-assigned to Fort Bragg, North Carolina and then in February 1966 to the 12th Aviation Company in Alaska, alternating between the Company itself based at Fort Wainright, and its “Southern Platoon” based at Fort Richardson. For its deployment to Alaska, the Otter had been repainted into the Arctic white/red colour scheme. The Southern Platoon flew for the Headquarters Company of the 19th Aviation Battalion, based at Bryant AAF, Fort Richardson and it was to this unit that Captain Gerald L.Buchta reported for duty on 7th July 1969, fresh from an assignment in Vietnam where he had also flown the Otter. The Fort Richardson-based Otters were used to transport personnel and cargo where-ever they were needed throughout the territory, Search-and-Rescue missions, helping the civilian government by flying medicines and doctors to remote native villages and photographic work. There were a number of photo missions, flying grids with a camera and operator on board to photograph areas of interest. The Otters flew on wheels or floats in summer and on wheel-skis in winter. Most of the flights were “on demand” but the unit did operate some “scheduled services”. Every Monday, Wednesday and Friday there was a regular mail run/personnel transport from Fort Richardson to Fort Greely, south of Fairbanks.
Not long after he started with the unit, Captain Buchta had a close call in one of the Otters, as described in an article in “The Pioneer” newspaper under the dramatic heading “Plane Blows Head…Pilot Keeps His”. The article went as follows: “Early on the morning of 22nd September 1969 Captain Buchta reported to work at Bryant Airfield as usual. He checked the flight schedule board and noted he was assigned to make a passenger flight to Homer. An hour later he made his pre-flight check of the U-1A Otter he was scheduled to fly. Specialist 4 Mark Standfer, the crew chief for the flight, assisted Captain Buchta in the pre-flight check and run-up. Everything was found to be in satisfactory order. Seated in the rear were two passengers from Fort Richardson who had business in Homer”.
“Forty five miles south of Fort Richardson Captain Buchta's up to now normal flight took a decidedly different turn. He explained it in these words. We were at 1,500 feet at cruise when there was a loud bang and the cockpit filled with smoke. Immediately my mind turned to thoughts of fire, get the passengers out, find a place to land and so on. The smoke cleared somewhat and shortly after that the engine failed momentarily. It started up again but ran extremely rough. I contacted the Anchorage Flight Service Station and told them of my situation and that I was making a 180 degree turn in an attempt to make it back to the Anchorage area. About five minutes after we turned around the engine failed completely and it was time to land for sure”.
“Captain Buchta had been following a gasline for the few minutes he had been headed towards Anchorage. He had hopes of being able to set the plane down in the meagre clearing the right-of-way afforded. 'Just as the engine finally gave out on me I lowered the nose and set up my glide. Dead ahead was an old unattended gravel landing strip known as South Gasline. The wind was calm so I made straight for the strip. We'd been talking with the Flight Service Station all the while and they had a fix on our position. When we informed them we were being forced to land they notified Flight Operations at Bryant and a Huey helicopter was dispatched to pick us up'. Lieutenant Colonel Clarence Davis Jr, battalion commander for the 19th, said that the only damage to the Otter was the cylinder that was blown during the flight. He continued - Captain Buchta put the Otter down without a scratch. In doing so he saved an airplane that cost nearly $125,000. I'd say he's earned his salary for a number of years to come”.
After this excitement, the flying settled down to a routine, until even more dramatic events were to take place on Wednesday 18th February 1970. The Otter in question was 53318 and on board were Captain Buchta as pilot, CWO Joseph H. Bussard as co-pilot, First Lt. Woods E. Gray, Specialist 5 Joseph Kusy and Specialist 4 Norman A.Nielsen. They were returning from a mission to Point Barrow. 53318 had departed Fort Richardson on 16th February, refuelled at Bettles and proceeded to Point Barrow. It departed Barrow the following day, 17th February, refuelled at Kotzebue and ended up that day at Nome. It departed Nome on 18th February at 1132 hours, refuelled at McGrath and departed from there at 1606 hours en route to home base at Bryant AAF, Fort Richardson, ETA 1802 hours.
Captain Buchta tells what happened: “The weather over the Brooks Range and Anatuvik Pass was totally impassable, so we decided to take the long route home, by flying from Point Barrow via Kotzebue to Nome, staying overnight and leaving the next morning for Fort Richardson. The first leg from Point Barrow was made without incident and the next morning we departed Nome, made a planned fuel stop in McGrath and then continued on. The aircraft was flown at 300 feet above ground level from McGrath to Farewell, along the South Fork of the Kuskokwim River. After passing Farewell, a climb was made to approximately six thousand feet. The flight followed the river bed to the intersection with the Tatina River. Turning south east, the flight proceeded down Dalzell Creek, a narrow valley ringed with six thousand foot mountain peaks and high ridges”.
“There were heavy snow accumulations at this level but we could see green areas in the valley below. As we were approaching a 4,500 foot ridge ahead, the aircraft suddenly began losing altitude. Additional power was added until the engine was at full power but we were still losing altitude very rapidly. I attempted a turn and reverse course since it was obvious that our present path would take us straight into the rapidly approaching ridgeline at the current descent rate. We were now at full power, diving and losing altitude in order to maintain airspeed and control, while also trying to complete a 180 degree turn so that I could take advantage of the lower elevation in the clear valley below, but it soon became very apparent that we were not going to be able to complete this manoeuvre. I stopped the turn so that the aircraft would make semi-controlled contact with what looked like the edge of a flat snow-covered area. I directed the aircraft straight there while still at full throttle, losing altitude and down thus far almost three thousand feet. A couple of seconds later the aircraft made contact, with the engine still at full throttle and snow completely shrouding all visibility”.
“Then it was very quiet and I looked back and in spite of our landing the crew and passengers seemed okay. We had all survived the ordeal without incurring any serious physical injuries even though one passenger had been napping in the aisle when the aircraft made contact. The location could not have been in a more remote and desolate area. The aircraft was in a precarious position with the right wing extended out over a 2,000 foot drop off. The wind was very strong and threatening to blow the Otter off the edge and down the cliff. We immediately took out the survival gear and parachutes which we used to cover the left wing, so that we could then cover it with snow and stabilise the aircraft. This worked and also gave us shelter from the wind and other elements for the night. After securing old faithful Otter 53318 we settled down under the wing since night was upon us, to check our supply of rations and emergency equipment. We did not know how long we would be here so we also discussed contingency plans should they be required”.
“The night was dark with blowing snow and heavy overcast and we were not too encouraged about a quick recovery. However, during the night an aircraft was heard and even though we could not see anything due to the conditions, I ordered several high altitude flares to be deployed and the crew of an Alaska Air National Guard C-123 did see and report the position. The night passed fairly well and since I had undergone arctic survival training I was able to help the passengers and crew attain some level of comfort. Morning brought clear skies and at approximately 10am the wonderful sound of Huey helicopters coming up the valley, which were a beautiful sight and sound to behold”.
The Otter had come down in Rainy Pass, southeast of Farewell, at the 3,800 foot level. When it became overdue a search began, involving three Huey helicopters from the 90th Aviation Company at Fort Richardson, four 19th Aviation Battalion Otters, also from Fort Richardson, six aircraft from the Anchorage and Palmer Civil Air Patrols and the C-123 from the Kulis Air National Guard Base at the Anchorage International Airport. The rescue aircraft flew 54 hours in 27 sorties. The incident is also referred to in the history of the 90th Aviation Company: “The first search and rescue mission of the year was conducted on 18th February 1970. It consisted of three UH-1Ds piloted by Major Payne, our commanding officer at the time, Captain Lenz, Captain Priddy, Captain Ramsey, CWO 4 Smith and CWO 2 Gallop. Total time flown was 16 hours and 45 minutes with 84 man hours utilized. The search was conducted for a U-1A aircraft overdue somewhere between Farewell and Fort Richardson. The weather was fair although visibility was restricted during search operations. Communications were poor between the search aircraft due to the mountainous terrain. The downed party were easily visible when Captain Ramsey and CWO 4 Smith spotted them within five miles of the downed aircraft due to flares and smoke fires set by the personnel on the ground. Recovery of the personnel was conducted and the mission terminated”.
This incident, typical of the hazards bush aircraft, both civil and military, have to contend with in Alaska puts one in mind of the Army song popular with Otter crews in Vietnam, whose chorus went as follows:
We hit the ground, but with a thud
I smelled for smoke, I looked for blood
I smelled no smoke, that was fine
The only blood, it was all mine
I counted noses, and gave a shout
Five souls on board, five souls walked out
That's my story, sad but true
If you fly those Otters, it could happen to you!
The “forced landing” could quite easily have had a much worse outcome. The area where the Otter impacted was all deep, soft snow but it was just beside an area of very little snow on top of solid ice, which could have proved fatal. Captain Buchta continued to fly for the 19th Aviation Battalion until he left the Army in May 1971. As he says, he did so “with great memories, a Bronze Star, Air Medal 1st through 5th Oak Leaf Clusters and many friends”. Nor were 53318's flying days over, by any means. The wrecked Otter was brought down from the mountain and back to Fort Richardson. It was put up for disposal by sealed bid tender, and sold for $2,222.22 to Field Aviation Company Ltd on 22nd July 1970. It was transported by Consolidated Freightways truck from Fort Richardson, Anchorage to Calgary, Alberta where Field Aviation set about rebuilding the Otter and converting it to civilian configuration. This took a year, and on 27th July 1971 the Otter was sold by Field Aviation to White River Air Services Ltd of White River, Ontario to whom it was registered as C-FQMN on 7th October 1971.
Its period of ownership by White River Air Services was brief, as on 28th January 1972 QMN was sold to Eclipse Consultants Ltd of Oshawa, Ontario, a company which traded in Otters. The Otter was leased by Eclipse Consultants to Labelle Touristair Inc of Mont Laurier, Quebec on 27th March 1972 and sold to that company on 20th June '72. It was sold on to La Riviere Air Service of Schefferville, Quebec on 23rd November 1973, which changed its name to Air Gava Ltee, to whom C-FQMN was registered on 13th February 1974. Air Gava were quite a substantial company and by 1979, as well as three Otters, also flew a Beech 18, two DHC-6 Twin Otters, a C-47 and several single Cessnas. Colour scheme was an attractive orange overall with white cheat line.
The Otter flew for Air Gava Ltee serving the bush country of northern Quebec until 1981, when the company encountered financial difficulties and ceased trading. C&S Enterprises Ltd were appointed as brokers to sell its fleet of aircraft, including the three Otters, QMN, C-GLFL (329) and C-GLCR (425). “Steal these bank repossessions” proclaimed the advert. QMN had at that stage 4,727 hours on the airframe and had an asking price of $158,000 Canadian. QMN was sold to a Mr Robert W. Chestnut of San Rafael, California on 24th March 1982, who paid only $110,00 Canadian for it. Clearly, Otter prices were very depressed at the time. It was a candidate for registration to Bio-Air, but was registered N2959W to Robert Chestnut and subsequently re-registered to Michael G. Conlee of Orland, California in July 1984. In November 1986 it was registered to John R.Sieglinger of Canaan, New Hampshire but the aircraft itself remained “out west”, based at Lancaster, Fox Field in California and used to fly Purolator Courier services around California.
In April 1988 the Otter returned to Canada when it was purchased by Hawk Air of Wawa - Hawk Junction, Ontario. It reverted to its previous Canadian marks, being registered to Hawk Air as C-FQMN. As its web site proclaims, Hawk Air runs “21 outpost camps on 20 remote lakes, where the fishing is abundant and the wildlife is fantastic”. In 2004, the Otter was still in service with Hawk Air.
***LATEST UPDATE!***
Otter 184
C-FQMN. Hawk Air, Wawa, Ontario. Converted to a Vazar turbine during the winter of 2005/06 at Springer Aerospace, Bar River, Ontario.
- by Karl E. Hayes
---------------------------------------------------------------------
"Wow"! If Otters could write autobiographies, this "author" would have a "best-seller"!
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
Steve's Video Of The Day: "Aerial 4x4"!
"Ah, Sunday!" A day of rest and relaxation! A fine afternoon to "fire up" the "4x4" and look for some "mud"! Yes, if I could afford a "4x4", this is the kind I would have! Watch full-screen!
VIDEO - "Aerial 4x4"!
VIDEO - "Aerial 4x4"!
Saturday, December 08, 2007
"Floating" Across Canada: Ruud Leeuw's "Bushplanes at Kenora, Ontario!"
On Nov. 20 I published a "post" entitled "Skytrucks at Gimli", by Ruud Leeuw. Well, after leaving Gimli, Ruud headed "east" and visited some well-known "aviation communities" in Ontario. As winter envelopes the land, and the "deep-freeze" begins, let's hang on to the last "vestiges" of "open-water season 2007" and follow Ruud as his "camera shutter" keeps "clicking". His "reports" are "outstanding"!
"Floating" Across Canada: Ruud Leeuw's "Bushplanes at Kenora, Ontario!"
"Floating" Across Canada: Ruud Leeuw's "Bushplanes at Kenora, Ontario!"
Friday, December 07, 2007
..."We Here Highly Resolve That These Dead Shall Not Have Died In Vain".....
There are certain instances that help to "define a Nation" and these instances are "remembered" regularly, along with the ordinary people who "rose to the occasion" to help their fellow man and "overcome tyranny". "Remember The Alamo" and "9/11; Never Forget" are two that come immediately to mind, along with another "nation and world-changing event", and today is the 66th anniversary of that date: Dec. 7, 1941. Yes, the cowardly attack on "Pearl Harbor". In tribute to the men and women who fought and died at "Pearl" and elsewhere in all "conflicts", I decided to "post" some photos from that "dreadful", but "tide-turning" day. The photos are from the Naval Historical Center.
"Unbelievable", but we all know the final "heroic outcome"! Last word today goes to FDR.......
FRANKLIN DELANO ROOSEVELT - "...A Date Which Will Live In Infamy..."
"Unbelievable", but we all know the final "heroic outcome"! Last word today goes to FDR.......
FRANKLIN DELANO ROOSEVELT - "...A Date Which Will Live In Infamy..."
Thursday, December 06, 2007
Steve's Video Of The Day: "Swingtail" DC-6!
"Hey", here is an airplane for the "working man"! You could haul a lot of freight in a day in this aircraft while being treated to a "constant symphony" from her Pratt and Whitney R-2800s! Enjoy!
VIDEO - "Swingtail" DC-6!
What a "piece of iron"! "Hey", before I go, you just watched an airplane for the "working man", here is a song for the "working man"!
"Adios"!
VIDEO - "Swingtail" DC-6!
What a "piece of iron"! "Hey", before I go, you just watched an airplane for the "working man", here is a song for the "working man"!
"Adios"!
Wednesday, December 05, 2007
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #36" in our "cockpit series", which will be a continuing "brain-strainer".
This is the "cockpit" of "the" ......................
***MYSTERY SOLVED!***
Yes, it is the North American XB-70 "Valkyrie"! Lance wins the "sailboat fuel"! Good job!
This is the "cockpit" of "the" ......................
***MYSTERY SOLVED!***
Yes, it is the North American XB-70 "Valkyrie"! Lance wins the "sailboat fuel"! Good job!
