Tuesday, April 29, 2008
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #57" in our "cockpit series", which will be a continuing "brain-strainer".
This is the "cockpit" of "the" ......................
***MYSTERY UNSOLVED!***
This is the cockpit of the Renault Caudron C445 "Goeland", also known as the "French Dakota"! 16 semis of "sailboat fuel" up for grabs next week!
This is the "cockpit" of "the" ......................
***MYSTERY UNSOLVED!***
This is the cockpit of the Renault Caudron C445 "Goeland", also known as the "French Dakota"! 16 semis of "sailboat fuel" up for grabs next week!
Sunday, April 27, 2008
Steve's "Otter Of The Week"! .....by Karl E. Hayes
Here is a "fine ship" my good buddy "Codfish" once flew. "What a his(?)-tory!"
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 359
Otter 359 was delivered to the RCAF on 4th May 1960 with serial 9403. The Otter was assigned to 402 Squadron, Winnipeg, which it joined on 18th May. As the Squadron history recounts: “In May 1960 the Squadron was equipped with two Otter aircraft (9403 and 9405), which joined the squadron's eight Beech C-45 Expeditors. The Otter proved to be a highly versatile aircraft and greatly increased the scope of operations. On 1st April 1961 the Squadron was transferred to Air Transport Command. This change brought the additional responsibility of the provision of regular service flights from Winnipeg west to Saskatoon as well as to many northern points and by 1964 two additional Otters (9415 and 9416) had been added to the Squadron inventory”.
In March 1963 the Squadron's Otters were used to operate 'Flying Doctor' medical services to Armstrong and Gypsumville. As well as transport taskings, the Otters participated in SAR missions, an example being on 17th November '63 when both 9403 and 9405 flew on 'SAR MacDonald', searching for a Piper PA-22 aircraft CF-IGO missing en route from Winnipeg to Kenora. Also used on this search were an Albatross and three C-47s from 111 Rescue Unit, the two Otters, and six C-45s from 402 Squadron. Otter 9403 actually found the Piper, which was on its back but both occupants were unhurt. Albatross 9309 dropped survival equipment and the two survivors were later rescued by helicopter.
By 1965 there were still four Otters on strength with 402 Squadron, and from 6th November the Otters commenced a 'scheduled' freight service each Saturday, flight RF4420 from Winnipeg to Portage, Beausejour and Gimli, and return to Winnipeg. Army personnel were flown on inspection tours in northern Manitoba. In February '65 two of the Otters flew to Snowshoe Lake, north of Lac du Bonnet, to give pilots experience in operating from frozen lakes and to instruct ground crews in caring for aircraft in cold weather. In May '65 three of the Otters took part in a search for a missing Stinson aircraft on a flight from Snake Falls to Bulging Lake, Ontario. During July the Otters were on summer camp at Penhold, as well as Camp Shilo and Camp Wainright. During August '65 Otters were stationed at Flin Flon, Manitoba to transport militia personnel engaged in a bridge building exercise. On 19th December '65 a 402 Squadron Otter dropped Christmas presents for Indian children at Jackhead Harbour on Lake Winnipeg.
Throughout 1966 there were transport taskings, Army co-operation flights, SARs and medevacs. On 16th August 1967 9403 was slightly damaged at its Winnipeg base. While parking the aircraft after refuelling at a stationary fuel pump, the starboard wingtip was damaged when it contacted a telephone pole guy wire. The damage was repaired and it was soon flying again. It continued flying for 402 Squadron until February 1976 when it was transferred to Number One Air Reserve Wing, St. Hubert, Quebec which it joined on 1st March '76, for use by 401 and 438 Squadrons. The Otter served at St. Hubert until 1st August 1981 when it departed to the Mountain View, Ontario storage depot. On 9th December '81 it was entrusted to the Crown Assets Disposal Corporation (CADC) and was sold at an auction in February 1982, advertised as having 8,189 hours total time.
9403 was one of seven ex-Canadian military Otters purchased by Newcal Aviation Inc, Little Ferry, New Jersey, being registered N3125H to Newcal Aviation in June 1982. All seven Otters were flown from Mountain View to an airstrip near Decatur, Texas where they were in outside storage for some years before being sold on. Otter 359 was sold to Wings North Fly-In Outfitters & Charter Air Service of O'Sullivan Lake, Ontario in March 1988, registered C-GMLB. In June 1993 it was sold on to Huron Air and Outfitters, Armstrong, McKenzie Lake, Ontario and in March 1994 to Waweig Lake Outfitters Ltd, Thunder Bay, Ontario. It was converted to a Vazar turbine Otter and in June 1995 registered to Wilderness North Air Ltd of Armstrong, Waweig Lake, Ontario.
After some years service with this company, the Canadian registration was cancelled on 17th January 2002 and the Otter registered N10708 to Northern Aircraft Leasing Inc of Oshkosh, Wisconsin. This is a company associated with Wilderness North Air, and the Otter went on lease to Alaska, along with N10704 (44). The lessee of both Otters was Alaska Air Taxi Inc of Anchorage. They picked up both turbine Otters at Geraldton, Ontario and flew first to Thunder Bay, Ontario, where some work was performed on the radios. The two Otters then flew on together through Saskatchewan to Grand Prairie, Alberta where they were weathered in for five days, and then onwards via Watson Lake and Whitehorse to Anchorage.
Both Otters were in service during the summer of 2002, flying from Lake Hood, Anchorage on floats. They were still in Wilderness North Air colour scheme, but with Alaska Air Taxi titles. They were used to service fishing and hunting lodges and to fly tourists and were put into storage at Anchorage for the winter of 2002/03, and put up for sale by the owners in May 2003. N10708 was advertised as having 11,257 hours total time, Part 135 certified, with an asking price of US$1,100,000 to include wheels, skis and floats. A sale evidently did not materialise, as on 2nd June 2004 the Otter reverted to C-GMLB, registered to 1401380 Ontario Ltd (Waweig Air), Armstrong, Ontario.
*** LATEST UPDATE!***
Otter 359
January 1st, 2008. C-GMLB. Waweig Air, Armstrong, Ontario. Vazar turbine.
- by Karl E. Hayes
---------------------------------------------------------------------
More tremendous "her-story"..........
"Thanks Karl!"
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 359
Otter 359 was delivered to the RCAF on 4th May 1960 with serial 9403. The Otter was assigned to 402 Squadron, Winnipeg, which it joined on 18th May. As the Squadron history recounts: “In May 1960 the Squadron was equipped with two Otter aircraft (9403 and 9405), which joined the squadron's eight Beech C-45 Expeditors. The Otter proved to be a highly versatile aircraft and greatly increased the scope of operations. On 1st April 1961 the Squadron was transferred to Air Transport Command. This change brought the additional responsibility of the provision of regular service flights from Winnipeg west to Saskatoon as well as to many northern points and by 1964 two additional Otters (9415 and 9416) had been added to the Squadron inventory”.
In March 1963 the Squadron's Otters were used to operate 'Flying Doctor' medical services to Armstrong and Gypsumville. As well as transport taskings, the Otters participated in SAR missions, an example being on 17th November '63 when both 9403 and 9405 flew on 'SAR MacDonald', searching for a Piper PA-22 aircraft CF-IGO missing en route from Winnipeg to Kenora. Also used on this search were an Albatross and three C-47s from 111 Rescue Unit, the two Otters, and six C-45s from 402 Squadron. Otter 9403 actually found the Piper, which was on its back but both occupants were unhurt. Albatross 9309 dropped survival equipment and the two survivors were later rescued by helicopter.
By 1965 there were still four Otters on strength with 402 Squadron, and from 6th November the Otters commenced a 'scheduled' freight service each Saturday, flight RF4420 from Winnipeg to Portage, Beausejour and Gimli, and return to Winnipeg. Army personnel were flown on inspection tours in northern Manitoba. In February '65 two of the Otters flew to Snowshoe Lake, north of Lac du Bonnet, to give pilots experience in operating from frozen lakes and to instruct ground crews in caring for aircraft in cold weather. In May '65 three of the Otters took part in a search for a missing Stinson aircraft on a flight from Snake Falls to Bulging Lake, Ontario. During July the Otters were on summer camp at Penhold, as well as Camp Shilo and Camp Wainright. During August '65 Otters were stationed at Flin Flon, Manitoba to transport militia personnel engaged in a bridge building exercise. On 19th December '65 a 402 Squadron Otter dropped Christmas presents for Indian children at Jackhead Harbour on Lake Winnipeg.
Throughout 1966 there were transport taskings, Army co-operation flights, SARs and medevacs. On 16th August 1967 9403 was slightly damaged at its Winnipeg base. While parking the aircraft after refuelling at a stationary fuel pump, the starboard wingtip was damaged when it contacted a telephone pole guy wire. The damage was repaired and it was soon flying again. It continued flying for 402 Squadron until February 1976 when it was transferred to Number One Air Reserve Wing, St. Hubert, Quebec which it joined on 1st March '76, for use by 401 and 438 Squadrons. The Otter served at St. Hubert until 1st August 1981 when it departed to the Mountain View, Ontario storage depot. On 9th December '81 it was entrusted to the Crown Assets Disposal Corporation (CADC) and was sold at an auction in February 1982, advertised as having 8,189 hours total time.
9403 was one of seven ex-Canadian military Otters purchased by Newcal Aviation Inc, Little Ferry, New Jersey, being registered N3125H to Newcal Aviation in June 1982. All seven Otters were flown from Mountain View to an airstrip near Decatur, Texas where they were in outside storage for some years before being sold on. Otter 359 was sold to Wings North Fly-In Outfitters & Charter Air Service of O'Sullivan Lake, Ontario in March 1988, registered C-GMLB. In June 1993 it was sold on to Huron Air and Outfitters, Armstrong, McKenzie Lake, Ontario and in March 1994 to Waweig Lake Outfitters Ltd, Thunder Bay, Ontario. It was converted to a Vazar turbine Otter and in June 1995 registered to Wilderness North Air Ltd of Armstrong, Waweig Lake, Ontario.
After some years service with this company, the Canadian registration was cancelled on 17th January 2002 and the Otter registered N10708 to Northern Aircraft Leasing Inc of Oshkosh, Wisconsin. This is a company associated with Wilderness North Air, and the Otter went on lease to Alaska, along with N10704 (44). The lessee of both Otters was Alaska Air Taxi Inc of Anchorage. They picked up both turbine Otters at Geraldton, Ontario and flew first to Thunder Bay, Ontario, where some work was performed on the radios. The two Otters then flew on together through Saskatchewan to Grand Prairie, Alberta where they were weathered in for five days, and then onwards via Watson Lake and Whitehorse to Anchorage.
Both Otters were in service during the summer of 2002, flying from Lake Hood, Anchorage on floats. They were still in Wilderness North Air colour scheme, but with Alaska Air Taxi titles. They were used to service fishing and hunting lodges and to fly tourists and were put into storage at Anchorage for the winter of 2002/03, and put up for sale by the owners in May 2003. N10708 was advertised as having 11,257 hours total time, Part 135 certified, with an asking price of US$1,100,000 to include wheels, skis and floats. A sale evidently did not materialise, as on 2nd June 2004 the Otter reverted to C-GMLB, registered to 1401380 Ontario Ltd (Waweig Air), Armstrong, Ontario.
*** LATEST UPDATE!***
Otter 359
January 1st, 2008. C-GMLB. Waweig Air, Armstrong, Ontario. Vazar turbine.
- by Karl E. Hayes
---------------------------------------------------------------------
More tremendous "her-story"..........
"Thanks Karl!"
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
Friday, April 25, 2008
Steve's Video Of The Day: A "Wayward" Journey.....
This is a "sad" story. I know Dave professionally, as I did all the flight testing for certification of the Baron Otter STOL kit, using DHC-3 Otter CF-UKN, S/N 456. I also did a portion of the flight testing on the Walter turbine engine conversion for the Otter with Dave, flying Otter CF-IOF, S/N 24. Dave had, and has, great ideas. I guess he has "wandered" too far from the "accepted" beaten path.........
VIDEO -A "Wayward" Journey.....
VIDEO -A "Wayward" Journey.....
Thursday, April 24, 2008
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #56" in our "cockpit series", which will be a continuing "brain-strainer".
This is the "cockpit" of "the" ......................
***MYSTERY UNSOLVED!***
This is the cockpit of the BAE "Nimrod" AEW3. The "Nimrod" is a maritime patrol aircraft developed in the United Kingdom. It is an extensive modification of the de Havilland Comet, the world's first jet airliner. It's duties were also expanded to include "AEW" (Airborne Early Warning), which in effect is an aircraft equipped with a radar system which is designed to detect other aircraft. It was originally designed by de Havilland's successor, Hawker Siddeley, now part of BAE Systems. 8 semis of "sailboat fuel" up for grabs next week!
- photo by Ralf Manteufel
This is the "cockpit" of "the" ......................
***MYSTERY UNSOLVED!***
This is the cockpit of the BAE "Nimrod" AEW3. The "Nimrod" is a maritime patrol aircraft developed in the United Kingdom. It is an extensive modification of the de Havilland Comet, the world's first jet airliner. It's duties were also expanded to include "AEW" (Airborne Early Warning), which in effect is an aircraft equipped with a radar system which is designed to detect other aircraft. It was originally designed by de Havilland's successor, Hawker Siddeley, now part of BAE Systems. 8 semis of "sailboat fuel" up for grabs next week!
- photo by Ralf Manteufel
Monday, April 21, 2008
Steve's Video Of The Day: "VULCAN!"
Watch this "archival" video of "Mr. Spock"........ "Nah", just pulling your wire. Watch this "nostalgic" video of an Avro "Vulcan" in action, and her "demise". The "Vulcan" was our last week's "cockpit"............
(Squadron Leader "Beavis"! I love the "Brits"!)
VIDEO -
"VULCAN!"(Squadron Leader "Beavis"! I love the "Brits"!)
Sunday, April 20, 2008
Steve's "Otter Of The Week"! .....by Karl E. Hayes
Last week we profiled Otter 225, "good old" C-GGON. I figured this week I would profile her "sister ship", which was mentioned in last week's "Post", because they had been like "twins" their whole careers, very seldom apart, even with similar "names". I saw them both, they even "looked the same!" Let's go.........
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 97
Otter 97 was delivered to the United States Army on 12th March 1956 with serial 55-2355 (tail number 53255). It was allocated to the 14th Army Aviation Company, Fort Riley, Kansas. In August 1956 the 14th was re-designated the 1st Aviation Company and moved to Fort Benning, Georgia where it continued to fly the Otter until 1961 when it converted to the Caribou, relinquishing its U-1As to other units.
53255 was transferred to the 57th Aviation Company at Fort Sill, Oklahoma where it served until March 1963. After depot level maintenance, in August '63 it was assigned to the Panama Canal Zone. In February 1966 it is recorded as serving with the Intelligence & Security Command, still based in the Canal Zone, until July 1968 when it joined the Inter American Geodetic Survey (IAGS), also based in the Canal Zone but engaged on topographic survey work throughout Central and South America. 53255 flew for the IAGS until April 1970. The following month it joined the 352nd Aviation Company, Southern Command, based at Albrook AFB, Canal Zone.
While flying for the 352nd, it features in a few incident reports. On 21st July '72, five miles southwest of Albrook on a VFR maintenance test flight, the pilot experienced severe engine vibrations at all power settings but managed to land safely. On 9th October '73, again on a maintenance test flight, on climb out when passing through five hundred feet, the Otter was struck by a large buzzard, damaging the leading edge of the right wing, but the pilot managed to land the aircraft safely. It continued to fly for the 352nd Aviation Company until February 1974.
The following month, March 1974, 53255 and the other two Otters which had been operated by the 352nd Aviation Company (tail numbers 53258 and 76107) were transferred to the Government of Costa Rica under a Military Aid Program, for operation by the Guardia Civil Air Wing, based at Juan Santamaria Airport, San Jose, Costa Rica. All three Otters were flown to San Jose, where they were repainted in the Guardia Civil's blue and white colour scheme. All three were registered to the Guardia Civil in March 1975, 53255 as TI-SPE, 53258 as TI-SPF and 76107 as TI-SPG. Word of the arrival of these Otters in Costa Rica had evidently reached Canada, because already offers to purchase the aircraft were being made. Air Alma Inc of Alma, Quebec were so confident of having “clinched a deal” for the aircraft that on 19th March '75 they reserved Canadian registrations for the three Otters, C-GAOG (for TI-SPG), C-GAOI (for TI-SPE) and C-GAOJ (for TI-SPF). The proposed purchase however did not proceed and all three aircraft entered service with the Guardia Civil.
Air Alma lost interest, but Aviation Labrosse & Fils of Montreal then entered negotiations with the Costa Rican government to try and buy the aircraft. On 4th January 1978 they received a letter from attorneys acting on behalf of the Costa Rican government that the government was still interested in selling the aircraft, but had been very busy and could not advance the negotiations at that time. The talking continued and in October '78 Aviation Labrosse & Fils evidently thought they had a deal and they too applied for Canadian registrations. By that stage TI-SPF had been written off (it crashed on 28th October 1977) and Air Alma confirmed they were no longer interested, so on 4th October 1978 C-GAOI was allocated to Aviation Labrosse for TI-SPE and C-GAOJ was allocated to them for TI-SPG. They also received a Canadian Flight Permit for Importation, for a flight by both aircraft from San Jose, Costa Rica to St.Jean Airport, Montreal. At that stage TI-SPE had 5,549 hours total time and TI-SPG had 4,338 hours. Again, the negotiations collapsed and both Otters remained in service with the Guardia Civil.
They continued in service until, finally, in 1980 the Costa Rican government did decide to sell the Otters. The purchaser was Mr Thomas Johnson of Lac du Bonnet, Manitoba. He bought the two Otters, as well as two Cessna 185s, one Cessna 180 and a Piper Apache. He rounded up the required number of pilots, they travelled down to Costa Rica, and all the aircraft set off together for the long delivery flight to Canada. They all used Canadian ferry marks and comprised Otters C-GGOR (ex TI-SPE) and C-GGON (ex TI-SPG), Cessna 180 C-GGOJ (ex TI-SPA) and Cessna 185s C-GGOH (ex TI-SPC) and C-GGOP (ex TI-SPD). Mr.Johnson himself was flying one of the Otters. The pilot of the other Otter became ill as they were flying over the jungle, but fortunately they found a jungle strip and landed.
Later they continued on, landing at Managua in Nicaragua. The Apache was left there and the Otters and Cessnas continued on via Mexico-Brownsville, Texas-Wichita, Kansas-Winnipeg. All five aircraft arrived at Winnipeg on 27th April 1980. At Winnipeg, the Otters were overhauled and registered to Mr.Johnson's company, Whiteshell Air Service Ltd in March 1981, TI-SPE becoming C-GGOR and TI-SPG becoming C-GGON, the same marks as used for the ferry flight. At first the Otters were based on Nutimik Lake, but in 1984 they moved to the airfield at Lac du Bonnet where Whiteshell Air Service has its hangar and offices.
Whiteshell Air Service flies the two Otters, one Beaver and two Cessna 185s to access the fishing lodges, outpost cabins, tent camps and boat caches which it runs in three of Manitoba's parks - the Whiteshell Provincial Park, Nopiming Provincial Park and the Great Atikaki Wilderness Park. As their website promises: ”Whether you are seeking your first fly-in fishing trip, a sightseeing trip or a remote canoeing experience, Whiteshell Air Service can provide the air transportation for all your needs”. The aircraft are on floats during the summer, but are also available on wheel-skis for winter charters. More than 23 years after it had been acquired, C-GGOR continued in service with Whiteshell Air Service during 2004.
*** LATEST UPDATE!***
Otter 97
January 1st, 2008. C-GGOR. In service with Jackson Air Service, Flin Flon, Manitoba. Vazar turbine.
- by Karl E. Hayes
---------------------------------------------------------------------
Well, GOR and GON were finally "separated", but at least they both now "sport" Pratt and Whitney turbines, ensuring that their "biographies" are probably only "half-written"............
- photo by Ron Gerth
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 97
Otter 97 was delivered to the United States Army on 12th March 1956 with serial 55-2355 (tail number 53255). It was allocated to the 14th Army Aviation Company, Fort Riley, Kansas. In August 1956 the 14th was re-designated the 1st Aviation Company and moved to Fort Benning, Georgia where it continued to fly the Otter until 1961 when it converted to the Caribou, relinquishing its U-1As to other units.
53255 was transferred to the 57th Aviation Company at Fort Sill, Oklahoma where it served until March 1963. After depot level maintenance, in August '63 it was assigned to the Panama Canal Zone. In February 1966 it is recorded as serving with the Intelligence & Security Command, still based in the Canal Zone, until July 1968 when it joined the Inter American Geodetic Survey (IAGS), also based in the Canal Zone but engaged on topographic survey work throughout Central and South America. 53255 flew for the IAGS until April 1970. The following month it joined the 352nd Aviation Company, Southern Command, based at Albrook AFB, Canal Zone.
While flying for the 352nd, it features in a few incident reports. On 21st July '72, five miles southwest of Albrook on a VFR maintenance test flight, the pilot experienced severe engine vibrations at all power settings but managed to land safely. On 9th October '73, again on a maintenance test flight, on climb out when passing through five hundred feet, the Otter was struck by a large buzzard, damaging the leading edge of the right wing, but the pilot managed to land the aircraft safely. It continued to fly for the 352nd Aviation Company until February 1974.
The following month, March 1974, 53255 and the other two Otters which had been operated by the 352nd Aviation Company (tail numbers 53258 and 76107) were transferred to the Government of Costa Rica under a Military Aid Program, for operation by the Guardia Civil Air Wing, based at Juan Santamaria Airport, San Jose, Costa Rica. All three Otters were flown to San Jose, where they were repainted in the Guardia Civil's blue and white colour scheme. All three were registered to the Guardia Civil in March 1975, 53255 as TI-SPE, 53258 as TI-SPF and 76107 as TI-SPG. Word of the arrival of these Otters in Costa Rica had evidently reached Canada, because already offers to purchase the aircraft were being made. Air Alma Inc of Alma, Quebec were so confident of having “clinched a deal” for the aircraft that on 19th March '75 they reserved Canadian registrations for the three Otters, C-GAOG (for TI-SPG), C-GAOI (for TI-SPE) and C-GAOJ (for TI-SPF). The proposed purchase however did not proceed and all three aircraft entered service with the Guardia Civil.
Air Alma lost interest, but Aviation Labrosse & Fils of Montreal then entered negotiations with the Costa Rican government to try and buy the aircraft. On 4th January 1978 they received a letter from attorneys acting on behalf of the Costa Rican government that the government was still interested in selling the aircraft, but had been very busy and could not advance the negotiations at that time. The talking continued and in October '78 Aviation Labrosse & Fils evidently thought they had a deal and they too applied for Canadian registrations. By that stage TI-SPF had been written off (it crashed on 28th October 1977) and Air Alma confirmed they were no longer interested, so on 4th October 1978 C-GAOI was allocated to Aviation Labrosse for TI-SPE and C-GAOJ was allocated to them for TI-SPG. They also received a Canadian Flight Permit for Importation, for a flight by both aircraft from San Jose, Costa Rica to St.Jean Airport, Montreal. At that stage TI-SPE had 5,549 hours total time and TI-SPG had 4,338 hours. Again, the negotiations collapsed and both Otters remained in service with the Guardia Civil.
They continued in service until, finally, in 1980 the Costa Rican government did decide to sell the Otters. The purchaser was Mr Thomas Johnson of Lac du Bonnet, Manitoba. He bought the two Otters, as well as two Cessna 185s, one Cessna 180 and a Piper Apache. He rounded up the required number of pilots, they travelled down to Costa Rica, and all the aircraft set off together for the long delivery flight to Canada. They all used Canadian ferry marks and comprised Otters C-GGOR (ex TI-SPE) and C-GGON (ex TI-SPG), Cessna 180 C-GGOJ (ex TI-SPA) and Cessna 185s C-GGOH (ex TI-SPC) and C-GGOP (ex TI-SPD). Mr.Johnson himself was flying one of the Otters. The pilot of the other Otter became ill as they were flying over the jungle, but fortunately they found a jungle strip and landed.
Later they continued on, landing at Managua in Nicaragua. The Apache was left there and the Otters and Cessnas continued on via Mexico-Brownsville, Texas-Wichita, Kansas-Winnipeg. All five aircraft arrived at Winnipeg on 27th April 1980. At Winnipeg, the Otters were overhauled and registered to Mr.Johnson's company, Whiteshell Air Service Ltd in March 1981, TI-SPE becoming C-GGOR and TI-SPG becoming C-GGON, the same marks as used for the ferry flight. At first the Otters were based on Nutimik Lake, but in 1984 they moved to the airfield at Lac du Bonnet where Whiteshell Air Service has its hangar and offices.
Whiteshell Air Service flies the two Otters, one Beaver and two Cessna 185s to access the fishing lodges, outpost cabins, tent camps and boat caches which it runs in three of Manitoba's parks - the Whiteshell Provincial Park, Nopiming Provincial Park and the Great Atikaki Wilderness Park. As their website promises: ”Whether you are seeking your first fly-in fishing trip, a sightseeing trip or a remote canoeing experience, Whiteshell Air Service can provide the air transportation for all your needs”. The aircraft are on floats during the summer, but are also available on wheel-skis for winter charters. More than 23 years after it had been acquired, C-GGOR continued in service with Whiteshell Air Service during 2004.
*** LATEST UPDATE!***
Otter 97
January 1st, 2008. C-GGOR. In service with Jackson Air Service, Flin Flon, Manitoba. Vazar turbine.
- by Karl E. Hayes
---------------------------------------------------------------------
Well, GOR and GON were finally "separated", but at least they both now "sport" Pratt and Whitney turbines, ensuring that their "biographies" are probably only "half-written"............
- photo by Ron Gerth
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
Wednesday, April 16, 2008
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #55" in our "cockpit series", which will be a continuing "brain-strainer".
This is the "cockpit" of "the" ......................
***MYSTERY UNSOLVED!***
This is the cockpit of the Avro "Vulcan"! 4 semis of "sailboat fuel" up for grabs next week!
This is the "cockpit" of "the" ......................
***MYSTERY UNSOLVED!***
This is the cockpit of the Avro "Vulcan"! 4 semis of "sailboat fuel" up for grabs next week!
Tuesday, April 15, 2008
The "Interview".....
I walked into the interview with a great deal of confidence and enthusiasm. Flying airplanes was my one true passion in this life. This was my big chance to merge my occupation with my love. I would become an airline pilot.
"So you want to be an airline pilot?" the interviewer inquired.
"Yes, sir, more than anything else I have ever wanted," I replied, realizing I sounded like an anxious adolescent.
"Well, great, welcome aboard," the airline executive said.
"You mean I'm hired?!" I cheered.
"You bet, we're glad to have you. Actually, we've had trouble finding good pilots to hire," the exec explained. If I was surprised, it was overshadowed by my joy of reaching my dream.
"Let's just go over a few points before you sign on the dotted line," the company man chortled. "We're going to send you to the world's most renowned medical center. They'll spend two days probing your body orifices, draining and analyzing your blood, and administering psychological exams. They'll literally take you apart and put you back together. If they find any hint of current or future problems, you're fired and can find your own ride home."
"Gee, I think my health is OK," I nervously choked out.
The manager went on, "Good, next we'll evaluate your flying skills in an aircraft you've never been in before. If we don't like the way you perform, you're fired."
I was confident with my flying, but this guy was making me nervous.
He continued, "Next, if you're still here, we'll run you through our training program. If during any time in the next 10 years you decide to leave the company, you'll have to reimburse us $20,000, or we'll sue you. Also if you fail to measure up during training, you're fired."
The man who had just given me my dream job listed still more hurdles. "Each time, before we allow you near one of our multimillion dollar aircraft, we'll X-ray your flight bag and luggage, because we don't trust you. Also we'll ask you to pass through a magnetometer each time. If you fail to do so, you'll be arrested and jailed."
"When you've completed your flight, we'll have you provide a urine sample, because we don't trust you to not take drugs. Very soon, we plan to take a blood sample to look for more drugs. Also if you ever fly with another crew member who may have used drugs or alcohol, you must report to us immediately. If you fail to notice that anyone has used these substances, you'll be fired, have your license to fly revoked, and be fined $10,000."
"Every six months, we want you to go back to the medical center for another exam. If they ever find a hint of a problem, your license to fly will be revoked and we'll fire you. Anytime you see a medical person, you must tell us about it so we can see if you need to be grounded and terminated. Also, we need to examine your driving record, and you must tell us if you have even any minor infractions so we can remove you from the cockpit as soon as possible."
"At any time, without notice, a special branch of the government will send one of it's inspectors to ride in your aircraft. The inspector will demand to see your papers and license; if your papers are not in order, you'll be removed, fined, terminated, and possibly jailed."
"If at any time you make an error in judgment or an honest human mistake, you will be terminated, be fined tens of thousands of dollars, and be dragged through months of court proceedings. The government will make sure you never fly again for any airline."
"You will be well out of town most holidays, weekends, and family events - half our pilots are always on the job at any point in time."
Smiling an evil smile now, the airline hirer went on. "Oh, and one last thing to cover. Occasionally, we in management fail to see a trend and screw up royally or the country's economy falls flat on its face. If as a result of one of those events the corporation begins to lose money, you as an employee will be expected to make up the losses from your paycheck. Of course, management will not be held to the same standards."
"Oh, and one last thing - if we negotiate pay and work rule concessions from you in exchange for a better pension plan, we probably won't fund that pension plan agreement (unlike the management pension plan and golden parachutes) and will likely have yanked it away from you."
"Now sign here," he pointed, grinning as he handed me a pen.
I faked a sudden nosebleed. Holding my head back and pinching my nostrils, I hurried from his office. When I got to the hall, I began to run. I ran all the way to my car. I figured if I hurried I could still get to the county vocational school before 5:00 and enroll in the industrial welding career program!!
--------------------------
Ha! Ha! Extremely "well-put"! Thanks to friend and fellow Northway Aviation "alumnus" Christopher "Oly" Olson!
"Adios"!
***BONUS!***
I love Merle Haggard and his "Strangers"!
"So you want to be an airline pilot?" the interviewer inquired.
"Yes, sir, more than anything else I have ever wanted," I replied, realizing I sounded like an anxious adolescent.
"Well, great, welcome aboard," the airline executive said.
"You mean I'm hired?!" I cheered.
"You bet, we're glad to have you. Actually, we've had trouble finding good pilots to hire," the exec explained. If I was surprised, it was overshadowed by my joy of reaching my dream.
"Let's just go over a few points before you sign on the dotted line," the company man chortled. "We're going to send you to the world's most renowned medical center. They'll spend two days probing your body orifices, draining and analyzing your blood, and administering psychological exams. They'll literally take you apart and put you back together. If they find any hint of current or future problems, you're fired and can find your own ride home."
"Gee, I think my health is OK," I nervously choked out.
The manager went on, "Good, next we'll evaluate your flying skills in an aircraft you've never been in before. If we don't like the way you perform, you're fired."
I was confident with my flying, but this guy was making me nervous.
He continued, "Next, if you're still here, we'll run you through our training program. If during any time in the next 10 years you decide to leave the company, you'll have to reimburse us $20,000, or we'll sue you. Also if you fail to measure up during training, you're fired."
The man who had just given me my dream job listed still more hurdles. "Each time, before we allow you near one of our multimillion dollar aircraft, we'll X-ray your flight bag and luggage, because we don't trust you. Also we'll ask you to pass through a magnetometer each time. If you fail to do so, you'll be arrested and jailed."
"When you've completed your flight, we'll have you provide a urine sample, because we don't trust you to not take drugs. Very soon, we plan to take a blood sample to look for more drugs. Also if you ever fly with another crew member who may have used drugs or alcohol, you must report to us immediately. If you fail to notice that anyone has used these substances, you'll be fired, have your license to fly revoked, and be fined $10,000."
"Every six months, we want you to go back to the medical center for another exam. If they ever find a hint of a problem, your license to fly will be revoked and we'll fire you. Anytime you see a medical person, you must tell us about it so we can see if you need to be grounded and terminated. Also, we need to examine your driving record, and you must tell us if you have even any minor infractions so we can remove you from the cockpit as soon as possible."
"At any time, without notice, a special branch of the government will send one of it's inspectors to ride in your aircraft. The inspector will demand to see your papers and license; if your papers are not in order, you'll be removed, fined, terminated, and possibly jailed."
"If at any time you make an error in judgment or an honest human mistake, you will be terminated, be fined tens of thousands of dollars, and be dragged through months of court proceedings. The government will make sure you never fly again for any airline."
"You will be well out of town most holidays, weekends, and family events - half our pilots are always on the job at any point in time."
Smiling an evil smile now, the airline hirer went on. "Oh, and one last thing to cover. Occasionally, we in management fail to see a trend and screw up royally or the country's economy falls flat on its face. If as a result of one of those events the corporation begins to lose money, you as an employee will be expected to make up the losses from your paycheck. Of course, management will not be held to the same standards."
"Oh, and one last thing - if we negotiate pay and work rule concessions from you in exchange for a better pension plan, we probably won't fund that pension plan agreement (unlike the management pension plan and golden parachutes) and will likely have yanked it away from you."
"Now sign here," he pointed, grinning as he handed me a pen.
I faked a sudden nosebleed. Holding my head back and pinching my nostrils, I hurried from his office. When I got to the hall, I began to run. I ran all the way to my car. I figured if I hurried I could still get to the county vocational school before 5:00 and enroll in the industrial welding career program!!
--------------------------
Ha! Ha! Extremely "well-put"! Thanks to friend and fellow Northway Aviation "alumnus" Christopher "Oly" Olson!
"Adios"!
***BONUS!***
I love Merle Haggard and his "Strangers"!
Sunday, April 13, 2008
Steve's "Otter Of The Week"! .....by Karl E. Hayes
U.S. Army member, to the Panama Canal Zone, Costa Rica, cross-country to return to her "birth-land", "illness" at a "jungle strip", back to Canada, operated on wheels, floats, and skis. A couple of incidents, two crashes, "resurrection", and she flies to this day. I have seen this "girl" as she "clacked" around Manitoba. I never "fondled" her, I just viewed her from "afar". Let's find out more about her...........
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 225
Otter 225 was delivered to the United States Army on 25th November 1957 with serial 57-6107 (tail number 76107). Its initial unit allocation is unknown but by January 1962 it was serving with the 57th Aviation Company at Fort Sill, Oklahoma. In March 1963 it went to the depot for maintenance and in August '63 was allocated to the Panama Canal Zone. In February 1966 it joined the Inter American Geodetic Survey (IAGS), also based in the Panama Canal Zone, and for the next four years was active throughout Central and South America on survey duties. In May 1970, as the IAGS was winding down, it was allocated to the 352nd Aviation Company, based at Albrook AFB in the Canal Zone.
76107 continued to fly for the 352nd Aviation Company for some years, and was one of three Otters in service when the Company ceased to fly the Otter in February 1974. The following month, all three Otters were transferred to the Government of Costa Rica and flown to San Jose where they were refurbished and re-painted, prior to being put into operation by the Guardia Civil Air Wing. 76107 was registered TI-SPG in March 1975, the other two being tail numbers 53255 (97) registered TI-SPE and 53258 (100) registered TI-SPF. Word of the arrival of these Otters in Costa Rica had evidently reached Canada, as soon offers to purchase the aircraft were being made. Air Alma Inc of Alma, Quebec was so confident of having clinched a deal for the aircraft that on 19th March 1975 they reserved Canadian registrations for the three, C-GAOG for TI-SPG (225), C-GAOI for TI-SPE (97) and C-GAOJ for TI-SPF (100). The proposed purchase however did not proceed and all three aircraft entered service with the Guardia Civil.
Air Alma lost interest, but Aviation Labrosse & Fils Inc of Montreal then entered into negotiations with the Costa Rican government to buy the aircraft. On 4th January 1978 they received a letter from attorneys acting on behalf of the Costa Rican government that the government was still interested in selling the aircraft, but had been very busy and could not advance the negotiations. The talking continued and in October '78 Aviation Labrosse & Fils evidently were so confident of having purchased the aircraft that they applied for Canadian registrations. By that stage TI-SPF (100) had been written off (it crashed on 28th October 1977) and Air Alma confirmed they were no longer interested, so on 4th October 1978 C-GAOI was allocated to Aviation Labrosse for Otter 97, TI-SPE and C-GAOJ was allocated to them for Otter 225, TI-SPG. They also received a Canadian Flight Permit for Importation for a flight by both Otters from San Jose, Costa Rica to St.Jean Airport, Montreal. At that stage, TI-SPE had 5,549 hours total airframe hours and TI-SPG had 4,338 hours. Again, the negotiations collapsed and both Otters remained in service with the Guardia Civil.
TI-SPG suffered some minor damage in an incident at Guarnicion, Costa Rica on 11th October 1978 but was repaired. Both Otters continued in service until, finally, in 1980 the Costa Rican government did decide to sell the Otters. The purchaser was Mr Thomas Johnson of Lac du Bonnet, Manitoba. He bought the two Otters, as well as two Cessna 185s, one Cessna 180 and a Piper Apache. He rounded up the required number of pilots, they travelled down to Costa Rica and all the aircraft set off together for the long delivery flight to Canada. They all used Canadian ferry marks, and comprised Otters C-GGOR (ex TI-SPE) and C-GGON (ex TI-SPG), Cessna 180 C-GGOJ (ex TISPA) and Cessna 185s C-GGOH (ex TI-SPC) and C-GGOP (ex TI-SPD). Mr Johnson himself was flying one of the Otters. The pilot of the other Otter became ill while they were flying over the jungle, but fortunately they found a jungle strip and landed.
Later they continued on, landing at Managua in Nicaragua. The Apache was left there, and the Otters and Cessnas continued on via Mexico-Brownsville, Texas-Wichita, Kansas-Winnipeg. All five aircraft arrived at Winnipeg on 27th April 1980. At Winnipeg the Otters were overhauled and registered to Mr Johnson's company, Whiteshell Air Service Ltd in March 1981, TI-SPE becoming C-GGOR and TI-SPG becoming C-GGON, retaining the marks used for the ferry flight. At first the Otters were based on Nutimik Lake but in 1984 they moved to the airfield at Lac du Bonnet, where Whiteshell Air Service has its hangar and offices.
Both of these Otters went on to give many years of excellent service to Whiteshell Air Service, mostly flying hunters and fishermen to camps and lodges during the summer months. As its website explains: “Whiteshell Air Service operates a full American Plan lodge, five remote lake outpost cabins, three remote lake tent camps and nine boat caches in three of Manitoba's parks, the Whiteshell Provincial Park, Nopiming Provincial Park and the Great Atikaki Wilderness Park. Whether you are seeking fly-in fishing, a sight-seeing trip or a remote canoeing experience, Whiteshell Air Service can provide the air transportation for your needs. To access our lodge, cabin and camps, flights are made with our float planes, consisting of two Otters, one Beaver and two Cessna 185s. Our float planes are also available on wheel-skis for winter charters. We also have a Piper Navajo and a Navajo Chieftain available for charter out of Lac du Bonnet Regional Airport, which is adjacent to our float base and hangar”.
Otter C-GGON was involved in a minor incident which occurred on 14th November 1994. The Otter was landing on runway 36 at Little Grand Rapids airport, Manitoba when the pilot lost directional control and “departed the runway surface”. The aircraft was un-damaged and the pilot and single passenger uninjured. The pilot suspected either the crosswind and/or a cocked tail-wheel were to blame. As the accident report notes: “The aircraft was flown back to its base at Lac du Bonnet, where maintenance will inspect the tail wheel steering mechanism”. Some years later, on 23rd June 2002, 'GON was involved in another incident. It was en route to Side Saddle Lake when deteriorating weather was encountered. The pilot elected to land at George Lake, Manitoba and wait for weather conditions to improve. While manoeuvring to land on the lake, the Otter flew over rising terrain and struck trees, in the course of which damage was sustained. The pilot activated the ELT and was rescued by SAR aircraft six hours later. Temporary repairs were carried out on site and the Otter flown back to Lac du Bonnet. It was soon back in service.
Sadly to relate, the Otter was involved in a much worse accident just under a year later, having flown only 40 hours since its repair. On 22nd May 2003 it made an emergency landing in a wooded marsh north of its base at Lac du Bonnet when the engine quit soon after take-off from Lac du Bonnet on a flight to George Lake. The four occupants received injuries and were taken to hospital. The wreck was returned to Lac du Bonnet by truck, where it was noted in October 2003, undergoing a slow rebuild in the Whiteshell Air Service hangar. This continued throughout 2004, with a view to the Otter being ready for service again in Spring 2005.
*** LATEST UPDATE!***
Otter 225
January 1st, 2008. N3952B. Pro Mech Air, Ketchikan, Alaska. Vazar. On lease from Single Otter Leasing LLC.
- by Karl E. Hayes
---------------------------------------------------------------------
"North, to Alaska!" Now she "sports" a Pratt and Whitney turbine. I am sure she is much more confident now that her Pratt and Whitney "Wasp" R-1340 S3H1-G geared, nine cylinder, air-cooled, super-charged radial engine of 600 HP is just a "fond memory"! "Thanks, Karl!"
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 225
Otter 225 was delivered to the United States Army on 25th November 1957 with serial 57-6107 (tail number 76107). Its initial unit allocation is unknown but by January 1962 it was serving with the 57th Aviation Company at Fort Sill, Oklahoma. In March 1963 it went to the depot for maintenance and in August '63 was allocated to the Panama Canal Zone. In February 1966 it joined the Inter American Geodetic Survey (IAGS), also based in the Panama Canal Zone, and for the next four years was active throughout Central and South America on survey duties. In May 1970, as the IAGS was winding down, it was allocated to the 352nd Aviation Company, based at Albrook AFB in the Canal Zone.
76107 continued to fly for the 352nd Aviation Company for some years, and was one of three Otters in service when the Company ceased to fly the Otter in February 1974. The following month, all three Otters were transferred to the Government of Costa Rica and flown to San Jose where they were refurbished and re-painted, prior to being put into operation by the Guardia Civil Air Wing. 76107 was registered TI-SPG in March 1975, the other two being tail numbers 53255 (97) registered TI-SPE and 53258 (100) registered TI-SPF. Word of the arrival of these Otters in Costa Rica had evidently reached Canada, as soon offers to purchase the aircraft were being made. Air Alma Inc of Alma, Quebec was so confident of having clinched a deal for the aircraft that on 19th March 1975 they reserved Canadian registrations for the three, C-GAOG for TI-SPG (225), C-GAOI for TI-SPE (97) and C-GAOJ for TI-SPF (100). The proposed purchase however did not proceed and all three aircraft entered service with the Guardia Civil.
Air Alma lost interest, but Aviation Labrosse & Fils Inc of Montreal then entered into negotiations with the Costa Rican government to buy the aircraft. On 4th January 1978 they received a letter from attorneys acting on behalf of the Costa Rican government that the government was still interested in selling the aircraft, but had been very busy and could not advance the negotiations. The talking continued and in October '78 Aviation Labrosse & Fils evidently were so confident of having purchased the aircraft that they applied for Canadian registrations. By that stage TI-SPF (100) had been written off (it crashed on 28th October 1977) and Air Alma confirmed they were no longer interested, so on 4th October 1978 C-GAOI was allocated to Aviation Labrosse for Otter 97, TI-SPE and C-GAOJ was allocated to them for Otter 225, TI-SPG. They also received a Canadian Flight Permit for Importation for a flight by both Otters from San Jose, Costa Rica to St.Jean Airport, Montreal. At that stage, TI-SPE had 5,549 hours total airframe hours and TI-SPG had 4,338 hours. Again, the negotiations collapsed and both Otters remained in service with the Guardia Civil.
TI-SPG suffered some minor damage in an incident at Guarnicion, Costa Rica on 11th October 1978 but was repaired. Both Otters continued in service until, finally, in 1980 the Costa Rican government did decide to sell the Otters. The purchaser was Mr Thomas Johnson of Lac du Bonnet, Manitoba. He bought the two Otters, as well as two Cessna 185s, one Cessna 180 and a Piper Apache. He rounded up the required number of pilots, they travelled down to Costa Rica and all the aircraft set off together for the long delivery flight to Canada. They all used Canadian ferry marks, and comprised Otters C-GGOR (ex TI-SPE) and C-GGON (ex TI-SPG), Cessna 180 C-GGOJ (ex TISPA) and Cessna 185s C-GGOH (ex TI-SPC) and C-GGOP (ex TI-SPD). Mr Johnson himself was flying one of the Otters. The pilot of the other Otter became ill while they were flying over the jungle, but fortunately they found a jungle strip and landed.
Later they continued on, landing at Managua in Nicaragua. The Apache was left there, and the Otters and Cessnas continued on via Mexico-Brownsville, Texas-Wichita, Kansas-Winnipeg. All five aircraft arrived at Winnipeg on 27th April 1980. At Winnipeg the Otters were overhauled and registered to Mr Johnson's company, Whiteshell Air Service Ltd in March 1981, TI-SPE becoming C-GGOR and TI-SPG becoming C-GGON, retaining the marks used for the ferry flight. At first the Otters were based on Nutimik Lake but in 1984 they moved to the airfield at Lac du Bonnet, where Whiteshell Air Service has its hangar and offices.
Both of these Otters went on to give many years of excellent service to Whiteshell Air Service, mostly flying hunters and fishermen to camps and lodges during the summer months. As its website explains: “Whiteshell Air Service operates a full American Plan lodge, five remote lake outpost cabins, three remote lake tent camps and nine boat caches in three of Manitoba's parks, the Whiteshell Provincial Park, Nopiming Provincial Park and the Great Atikaki Wilderness Park. Whether you are seeking fly-in fishing, a sight-seeing trip or a remote canoeing experience, Whiteshell Air Service can provide the air transportation for your needs. To access our lodge, cabin and camps, flights are made with our float planes, consisting of two Otters, one Beaver and two Cessna 185s. Our float planes are also available on wheel-skis for winter charters. We also have a Piper Navajo and a Navajo Chieftain available for charter out of Lac du Bonnet Regional Airport, which is adjacent to our float base and hangar”.
Otter C-GGON was involved in a minor incident which occurred on 14th November 1994. The Otter was landing on runway 36 at Little Grand Rapids airport, Manitoba when the pilot lost directional control and “departed the runway surface”. The aircraft was un-damaged and the pilot and single passenger uninjured. The pilot suspected either the crosswind and/or a cocked tail-wheel were to blame. As the accident report notes: “The aircraft was flown back to its base at Lac du Bonnet, where maintenance will inspect the tail wheel steering mechanism”. Some years later, on 23rd June 2002, 'GON was involved in another incident. It was en route to Side Saddle Lake when deteriorating weather was encountered. The pilot elected to land at George Lake, Manitoba and wait for weather conditions to improve. While manoeuvring to land on the lake, the Otter flew over rising terrain and struck trees, in the course of which damage was sustained. The pilot activated the ELT and was rescued by SAR aircraft six hours later. Temporary repairs were carried out on site and the Otter flown back to Lac du Bonnet. It was soon back in service.
Sadly to relate, the Otter was involved in a much worse accident just under a year later, having flown only 40 hours since its repair. On 22nd May 2003 it made an emergency landing in a wooded marsh north of its base at Lac du Bonnet when the engine quit soon after take-off from Lac du Bonnet on a flight to George Lake. The four occupants received injuries and were taken to hospital. The wreck was returned to Lac du Bonnet by truck, where it was noted in October 2003, undergoing a slow rebuild in the Whiteshell Air Service hangar. This continued throughout 2004, with a view to the Otter being ready for service again in Spring 2005.
*** LATEST UPDATE!***
Otter 225
January 1st, 2008. N3952B. Pro Mech Air, Ketchikan, Alaska. Vazar. On lease from Single Otter Leasing LLC.
- by Karl E. Hayes
---------------------------------------------------------------------
"North, to Alaska!" Now she "sports" a Pratt and Whitney turbine. I am sure she is much more confident now that her Pratt and Whitney "Wasp" R-1340 S3H1-G geared, nine cylinder, air-cooled, super-charged radial engine of 600 HP is just a "fond memory"! "Thanks, Karl!"
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
Friday, April 11, 2008
"DOGFIGHTS"!
Another great "tale" brought to us complimentary of the "Greatest Generation Ever"!
"History", of course, has recorded what happened shortly thereafter. The "mighty" Bismarck went to "Davey Jones' Locker"!
***BONUS!***
JOHN "JOCK" MOFFAT: "Sink the Bismarck!"
"History", of course, has recorded what happened shortly thereafter. The "mighty" Bismarck went to "Davey Jones' Locker"!
***BONUS!***
Thursday, April 10, 2008
"Uncle Mike" vs. "Tatonka"!
Uncle Mike, my brother, has "graced" my "e-pages" before with some of his "true tales", including Justin And Mike Finally Get Their "Goat"!, where cousin Justin "gets his goat", and A Page From The "Hunting Hall Of Fame": Justin vs. "The Moose", where cousin Justin "gets his moose"! Anyways, Uncle Mike has been at it again! Let's hear him "tell it".........
Subject: RE: Maybe something for your Blog
Date: Tue, 1 Apr 2008 11:09:08
From: "Taylor, Mike"
To: "Steven Taylor" otterflogger@yahoo.com
Steve, here is the story and the pictures from my November 2007 Bison Hunt at Pink Mountain, which is 2 hours south of Fort Nelson.
I, Ryan Leighton, and Frank "Ooga Ooga Mooska" Butterfield, both from Prince Rupert, began our hunt in a leisurely manner after not enough sleep and too much karaoke at the Pink Mountain Motor Inn Pub the night before. We actually did not leave the Motel until approx. 10:00 AM, which is way later than I would ever normally leave for a hunt, but we had 5 days so I was not worried. It was a balmy -16 deg C with blowing snow.
We picked the brains of a few "locals" as to where we should perhaps try to find one of these behemoths, and were surprised with how forthcoming people were. Armed with our new information, we traveled 40 KMS by truck back into a valley where there are some beautiful hunting areas. We actually ended up stuck in the snow with our truck and had to unload our 3 quads and continue on this way, which was much more enjoyable, even in the cold.
After about 60 minutes of ATV'ing 16 KMS over 12" deep snow covered roads, we found 4 sets of fresh tracks on the side of the road. The bison like to paw the snow away in the ditches to reveal the sweet grasses underneath, and it is very obvious which animal has done this due to the sheer size of the "snow scrapes", as I refer to them. We hatched a plan (which comprised of, "let's follow the tracks") and then followed the tracks for 20 minutes up into the heavy timber. It is amazing how quiet something that big can be, especially when there are 4 of them traveling together....although some have said the same about me.
We knew we were getting close as the piles of dung were actually steaming and very hot, or so said Ryan when he stuck his finger into one. The beasts actually circled around us and lead us back onto the logging road. 2 minutes before this, I branched off from Ryan and Frank "Ooga Ooga Mooska", and veered off to the right thinking that I would maybe catch a glimpse of our quarry. Up ahead I could see the road through the trees. I cautiously peeked out and could see the boys about 50 yards away standing on the road looking down past me. They began to excitedly motion to me to look down the road. I did this but could not see anything as the road turned into a corner and from my angle I was blocked from seeing around it (turns out they could only see it's horns from where they were). I slowly stepped out further and could now see a bison standing approx 100 yards away on the bank on the right hand side of the road. I carefully took one step back and as quiet as I could, I chambered a round in my Brno ZKK602 in .375 H&H. I stepped back out and found the bison in my scope and sent a 300 grain Nosler Partition (hand loaded by yours truly, 75.5 grains of WW-760) to its vitals. The bison ran across the road and just before he disappeared over the bank I put one more in him, but this time through his heart. We could not believe it! We had a bison!!
We took the customary photos and then the work began. Ryan quickly removed himself from dealing with the viscera by driving his new hatchet down to the bone on his left knee (4 stitches required) when he was cutting a sapling that was bothering us. After gutting, it took us 20 minutes to pull it up the bank with our quads so that I could cape it whole...which I did. We then cut it in half and loaded 1/2 onto my quad and half onto Ryan's. We had un uneventful trip back to the truck but one that was extremely satisfying. We got our bison in the first 3 hours of our hunt! Ryan and Frank had driven 15 hours to hunt with me and it was over so fast! Both said they would do it again in a heart beat! The bison ended up falling 100 feet from our quads. The meat is so amazing...cut your steaks with a fork...no exaggeration!
-by Mike Taylor
---------------------------------------------------------------
"WOW"! Great tale! Wish I could have been there for the ....."Karaoke"! Ha ha! Yes, the hunt sounded like it was very "fulfilling"! Thanks for sharing, Mike!
Uncle Mike and "Tatonka".........
Ryan and Frank "Ooga Ooga Mooska"...... (I am sure there is a great story behind that "nickname"...)
Ryan's and Mike's quads hauling out "the booty".....
"Great story, Mike!"
"Adios!"
Subject: RE: Maybe something for your Blog
Date: Tue, 1 Apr 2008 11:09:08
From: "Taylor, Mike"
To: "Steven Taylor" otterflogger@yahoo.com
Steve, here is the story and the pictures from my November 2007 Bison Hunt at Pink Mountain, which is 2 hours south of Fort Nelson.
I, Ryan Leighton, and Frank "Ooga Ooga Mooska" Butterfield, both from Prince Rupert, began our hunt in a leisurely manner after not enough sleep and too much karaoke at the Pink Mountain Motor Inn Pub the night before. We actually did not leave the Motel until approx. 10:00 AM, which is way later than I would ever normally leave for a hunt, but we had 5 days so I was not worried. It was a balmy -16 deg C with blowing snow.
We picked the brains of a few "locals" as to where we should perhaps try to find one of these behemoths, and were surprised with how forthcoming people were. Armed with our new information, we traveled 40 KMS by truck back into a valley where there are some beautiful hunting areas. We actually ended up stuck in the snow with our truck and had to unload our 3 quads and continue on this way, which was much more enjoyable, even in the cold.
After about 60 minutes of ATV'ing 16 KMS over 12" deep snow covered roads, we found 4 sets of fresh tracks on the side of the road. The bison like to paw the snow away in the ditches to reveal the sweet grasses underneath, and it is very obvious which animal has done this due to the sheer size of the "snow scrapes", as I refer to them. We hatched a plan (which comprised of, "let's follow the tracks") and then followed the tracks for 20 minutes up into the heavy timber. It is amazing how quiet something that big can be, especially when there are 4 of them traveling together....although some have said the same about me.
We knew we were getting close as the piles of dung were actually steaming and very hot, or so said Ryan when he stuck his finger into one. The beasts actually circled around us and lead us back onto the logging road. 2 minutes before this, I branched off from Ryan and Frank "Ooga Ooga Mooska", and veered off to the right thinking that I would maybe catch a glimpse of our quarry. Up ahead I could see the road through the trees. I cautiously peeked out and could see the boys about 50 yards away standing on the road looking down past me. They began to excitedly motion to me to look down the road. I did this but could not see anything as the road turned into a corner and from my angle I was blocked from seeing around it (turns out they could only see it's horns from where they were). I slowly stepped out further and could now see a bison standing approx 100 yards away on the bank on the right hand side of the road. I carefully took one step back and as quiet as I could, I chambered a round in my Brno ZKK602 in .375 H&H. I stepped back out and found the bison in my scope and sent a 300 grain Nosler Partition (hand loaded by yours truly, 75.5 grains of WW-760) to its vitals. The bison ran across the road and just before he disappeared over the bank I put one more in him, but this time through his heart. We could not believe it! We had a bison!!
We took the customary photos and then the work began. Ryan quickly removed himself from dealing with the viscera by driving his new hatchet down to the bone on his left knee (4 stitches required) when he was cutting a sapling that was bothering us. After gutting, it took us 20 minutes to pull it up the bank with our quads so that I could cape it whole...which I did. We then cut it in half and loaded 1/2 onto my quad and half onto Ryan's. We had un uneventful trip back to the truck but one that was extremely satisfying. We got our bison in the first 3 hours of our hunt! Ryan and Frank had driven 15 hours to hunt with me and it was over so fast! Both said they would do it again in a heart beat! The bison ended up falling 100 feet from our quads. The meat is so amazing...cut your steaks with a fork...no exaggeration!
-by Mike Taylor
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"WOW"! Great tale! Wish I could have been there for the ....."Karaoke"! Ha ha! Yes, the hunt sounded like it was very "fulfilling"! Thanks for sharing, Mike!
Uncle Mike and "Tatonka".........
Ryan and Frank "Ooga Ooga Mooska"...... (I am sure there is a great story behind that "nickname"...)
Ryan's and Mike's quads hauling out "the booty".....
"Great story, Mike!"
"Adios!"
Wednesday, April 09, 2008
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #54" in our "cockpit series", which will be a continuing "brain-strainer".
This is the "cockpit" of "the" ......................
***MYSTERY UNSOLVED!***
This is the cockpit of the "Angel"! 2 semis of "sailboat fuel" up for grabs next week!
LINK - Angel Aircraft Corporation
"Adios!"
This is the "cockpit" of "the" ......................
***MYSTERY UNSOLVED!***
This is the cockpit of the "Angel"! 2 semis of "sailboat fuel" up for grabs next week!
LINK - Angel Aircraft Corporation
"Adios!"
Tuesday, April 08, 2008
Russian "Iron"!
Check out these outstanding photos of some "Russky" civilian and combat machines from 2007........ I call it "Boats, Beasts, and Behemoths!......"
PPS - "Boats, Beasts, and Behemoths!......"
"Thanks, Mark!"
PPS - "Boats, Beasts, and Behemoths!......"
"Thanks, Mark!"
Monday, April 07, 2008
Steve's Video Of The Day: "Ham Fists" and "Rubber Ankles"!
"Float season" is right around the corner. "Hey", all you prospective "Thunderchicken" drivers, hoping to transition from the Beaver to the "steel, wood, and fabric" bird, the following is "NOT" how you land a Noorduyn. This guy definitely "DOES NOT" have "webbed feet", but definitely "DOES" have "ham fists" and "rubber ankles"! Thanks to Dennis Dubois!
(Anybody know which movie this is from? "Mickey Rooney" must have been in it!)
VIDEO -
"Ham Fists" and "Rubber Ankles"!(Anybody know which movie this is from? "Mickey Rooney" must have been in it!)
Sunday, April 06, 2008
Steve's "Otter Of The Week"! .....by Karl E. Hayes
I have stated before that the Otter "airframe" is a fine example of Canadian "robustness". Built to last! The "Achilles Heel" of the aircraft always was her original engine, the 600 HP Pratt and whitney R-1340. Not enough "proper" horsepower for the Otter airframe, and prone to failure "to boot". I am going to love flying the 900 HP Garrett turbine on an Otter this summer, although I am sure I will miss having oil all over my clothes, radial engine sounds, blue and black exhaust, and "deaf" passengers. Two cylinder failures and two "plummets" from the sky last year, so enough R-1340s for me. Anyways, "when" you did have a reliable R-1340 on your aircraft, then lack of wind, humidity, and heat would work against you, as they did against this week's "heroine"!
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 104
Otter 104 was delivered to the United States Army on 5th April 1956 with serial 55-3260 (tail number 53260). It was delivered from Downsview to the Transportation School at Fort Eustis, Virginia. It was to spend its entire military career at Fort Eustis. By January 1962 it was designated a “Category A Maintenance Trainer” (defined as an aircraft used for ground instructional technical training). In September 1968 it was designated a “Category B Maintenance Trainer “ (defined as an aircraft permanently grounded but with systems functioning). It continued under this designation until January 1973 when it was put up for disposal as military surplus.
The Otter was still located at Fort Eustis when it was sold on 9th July 1974 by the Defense Property Disposal Office for $19,422 to White River Air Services Ltd of Timmins, Ontario. The aircraft was not in a flyable condition and so was trucked from Fort Eustis to the Weston Aircraft Company at Oshawa, Ontario where it was rebuilt. Even at that stage the aircraft's historical records were not available from the Army. On 23rd June 1975 marks C-GOZQ were provisionally allocated to the Otter for White River Air Services. By September 1975 the rebuild had been completed and the aircraft was at Hamilton's Mount Hope Airport, ready for delivery. It was formally registered on 15th September 1975 and entered service with White River Air Services.
Unfortunately its initial period of service was to be very brief, as twelve days later, on 27th September '75 the Otter crashed at Chapleau, Ontario. C-GOZQ was taking off, on floats, from Chapleau that day headed for South Porcupine. The pilot lost control on take-off and crashed into trees, causing serious damage to the left wing, floats, propeller and cowling. The Otter was taken by road to Field Aviation, Calgary for repair. It was repaired during 1976 and 1977 and repainted into the
spectacular yellow, black, red, orange scheme of Austin Airways, a company under the same ownership as White River Air Services. The rebuild took quite a time to complete and it was not until 30th August 1977 that a ferry permit was issued from Calgary back to Timmins, where the Otter entered service with Austin Airways.
C-GOZQ crashed again on 17th May 1978. It was taking off from Tukanee Lake, Ontario en route to Kabinakagami Lake. It was a warm afternoon with a temperature of 25C and the Otter was loaded to maximum gross, with a pilot, two passengers and cargo. Following a lengthy glass water take-off run, the aircraft became airborne near trees and rising ground at the end of the lake. The pilot reduced to climb power and the aircraft began to sink. It came down in a swamp at a shallow angle and skidded sideways, tearing off the floats. One of the passengers received minor injuries, as she had not fastened her seat belt. The Otter was completely wrecked.
In July 1978 the wreck was sold by the insurers to Hull Air Service Ltd. At that stage the wreckage was still at the crash site. It was subsequently retrieved by Austin Airways personnel and brought back to Timmins. In January 1981 the wrecked fuselage and other parts of the Otter were trucked to Calgary where they were broken up for spare parts. The registration was formally cancelled on 16th January 1985.
- by Karl E. Hayes
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"Yup", the old Otter should have had a 1000 HP engine from "Day 1". Shoulda', coulda', woulda'............
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 104
Otter 104 was delivered to the United States Army on 5th April 1956 with serial 55-3260 (tail number 53260). It was delivered from Downsview to the Transportation School at Fort Eustis, Virginia. It was to spend its entire military career at Fort Eustis. By January 1962 it was designated a “Category A Maintenance Trainer” (defined as an aircraft used for ground instructional technical training). In September 1968 it was designated a “Category B Maintenance Trainer “ (defined as an aircraft permanently grounded but with systems functioning). It continued under this designation until January 1973 when it was put up for disposal as military surplus.
The Otter was still located at Fort Eustis when it was sold on 9th July 1974 by the Defense Property Disposal Office for $19,422 to White River Air Services Ltd of Timmins, Ontario. The aircraft was not in a flyable condition and so was trucked from Fort Eustis to the Weston Aircraft Company at Oshawa, Ontario where it was rebuilt. Even at that stage the aircraft's historical records were not available from the Army. On 23rd June 1975 marks C-GOZQ were provisionally allocated to the Otter for White River Air Services. By September 1975 the rebuild had been completed and the aircraft was at Hamilton's Mount Hope Airport, ready for delivery. It was formally registered on 15th September 1975 and entered service with White River Air Services.
Unfortunately its initial period of service was to be very brief, as twelve days later, on 27th September '75 the Otter crashed at Chapleau, Ontario. C-GOZQ was taking off, on floats, from Chapleau that day headed for South Porcupine. The pilot lost control on take-off and crashed into trees, causing serious damage to the left wing, floats, propeller and cowling. The Otter was taken by road to Field Aviation, Calgary for repair. It was repaired during 1976 and 1977 and repainted into the
spectacular yellow, black, red, orange scheme of Austin Airways, a company under the same ownership as White River Air Services. The rebuild took quite a time to complete and it was not until 30th August 1977 that a ferry permit was issued from Calgary back to Timmins, where the Otter entered service with Austin Airways.
C-GOZQ crashed again on 17th May 1978. It was taking off from Tukanee Lake, Ontario en route to Kabinakagami Lake. It was a warm afternoon with a temperature of 25C and the Otter was loaded to maximum gross, with a pilot, two passengers and cargo. Following a lengthy glass water take-off run, the aircraft became airborne near trees and rising ground at the end of the lake. The pilot reduced to climb power and the aircraft began to sink. It came down in a swamp at a shallow angle and skidded sideways, tearing off the floats. One of the passengers received minor injuries, as she had not fastened her seat belt. The Otter was completely wrecked.
In July 1978 the wreck was sold by the insurers to Hull Air Service Ltd. At that stage the wreckage was still at the crash site. It was subsequently retrieved by Austin Airways personnel and brought back to Timmins. In January 1981 the wrecked fuselage and other parts of the Otter were trucked to Calgary where they were broken up for spare parts. The registration was formally cancelled on 16th January 1985.
- by Karl E. Hayes
---------------------------------------------------------------------
"Yup", the old Otter should have had a 1000 HP engine from "Day 1". Shoulda', coulda', woulda'............
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
Wednesday, April 02, 2008
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #53" in our "cockpit series", which will be a continuing "brain-strainer".
This is the "cockpit" of "the" ......................
- photo by Steve Taylor
***MYSTERY SOLVED!***
This is the cockpit of the Britten Norman BN2A "Islander", also known by myself and other pilots at Northway Aviation who flew them as "The Jiggly-Bus"! Spanky wins the "sailboat fuel"!
- photo by Steve Taylor
- photo by Steve Taylor
"Adios"!
This is the "cockpit" of "the" ......................
- photo by Steve Taylor
***MYSTERY SOLVED!***
This is the cockpit of the Britten Norman BN2A "Islander", also known by myself and other pilots at Northway Aviation who flew them as "The Jiggly-Bus"! Spanky wins the "sailboat fuel"!
- photo by Steve Taylor
- photo by Steve Taylor
"Adios"!
Tuesday, April 01, 2008
Steve's "Otters Of The Week"! .....by Karl E. Hayes
The de Havilland DHC-3 "Otter" overall has "spell-binding" historical documentation, and I am so glad Karl Hayes has done this magnificent job of bringing together all the documentation he could "unearth" into this singular format. Unfortunately, there were a few Otters that remain "shrouded" in mystery, and we may never know all their "chronological" details. The following three "successive" Otters basically had "single line" obituaries..............
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 244
Otter 244 was delivered to the Indian Air Force on 25th March 1958 with serial IM-1728. After test flying at Downsview, it was packed into a crate and shipped to India where it was re-assembled and entered service. It crashed and was written off in Indian Air Force service, details unfortunately unknown.
Otter 245
Otter 245 was delivered to the Indian Air Force on 21st April 1958 with serial IM-1729. After test flying at Downsview, it was packed into a crate and shipped to India, where it was re-assembled and entered service. It crashed and was written off in Indian Air Force service, details unfortunately unknown.
Otter 246
Otter 246 was delivered to the United States Army on 15th March 1958 with serial 57-6118 (tail number 76118). It was one of sixteen Army Otters delivered from Downsview to Addison, Texas for work to be done on them by Collins Radio Corporation. Most of this batch was then delivered to Europe although 76118 was painted in the red and white colour scheme and was delivered to a topographic unit. Unfortunately its unit allocation is unknown. 76118 was deleted from the Army inventory in March 1960 as the result of a crash in which it was destroyed.
- by Karl E. Hayes
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The "mystery" deepens and the "plot" thickens.......
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 244
Otter 244 was delivered to the Indian Air Force on 25th March 1958 with serial IM-1728. After test flying at Downsview, it was packed into a crate and shipped to India where it was re-assembled and entered service. It crashed and was written off in Indian Air Force service, details unfortunately unknown.
Otter 245
Otter 245 was delivered to the Indian Air Force on 21st April 1958 with serial IM-1729. After test flying at Downsview, it was packed into a crate and shipped to India, where it was re-assembled and entered service. It crashed and was written off in Indian Air Force service, details unfortunately unknown.
Otter 246
Otter 246 was delivered to the United States Army on 15th March 1958 with serial 57-6118 (tail number 76118). It was one of sixteen Army Otters delivered from Downsview to Addison, Texas for work to be done on them by Collins Radio Corporation. Most of this batch was then delivered to Europe although 76118 was painted in the red and white colour scheme and was delivered to a topographic unit. Unfortunately its unit allocation is unknown. 76118 was deleted from the Army inventory in March 1960 as the result of a crash in which it was destroyed.
- by Karl E. Hayes
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The "mystery" deepens and the "plot" thickens.......
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
