Friday, August 29, 2008
Steve's Video Of The Day: "4-Engined" Avro Anson "Biplane"!
Boy, I tell you, "fact" is always stranger than "fiction". Amazing story, for the pilot, LAC Leonard Graham Fuller, to have large enough "oysters" to ride this "conflagration" to the earth. Later, at the tender age of 25, he was killed by a bus while riding a bike. Go figure!
VIDEO -
"4-Engined" Avro Anson "Biplane"!
Wednesday, August 27, 2008
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #73" in our "cockpit series", which will be a continuing "brain-strainer".
This is the "cockpit" of "the" ......................
***MYSTERY SOLVED!***
This is the cockpit of the Consolidated B-24 "Liberator"! Lance wins the "sailboat fuel"! Good job! I would have loved to have flown one of these and dropped off "Christmas gifts" for "Uncle Adolf"! ...(and Goerring, and Himmler, and Eichmann..... "Bastards all"!)
This is the "cockpit" of "the" ......................
***MYSTERY SOLVED!***
This is the cockpit of the Consolidated B-24 "Liberator"! Lance wins the "sailboat fuel"! Good job! I would have loved to have flown one of these and dropped off "Christmas gifts" for "Uncle Adolf"! ...(and Goerring, and Himmler, and Eichmann..... "Bastards all"!)
Sunday, August 24, 2008
Steve's "Otter Of The Week"! .....by Karl E. Hayes
By now you all know I have been flying a "Super" Otter this summer, C-FODK, "Lucky 13", with the Garrett 900 HP engine, converted by Texas Turbines of Decatur, Texas. I profiled her June 15, 2008, in Steve's "Otter Of The Week"! .....by Karl E. Hayes. Well, which Otter was the "first" converted to the Garrett engine by Bobby Bishop? I tell you what, this aircraft sure "embodies" the service the Otter was designed to provide. She served her country militarily, served the public, showed dedication and integrity during her career, became a "test-bed", expired prematurely, and even became an "organ donour". During her Vietnam service, this Otter was known as "Leapin' Linda". Check out the story of this "comely lass" and eventual "Texan".........
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 115
Otter 115 was delivered to the United States Army on 15th May 1956 with serial 55-3269 (tail number 53269). It was allocated to the 14th Army Aviation Company at Fort Riley, Kansas. In August '56 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. 53269 was then assigned to the 2nd Missile Command at Fort Carson, Colorado until April 1962, when it joined the 17th Aviation Company at Fort Ord, California.
53269 was one of the platoon of Otters from the 17th which went to Vietnam in May 1963 by ship to join the 18th Aviation Company, increasing the strength of the 18th Aviation Company to 24 Otters. On arrival in Vietnam, the Otters were re-assembled by Air Vietnam at Tan Son Nhut Air Base, Saigon and entered service with the 18th. Many of the Otters which served in Vietnam were given nick-names. 53269 was named “Leapin' Linda” and was based at Nha Trang initially and later at Saigon. One incident was recorded when it flew from Saigon to Ha Thien to pick up some VC prisoners. On take off from Ha Thien the Otter slid off the runway, buckling the bulkhead above the tailwheel. The damage was repaired.
53269 continued to fly with the 18th Aviation Company until February 1966 when it was placed in storage with the 79th Transportation Company. In July 1966 it arrived at the ARADMAC Depot, Corpus Christi, Texas for overhaul and was then transported back to Vietnam where it re-joined the 18th Aviation Company in October '66. It remained with the 18th Aviation Company until April 1969, when it was transported back to the United States, arriving at the Sharpe Army Depot, Stockton, California. Here it was overhauled and put into storage until September 1971 when it was allocated to the 568th Transportation Company, Fort Wainright, Alaska as a support aircraft.
It was serving with this unit when a take-off accident at Fort Richardson on 23rd March 1972 ended its military career. It was taking off on the cross runway 06, towards the mountains. To quote from the accident report: “Started take-off; directional control was not maintained. The aircraft veered to the left, became airborne, power was reduced and then re-applied. The aircraft struck a snow bank and skidded to a stop”. The undercarriage collapsed and substantial damage was caused to the engine and propeller. The damaged Otter was put up for sale by the Defense Property Disposal Service and acquired by that master Otter rebuilder Harold J. Hansen, who rebuilt the aircraft at his facility at Boeing Field, Seattle.
The Otter was registered to Mr.Hansen in 1975 as N48148, as the rebuild was nearing completion, and in June of that year he arranged to lease the aircraft to Warren W. Woods. N48148 flew north to its new base at Palmer, Alaska. 'Buddy' Woods was one of Alaska's best known bush pilots and operated a fuel hauling business out of Palmer. He also flew Otters N90574 (174), N48064 (278) and N41755 (339), delivering fuel around Alaska. The fuel could be carried in a bladder tank, which held 400 US gallons, or in fuel drums. N48148 continued to fly for Buddy Woods on the fuel hauling business until an accident on 12th July 1979. It was substantially damaged when the gear collapsed on landing on a sand bar near Arctic Village, Alaska. As the accident report summarised, the pilot “selected unsuitable terrain”, which the landing gear could not handle.
Harold Hansen travelled to Alaska to repair the Otter, after which he leased it to Bering Air Inc of Nome, Alaska, to whom it was registered in September 1979. It was the first Otter flown by this recently formed operator and several more would follow. Bering Air took delivery of the Otter on 16th September '79 and it entered service on 3rd October '79, flying alongside a Cessna 207, the humble beginnings of a fleet which was to expand greatly over the years. The Otters operated by Bering Air were used to transport passengers and cargo to destinations within a four hundred mile radius of Nome. Cargoes included mail, groceries, lumber, even animals (reindeer and polar bear cubs). Jim Rowe, the founder of Bering Air, remembers going out with an Otter for a week at a time, landing offairport on the snow or ice, with teams of geologists. Other Otters flown by Bering Air over the years were N11250 (171), N83U (371) and N2899J (425).
Unfortunately however N48148 was not to remain in service for long. On 19th October 1979, barely two weeks after it had entered service, it crashed. The Otter had departed from Nome that morning and landed at Koyuk. The accident happened when it was taking off from Koyuk at 1600 hours to return to Nome. Conditions were not good, with an overcast sky and falling snow. The Otter ran off the end of the runway and into the tundra. Although the two on board were unhurt, N48148 received substantial damage which was to end its flying career for quite a time. The accident report blamed “Inadequate pre-flight preparation and/or planning; delayed action in aborting take-off; airframe ice; snow on wings and tail surfaces”.
Harold Hansen yet again travelled to the Alaskan outback to retrieve his Otter. The wreckage of N48148 was loaded on board a Northern Air Cargo C-82 Packet and flown from Koyuk to Anchorage. It was then placed on board a truck (Mr Hansen had a special truck adapted for carrying Otters) and driven all the way south to Seattle. It was registered to Mr Hansen in May 1980. It remained in its damaged condition at various locations around the Seattle area for the next 17 years. It was stored at first at Boeing Field, then at Mount Vernon for a time, where Mr Hansen had a yard, at Sedro Woolley, where North Sound Aviation Inc are based, and it even spent a few years sitting on a trailer in the driveway of Harold Hansen's house in Seattle, much to the annoyance of his neighbours.
Eventually it was sold to T.C.Leasing Ltd of La Ronge, Saskatchewan and registered to that company in March 1996 as C-FXOB. T.C. Leasing is associated with La Ronge Aviation Services and has traded in many Otters over the years, specifically those returned to Canada from the Indian Air Force. C-FXOB was trucked to the company's facility at Saskatoon, Saskatchewan and rebuilt. In May 1998 the Otter was sold to Bishop Aviation Inc and was flown south to their base at Decatur, Texas. It was registered to Bishop Aviation Inc as N120BA on 15th April 1999. At Decatur, the Otter
was converted to turbine power with a 1000 horse power Garrett TPE-331-10 engine (flat rated to 900 hp). It was the prototype of this new turbine version of the Otter, by far the most powerful of all the versions available. After a period of test flying, the conversion received its Supplemental Type Certificate, and went on sale. N120BA was retained by Bishop Aviation for its own use. It also operated a parachute business called Skydive Texas and the Otter went into service for parachute work, alongside a Pilatus Turbo Porter, two Cessna 182s and an Antonov AN-2.
Sadly to relate, this historic aircraft came to grief on 31st March 2001 on take-off from Bishop Airfield, Decatur. It was carrying 21 skydivers aloft for a jump from 13,000 feet. The pilot reported that N120BA was 2,500 feet from the departure end of the runway and some two hundred feet above the ground when it “suddenly rolled to the right at an estimated 30 degrees per second, continued to the right and reached a 90 degree angle to the ground”. He maintained control of the aircraft, applied full left aileron and left rudder, pushed forward on the control stick and levelled the wings. He applied full power but realised that the Otter did not have enough altitude to clear the trees, and then reduced power to idle. The tail struck the ground, the left wing struck trees and the Otter came to rest in a muddy bog 250 yards from the runway. The left wing was separated from the airframe, the left side of the aircraft was crushed and buckled inward and there was structural damage throughout the airframe. There were six serious and thirteen minor injuries to the occupants, mostly broken legs and ribs.
The pilot concluded that a wing had been caught by a “dust devil”, a whirlwind that normally travels along the ground like a small tornado and becomes visible because of the dust it sucks into the air. With twenty two persons on the Otter, and such a severe impact, it is fortunate indeed that the outcome of the accident was not worse. The wrecked Otter was sold to Prof Fate Inc of Eastsound, Washington and registered to that company on 6th March 2002. This company is the owner and operator of turbine Otter N79JJ (300) and was acquired as a source of spares. The wrecked Otter was trucked from Decatur to Vancouver and stored inside the Aeroflite Industries hangar at the Vancouver International Airport, where N79JJ is serviced.
- by Karl E. Hayes
---------------------------------------------------------------------
"Wow"! 22 people on board, and no fatalities when the "old girl" went down. Doesn't that tell you something about the "robustness" of the old Otters.........
"Adios"!
N48148 of Woods Air Fuel at its Palmer, Alaska base (John Kimberley)
N48148 as a repair job for Harold Hansen at Boeing Field, Seattle May 1980 (Peter Kirkup/Aviation Archives)
Super Otter #1, "Leapin' Linda"!!!
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 115
Otter 115 was delivered to the United States Army on 15th May 1956 with serial 55-3269 (tail number 53269). It was allocated to the 14th Army Aviation Company at Fort Riley, Kansas. In August '56 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. 53269 was then assigned to the 2nd Missile Command at Fort Carson, Colorado until April 1962, when it joined the 17th Aviation Company at Fort Ord, California.
53269 was one of the platoon of Otters from the 17th which went to Vietnam in May 1963 by ship to join the 18th Aviation Company, increasing the strength of the 18th Aviation Company to 24 Otters. On arrival in Vietnam, the Otters were re-assembled by Air Vietnam at Tan Son Nhut Air Base, Saigon and entered service with the 18th. Many of the Otters which served in Vietnam were given nick-names. 53269 was named “Leapin' Linda” and was based at Nha Trang initially and later at Saigon. One incident was recorded when it flew from Saigon to Ha Thien to pick up some VC prisoners. On take off from Ha Thien the Otter slid off the runway, buckling the bulkhead above the tailwheel. The damage was repaired.
53269 continued to fly with the 18th Aviation Company until February 1966 when it was placed in storage with the 79th Transportation Company. In July 1966 it arrived at the ARADMAC Depot, Corpus Christi, Texas for overhaul and was then transported back to Vietnam where it re-joined the 18th Aviation Company in October '66. It remained with the 18th Aviation Company until April 1969, when it was transported back to the United States, arriving at the Sharpe Army Depot, Stockton, California. Here it was overhauled and put into storage until September 1971 when it was allocated to the 568th Transportation Company, Fort Wainright, Alaska as a support aircraft.
It was serving with this unit when a take-off accident at Fort Richardson on 23rd March 1972 ended its military career. It was taking off on the cross runway 06, towards the mountains. To quote from the accident report: “Started take-off; directional control was not maintained. The aircraft veered to the left, became airborne, power was reduced and then re-applied. The aircraft struck a snow bank and skidded to a stop”. The undercarriage collapsed and substantial damage was caused to the engine and propeller. The damaged Otter was put up for sale by the Defense Property Disposal Service and acquired by that master Otter rebuilder Harold J. Hansen, who rebuilt the aircraft at his facility at Boeing Field, Seattle.
The Otter was registered to Mr.Hansen in 1975 as N48148, as the rebuild was nearing completion, and in June of that year he arranged to lease the aircraft to Warren W. Woods. N48148 flew north to its new base at Palmer, Alaska. 'Buddy' Woods was one of Alaska's best known bush pilots and operated a fuel hauling business out of Palmer. He also flew Otters N90574 (174), N48064 (278) and N41755 (339), delivering fuel around Alaska. The fuel could be carried in a bladder tank, which held 400 US gallons, or in fuel drums. N48148 continued to fly for Buddy Woods on the fuel hauling business until an accident on 12th July 1979. It was substantially damaged when the gear collapsed on landing on a sand bar near Arctic Village, Alaska. As the accident report summarised, the pilot “selected unsuitable terrain”, which the landing gear could not handle.
Harold Hansen travelled to Alaska to repair the Otter, after which he leased it to Bering Air Inc of Nome, Alaska, to whom it was registered in September 1979. It was the first Otter flown by this recently formed operator and several more would follow. Bering Air took delivery of the Otter on 16th September '79 and it entered service on 3rd October '79, flying alongside a Cessna 207, the humble beginnings of a fleet which was to expand greatly over the years. The Otters operated by Bering Air were used to transport passengers and cargo to destinations within a four hundred mile radius of Nome. Cargoes included mail, groceries, lumber, even animals (reindeer and polar bear cubs). Jim Rowe, the founder of Bering Air, remembers going out with an Otter for a week at a time, landing offairport on the snow or ice, with teams of geologists. Other Otters flown by Bering Air over the years were N11250 (171), N83U (371) and N2899J (425).
Unfortunately however N48148 was not to remain in service for long. On 19th October 1979, barely two weeks after it had entered service, it crashed. The Otter had departed from Nome that morning and landed at Koyuk. The accident happened when it was taking off from Koyuk at 1600 hours to return to Nome. Conditions were not good, with an overcast sky and falling snow. The Otter ran off the end of the runway and into the tundra. Although the two on board were unhurt, N48148 received substantial damage which was to end its flying career for quite a time. The accident report blamed “Inadequate pre-flight preparation and/or planning; delayed action in aborting take-off; airframe ice; snow on wings and tail surfaces”.
Harold Hansen yet again travelled to the Alaskan outback to retrieve his Otter. The wreckage of N48148 was loaded on board a Northern Air Cargo C-82 Packet and flown from Koyuk to Anchorage. It was then placed on board a truck (Mr Hansen had a special truck adapted for carrying Otters) and driven all the way south to Seattle. It was registered to Mr Hansen in May 1980. It remained in its damaged condition at various locations around the Seattle area for the next 17 years. It was stored at first at Boeing Field, then at Mount Vernon for a time, where Mr Hansen had a yard, at Sedro Woolley, where North Sound Aviation Inc are based, and it even spent a few years sitting on a trailer in the driveway of Harold Hansen's house in Seattle, much to the annoyance of his neighbours.
Eventually it was sold to T.C.Leasing Ltd of La Ronge, Saskatchewan and registered to that company in March 1996 as C-FXOB. T.C. Leasing is associated with La Ronge Aviation Services and has traded in many Otters over the years, specifically those returned to Canada from the Indian Air Force. C-FXOB was trucked to the company's facility at Saskatoon, Saskatchewan and rebuilt. In May 1998 the Otter was sold to Bishop Aviation Inc and was flown south to their base at Decatur, Texas. It was registered to Bishop Aviation Inc as N120BA on 15th April 1999. At Decatur, the Otter
was converted to turbine power with a 1000 horse power Garrett TPE-331-10 engine (flat rated to 900 hp). It was the prototype of this new turbine version of the Otter, by far the most powerful of all the versions available. After a period of test flying, the conversion received its Supplemental Type Certificate, and went on sale. N120BA was retained by Bishop Aviation for its own use. It also operated a parachute business called Skydive Texas and the Otter went into service for parachute work, alongside a Pilatus Turbo Porter, two Cessna 182s and an Antonov AN-2.
Sadly to relate, this historic aircraft came to grief on 31st March 2001 on take-off from Bishop Airfield, Decatur. It was carrying 21 skydivers aloft for a jump from 13,000 feet. The pilot reported that N120BA was 2,500 feet from the departure end of the runway and some two hundred feet above the ground when it “suddenly rolled to the right at an estimated 30 degrees per second, continued to the right and reached a 90 degree angle to the ground”. He maintained control of the aircraft, applied full left aileron and left rudder, pushed forward on the control stick and levelled the wings. He applied full power but realised that the Otter did not have enough altitude to clear the trees, and then reduced power to idle. The tail struck the ground, the left wing struck trees and the Otter came to rest in a muddy bog 250 yards from the runway. The left wing was separated from the airframe, the left side of the aircraft was crushed and buckled inward and there was structural damage throughout the airframe. There were six serious and thirteen minor injuries to the occupants, mostly broken legs and ribs.
The pilot concluded that a wing had been caught by a “dust devil”, a whirlwind that normally travels along the ground like a small tornado and becomes visible because of the dust it sucks into the air. With twenty two persons on the Otter, and such a severe impact, it is fortunate indeed that the outcome of the accident was not worse. The wrecked Otter was sold to Prof Fate Inc of Eastsound, Washington and registered to that company on 6th March 2002. This company is the owner and operator of turbine Otter N79JJ (300) and was acquired as a source of spares. The wrecked Otter was trucked from Decatur to Vancouver and stored inside the Aeroflite Industries hangar at the Vancouver International Airport, where N79JJ is serviced.
- by Karl E. Hayes
---------------------------------------------------------------------
"Wow"! 22 people on board, and no fatalities when the "old girl" went down. Doesn't that tell you something about the "robustness" of the old Otters.........
"Adios"!
N48148 of Woods Air Fuel at its Palmer, Alaska base (John Kimberley)
N48148 as a repair job for Harold Hansen at Boeing Field, Seattle May 1980 (Peter Kirkup/Aviation Archives)
Super Otter #1, "Leapin' Linda"!!!
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
Friday, August 22, 2008
Steve's Video Of The Day: "Pain"..."At The Pump"!
This is obviously meant to be "humorous", but "humour" sometimes is not far off the truth. You get "the point"! The largest wealth transfer in human history has been from the Western World to the Middle East for, "you guessed it", oil. I'm sure (I know) some of the money ends up in the wrong hands...........
VIDEO - "Pain"..."At The Pump"!
("Thanks, Clive!")
VIDEO - "Pain"..."At The Pump"!
("Thanks, Clive!")
Thursday, August 21, 2008
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #72" 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 Rans S-12 "Airale"! Looks like a lot of fun! I'll give you an easy one next week! "Adios"!
This is the "cockpit" of "the" ......................
***MYSTERY UNSOLVED!***
This is the cockpit of the Rans S-12 "Airale"! Looks like a lot of fun! I'll give you an easy one next week! "Adios"!
Wednesday, August 20, 2008
"How High Is The Water, Momma?" "Seven Feet High And Rising!"
Tuesday, July 12, 2005, I was flying for Blue Water Aviation Services Ltd. from Pine Falls, Manitoba, and I wrote a "Post" entitled "How High Is The Water, Momma?" "Five Feet High And Rising!". Well, this year in Northwestern Ontario has been one of the "wettest" summers in 50 years. The month of July was a "writeoff", with heavy rain and "waves" of thunderstorms a daily occurrence. Well, all that rain eventually ends up in the river systems, and one of them is the English River. The English River flows through Lac Seul to join the Winnipeg River. The river is 615 km in length. There are several hydroelectric plants on this river, and Lac Seul is actually a large reservoir. Anyways, Nestor Falls Fly-In Outposts has a camp on Lount Lake on the English River system, and the fishing has been fantastic. The water level? 7' high and rising....... since Spring.......
Tied up at the dock in "Super" Otter ODK, but we can't get to shore.....
Nestor Falls Fly-In Outposts Head Guide Alf "Gilligan" Gate will have to "boat" the groups I am "changing over" to and from the "island dock". Good thing it is well-bolted to the granite.........
This is quite hilarious........
One good thing about the "wet" summer, the Great Lakes are apparently at their highest level in years, as is this river system........
In Spring, you had to walk "down" the ramp from shore to get to the airplane.........
The "guys" were having a good time, filing another chapter in their lifelong "Fishing in Canada" saga.........
We're outta' here!
"Adios"!
Tied up at the dock in "Super" Otter ODK, but we can't get to shore.....
Nestor Falls Fly-In Outposts Head Guide Alf "Gilligan" Gate will have to "boat" the groups I am "changing over" to and from the "island dock". Good thing it is well-bolted to the granite.........
This is quite hilarious........
One good thing about the "wet" summer, the Great Lakes are apparently at their highest level in years, as is this river system........
In Spring, you had to walk "down" the ramp from shore to get to the airplane.........
The "guys" were having a good time, filing another chapter in their lifelong "Fishing in Canada" saga.........
We're outta' here!
"Adios"!
***BONUS!***
Sunday, August 17, 2008
Steve's "Otter Of The Week"! .....by Karl E. Hayes
I have friends who have gone to other "geographic areas" on earth to fly, usually drawn by money and adventure. They always return to Canada, though, to the safest country on earth. I had a friend named John Neufeld who used to operate a store in Bissett, Manitoba, and he would tell me stories about flying an Avro "Anson" in Central and South America doing survey work. He always worried about having troubles, crashing in the bush, and ending up "in the pot". "Yup", Central and South America would be an adventure, but with my luck, I "would" end up in some indigenous clan's "pot". Just me, and carrots, onions, and spices. "Nah", I'll stick to Canada....... Here is an Otter that possibly "blew a pot" and maybe the natives later used it's remains to make "pots".........
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 82
Otter 82 was delivered to the United States Army on 21st January 1956 with serial 55-3244 (tail number 53244). It was one of a batch of six Otters (tail numbers 53244 to 53249 inclusive) delivered that day to the 937th Engineer Company (Aviation) for use on the Inter American Geodetic Survey (IAGS). Being intended for use on survey work in jungle areas, these six Otters were painted in a white colour scheme with bright red wingtips and tail. In January '56 in “Operation Trade Wind”, all six Otters were delivered together. After leaving Downsview on 21st January, the six Otters flew south to Fort Belvoir, Virginia and then via Savannah, Georgia to Miami. They continued on to make a goodwill tour of the Caribbean and Central America, routing via Havana, Cuba-Cozumel, Mexico-Belize, British Honduras-Guatemala City-Managua, Nicaragua and San Jose, Costa Rica before arriving at Howard AFB, Panama, the 937th Engineer Company aircraft base. From there, the Otters were assigned to individual country Projects.
It is not known in what countries 53244 served in its early years, but by 1963 it was with the IAGS Colombia Project, based at Guayamaral airfield near Bogota. During July/August '63 it was deployed to a base at Candilejas, one hundred and forty miles southeast of Bogota in the Llanos Orientales (Great Plains) region of the country. Here it supported IAGS mapping activities, collecting drums of gasoline from Villavicencio and Cucuta and flying them to strips out in the bush where OH-23F helicopters were working. This work continued until April 1964 when the Project moved to Bahia Solano on the west coast, then back to Candilejas for a time, then onwards to Arauca on the Colombia/Venezuela border.
53244 continued to fly for the IAGS until July 1970, when it was placed into storage in Panama. In November 1970 it was flown to Fort Bragg, North Carolina where it served with the Army's Golden Knights parachute team. In June 1972 it was returned to Panama, into the custody of the Logistics Support Command who prepared it for service with the Panamanian Air Force, to whom it was to be transferred under a Military Aid Program. In September 1972 it was one of five US Army Otters handed over to the Fuerza Aerea Panamena. 53244 became FAP-302 with the FAP. It crashed and was written off in FAP service, details unfortunately unknown.
- by Karl E. Hayes
---------------------------------------------------------------------
Yes, I am sure all sorts of "cooking utensils" could be fashioned from Otter parts........... The "augmentors" would make great "chimney pipes"......
FAP-302 of the Fuerza Aerea Panamena at Tocumen Air Base, March, 1978
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 82
Otter 82 was delivered to the United States Army on 21st January 1956 with serial 55-3244 (tail number 53244). It was one of a batch of six Otters (tail numbers 53244 to 53249 inclusive) delivered that day to the 937th Engineer Company (Aviation) for use on the Inter American Geodetic Survey (IAGS). Being intended for use on survey work in jungle areas, these six Otters were painted in a white colour scheme with bright red wingtips and tail. In January '56 in “Operation Trade Wind”, all six Otters were delivered together. After leaving Downsview on 21st January, the six Otters flew south to Fort Belvoir, Virginia and then via Savannah, Georgia to Miami. They continued on to make a goodwill tour of the Caribbean and Central America, routing via Havana, Cuba-Cozumel, Mexico-Belize, British Honduras-Guatemala City-Managua, Nicaragua and San Jose, Costa Rica before arriving at Howard AFB, Panama, the 937th Engineer Company aircraft base. From there, the Otters were assigned to individual country Projects.
It is not known in what countries 53244 served in its early years, but by 1963 it was with the IAGS Colombia Project, based at Guayamaral airfield near Bogota. During July/August '63 it was deployed to a base at Candilejas, one hundred and forty miles southeast of Bogota in the Llanos Orientales (Great Plains) region of the country. Here it supported IAGS mapping activities, collecting drums of gasoline from Villavicencio and Cucuta and flying them to strips out in the bush where OH-23F helicopters were working. This work continued until April 1964 when the Project moved to Bahia Solano on the west coast, then back to Candilejas for a time, then onwards to Arauca on the Colombia/Venezuela border.
53244 continued to fly for the IAGS until July 1970, when it was placed into storage in Panama. In November 1970 it was flown to Fort Bragg, North Carolina where it served with the Army's Golden Knights parachute team. In June 1972 it was returned to Panama, into the custody of the Logistics Support Command who prepared it for service with the Panamanian Air Force, to whom it was to be transferred under a Military Aid Program. In September 1972 it was one of five US Army Otters handed over to the Fuerza Aerea Panamena. 53244 became FAP-302 with the FAP. It crashed and was written off in FAP service, details unfortunately unknown.
- by Karl E. Hayes
---------------------------------------------------------------------
Yes, I am sure all sorts of "cooking utensils" could be fashioned from Otter parts........... The "augmentors" would make great "chimney pipes"......
FAP-302 of the Fuerza Aerea Panamena at Tocumen Air Base, March, 1978
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
Saturday, August 16, 2008
"Kenora", Lake Of The Woods!
I just happened to end up in Kenora last week, during the Kenora Bass International Fishing Tournament. I was there having an inspection done by the boys from Minaki Aircraft Repair. It was a beautiful day, the only thing missing was a cooler full of ice and "beer"..... but, "alas", I had to fly home that evening. Anyways, here were some of the sights that day.........
Check out Kenora Air Service's Beech 18 "TBX".......
....and their Otter "CBA"........
Beaver "NOT" apparently ended up in a "wooded area" recently on a ferry flight to La Ronge, Saskatchewan, being damaged just days after I took this picture.......
(Occurrence Summary :
A08C0172: The DeHavilland DHC-2 MK1, registration C-FNOT was en route to La Ronge, Saskatchewan with the pilot and one passenger on board. While in cruise at approximately 4000 feet, the engine (P&W R-985) began to run rough and lose power. The aircraft was unable to maintain flight and the pilot elected to force-land the aircraft in a wooded area. At approximately 200 feet AGL the engine lost all power.
The aircraft came to a rest in an upright position and the pilot and passenger deplaned without injury. The aircraft was substantially damaged. The pilot called base via satellite phone to advise of the situation. The pilot and passenger were then picked up by helicopter.)
"OUCH!"
There is a lineup for River Air's Garrett-powered Super Otter "YKO".....
River Air's "amphib" Caravan "FYC".......
The Lake of the Woods cruise ship "M.S. Kenora".........
A "weekend warrior" showed up with his wife in a beautiful Bellanca "Scout"....
"Oh yah", the reason I was there, an inspection on Super Otter "ODK", also known as "Lucky 13"......
Not much "mass" to this "jet engine" producing "900 Clydesdales"........
And "guess what"? The Super Otter still has an "augmentor tube", just like one of the four on the original "Stoneboat"..........
There is so much room between the firewall and the engine installation you could smuggle "illegal immigrants" underneath the cowls......
Anyways, "last word" goes to PPI as she prepares to depart Kenora as all the "bass boats" return..........
"What a madhouse"!
"Let me out of here! "AaarrggHHH!"
LINK - Kenora Bass International
LINK - River Air
LINK - Kenora Air Service Ltd.
LINK - M.S. Kenora
Check out Kenora Air Service's Beech 18 "TBX".......
....and their Otter "CBA"........
Beaver "NOT" apparently ended up in a "wooded area" recently on a ferry flight to La Ronge, Saskatchewan, being damaged just days after I took this picture.......
(Occurrence Summary :
A08C0172: The DeHavilland DHC-2 MK1, registration C-FNOT was en route to La Ronge, Saskatchewan with the pilot and one passenger on board. While in cruise at approximately 4000 feet, the engine (P&W R-985) began to run rough and lose power. The aircraft was unable to maintain flight and the pilot elected to force-land the aircraft in a wooded area. At approximately 200 feet AGL the engine lost all power.
The aircraft came to a rest in an upright position and the pilot and passenger deplaned without injury. The aircraft was substantially damaged. The pilot called base via satellite phone to advise of the situation. The pilot and passenger were then picked up by helicopter.)
"OUCH!"
There is a lineup for River Air's Garrett-powered Super Otter "YKO".....
River Air's "amphib" Caravan "FYC".......
The Lake of the Woods cruise ship "M.S. Kenora".........
A "weekend warrior" showed up with his wife in a beautiful Bellanca "Scout"....
"Oh yah", the reason I was there, an inspection on Super Otter "ODK", also known as "Lucky 13"......
Not much "mass" to this "jet engine" producing "900 Clydesdales"........
And "guess what"? The Super Otter still has an "augmentor tube", just like one of the four on the original "Stoneboat"..........
There is so much room between the firewall and the engine installation you could smuggle "illegal immigrants" underneath the cowls......
Anyways, "last word" goes to PPI as she prepares to depart Kenora as all the "bass boats" return..........
"What a madhouse"!
"Let me out of here! "AaarrggHHH!"
LINK - Kenora Bass International
LINK - River Air
LINK - Kenora Air Service Ltd.
LINK - M.S. Kenora
Wednesday, August 13, 2008
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #71" 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 Piasecki H-21 "Shawnee", also known as the "Flying Banana"! Lots of "sailboat fuel" available next week.
This is the "cockpit" of "the" ......................
***MYSTERY UNSOLVED!***
This is the cockpit of the Piasecki H-21 "Shawnee", also known as the "Flying Banana"! Lots of "sailboat fuel" available next week.
Sunday, August 10, 2008
Steve's "Otter Of The Week"! .....by Karl E. Hayes
Many Otters did "humanitarian" work overseas, then returned "home" to Canada to serve Canada's public interests. Here is one of the Otters that provided excellent service to the Province of Ontario's Ministry of Natural Resources, right to the "fiery end".........
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 188
Otter 188 was delivered to the RCAF on 19th December 1956 with serial 3745. Its early history is the same as for Otters 183 (serial 3743) and 185 (serial 3744). All three were shipped on board the aircraft carrier 'HMCS Magnificent' from Halifax on 29th December 1956 and joined 115 Air Transport Unit based at El Arish, Egypt.
3745 is mentioned in the unit's history. On 6th July '57 it flew the Canadian Ambassador on a special reconnaissance flight to the Gulf of Aquaba. On 24th October '57, to celebrate UN Day, one RCAF Dakota and three Otters flew in a box formation at El Arish, and 3745 then flew from Gaza to Cairo with passengers. On 3rd May '58 3745 flew from Cairo to Gaza with seven Yugoslav entertainers. Several low passes had to be made at Gaza to clear cattle and sheep from the runway. On 10th May '58 the Otter attempted to make a combined transport flight to Ras and a recce flight, which had to be abandoned due to low cloud.
3745 continued in service with 115 ATU until 27th July 1962, when it was airlifted back to Canada by RCAF Hercules. The Otter was off-loaded for some reason at the RCAF base at Langar in England, where it was held in storage by 30 AMB for five weeks, before continuing its journey home to Canada. On arrival, it was placed into storage with 6 Repair Depot at Dunnville and damage occasioned during the trip was repaired. In September 1964 it was transferred to Saskatoon for continued storage. In November '65 it was taken back to 6 Repair Depot for painting, prior to assignment to 411 Squadron, Downsview the following month.
The Otter continued to fly for 411 Squadron until May 1966, when it returned to storage at Saskatoon. This was only for a short time, however, as in October 1966 3745 was assigned to 402 Squadron at Winnipeg, where it was to serve for the next nine years. In September 1975 it deployed north to Churchill and Coral Harbour on a photographic mission. It routed Coral Harbour - Pumpkin- Paws - photo shoot- Paws- Coral Harbour. It also travelled to Repulse Bay. The purpose of the mission to these remote northern points was to create mapping mosaics and survey fuel caches. The Otter used oversize tires to land on eskers. On completion of this mission, the Otter went back into storage at Saskatoon in November 1975.
3745 remained in storage at Saskatoon until April 1977, when it was one of seven ex-Canadian military Otters transferred to the Province of Ontario, Ministry of Natural Resources, which were allocated registrations C-GOFA to 'OFG inclusive. 3745 was allocated C-GOFG and a ferry permit issued for a flight on 28th April 1977 from Saskatoon to the Ministry's base at Sault Ste.Marie, Ontario. Here, 'OFG along with the other six Otters, were completely stripped and rebuilt to better-than-new standard, and re-painted in the Ministry's yellow and black colour scheme. OFG was the last of the seven to be converted, and whereas the first six were in operation during the summer of 1978, OFG was only finished during the winter of 1978/79 and had to await spring break-up at Sault Ste.Marie before making its first flight after rebuild.
C-GOFG flew for the Ministry until it was destroyed in an accident at Linklater Lake, Ontario on 19th August 1981. The Otter was engaged in water bombing operations against a forest fire and had landed on the lake to pick up water. The lake proved too small and on take off the Otter was unable to clear the trees on the shore. It struck the trees, crashed and burned. Fortunately the pilot was not injured, but OFG was a total loss.
- by Karl E. Hayes
---------------------------------------------------------------------
If ever there was an aircraft that "served", the old Otter sure "fits the bill"......
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 188
Otter 188 was delivered to the RCAF on 19th December 1956 with serial 3745. Its early history is the same as for Otters 183 (serial 3743) and 185 (serial 3744). All three were shipped on board the aircraft carrier 'HMCS Magnificent' from Halifax on 29th December 1956 and joined 115 Air Transport Unit based at El Arish, Egypt.
3745 is mentioned in the unit's history. On 6th July '57 it flew the Canadian Ambassador on a special reconnaissance flight to the Gulf of Aquaba. On 24th October '57, to celebrate UN Day, one RCAF Dakota and three Otters flew in a box formation at El Arish, and 3745 then flew from Gaza to Cairo with passengers. On 3rd May '58 3745 flew from Cairo to Gaza with seven Yugoslav entertainers. Several low passes had to be made at Gaza to clear cattle and sheep from the runway. On 10th May '58 the Otter attempted to make a combined transport flight to Ras and a recce flight, which had to be abandoned due to low cloud.
3745 continued in service with 115 ATU until 27th July 1962, when it was airlifted back to Canada by RCAF Hercules. The Otter was off-loaded for some reason at the RCAF base at Langar in England, where it was held in storage by 30 AMB for five weeks, before continuing its journey home to Canada. On arrival, it was placed into storage with 6 Repair Depot at Dunnville and damage occasioned during the trip was repaired. In September 1964 it was transferred to Saskatoon for continued storage. In November '65 it was taken back to 6 Repair Depot for painting, prior to assignment to 411 Squadron, Downsview the following month.
The Otter continued to fly for 411 Squadron until May 1966, when it returned to storage at Saskatoon. This was only for a short time, however, as in October 1966 3745 was assigned to 402 Squadron at Winnipeg, where it was to serve for the next nine years. In September 1975 it deployed north to Churchill and Coral Harbour on a photographic mission. It routed Coral Harbour - Pumpkin- Paws - photo shoot- Paws- Coral Harbour. It also travelled to Repulse Bay. The purpose of the mission to these remote northern points was to create mapping mosaics and survey fuel caches. The Otter used oversize tires to land on eskers. On completion of this mission, the Otter went back into storage at Saskatoon in November 1975.
3745 remained in storage at Saskatoon until April 1977, when it was one of seven ex-Canadian military Otters transferred to the Province of Ontario, Ministry of Natural Resources, which were allocated registrations C-GOFA to 'OFG inclusive. 3745 was allocated C-GOFG and a ferry permit issued for a flight on 28th April 1977 from Saskatoon to the Ministry's base at Sault Ste.Marie, Ontario. Here, 'OFG along with the other six Otters, were completely stripped and rebuilt to better-than-new standard, and re-painted in the Ministry's yellow and black colour scheme. OFG was the last of the seven to be converted, and whereas the first six were in operation during the summer of 1978, OFG was only finished during the winter of 1978/79 and had to await spring break-up at Sault Ste.Marie before making its first flight after rebuild.
C-GOFG flew for the Ministry until it was destroyed in an accident at Linklater Lake, Ontario on 19th August 1981. The Otter was engaged in water bombing operations against a forest fire and had landed on the lake to pick up water. The lake proved too small and on take off the Otter was unable to clear the trees on the shore. It struck the trees, crashed and burned. Fortunately the pilot was not injured, but OFG was a total loss.
- by Karl E. Hayes
---------------------------------------------------------------------
If ever there was an aircraft that "served", the old Otter sure "fits the bill"......
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
Wednesday, August 06, 2008
It's Time To Play..... Otterflogger's "Name That Cockpit"!
OK, "Ladies and Gentlemen", time for "installment #70" 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 Supermarine "Walrus"! The "sailboat fuel" doubles for next week!
This is the "cockpit" of "the" ......................
***MYSTERY UNSOLVED!***
This is the cockpit of the Supermarine "Walrus"! The "sailboat fuel" doubles for next week!
Monday, August 04, 2008
Steve's "Otter Of The Week"! .....by Karl E. Hayes
This Otter, nicknamed "Silver Salmon", served the United States Army's 568th Transportation Company, nicknamed "Rivet Benders", very well during her time in Alaska. Finally, she returned south, and now is based in Seattle, still full of "piss and vinegar"!
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 152
Otter 152 was delivered to the United States Army on 10th October 1956 with serial 55-3296 (tail number 53296). Although most of the U-1As being delivered at this time were painted olive drab, 53296 was painted in the 'Army Arctic' scheme of white overall with high-visibility red on the tail and wing tips, as it was destined for service in Alaska. It was assigned to the Arctic Test Center, Fort Greely, Alaska and delivered from Downsview to Fort Greely. It continued to serve there until October 1959 when Otter 81720 (339) was delivered to the Arctic Test Center, and 53296 then departed Fort Greely to Fort Richardson, Anchorage, Alaska where it was assigned to the 568th Transportation Company as a support aircraft. In June 1961 the 568th Transportation Company moved to Fort Wainright, Fairbanks, Alaska, soon after the Army took over Ladd Air Force Base and re-named it Fort Jonathan M. Wainright.
The 568th TC, radio call-sign “Rivet Benders”, was a maintenance unit, its mission to provide General Support and Direct Support for all United States Army aircraft in Alaska. As well as the Otter, in the early 1960s the unit also flew a Beaver and a Cessna L-19, which were used to fly personnel and parts to wherever they were needed, including the repair of aircraft which had force landed in the bush. 53296 was destined to serve with the 568th TC for many years. At some stage during the 1960s, the paint scheme was removed and from then on it was flown in its natural metal finish with red tail and wing tips and was named the “Silver Salmon”. The 12th Aviation Company with Otters was also based at Fort Wainright and from time to time 53296 was flown by the 12th when one of its Otters was down for maintenance.
Alfred Rogers, who served with the 568th TC from 1961 to 1964, describes some of 53296's other uses: “R&R to the fishing camps located around the northern part of Alaska. These were week end trips taking soldiers on three day passes to enjoy some good fishing. The 568th also had a maintenance mission to support the Alaska National Guard aircraft, mostly L-20 Beavers and H-21 helicopters all over the State. This included the annual inspection of their aircraft, which was almost a three day affair at remote locations. The L-20 Beaver at Juneau was on floats year round, hard to inspect but always a pleasant trip. Juneau had some wild bars in that town. We also provided support to the Alaska Scouts, small teams of Eskimo infantry patrolling the northern slopes. Places visited in the Otter included Bethel, Nome, Barrow, Juneau, Kotzebue, Unalakleet and Sitka. Days after the big earthquake in March 1964, 53296 was used to ferry guards and rations to Valdez in support of the disaster relief”.
53296 was still serving with the 568th Transportation Company in 1971 and is mentioned in the unit's history: “Early in February, personnel from the Sandia Missile Range Facility, Sandia, New Mexico arrived at Fort Wainright. They were here to conduct Auroral Sampling tests using the Nike/Tomahawk missile. In order for the missile payloads to be recovered, it was necessary for a U-1A Otter to be fitted with radio direction finding gear. Although this equipment had never been fitted to this type of aircraft, this Unit's Otter (nick-named “Silver Salmon” for its overall polished aluminium finish) was modified to accommodate it”.
On 22nd April 1971 the Otter was used to deliver a new snow machine to the Catholic Priest of “Our Lady of Snows” mission at Nulato, Alaska on the Yukon River. The next day found the “Silver Salmon” engaged on a search mission north of Nome. A native family of five had attempted a crosscountry trip which ended when their snow machine broke down. The crew of '296 found the family and guided a ground team to their location. In July 1972 the Otter was transferred from the 568th TC to the 12th Aviation Company, also at Fort Wainright, one of three Otters flown by the Company at that time. It is mentioned in the Company's history during September 1972, taking part in a search for lost hunters, flying in the Cantwell and Susitna regions. 53296 continued to fly for the 12th Aviation Company and was still one of the three Otters it had on strength (the others being 53288 and 76128) when the Company was disbanded. On 21st June 1973 the 12th Aviation Company was formally inactivated in a ceremony conducted in its Hangar #6 at Fort Wainright.
Although its Army career was over, the Otter would continue to have a military involvement. It was transferred to the University of Alaska, Fairbanks registered N90422, but operated in support of the Naval Arctic Research Laboratory (NARL). The NARL had been established in 1947, located on the shore of the Chukchi Sea between Point Barrow and the village of Barrow, the largest Eskimo settlement in North America. The NARL also had field research camps stretching across the entire North Slope of Alaska. It was operated under contract to the Office of Naval Research by the University of Alaska, as the Research Support Contractor. Its task was to provide all facilities and services for accomplishing programs of basic and applied research which contributed to successful Navy operations in Arctic regions and environments, including logistic support services to field research parties at outlying camps and stations.
To accomplish its mission, the University of Alaska operated a fleet of aircraft for the NARL, including Douglas C-47s, C-117s, a Twin Otter, N90422 the single Otter and four Cessna 180s. Unique uses and operating parameters evolved for these aircraft since they were all called upon to operate from unprepared surfaces ranging from sea ice, to gravel river bars to soggy tundra, at temperatures ranging from +65F to -60F and with missions ranging from aerial photography to cargo and personnel transport, to equipment and supply paradrops. The Otter flew for the NARL for fourteen years. In June 1975, to give but one example of its use, scientists began studies of the Meade River Field Camp, sixty miles south of Barrow, which had a 1,500 foot runway, which was adequate for the Otter and the Cessna 180s. The camp supported twenty one researchers throughout the summer, who were working on different projects with the tundra ecosystem.
N90422 continued in use with the NARL until it was disposed of in 1987. In June of that year, it was registered to the Interior and Arctic Alaska Aero Museum, and parked at their facility at the Fairbanks airport. It was in a natural metal finish, named “Miss Piggy”. It remained in this retirement for five years, until June 1992 when it was registered to Douglas G. Solberg of Juneau, Alaska. This was in connection with its sale to Kenmore Air Harbor Inc to whom it was registered in October 1992 and it joined their fleet based at Kenmore in Seattle after re-build and re-paint into the company colours. As with the other Kenmore Otters, it was converted to a Vazar turbine Otter. During 2001 it was flown with EXPEDIA.COM billboard titles. For summer 2003 its 'logo' colour scheme was for Victoria, BC's Butchart Gardens “100 years in bloom”. Victoria is one of the destinations it serves on its commuter services for Kenmore Air. It retained this 'Butchart Gardens' logo colour scheme during 2004.
*** LATEST UPDATE!***
Otter 152
January 1st, 2008. N90422. Kenmore Air, Seattle. Vazar.
- by Karl E. Hayes
---------------------------------------------------------------------
"Boy, there is a lot of life in these old girls".............
53296, the famous “Silver Salmon” at Fort Wainright, Alaska July 1969
-photo by Dave Stern
N90422 of Kenmore Air in 'Expedia.com' logo scheme at Victoria, BC, September 2001
-photo by Henry Tenby
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 152
Otter 152 was delivered to the United States Army on 10th October 1956 with serial 55-3296 (tail number 53296). Although most of the U-1As being delivered at this time were painted olive drab, 53296 was painted in the 'Army Arctic' scheme of white overall with high-visibility red on the tail and wing tips, as it was destined for service in Alaska. It was assigned to the Arctic Test Center, Fort Greely, Alaska and delivered from Downsview to Fort Greely. It continued to serve there until October 1959 when Otter 81720 (339) was delivered to the Arctic Test Center, and 53296 then departed Fort Greely to Fort Richardson, Anchorage, Alaska where it was assigned to the 568th Transportation Company as a support aircraft. In June 1961 the 568th Transportation Company moved to Fort Wainright, Fairbanks, Alaska, soon after the Army took over Ladd Air Force Base and re-named it Fort Jonathan M. Wainright.
The 568th TC, radio call-sign “Rivet Benders”, was a maintenance unit, its mission to provide General Support and Direct Support for all United States Army aircraft in Alaska. As well as the Otter, in the early 1960s the unit also flew a Beaver and a Cessna L-19, which were used to fly personnel and parts to wherever they were needed, including the repair of aircraft which had force landed in the bush. 53296 was destined to serve with the 568th TC for many years. At some stage during the 1960s, the paint scheme was removed and from then on it was flown in its natural metal finish with red tail and wing tips and was named the “Silver Salmon”. The 12th Aviation Company with Otters was also based at Fort Wainright and from time to time 53296 was flown by the 12th when one of its Otters was down for maintenance.
Alfred Rogers, who served with the 568th TC from 1961 to 1964, describes some of 53296's other uses: “R&R to the fishing camps located around the northern part of Alaska. These were week end trips taking soldiers on three day passes to enjoy some good fishing. The 568th also had a maintenance mission to support the Alaska National Guard aircraft, mostly L-20 Beavers and H-21 helicopters all over the State. This included the annual inspection of their aircraft, which was almost a three day affair at remote locations. The L-20 Beaver at Juneau was on floats year round, hard to inspect but always a pleasant trip. Juneau had some wild bars in that town. We also provided support to the Alaska Scouts, small teams of Eskimo infantry patrolling the northern slopes. Places visited in the Otter included Bethel, Nome, Barrow, Juneau, Kotzebue, Unalakleet and Sitka. Days after the big earthquake in March 1964, 53296 was used to ferry guards and rations to Valdez in support of the disaster relief”.
53296 was still serving with the 568th Transportation Company in 1971 and is mentioned in the unit's history: “Early in February, personnel from the Sandia Missile Range Facility, Sandia, New Mexico arrived at Fort Wainright. They were here to conduct Auroral Sampling tests using the Nike/Tomahawk missile. In order for the missile payloads to be recovered, it was necessary for a U-1A Otter to be fitted with radio direction finding gear. Although this equipment had never been fitted to this type of aircraft, this Unit's Otter (nick-named “Silver Salmon” for its overall polished aluminium finish) was modified to accommodate it”.
On 22nd April 1971 the Otter was used to deliver a new snow machine to the Catholic Priest of “Our Lady of Snows” mission at Nulato, Alaska on the Yukon River. The next day found the “Silver Salmon” engaged on a search mission north of Nome. A native family of five had attempted a crosscountry trip which ended when their snow machine broke down. The crew of '296 found the family and guided a ground team to their location. In July 1972 the Otter was transferred from the 568th TC to the 12th Aviation Company, also at Fort Wainright, one of three Otters flown by the Company at that time. It is mentioned in the Company's history during September 1972, taking part in a search for lost hunters, flying in the Cantwell and Susitna regions. 53296 continued to fly for the 12th Aviation Company and was still one of the three Otters it had on strength (the others being 53288 and 76128) when the Company was disbanded. On 21st June 1973 the 12th Aviation Company was formally inactivated in a ceremony conducted in its Hangar #6 at Fort Wainright.
Although its Army career was over, the Otter would continue to have a military involvement. It was transferred to the University of Alaska, Fairbanks registered N90422, but operated in support of the Naval Arctic Research Laboratory (NARL). The NARL had been established in 1947, located on the shore of the Chukchi Sea between Point Barrow and the village of Barrow, the largest Eskimo settlement in North America. The NARL also had field research camps stretching across the entire North Slope of Alaska. It was operated under contract to the Office of Naval Research by the University of Alaska, as the Research Support Contractor. Its task was to provide all facilities and services for accomplishing programs of basic and applied research which contributed to successful Navy operations in Arctic regions and environments, including logistic support services to field research parties at outlying camps and stations.
To accomplish its mission, the University of Alaska operated a fleet of aircraft for the NARL, including Douglas C-47s, C-117s, a Twin Otter, N90422 the single Otter and four Cessna 180s. Unique uses and operating parameters evolved for these aircraft since they were all called upon to operate from unprepared surfaces ranging from sea ice, to gravel river bars to soggy tundra, at temperatures ranging from +65F to -60F and with missions ranging from aerial photography to cargo and personnel transport, to equipment and supply paradrops. The Otter flew for the NARL for fourteen years. In June 1975, to give but one example of its use, scientists began studies of the Meade River Field Camp, sixty miles south of Barrow, which had a 1,500 foot runway, which was adequate for the Otter and the Cessna 180s. The camp supported twenty one researchers throughout the summer, who were working on different projects with the tundra ecosystem.
N90422 continued in use with the NARL until it was disposed of in 1987. In June of that year, it was registered to the Interior and Arctic Alaska Aero Museum, and parked at their facility at the Fairbanks airport. It was in a natural metal finish, named “Miss Piggy”. It remained in this retirement for five years, until June 1992 when it was registered to Douglas G. Solberg of Juneau, Alaska. This was in connection with its sale to Kenmore Air Harbor Inc to whom it was registered in October 1992 and it joined their fleet based at Kenmore in Seattle after re-build and re-paint into the company colours. As with the other Kenmore Otters, it was converted to a Vazar turbine Otter. During 2001 it was flown with EXPEDIA.COM billboard titles. For summer 2003 its 'logo' colour scheme was for Victoria, BC's Butchart Gardens “100 years in bloom”. Victoria is one of the destinations it serves on its commuter services for Kenmore Air. It retained this 'Butchart Gardens' logo colour scheme during 2004.
*** LATEST UPDATE!***
Otter 152
January 1st, 2008. N90422. Kenmore Air, Seattle. Vazar.
- by Karl E. Hayes
---------------------------------------------------------------------
"Boy, there is a lot of life in these old girls".............
53296, the famous “Silver Salmon” at Fort Wainright, Alaska July 1969
-photo by Dave Stern
N90422 of Kenmore Air in 'Expedia.com' logo scheme at Victoria, BC, September 2001
-photo by Henry Tenby
CONTACT KARL, CD PRICING and ORDERING INFO - De Havilland DHC-3 OTTER - A HISTORY by Karl E. Hayes
