De Havilland DHC-2 Beaver

Southeast Aviation

On August 5, 2021, about 1050 Alaska daylight time, a DeHavilland DHC-2, N1249K, was destroyed when it was involved in an accident near Ketchikan, Alaska. The airline transport pilot and five passengers were fatally injured. The airplane was operated by Southeast Aviation, LLC, as a Title 14 Code of Federal Regulations Part 135 on-demand sightseeing flight. On the morning of the accident, an airplane fueler noted that the pilot performed a preflight inspection of the airplane and then asked the fueler to fuel the airplane so that the front tank was full (35 gallons) and the center tank was filled to 20 gallons of fuel. The pilot departed on the first passenger flight of the day about 0752 and returned to the dock about 0921. He again asked the fueler to fill and top off the front tank and fill the center tank to 20 gallons (totaling 55 gallons of fuel). Then, the pilot departed on the second passenger flight of the day, the accident flight, about 0939. The airplane was equipped with a Spidertracks flight tracking system, which provides realtime aircraft flight tracking data. The flight tracking information is transmitted via Iridium satellites to an internet-based storage location, at one-minute intervals. The first part of the flight the airplane flew through the Misty Fjord Monument and landed on Big Goat Lake about 1018. Then at 1027, the airplane departed the lake and was en route to return to Ketchikan Harbor. The last satellite tracking system transmission from the airplane was at 1048; when the airplane was at an altitude of 1,730 ft mean sea level (msl) and on a ground track of 261° true. About 1050, the United States Coast Guard (USCG) Alaska received a 406 Mhz emergency locator transmitter (ELT) signal assigned to the accident airplane. After being notified of an overdue airplane and after learning about reports of an ELT signal along the accident pilot’s anticipated flight route, search and rescue personnel from the U.S. Coast Guard Air Station Sitka and Temsco Helicopters, Inc. began searching for the missing airplane. The airplane was located about 1120 and USCG rescue personnel reached the accident site later that afternoon and confirmed that there were no survivors. The airplane impacted heavily wooded, mountainous terrain about 18 miles northeast of Ketchikan, Alaska, and 1.46 miles from the last satellite tracking system point at an elevation of about 1,750 ft msl. The airplane initially impacted a tree about 435 ft from the main wreckage location, and the outboard section of the left wing was located at the base of the tree. The inboard section of the left wing was located in a tree along the debris path, which had a heading of 242°. All major components of the airplane were located in the vicinity of the main wreckage. The fuselage came to rest on the left side and was impact crushed. The right wing remained attached to the fuselage. The outboard section of the right wing was impact separated but remained attached through a cable. The empennage remained attached to the fuselage and was impact damaged. The rudder and vertical stabilizer remained attached to the empennage, but the vertical stabilizer tip was separated. The left horizontal stabilizer and elevator were impact separated. The right horizontal stabilizer remained attached to the empennage and exhibited leading edge damage. The right elevator was impact separated. The floats were impact separated. The forward section of the left float was impact damaged. Flight control continuity was confirmed from the flight controls in the cockpit to all flight control surfaces. The airplane was equipped with a Pratt & Whitney R-985 series engine. The engine remained attached to the airframe though several of the engine mounts were separated and the engine exhibited damage signatures consistent with impact damage. The oil sump was impact damaged and had a hole in it. Fuel was noted in the line from the firewall to the engine. A detailed engine examination is pending. The airplane was equipped with a 3-blade, controllable pitch propeller. All blades remained attached to the hub. The spinner was removed and exhibited impact damage. The propeller blades exhibited bending and chordwise scratching in several locations. Other pilots who were flying passenger flights on the morning of the accident stated that there were low clouds in the valley in which the accident occurred. Pilots who were assisting with the search and rescue efforts reported that the weather was overcast and the mountain tops were obscured. In addition, the clouds were as low as 600-800 ft overcast above ground level in some of the valleys, including the valley of the accident location.

Desert Locust Control Organization for Eastern Africa

The single engine aircraft departed Nairobi-Jomo Kenyatta Airport on a flight to Lodwa, carrying two passengers and one pilot. The goal of the mission was locust invasion monitoring. En route, the aircraft crashed in unknown circumstances in the hilly Jerusalem area of Ndabibi near Naivasha. One people was killed while two other occupants were injured. The aircraft was destroyed by a post crash fire.

Skydive Skåne

The single engine aircraft was completing local skydiving mission at Örebro-Bofors Airport. Shortly after takeoff, while climbing, the aircraft stalled and crashed near the runway, bursting into flames. The aircraft was destroyed by a post crash fire and all 9 occupants were killed.

High Adventure Air Charter

On July 31, 2020, about 0827 Alaska daylight time, a de Havilland DHC-2 (Beaver) airplane, N4982U, and a Piper PA-12 airplane, N2587M, were destroyed when they were involved in an accident near Soldotna, Alaska. Both pilots and the five passengers on the DHC-2 were fatally injured. The DHC-2 was operated as a Title 14 Code of Federal Regulations (CFR) Part 135 on-demand charter flight. The PA-12 was operated as a Title 14 CFR Part 91 personal flight. The float-equipped DHC-2, operated by High Adventure Charter, departed Longmere Lake, Soldotna, about 0824 bound for a remote lake on the west side of Cook Inlet. The purpose of the flight was to transport the passengers to a remote fishing location. The PA-12, operated by a private individual, departed Soldotna Airport, Soldotna, Alaska, about 0824 bound for Fairbanks, Alaska. Preliminary flight track data revealed that the DHC-2 was traveling northwest about 1,175 ft mean sea level (msl) and gradually climbing about 78 knots (kts) when it crossed the Sterling Highway. The PA-12 was traveling northeast about 1,175 ft msl and about 71 kts north of and parallel to the Sterling Highway. The airplanes collided about 2.5 miles northeast of the Soldotna airport at an altitude of about 1,175 ft msl and data signals were lost. A witness located near the accident site observed the DHC-2 traveling in a westerly direction and the PA-12 traveling in a northerly direction. He stated that the PA-12 impacted the DHC-2 on the left side of the fuselage toward the back of the airplane. After the collision, he observed what he believed to be the DHC-2's left wing separate, and the airplane entered an uncontrolled, descending counterclockwise spiral before disappearing from view. He did not observe the PA-12 following the collision. The DHC-2 main wreckage was heavily fragmented and located in a wooded residential area; the fuselage was oriented on a heading of about 270° at an elevation of about 240 ft. A debris field about 300 ft long and oriented on about a 327° heading included the engine, fuselage, wings, vertical stabilizer, and portions of the floats. Dark green paint transfers consistent with the PA-12 were observed on the aft fuselage of the DHC-2. The PA-12 main wreckage was located about 600 ft east of the DHC-2. The airplane impacted in a near vertical attitude and came to rest at an elevation of about 258 ft. The horizontal stabilizer and one elevator from the DHC-2 were found intertwined in the wreckage of the PA-12. The DHC-2 was registered to Soldotna Aircraft and Equipment Leasing. A registration card located inside the PA-12 identified the airplane as a Piper PA-12 with a registration number of N2587M. The Federal Aviation Administration's (FAA) registration database revealed that N2587M was a valid registration for a Piper PA-12 assigned to the pilot. However, the PA-12's exterior registration number identified the airplane as N1904T; in addition, the word "EXPERIMENTAL" was applied to the inside of the lower clam shell door. A search of the FAA registration database revealed that the registration number had been reserved by the pilot but was not a valid registration. According to information on file with the FAA Civil Aeromedical Institute, the pilot of the PA12 was denied medical certification in June 2012 by the Alaska Regional Flight Surgeon due to vision problems. The denial was appealed and sustained in July 2012. Neither airplane was equipped with, nor were they required to be equipped with, a crashworthy flight data or cockpit voice recorder. Several avionics components and personal electronic devices were recovered from the wreckage areas. These components and devices were shipped to the National Transportation Safety Board Vehicle Recorders Laboratory, Washington, DC, for further examination.

Brooks Seaplane Service

On July 5, 2020, about 1422 Pacific daylight time, a Cessna TU206, N6373U, and a De Havilland DHC-2, N2106K, were destroyed when they were involved in an accident near Coeur d'Alene, Idaho. The pilot and passenger of the Cessna and the pilot and 5 passengers of the de Havilland, were fatally injured. The Cessna was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The de Havilland was operated as a Title 14 Code of Federal Regulations Part 91 air tour flight. The operator of the de Havilland reported that the 20-minute local air tour flight originated from the seaplane base, located on the northern part of Lake Coeur d'Alene. Friends of the Cessna pilot reported that the flight had departed from Coeur d'Alene Airport, at an unknown time, with an intended destination of Lewiston, Idaho. Witnesses located in the vicinity of the accident site reported that they observed the float equipped de Havilland flying on a northerly heading, and the Cessna was on a southerly heading. The witnesses reported that both airplanes appeared to be about 700 to 800 ft above the water surface, and that the Cessna may have been slightly lower than the de Havilland, when they collided over the lake. Following the collision, witnesses observed a fireball come from one of the airplanes as both descended into the water. There was no radar or automatic dependent surveillance-broadcast (ADS-B) data for either airplane. Local law enforcement reported that the wreckage of both airplanes was submerged in about 130 ft of water, near the center of the lake between Half Round Bay and Black Rock Bay. The wreckages of both airplanes were initially documented once they were removed from the water and were then transported to a secure location where they will be examined.

Pakistani Government

The airplane departed Rahim Yar Khan-Sheikh Zayed Airport and was spraying pesticide in the area to tackle another wave of locust attacks, which began in December 2019, on the request of the district administration. In unknown circumstances, the single engine airplane went out of control and crashed in a sandy area located in Sadiqabad, killing both crew members, a pilot and a flight engineer. They were completing a mission on behalf of the Department of Agriculture of Pakistan. Initial investigations suggest the plane crashed due to a technical fault.

Robin R. Reichman

En route from Vancouver to Pender Harbour, the pilot encountered engine problems and elected to ditch the aircraft about three miles off Sechelt. All three occupants were able to evacuate the cabin before the aircraft sank and was lost. All three occupants were rescued.

Rust's Flying Service - Rustair

The pilot stated that, during takeoff in the float-equipped airplane, he saw the left float begin to move into his peripheral vision from the left cockpit window and the airplane began to yaw to the left. The left wing subsequently impacted the water and the airplane nosed over, separating the right wing from the fuselage. The passengers consistently reported choppy water conditions at the time of the accident; one passenger reported that white caps were visible on the ocean waves in the distance. The passengers said that, during the takeoff, the airplane impacted a swell or wave and nosed over abruptly, and the cabin rapidly filled with water. Examination of the float assembly revealed fractures in the left front flying wire attachment fitting and the right rear flying wire attachment strap and hole elongation in the left rear flying wire attachment fitting. Additionally, the bolts attaching the two left flying wire attachment fittings to the left float were bent, and the two flying wires that had been attached to the fractured attachment fitting and attachment strap were buckled. While some areas of corrosion were observed on the fractured left forward fitting, the total area of corrosion was a small percentage of the total cross-section, and the remainder of the fracture and associated deformation of the lug was consistent with ductile overstress fracture. Similar areas of corrosion were also observed on each of the intact flying wire attachment fittings. Post-accident testing completed by the float manufacturer revealed that buckling of flying wires similar to that observed on the accident airplane was only reproduced at strap and fitting failure loads above 9,000 pounds force; the design specification load was 3,453 pounds of force. This indicates that the small amount of corrosion present on the fractured flying wire attachment fitting did not reduce its loadcarrying capability below the design specification load of 3,453 pounds of force, and that both the flying wire attachment fitting and flying wire attachment strap fractured due to overload. Therefore, it is likely that the accident airplane floats were subject to forces that exceeded their design limitations, resulting in overload of the flying wires attached to the left float. It is also likely that, given the lack of damage on either float, the force was due to impact with an ocean wave or swell and not by striking an object.

Air Saguenay

The single engine airplane was chartered by a provider based in Crossroads Lake (near Churchill Falls reservoir) to fly four fisherman and two guides to Mistastin Lake, Labrador. The aircraft was supposed to leave Crossroads Lake at 0700LT but the departure was postponed to 1000LT due to low ceiling. Several attempts to contact the pilot failed during the day and the SAR center based in Trenton was alerted. The wreckage was found few hours later at the bottom of the lake, about a nautical mile from the shore. Three people were found dead while four other occupants, including the pilot, were not found after five days of intensive search. A week later, authorities confirmed all seven occupants died.

Jim Duggan

At approximately 1000LT on 12 July 2019, a private de Havilland DHC-2 Mk. 1 Beaver floatplane (registration C-GRHF, serial number 1123) took off from the St-Mathias Water Aerodrome (CSV9), Quebec, with only the pilot on board, for a series of visual flight rules (VFR) flights. The aircraft landed at approximately 1130 on Désert Lake in La Minerve, Quebec, and came alongside a private dock where 3 individuals were waiting to board and fly to a fishing lodge. Once the baggage was stowed on the aircraft, the pilot provided a safety briefing to the passengers, who were all wearing a personal flotation device. The aircraft took off from Désert Lake at approximately 1215, bound for the Barrage Gouin Water Aerodrome (CTP3), Quebec, where the aircraft was scheduled to be refuelled. The aircraft landed at approximately 1430. Once the refuelling was complete, the aircraft took off once again around 1528, headed northwest to Weakwaten Lake, Quebec, where the fishing lodge was located. After approximately 48 minutes of flight, at around 1616, the aircraft collided with trees and struck the ground. There was no post-impact fire. The emergency locator transmitter was activated by the force of impact, and began transmitting a signal on frequency 121.5 MHz. This signal was detected by the flight crew of a commercial airliner at 1705 and reported to air traffic services. At 1850, the Joint Rescue Coordination Centre in Trenton dispatched a CC130 Hercules aircraft to try to locate the distress signal. The occurrence aircraft was found in a densely wooded area at 2032. Two search and rescue technicians were parachuted to rescue the aircraft occupants. Three of the 4 occupants received fatal injuries. The survivor was evacuated and transported to the hospital in Chibougamau, Quebec.

Hawk Air

On 11 July 2019, at approximately 0852 Eastern Daylight Time, the float-equipped de Havilland DHC-2 Mk. I Beaver aircraft (registration C-FBBG, serial number 358), operated by Hawk Air, departed from the Hawk Junction Water Aerodrome, on Hawk Lake, Ontario. The aircraft, with the pilot and 1 passenger on board, was on a daytime visual flight rules charter flight. The aircraft was going to drop off supplies at an outpost camp on Oba Lake, Ontario, approximately 35 nautical miles north-northeast of the Hawk Junction Water Aerodrome. The aircraft departed heading northeast. Shortly after takeoff, during the initial climb out, just past the northeast end of Hawk Lake, the aircraft crashed in a steep nose-down attitude, severing a power line immediately before impact, and coming to rest next to a hydro substation. The pilot and the passenger received fatal injuries. The aircraft was destroyed as a result of the impact, but there was no post-impact fire.

Taquan Air

The commercial pilot was conducting his first scheduled commuter flight from the company’s seaplane base to a nearby island seaplane base with one passenger and cargo onboard. According to company pilots, the destination harbor was prone to challenging downdrafts and changing wind conditions due to surrounding terrain. Multiple witnesses at the destination stated that the airplane made a westerly approach, and the wind was from the southeast with light chop on the water. Two witnesses reported the wings rocking left and right before touchdown. One witness stated that a wind gust pushed the tail up before the airplane landed. A different witness reported that the airplane was drifting right during the touchdown, and another witness saw the right (downwind) float submerge under water after touchdown, and the airplane nosed over as it pivoted around the right wingtip, which impacted the water. Flight track and performance data from the cockpit display units revealed that, as the airplane descended on the final approach, the wind changed from a right headwind of 6 knots to a left quartering tailwind of 8 knots before touchdown. The crosswind and tailwind components were within the airplane’s operational limitations. Examination of the airframe, engine, and associated systems revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation or egress. During the final approach and descent, the pilot had various wind information available to him; the sea surface wind waves and signatures, the nearest airport observation winds, the cockpit display calculated wind, and the visual relative ground speed. Had the pilot recognized that the winds had shifted to a quartering tailwind and the airplane’s ground speed was faster than normal, he could have aborted the landing and performed another approach into the wind. Although crosswind landings were practiced during flight training, tailwind landings were not because new pilots were not expected to perform them. Although the crosswind component was well within the airplane’s limits, it is possible that combined with the higher ground speed, the inexperienced pilot was unable to counteract the lateral drift during touchdown in a rapidly shifting wind. The pilot was hired the previous month with 5 hours of seaplane experience, and he completed company-required training and competency checks less than 2 weeks before the accident. According to the chief pilot (CP), company policy was to assign newly hired pilots to tour flights while they gained experience before assigning them to commuter flights later in the season. The previous year, the CP distributed a list of each pilot’s clearances for specific types of flights and destinations; however, an updated list had not been generated for the season at the time of the accident, and the flight coordinators, who were delegated operational control for assigning pilots to flights, and station manager were unaware of the pilot’s assignment limitations. Before the flight, the flight coordinator on duty completed a company flight risk assessment that included numerical values based on flight experience levels. The total risk value for the flight was in the caution area, which required management notification before releasing the flight, due to the pilot’s lack of experience in the accident airplane make and model and with the company, and his unfamiliarity with the geographical area; however, the flight coordinator did not notify management before release because the CP had approved a tour flight with the same risk value earlier in the day. Had the CP been notified, he may not have approved of the pilot's assignment to the accident flight. The pilot's minimal operational experience in seaplane operations likely affected his situational awareness in rapidly changing wind conditions and his ability to compensate adequately for a quartering tailwind at a higher-than-normal ground speed, which resulted in a loss of control during the water landing and a subsequent nose-over.

Mountain Air Service

On May 13, 2019, about 1221 Alaska daylight time, a float-equipped de Havilland DHC-2 (Beaver) airplane, N952DB, and a float-equipped de Havilland DHC-3 (Otter) airplane, N959PA, collided in midair about 8 miles northeast of Ketchikan, Alaska. The DHC-2 pilot and four passengers sustained fatal injuries. The DHC-3 pilot sustained minor injuries, nine passengers sustained serious injuries, and one passenger sustained fatal injuries. The DHC-2 was destroyed, and the DHC-3 sustained substantial damage. The DHC-2 was registered to and operated by Mountain Air Service LLC, Ketchikan, Alaska, under the provisions of Title 14 Code of Federal Regulations (CFR) Part 135 as an on-demand sightseeing flight. The DHC-3 was registered to Pantechnicon Aviation LTD, Minden, Nevada, and operated by Venture Travel, LLC, dba Taquan Air, Ketchikan, Alaska, under the provisions of Part 135 as an on-demand sightseeing flight. Visual meteorological conditions prevailed in the area at the time of the accident. According to information provided by the operators, both airplanes had been conducting sightseeing flights to the Misty Fjords National Monument area. They were both converging on a scenic waterfall in the Mahoney Lakes area on Revillagigedo Island before returning to the Ketchikan Harbor Seaplane Base (5KE), Ketchikan, Alaska, when the accident occurred. According to recorded avionics data recovered from the DHC-3, it departed from an inlet (Rudyerd Bay) in the Misty Fjords National Monument area about 1203 and followed the inlet westward toward Point Eva and Manzanita Island. At 1209, at an altitude between 1,900 and 2,200 ft, the DHC-3 crossed the Behm Canal then turned to the southwest about 1212 in the vicinity of Lake Grace. Automatic dependent surveillance-broadcast (ADS-B) tracking data for both airplanes, which were provided by the Federal Aviation Administration (FAA), began at 1213:08 for the DHC-3, and at 1213:55 for the DHC-2. At 1217:15, the DHC-3 was about level at 4,000 ft mean sea level (msl) over Carroll Inlet on a track of 225°. The DHC-2 was 4.2 nautical miles (nm) south of the DHC-3, climbing through 2,800 ft, on a track of 255°. The DHC-3 pilot stated that, about this time, he checked his traffic display and “there were two groups of blue triangles, but not on my line. They were to the left of where I was going.” He stated that he did not observe the DHC-2 on his traffic display before the collision. The ADS-B data indicated that, about 1219, the DHC-3 started a descent from 4,000 ft, and the DHC-2 was climbing from 3,175 ft. During the next 1 minute 21 seconds, the DHC-3 continued to descend on a track between 224° and 237°, and the DHC-2 leveled out at 3,350 ft on a track of about 255°. Between 1220:21 and 1221:14, the DHC-3 made a shallow left turn to a track of 210°, then a shallow right turn back to a track of 226°. The airplanes collided at 1221:14 at an altitude of 3,350 ft, 7.4 nm northeast of 5KE. The ADS-B data for both airplanes end about the time of the collision. The DHC-2 was fractured into multiple pieces and impacted the water and terrain northeast of Mahoney Lake. Recorded avionics data for the DHC-3 indicate that at 1221:14, the DHC-3 experienced a brief upset in vertical load factor and soon after entered a right bank, reaching an attitude about 50° right wing down at 1221:19 and 27° nose down at 1221:22. The DHC-3 began descending and completed a 180° turn before impacting George Inlet at 1222:15 along a northeast track.

Rainbow River Lodge

The pilot of the float-equipped airplane reported that, during the initial climb after a water takeoff, about 200 feet, he turned right, and the engine lost power. He immediately switched fuel tanks and attempted to restart the engine to no avail. The airplane descended and struck trees, and the right wing impacted terrain. The airplane sustained substantial damage to the right wing. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. The pilot reported to the Federal Aviation Administration inspector that, during the initial climb and after the engine lost power, he noticed that the center tank, which was selected for takeoff, was empty. He added that passengers stated that the engine did regain power after switching tanks, but the airplane had already struck trees. The pilot reported as a recommendation to more closely follow checklists.

K2 Aviation

The commercial pilot was conducting a 1-hour commercial air tour flight over Denali National Park and Preserve with four passengers on board. About 48 minutes after departure, the Alaska Rescue Coordination Center received an alert from the airplane's emergency locator transmitter. About 7 minutes later, company personnel received a call from the pilot, who reported that the airplane had run "into the side of a mountain." Although a search was initiated almost immediately, due to poor weather conditions in the area, the wreckage was not located until almost 36 hours later in a crevasse on a glacier about 10,920 ft mean sea level. Due to the unique challenges posed by the steepness of terrain, the crevasse, avalanche hazard, and the condition of the airplane, neither the occupants nor the wreckage were recovered from the accident site. A weather model sounding for the area of the accident site estimated broken cloud bases at 700 ft above ground level (agl) with overcast clouds at 1,000 ft agl and cloud tops to 21,000 ft agl and higher clouds above. The freezing level was at 9,866 ft and supported light-to-moderate rime type icing in clouds and precipitation. The on-scene assessment indicated that the right wing impacted snow while the airplane was flying in a wings-level attitude; the right wing had separated from the remainder of the wreckage. Based upon available weather data and forecast models and the impact evidence, it is likely that the pilot entered an area of reduced visibility and was unable to see the terrain before the airplane's right wing impacted the snow. The company's organizational structure was such that one group of management personnel oversaw operations in both Anchorage and Talkeetna. Interviews with company management revealed that they were not always aware of the exact routing a pilot would take for a tour; the route was pilot's discretion based upon the weather at the time of the flight to provide the best tour experience. Regarding risk mitigation, the company did not utilize a formal risk assessment process, but rather relied on conversations between pilots and flight followers. This could lead to an oversight of actual risk associated with a particular flight route and weather conditions. About 8 months after the accident, an assessment flight conducted by the National Park Service determined that during the winter, the hazardous hanging glacier at the accident site calved, releasing an estimated 4,000 to 6,000 tons of ice and debris. There was no evidence of the airplane wreckage near the crash site, in the steep fall line, or on the glacier surface over 3,600 ft below. Although the known circumstances of the accident are consistent with a controlled flight into terrain event, the factual information available was limited because the wreckage was not recovered and no autopsy or toxicology of the pilot could be performed; therefore, whether other circumstances may have contributed to the accident could not be determined.

Regal Air

The pilot was conducting an on-demand air taxi flight in a float-equipped airplane from a seaplane base on a public lake to a remote lakeside home, with a passenger and her young son. The passenger brought cargo to transport as well, including an unexpected 800 lbs of mortar bags. Witnesses who labored to push the airplane out after loading reported that the airplane appeared very aft heavy and the pilot said he would offload "cement blocks" if he could not take off. A review of witness videos revealed that the pilot attempted one takeoff using only 3/4 of the available waterway, then step taxied around the lake and performed a step-taxi takeoff, again not using the full length of the lake. The airplane eventually lifted off, and barely climbed over trees on the south end of the lake, before descending and impacting terrain. A home surveillance video that captured the airplane seconds before the crash revealed that 3 seconds before ground impact, the estimated altitude of the airplane was 115 ft above ground level (agl) and the groundspeed was about 64 miles per hour (mph), which was low and much slower than normal climb speed (80 mph). As the airplane banked to the left to turn on course, it rolled through 90° likely experiencing an aerodynamic stall. Analysis of the engine rpm sound revealed that the engine was operating near maximum continuous power up until impact, and a postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. A calculation performed by investigators postaccident revealed the airplane's estimated gross weight at the time of the accident was 75 lbs over the approved maximum gross takeoff weight, and the airplane's estimated center of gravity was 1.76 inches aft of the rear limit. The pilot had been recently hired by the operator and he flew his first commercial flight in the same make and model, float-equipped airplane the week before the accident. He had accumulated 12.9 flight hours, and 13 sea landings/takeoffs in the accident model airplane since being hired as a part-time pilot. Although the airplane was able to takeoff, the aircraft's out-of-limit weight-and-balance condition increased its stall speed and degraded its climb performance, stability, and slow-flight characteristics. When the pilot turned the airplane left, the critical angle of attack was exceeded resulting in an aerodynamic stall at low altitude. If the pilot had performed a proper weight and balance calculation, he may have recognized the airplane was overweight and out of balance and should not have attempted the flight without making a load adjustment.

Sydney Seaplanes

On 31 December 2017, at about 1045 Eastern Daylight-saving Time, five passengers arrived via water-taxi at the Sydney Seaplanes terminal, Rose Bay, New South Wales (NSW) for a charter fly-and-dine experience to a restaurant at Cottage Point on the Hawkesbury River. Cottage Point is about 26 km north of Sydney Harbour in the Ku-ring-gai Chase National Park, a 20 minute floatplane flight from Rose Bay. At about 1130, prior to boarding the aircraft, the passengers received a pre-flight safety briefing. At about 1135, the pilot and five passengers departed the Rose Bay terminal for the flight to Cottage Point via the northern beaches coastal route, in a de Havilland Canada DHC-2 Beaver floatplane, registered VH-NOO and operated by Sydney Seaplanes. The flight arrived at Cottage Point just before midday and the passengers disembarked. The pilot then conducted another four flights in VH-NOO between Cottage Point and Rose Bay. The pilot arrived at Cottage Point at about 1353. After securing the aircraft at the pontoon and disembarking passengers from that flight, the pilot walked to a kiosk at Cottage Point for a drink and food. At about 1415, the pilot received a phone call from the operator via the kiosk, asking the pilot to move the aircraft off the pontoon, which could only accommodate one aircraft at a time. This was to allow the pilot of the operator’s other DHC-2 aircraft (VH-AAM) to pick-up other restaurant passengers. The pilot of VH-NOO immediately returned to the aircraft and taxied away from the pontoon into Cowan Creek. The operator’s records indicated that VH-AAM arrived at the pontoon and shut down the engine at about 1419, and subsequently departed at about 1446. The pilot of VH-NOO returned to the pontoon after having taxied in Cowan Creek with the engine running for up to 27 minutes, while waiting for the other aircraft. During the taxi, closed-circuit television footage from a private residence at Cottage Point showed VH-NOO at 1444, with the pilot’s door ajar. After shutting down the aircraft, the pilot briefly went into the restaurant to see if the passengers were ready to leave, and then returned to the aircraft. The return flight to Rose Bay, scheduled to depart at 1500, provided sufficient time for the passengers to meet a previously booked water-taxi to transport them from Rose Bay to their hotel at 1545. At about 1457, the passengers commenced boarding the aircraft and at around 1504, the aircraft had commenced taxiing toward the designated take-off area in Cowan Creek. At about 1511, the aircraft took off towards the north-north-east in Cowan Creek, becoming airborne shortly before passing Cowan Point. The aircraft climbed straight ahead before commencing a right turn into Cowan Water. A witness, who was travelling east in a boat on the northern side of Cowan Water, photographed the aircraft passing over a location known as ‘Hole in the wall’. These photographs indicated that the aircraft was turning to the right with a bank angle of 15-20°. Witnesses observed the right turn continue above Little Shark Rock Point and Cowan Water. The last photograph taken by the passenger was when the aircraft was heading in a southerly direction towards Cowan Bay. At that time, the aircraft was estimated to be at an altitude of about 30 m (98 ft).Shortly after the turn in Cowan Water, several witnesses observed the aircraft heading directly towards and entering Jerusalem Bay flying level or slightly descending, below the height of the surrounding terrain. Witnesses also reported hearing the aircraft’s engine and stated that the sound was constant and appeared normal. About 1.1 km after entering Jerusalem Bay, near the entrance to Pinta Bay, multiple witnesses reported seeing the aircraft flying along the southern shoreline before it suddenly entered a steep right turn at low-level. Part-way through the turn, the aircraft’s nose suddenly dropped before the aircraft collided with the water, about 95 m from the northern shore and 1.2 km from the end of Jerusalem Bay. The aircraft came to rest inverted and with the cabin submerged. A number of people on watercraft who heard or observed the impact, responded to render assistance. Those people could not access the (underwater) aircraft cabin. The entire tail section and parts of both floats were initially above the waterline, but about 10 minutes later had completely submerged. The pilot and five passengers received fatal injuries.

101190984 Saskatchewan

On 10 October 2016, at approximately 0820 Pacific Daylight Time, a privately operated de Havilland DHC-2 Beaver aircraft on amphibious floats (registration C-GEWG, serial number 842), departed from Vanderhoof Airport, British Columbia, for a day visual flight rules flight to Laidman Lake, British Columbia. The pilot and 4 passengers were on board. Approximately 24 minutes into the flight, the aircraft struck terrain about 11 nautical miles east of Laidman Lake. The 406 MHz emergency locator transmitter (ELT) activated on impact. The ELT's distress signal was detected by the Cospas-Sarsat satellite system, and a search-and-rescue operation was initiated by the Joint Rescue Coordination Centre Victoria. One of the passengers was able to call 911 using a cell phone. The pilot was fatally injured, and 2 passengers were seriously injured. The other 2 passengers sustained minor injuries. The aircraft was substantially damaged. There was no post-impact fire.

Kenmore Air

While maneuvering at low altitude for a water landing, the commercial pilot of the float equipped airplane encountered low visibility due to ground fog. The pilot initiated a go-around, but the airplane impacted the water, bounced, and impacted the water a second time before coming to rest upright. The airplane subsequently sank, and all four occupants were later rescued. The pilot reported that there were no mechanical anomalies with the airplane that would have precluded normal operation. The operator further reported that other company pilots who were flying on the day of the accident stated that the low visibility conditions were easily avoided by a slight course deviation.

Rapids Camp Lodge

The airline transport pilot of the float-equipped airplane was attempting a takeoff with the load of passengers that he had flown to the lake earlier in the day. The pilot's calculated takeoff distances for the water run and over a 50-ft obstacle were 1,050 ft and 2,210 ft, respectively. The pilot did not add a safety margin to his takeoff distance calculations. The approximate shore-to-shore distance of the takeoff path was 1,800 ft. During taxi, the pilot retracted the wing flaps, where they remained for the takeoff. GPS data showed that the airplane attained a speed of about 49 knots before impacting terrain just beyond the shoreline. The airplane's stall speed with flaps retracted was about 52 knots. Postaccident examination revealed that the left wing flap was in the fully retracted position; the right wing flap assembly was damaged. The airplane flight manual takeoff checklist stated that flaps were to be selected to the "TAKE-OFF" position before takeoff. Additionally, the takeoff performance data contained in the flight manual was dependent upon the use of "TAKE-OFF" flaps and did not account for no-flaps takeoffs. Even if the pilot had used the correct flap setting for takeoff, the calculated takeoff distances were near the available takeoff distance, and it is likely that the airplane would still not have been able to avoid a collision with terrain. The pilot stated that there was no mechanical malfunction/failure with the airplane, and he should have "done the right thing," which was to conduct two flights, each with a half load of passengers.

Tsayta Aviation

The Beaver floatplane departed Telegraph Creek Water Aerodrome, BC (CAH9) destined for Mowdade Lake, BC, at approximately 2040 PDT on 15 July 2016 on a VFR flight itinerary round-trip with one pilot on board. When the aircraft did not arrive at Mowdade Lake and did not return to CAH9, a search was initiated. The aircraft's wreckage was located at approximately 2000 PDT the following day in a ravine at an elevation of about 5,000 feet near the headwaters of Elwyn Creek, BC. The aircraft was consumed by fire and the pilot was fatally injured.

Rennie Equipment

Shortly after takeoff from a private airstrip in Lumby, the airplane suffered engine problems. The pilot elected to make an emergency landing when the aircraft crashed in a prairie located 300 feet from a house, bursting into flames. All three occupants evacuated with minor injuries and the aircraft was destroyed by a post crash fire. The pilot and both passengers were en route to the south of the province when the accident occurred.

Air Saguenay

The float-equipped de Havilland DHC-2 Mk. 1 Beaver (registration C-FKRJ, serial number 1210), operated by Air Saguenay (1980) inc., was on a visual flight rules sightseeing flight in the region of Tadoussac, Quebec. At 1104 Eastern Daylight Time, the aircraft took off from its base on Lac Long, Quebec, for a 20-minute flight, with 1 pilot and 5 passengers on board. At 1127, on the return trip, approximately 2.5 nautical miles north-northwest of its destination (7 nautical miles north of Tadoussac), the aircraft stalled in a steep turn. The aircraft descended vertically and struck a rocky outcrop. The aircraft was substantially damaged in the collision with the terrain and was destroyed by the post-impact fire. The 6 occupants received fatal injuries. No emergency locator transmitter signal was captured.

Private American

At 14:01 on August 9th, 2015, a pilot along with a friend, a contracted ferry flight pilot, planned to fly airplane N610LC, which is of the type De Havilland DHC-2 Beaver, under Visual Flight Rules (VFR) from Akureyri Airport to Keflavik Airport in Iceland. The purpose of the flight was to ferry the airplane from Akureyri to Minneapolis/St. Paul in the United States, where the airplane was to be sold. The airplane was initially flown in Eyjafjörður in a northernly direction from Akureyri, over Þelamörk and then towards and into the valley of Öxnadalur. The cloud ceiling was low and it was not possible to fly VFR flight over the heath/ridge of Öxnadalsheiði. The airplane was turned around in the head of the valley of Öxnadalur and flown towards the ridge of Staðartunguháls, where it was then flown towards the heath/ridge of Hörgárdalsheiði at the head of the valley of Hörgárdalur. In the valley of Hörgárdalur it became apparent that the cloud base was blocking off the heath/ridge of Hörgárdalsheiði, so the airplane was turned around again. The pilots then decided to fly around the peninsula of Tröllaskagi per their original backup plan, but when they reached the ridge of Staðartunguháls again the pilots noticed what looked like a break in the cloud cover over the head of the valley of Barkárdalur. A spontaneous decision was made by the pilots to fly into the valley of Barkárdalur. The valley of Barkárdalur is a long narrow valley with 3000 – 4500 feet high mountain ranges extending on either side. At the head of the valley of Barkárdalur there is a mountain passage at an elevation of approximately 3900 ft. About 45 minutes after takeoff the airplane crashed in the head of the valley of Barkárdalur at an elevation of 2260 feet. The pilot was severely injured and the ferry flight pilot was fatally injured in a post crash fire.

0784238 BC

Shortly after take off from Saint John Harbour, the single engine aircraft went out of control and crashed on the shore of the Athlone Island, bursting into flames. The aircraft was destroyed by impact forces and a post crash fire and all four occupants were injured.

Sudbury Aviation

The Sudbury Aviation Limited float-equipped de Havilland DHC-2 Beaver aircraft (registration C-FHVT, serial number 284) was on approach to Kennedy Lake, Ontario, with the pilot and 2 passengers on board, when the aircraft rolled to the left prior to the flare. The pilot attempted to regain control of the aircraft by applying full right rudder and right aileron. The attempt was unsuccessful and the aircraft struck rising tree-covered terrain above the shoreline. The aircraft came to a stop on its right side and on a slope. The pilot and the passenger in the rear seat received minor injuries. The passenger in the right front seat was not injured. All were able to walk to the company fishing camp on the lake. There was no fire and the 406 megahertz emergency locator transmitter (ELT) was manually activated by one of the passengers. One of the operator's other aircraft, a Cessna 185, flew to the lake after C-FHVT became overdue. A search and rescue aircraft, responding to the ELT, also located the accident site. Radio contact between the Cessna 185 and the search and rescue aircraft confirmed that their assistance would not be required. The accident occurred at 1425 Eastern Daylight Time.

Air Nootka

At 1015 Pacific Daylight Time, the de Havilland DHC-2 (Beaver) floatplane (registration CGPVB, serial number 871), operated by Air Nootka Ltd., departed Hesquiat Lake, British Columbia, with the pilot and 5 passengers for Air Nootka Ltd.’s water aerodrome base near Gold River, British Columbia. Visibility at Hesquiat Lake was about 2 ½ nautical miles in rain, and the cloud ceiling was about 400 feet above lake and sea level. Approximately 3 nautical miles west of the lake, while over Hesquiat Peninsula, the aircraft struck a tree top at about 800 feet above sea level and crashed. Shortly after the aircraft came to rest, a post-crash fire developed. All 6 persons on board survived the impact, but the pilot and 1 passenger died shortly after. A brief 406 megahertz emergency locator transmitter signal was transmitted, and a search and rescue helicopter recovered the survivors at about 1600.

Pacific Wings

The pilot reported that the accident flight was his fourth flight and the third tour flight of the day in a float-equipped airplane. The weather had deteriorated throughout the day with lowering ceilings, light rain, and fog on the mountain ridges. The pilot said that when approaching a mountain pass, he initiated a climb by adding a “little bit” of flap (about 1 pump of the flap handle actuator) but did not adjust the engine power from the cruise power setting. He noted his airspeed at 80 knots, with a 200-feet-per-minute climb on the vertical speed indicator. He was having difficulty seeing over the cowling due to the nose-high attitude, when he suddenly noticed trees in his flight path. He initiated an immediate left turn; the airplane stalled, and began to drop, impacting the mountainous, tree-covered terrain. A passenger reported that the weather conditions at the time of the accident consisted of tufts of low clouds, and good visibility. They did not enter the clouds at any time during the flight. He reported that the airplane made a left turn, stalled, and then made a sharp left turn right before impact. The airplane seemed to be operating fine, and he heard no unusual sounds, other than the engine speed seemed to increase significantly right before impact. The pilot reported that there were no preaccident mechanical anomalies that would have precluded normal operation, and the postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

High Adventure Air Charter

The pilot of a float-equipped airplane was landing at a remote lake. The pilot stated that he was on a left base leg turning onto a short final approach when the left float struck the ground. The airplane sustained substantial damage to the wings and fuselage. The pilot indicated there were no preaccident mechanical malfunctions or anomalies that would have precluded normal operation. Accident occurred in Big River Lake, in the Kenai region.

Air Cochrane

The Cochrane Air Service de Havilland DHC-2 Mk.1 Beaver floatplane (registration C-FGBF, serial number 168) departed Edgar Lake, Ontario, with 2 passengers and 300 pounds of cargo on board. The aircraft was destined for the company’s main base located on Lillabelle Lake, Ontario, approximately 77 miles to the south. On arrival, a southwest-bound landing was attempted across the narrow width of the lake, as the winds favoured this direction. The pilot was unable to land the aircraft in the distance available and executed a go-around. At 1408, Eastern Daylight Time, shortly after full power application, the aircraft rolled quickly to the left and struck the water in a partially inverted attitude. The aircraft came to rest on the muddy lake bottom, partially suspended by the undamaged floats. The passenger in the front seat was able to exit the aircraft and was subsequently rescued. The pilot and rear-seat passenger were not able to exit and drowned. The emergency locator transmitter activated on impact.

Colin Moyes

The privately operated de Havilland DHC-2 MK 1 amphibious floatplane (registration C-GCZA, serial number 1667) departed Okanagan Lake, near Kelowna, for a daytime flight under visual flight rules to Pitt Meadows, British Columbia, with the pilot and 2 passengers on board. While enroute, the aircraft struck trees and collided with terrain close to and 100 feet below the level of Highway 97C, near the Brenda Mines tailings hill. At 1850 Pacific Daylight Time, a brief 406-megahertz emergency-locator-transmitter signal was detected, which identified the aircraft; however, a location could not be determined. Most of the aircraft was consumed by a post-impact fire. The 3 occupants were fatally injured.

Southeast Aviation

The pilot departed from an off-airport site in marginal visual flight rules conditions. Shortly after departure, the weather worsened, and flight visibility dropped to near zero in heavy snow. He attempted to follow the shoreline at a low altitude but was unable to maintain visual contact with the ground. He stated that he saw trees immediately in front of the airplane and attempted a right turn toward what he thought was an open bay. During the turn, the right float contacted a rock outcrop, and the airplane impacted the water. The pilot did not report any mechanical anomalies that would have precluded normal operation.

Lawrence Bay Airways

The Lawrence Bay Airways Ltd. float-equipped de Havilland DHC-2 (registration C-GUJX, serial number 1132) departed from a lake adjacent to a remote fishing cabin near Buss Lakes for a day visual flight rules flight to Southend, Saskatchewan, about 37 nautical miles (nm) southeast. There were 4 passengers and 1 pilot onboard. The aircraft crashed along the shoreline of another lake located about 2 nm southeast of its point of departure. The impact was severe and the 5 occupants were killed on impact. The emergency locator transmitter activated, and the aircraft was found partially submerged in shallow water with the right wing tip resting on the shore. There was no post-crash fire. The accident occurred during daylight hours at about 1111 Central Standard Time.

Branch River Air Service

The commercial pilot departed a remote, oceanside lagoon in a float-equipped airplane with three passengers on an on-demand air taxi flight in reduced visibility and heavy rain. When the airplane did not reach its destination, the operator reported the airplane overdue. Extensive search-and-rescue efforts along the coast and inland failed to find the wreckage. After the search ended, small portions of the fragmented airplane washed ashore about 28 miles northeast of the departure lagoon. The remainder of wreckage has not been located despite sonar searches of the ocean near where the wreckage was found. A stowed tent and duffel bag, which were reported to be aboard the airplane, were also found ashore near the wreckage location. The tent and duffel bag exhibited evidence of exposure to a high temperature environment, such as a fire. However, there was no evidence indicating that the fire occurred in flight. The lack of soot on the undamaged areas of the items, as well as the very abrupt demarcation line between the damaged portion and the undamaged material, is consistent with these items floating in the water and being exposed to a fuel fire on the surface of the water, rather than having been exposed to a fire in the airplane’s cargo compartment. Due to the fragmentation of the recovered wreckage, it is likely that the airplane collided with ocean’s surface while in flight; however, because the engine and a majority of the wreckage have not been found, the sequence of events leading to the accident could not be determined.

Nordair Québec 2000

At approximately 1053 Eastern Daylight Time, de Havilland DHC-2 Mk. 1 amphibious floatplane (registration C-FGYK, serial number 123), operated by Nordair Québec 2000 Inc., took off from runway 31 at La Grande-Rivière Airport, Quebec, for a visual flight rules flight to l’Eau Claire Lake, Quebec, about 190 nautical miles to the north. The take-off run was longer than usual. The aircraft became airborne but was unable to gain altitude. At the runway end, at approximately 50 feet above ground level, the aircraft pitched up and banked left. It then nosed down and crashed in a small shallow lake. The pilot and 1 front-seat passenger were fatally injured and the 3 rear-seat passengers sustained serious injuries. The aircraft broke up on impact, and the forward part of the cockpit was partly submerged. The emergency locator transmitter activated on impact.

Pacific Airways

The pilot had been advised by the Federal Aviation Administration flight service station (FSS) specialist to remain clear of the destination airport until the specialist could issue a special visual flight rules clearance. Instrument meteorological conditions prevailed at the airport, with a strong southeasterly wind. About 8 minutes after initial contact, the FSS specialist attempted to contact the pilot to issue the clearance but received no response. A witness about 0.5 mile southeast of the accident site said he saw the accident airplane flying very low over the treetops. He said the weather conditions consisted of low clouds, rain, and gusty southeasterly wind estimated at 30 to 40 knots. He said that, as the airplane passed overhead, it turned sharply to the left. As he watched the airplane, the wings rocked violently from side to side, and the nose pitched up and down. As the airplane passed low over hilly, tree-covered terrain, it rolled to the right, the right wing struck a large tree and separated, and the airplane descended behind a stand of trees. Pilots flying in the accident area reported strong wind with significant downdrafts and turbulence. A postaccident examination of the airplane did not disclose any preimpact mechanical malfunctions. Given the lack of mechanical deficiencies and the reports of turbulence and downdrafts, as well as the witness’ account of the airplane’s physical movements, it is likely that the pilot encountered significant terrain-induced turbulence and downdrafts while flying at low altitude. The area surrounding the accident site and portions of the pilot's earlier flight path were bordered by large areas of open and protected water, several of which were suitable for landing the float-equipped airplane.

Air Saguenay

The float-equipped de Havilland Beaver DHC-2 Mk.I (registration number C-GAXL, serial number 1032), operated by Air Saguenay (1980) Inc., was flying under visual flight rules from Lac des Quatre to Lac Margane, Quebec, with 1 pilot and 5 passengers on board. A few minutes after take-off, the pilot reported intentions of making a precautionary landing due to adverse weather conditions. At approximately 1117, Eastern Daylight Time, the aircraft hit a mountain, 12 nautical miles west-south-west of the southern part of Lac Péribonka. The aircraft was destroyed and partly consumed by the fire that broke out after the impact. The pilot and 3 passengers were killed; 1 passenger sustained serious injuries and 1 passenger sustained minor injuries. No ELT signal was received.

Royal Wolf Lodge

The commercial pilot was taking off on a passenger flight in conjunction with a remote lodge operation under Title 14, CFR Part 91. The pilot said he picked up passengers in the float-equipped airplane on a beach, and water-taxied out into the lake for takeoff. He said he taxied out about 1,200 feet, reversed course into the wind, and initiated a takeoff. He said when the airplane reached his predetermined abort point, the airplane was still on the water, and might not lift off in time to avoid the terrain ahead. The pilot said rather than abort the takeoff he elected to apply full power and continue the takeoff. He said the airplane collided with the bank, and nosed over. The pilot said there were no preaccident mechanical anomalies with the airplane. The owner of the company said the lake was about 1 mile wide where the pilot elected to takeoff. He said the airplane received substantial damage to the wings and fuselage. He also said the passengers related to him that the engine sounded fine, but they did not think the pilot taxied out very far into the lake.

Seair Seaplanes - Seair Services

The Seair Seaplanes Beaver was departing Lyall Harbour, Saturna Island, for the water aerodrome at the Vancouver International Airport, British Columbia. After an unsuccessful attempt at taking off downwind, the pilot took off into the wind towards Lyall Harbour. At approximately 1603 Pacific Standard Time, the aircraft became airborne, but remained below the surrounding terrain. The aircraft turned left, then descended and collided with the water. Persons nearby responded immediately; however, by the time they arrived at the aircraft, the cabin was below the surface of the water. There were 8 persons on board; the pilot and an adult passenger survived and suffered serious injuries. No signal from the emergency locator transmitter was heard.

James M. Eule

The private pilot was taking off in the float plane from the lake's west waterway. The airplane was on step, gaining airspeed, and the takeoff run seemed normal to the pilot. The airplane was nearing takeoff speed, and proceeding directly down the waterway, when it encountered a right quartering tailwind gust that lifted up the right wing and float. The airplane veered to the left toward a steep bank, and the pilot was unable to correct the deviation with the rudder. He did not feel that he could reduce power as he would slam into the bank. The airplane lifted off, but the float collided with the top of the bank. The airplane cartwheeled about 160 degrees to the left before coming to rest on its right side. It sustained substantial damage to the wings, fuselage, and floats. The pilot reported that there were no mechanical malfunctions or failures. Reported wind at the airport approximately 3 minutes after the accident was from 020 degrees magnetic at 3 knots, with no recorded gusts.

Civil Air Patrol

The certificated flight instructor was familiarizing the second pilot with ski operations in a ski-equipped airplane during an instructional flight. The flight instructor reported that he took the flight controls from the second pilot to demonstrate a touch-and-go landing on a frozen, snow-covered lake. After landing to the east, the instructor said that he kept the tail of the airplane up and the airspeed just below flying speed in order to make ski tracks on the lake to check the snow conditions. About midway along the lake the instructor added full engine power and the airplane became airborne but failed to climb sufficiently to avoid colliding with an area of rising, tree-covered terrain at the departure end of the lake. The airplane sustained substantial damage to the wings, fuselage, and empennage. Postaccident examination revealed no preaccident mechanical anomalies. The instructor noted that after the accident he noticed occasional strong gusts of wind from the west.

Labrador Air Safari

The Labrador Air Safari (1984) Inc. float-equipped de Havilland DHC-2 (Beaver) aircraft (registration C-FPQC, serial number 873) departed Crossroads Lake, Newfoundland and Labrador, at approximately 0813 Atlantic daylight time with the pilot and six passengers on board. About three minutes after take-off as the aircraft continued in the climb-out, the engine failed abruptly. When the engine failed, the aircraft was about 350 feet above ground with a ground speed of about 85 miles per hour. The pilot initiated a left turn and, shortly after, the aircraft crashed in a bog. The pilot and four of the occupants were seriously injured; two occupants received minor injuries. The aircraft was substantially damaged, but there was no post-impact fire. The impact forces activated the onboard emergency locator transmitter.

Chelan Airways

The amphibious-float-equipped airplane departed from a paved runway for the 40-nautical mile flight to its destination, where a water landing on a lake was to be made. The pilot did not raise the landing gear after takeoff. During the flight, the air was bumpy and turbulent, and this resulted in the gear advisory system activating numerous times. The purpose of the system is to alert the pilot of the landing gear position--up for a water landing or down for a runway landing--when the airspeed decreased below a set threshold value. The pilot disabled the system by pulling its circuit breaker because the alerts were becoming a nuisance; he intended to reset the breaker during descent, but did not do so. Upon reaching the destination, the pilot set up a 150- to 200-feet-per-minute rate of descent for a glassy water landing on the lake. With the landing gear in the down position, the airplane contacted the water and abruptly nosed over. The airplane came to rest floating inverted, suspended by the floats. The pilot reported that the day of the accident was his nineteenth consecutive duty day, including office duty and flight duty. He stated that he feels the lack of days off during the previous 19 days was a contributing factor to this accident. When asked what would have prevented the accident, the pilot suggested consistency in using the checklist. On two flights earlier in the day he had used a written checklist; on the accident flight he did not.

Seawind Aviation

The float-equipped airplane was departing from a remote bay 20 miles north of Ketchikan, Alaska, to return air taxi passengers to Ketchikan after a ground tour. The accident pilot, who reported that he had 17,000 flight hours and 7,000 hours in the make and model of the accident airplane, said that southeasterly winds had begun to increase while he was waiting at the bay for the passengers to return from the tour. He said that, unlike when he had landed about 2.5 hours earlier, it was no longer “nice and calm” when the passengers returned. The pilot noticed choppy waves in parts of a nearby cove. To avoid some of the wind and waves, the pilot elected to take off toward the interior of the bay, in the direction of rising terrain. The pilot said that he had never taken off in that direction before. The pilot also said that he had intended to make a shallow, right-climbing turn toward the mouth of the bay and away from the terrain, but shortly after takeoff, he saw numerous choppy waves concentrated along his proposed departure flightpath, which he said indicated to him that strong winds were likely along that path. The pilot decided to change his plan and continue flying straight temporarily, away from the waves, and to make a left, 180-degree turn inside the bay, which was surrounded by high terrain. The pilot indicated that when the turn was initiated, the airplane was about 400 feet above the water, and he did not recall the indicated airspeed. The attempted 180-degree turn was within the airplane’s performance capabilities but placed it closer to rising terrain. While attempting this turn, the pilot encountered a downdraft, was unable to climb above the terrain, and stalled the airplane about 60 feet above the ground. The downdraft likely made it more difficult to avoid descending into the rising terrain. A weather study by the National Transportation Safety Board confirmed that there was a gust front in the area and an abrupt wind change about the time of the accident. Pilots flying nearby also reported low-level windshear, strong winds, and turbulence. No mechanical anomalies were discovered during postaccident inspections by the Safety Board. Five passengers including two children were killed. A month later, one of the survivor died from his injuries.

Sound Flight

The Sound Flight DHC-2 float-equipped Beaver aircraft, N340KA, flew from Patricia Bay to Dodger Channel where the pilot planned to land. He set up an approach to land to the south in Dodger Channel, into the wind. On short final, the pilot noticed a shoal so he decided to overshoot, make a circuit, and land beyond the shoal. He applied power, established a climb and began a left turn. As the aircraft turned, it came into the lee of Diana Island. The aircraft encountered subsiding air and began to descend. The pilot was unable to arrest the descent. The aircraft struck the water and sank. All six occupants escaped without any injury but the aircraft was damaged beyond repair.

Taquan Air

The air taxi float-equipped airplane was the second of three airplanes on an air tour flight over a remote scenic area in southeast Alaska. As the flight of three airplanes flew into mountainous terrain, the first pilot reported low clouds, with rain and fog, which required him to descend to 700 feet msl to maintain VFR flight conditions. The pilot of the third tour airplane, which was about 5 minutes behind the accident airplane, stated that as he approached the area around the accident site, he encountered "a wall of weather" which blocked his intended flight route, and he turned around. The accident airplane's fragmented wreckage was discovered in an area of steep, tree-covered terrain, about 2,500 feet msl, near the area where the third airplane turned around. The NTSB discovered no mechanical problems with the airplane during postaccident inspections. An NTSB weather study revealed instrument meteorological conditions in the area at the time of the accident. Photographs recovered from a passenger's camera depicted deteriorating weather conditions as the flight progressed. A charter boat captain, who had seen numerous float-equipped tour airplanes operating in adverse weather conditions, called the local FAA Flight Standards District Office (FSDO) 9 days before the accident, to report his sightings. According to the FAA, no specific tour operator could be identified during their ensuing investigation, and no enforcement actions or additional surveillance of any operators was initiated. According to the FSDO manager, the local FSDO had lost inspectors due to downsizing. He reported they had not attempted to observe operators' adherence to weather minimums via ground-based viewing locations along the heavily traveled tour routes, and noted that FAA inspectors used to purchase air tour tickets to provide en route, on-board surveillance, but had not done so for approximately the last 10 years. He noted that additional inspector assistance from other FAA offices was not requested

Para-Flite

The pilot was conducting flights for the purpose of parachute operations; these flights are known colloquially as ‘lifts’. On the previous day, he had conducted 13 lifts, of which eleven were to an altitude of 12,000 ft and two to an altitude of 5,500 ft or less. On the day of the accident the pilot recorded that he took off for the first lift at 0927 hrs. The aircraft, with nine parachutists aboard, climbed to 12,000 ft and landed at 0946 hrs. There followed three flights of an average 18 minute duration, between each of which the aircraft was on the ground for no more than 7 minutes. The last of these flights landed at 1100 hrs, after which the aircraft uplifted 230 ltr of Jet A1 fuel. The aircraft utilised the main runway, Runway 29, for each of these flights. The surface wind had freshened from the south and the pilot requested the use of the shorter Runway 21. The air/ground radio operator refused this request because he believed that the pilot had not been checked out to use this runway, as required by the Headcorn Aerodrome Manual. Accordingly, the pilot approached a nominated check pilot who agreed to observe his next flight. The check pilot briefed the pilot of OY-JRR on the procedures for using the short runway, emphasising the need to make an early decision to abort the takeoff if necessary. The check pilot stated that the pilot of OY-JRR performed a thorough pre-takeoff check using the full checklist available in the cockpit and that the subsequent flight was entirely satisfactory. Following the check flight the aircraft took off again at 1148 hrs and flew a further five flights, each separated by periods that ranged between 7 and 36 minutes. The check pilot observed several of these flights, all of which were from Runway 21, and most appeared to proceed normally. He and another witness noticed that on one occasion the climb gradient after takeoff appeared shallower than normal, but they believed that the wind speed had decreased at this time. The pilot recorded that the aircraft was refuelled again after landing at 1443 hrs, this time uplifting 266 ltr of fuel. The next takeoff was at 1447 hrs and having climbed to 12,000 ft again the aircraft landed at 1521 hrs. The accident occurred on the pilot’s eleventh flight of the day. Prior to the flight the aircraft was refuelled with a further 100 ltr at 1555 hrs. Shortly before 1605 hrs the aircraft taxied to Runway 21. It appeared to accelerate normally but at no time was the tail seen to rise in its usual manner prior to becoming airborne. Onboard, the experienced jump-master noticed that the aircraft was passing the aerodrome refuelling installation and several aircraft parked close to the runway, beyond the intersection of Runway 21 with Runway 29. He was aware that the aircraft had now passed the point where it would normally become airborne. Almost simultaneously, he heard the pilot shout “Abort”. One of the parachutists shouted to the other occupants “Brace - Brace, everyone on the floor”. The aircraft stopped abruptly when its left wing and cockpit collided with a camouflaged F100 fighter aircraft which was parked as a museum exhibit to the left of the southern edge of Runway 21. The occupants of the cabin were able to vacate the aircraft with mutual assistance. Members of the aerodrome fire service extinguished a small fire, which had started in the area of the engine, and other witnesses helped the occupants to move away from the aircraft. The pilot, however, remained unconscious in the cockpit. He was attended subsequently by paramedics and taken to hospital, where he succumbed to his injuries.