Grumman G-21A Goose

Paul C. Ehlen

The airline transport pilot was repositioning the airplane to an airport near the owner's summer home. The airplane was not maintained for instrument flight, and the pilot had diverted the day before the accident due to weather. On the day of the accident, the pilot departed for the destination, but returned shortly after due to weather. After waiting for the weather conditions to improve, the pilot departed again that afternoon, and refueled the airplane at an intermediate airport before continuing toward the destination. The route of flight followed a highway that traversed a mountain pass. A witness located along the highway stated that he saw the accident airplane traveling northbound toward the mountain pass, below the overcast cloud layer. He also stated that the mountain pass was obscured, and he could see a thunderstorm developing toward the west, which was moving east toward the pass. A second witness, located near the accident site, saw the airplane descend vertically from the base of the clouds while spinning in a level attitude and impact the ground. The second witness reported that it was snowing and that the visibility was about ¼ mile at the time of the accident. The airplane impacted terrain in a level attitude, and was consumed by a postcrash fire. Examination of the flight controls, airframe, and engine revealed no mechanical malfunctions or anomalies that would have precluded normal operation. It is likely that the pilot experienced spatial disorientation and a subsequent loss of aircraft control upon encountering instrument meteorological conditions. The airplane exceeded its critical angle of attack and entered a flat spin at low altitude, resulting in an uncontrolled descent and impact with terrain.

Triple S Aviation

On 27 February 2011, at approximately 12:12:20 UTC, a mechanic working on McKinnon G-21G, registration mark N221AG, called the operational telephone line of Al Ain International Airport tower and informed the Aerodrome Controller (ADC) that the Aircraft would depart that evening. The Aerodrome Controller requested the estimated time of departure (ETD) and the mechanic stated that the departure would not be before 1400 outbound to Riyadh, Saudi Arabia. The ADC asked if the flight crew were still planning to perform a test flight before departure to the planned destination. The mechanic answered that they have not flown the Aircraft for a while and they want to stay in the pattern to make sure everything is “okay” prior to departure on the cleared route. The ADC advised that they could expect a clearance to operate in the circuit until they were ready to depart. The mechanic advised that there would be no need land, they only wished to stay in the circuit and to go straight from there towards the cleared route. The ADC asked the mechanic about the Aircraft type, the mechanic answered that it is Grumman Goose equipped with turbine engines and it would be heading back to the United States for an autopilot installation and annual inspection and “everything”. The mechanic commented to the ADC that the Aircraft was unique in the world with the modifications that it had. At 13:53:15, the ADC contacted the mechanic and requested an ETD update. The mechanic advised that there would be a further one-hour delay due to waiting for fuel. A witness, who is an instructor at the flight academy where the Aircraft was parked, stated that he had formed the impression that the maintenance personnel “…looked stressed out and they were obviously behind schedule and were trying to depart as soon as possible for the test flight so everything would go as planned and they could depart to Riyadh the same evening”. At approximately 14:10, the Aircraft was pushed out of the hangar, and the two mechanics moved luggage from inside the hangar and loaded it onboard the Aircraft. The mechanics also loaded a bladder extra fuel tank onboard and placed it in the cabin next to the main passenger door. At 14:17, the Aircraft was fueled with 1,898 liters of Jet-A1 which was 563 liters less than the 650 USG (2,461 liters) requested by the crew. At approximately 15:00, and after performing exterior checks, the male, 28 year old pilot in command (PIC), and another male, 61 years old pilot boarded the Aircraft and occupied the cockpit left and right seats, respectively. The two mechanics occupied the two first row passenger seats. The PIC and the other pilot were seen by hangar personnel using torchlights while following checklists and completing some paperwork. At 15:44:48, the PIC contacted the Airport Ground Movement Controller (GMC) on the 129.15 MHz radio frequency in order to check the functionality of the two Aircraft radios. Both checks were satisfactory as advised by the GMC. Thereafter, and while the Aircraft was still on the hangar ramp, the PIC informed the GMC that he was ready to copy the IFR clearance to Riyadh. The GMC queried if the Aircraft was going to perform local circuits and then pick up the IFR flight plan to the destination. The PIC replied that he would like to make one circuit in the pattern, if available, then to [perform] low approach and from there he (the PIC) would be able to accept the clearance to destination. The GMC acknowledged the PIC’s request and advised him to expect a left closed circuit not above two thousand feet and to standby for a clearance. The PIC read back this information correctly. At 15:48:58, the GMC gave engine start clearance and, at 15:50:46, the PIC reported engine start and requested taxi clearance at 15:52:16. The GMC cleared the Aircraft to taxi to the holding point of Runway (RWY) 19. The GMC advised, again, to expect a left hand (LH) closed circuit not above two thousand feet VFR and to request IFR clearance from the tower once airborne. The GMC instructed the squawk as 3776, which was also read back correctly. At 15:55:13, the PIC requested a three-minute delay on the ramp. The GMC acknowledged and instructed the crew to contact the tower once the Aircraft was ready to taxi. At 15:56:03, the PIC called the GMC and requested taxi clearance; he was recleared to the holding point of RWY 19. At 15:57:53, the GMC advised that, after completion of the closed circuit, route to the destination via the ROVOS flight planned route on departure RWY 19 and to make a right turn and maintain 6,000 ft. The PIC read back the instructions correctly. At 16:02:38, and while the Aircraft was at the holding point of RWY 19, the PIC contacted the ADC on 119.85 MHz to report ready-for-departure for a closed circuit. The ADC instructed to hold position then he asked the PIC if he was going to perform only one closed circuit. The PIC replied that it was “only one circuit, then [perform] a low approach and from there capture the IFR to Riyadh.” At 16:03:56, the ADC instructed the PIC “to line up and wait” RWY 19 which, at that time, was occupied by a landing aircraft that vacated the runway at 16:05:23. At 16:05:37, the Aircraft was cleared for takeoff. The ADC advised the surface wind as 180°/07 kts and requested the crew to report left downwind which was acknowledged by the PIC correctly. The Aircraft completed the takeoff acceleration roll, lifted off and continued initial climb normally. When the Aircraft reached 300 to 400 ft AGL at approximately the midpoint of RWY 19, it turned to the left while the calibrated airspeed (CAS) was approximately 130 kts. The Aircraft continued turning left with increasing rate and losing height. At approximately 16:07:11, the Aircraft impacted the ground of Taxiway ‘F’, between Taxiway ‘K’ and ‘L’ with a slight nose down attitude and a slight left roll. After the impact, the Aircraft continued until it came to rest after approximately 32 m (105 ft) from the initial impact point. There was no attempt by the PIC to declare an emergency. The Aircraft was destroyed due to the impact forces and subsequent fire. All the occupants were fatally injured.

Pacific Coastal Airlines - PCA

At 0708 Pacific daylight time, the Pacific Coastal Airlines G-21A amphibian (registration C-GPCD, serial number B76) operating as a charter flight departed Port Hardy Airport, British Columbia, on a visual flight rules flight to Chamiss Bay, British Columbia. At 0849 and again at 0908, the flight follower attempted to contact the tugboat meeting the aircraft at Chamiss Bay by radiotelephone but was unsuccessful. At 0953, the flight follower reported the aircraft overdue to the Joint Rescue Coordination Centre in Victoria, British Columbia, and an aerial search was initiated. A search and rescue aircraft located the wreckage on a hillside near Alice Lake, approximately 14 nautical miles from its departure point. A post-crash fire had ignited. The emergency locator transmitter had been destroyed in the crash and did not transmit. The accident happened at about 0722. Of the seven occupants, the pilot and four passengers were fatally injured, one passenger suffered serious injuries, while another suffered minor injuries. The two survivors were evacuated from the accident site at approximately 1610.

PenAir - Peninsula Airways - Alaska Airlines Commuter

The airline transport pilot was on an approach to land on Runway 30 at the conclusion of a visual flight rules (VFR)scheduled commuter flight. Through a series of radio microphone clicks, he activated threshold warning lights for vehicle traffic on a roadway that passes in front of the threshold of Runway 30. Gates that were supposed to work in concert with the lights and block the runway from vehicle traffic were not operative. On final approach, the pilot, who was aware that the gates were not working, noticed a large truck and trailer stopped adjacent to the landing threshold. As he neared the runway, he realized that the truck was moving in front of the threshold area. The pilot attempted to go around, but the airplane's belly struck the top of the trailer and the airplane descended out of control to the runway, sustaining structural damage. The truck driver reported that, as he approached the runway threshold, he saw the flashing red warning lights, but that the gates were not closed. He waited for about 45 seconds and looked for any landing traffic and, seeing none, drove onto the road in front of the threshold. As he did so, he felt the airplane impact the trailer, and saw it hit the runway. The accident truck's trailer is about 45 feet long and 13 feet tall. The Federal Aviation Administration (FAA) Facility Directory/Alaska Supplement recommends that pilots maintain a 25-foot minimum threshold crossing height. The NTSB's investigation revealed that the gate system had been out of service for more than a year due to budgetary constraints, and that there was no Notice to Airman (NOTAM) issued concerning the inoperative gate system. The FAA certificated airport is owned and operated by the State of Alaska. According to the Airport Certification Manual, the airport manager is responsible to inspect, maintain, and repair airport facilities to ensure safe operations. Additionally, the airport manager is responsible for publishing NOTAM's concerning hazardous conditions. A 10-year review of annual FAA certification and compliance inspection forms revealed no discrepancy listed for the inoperative gates until 16 days after the accident.

Wave Runner Aviation

On January 29, 2008, about 1723 eastern standard time, a Grumman G-21A, amphibian airplane N21A, impacted the ocean during landing near Marathon, Florida. The certificated airline transport pilot and passenger received serious injuries and the airplane sustained substantial damage. The flight was operated as a personal flight under the provisions of 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed. Visual meteorological conditions prevailed at the time of the accident. The flight departed from the Florida Keys Marathon Airport (MTH) in Marathon, Florida, on January 29, 2008, about 1615. According to the pilot he departed MTH and after take off and the checklist accomplished he proceeded in a westerly direction to inspect a water-work area. The pilot stated that other then that, he had no further recollection of the flight. According to the Federal Aviation Administration (FAA) the passenger stated that the pilot was practicing takeoffs and landings. During a water landing, the left wing contacted the water and the airplane water looped. A Good Samaritan rescued them from the water in his boat and brought them ashore where rescue personal were waiting. Examination of the airplane by the FAA revealed no mechanical malfunctions or failures of the airplane or engine, and none were reported by the pilot or passenger.

Jetcraft Corporation

The purpose of the flight was for the flight instructor to provide multiengine airplane training, in a late 1930's vintage amphibious airplane, to his brother, a single engine airplane rated private pilot. No published performance data was available for the airplane, and according to the flight instructor, much of what he knew about the performance of the airplane he learned from previous flights. Just after takeoff on the accident flight, and about 600 feet above ground level (agl), and as the pilot was retracting the landing gear and starting a left turn to the crosswind leg of the traffic pattern, the flight instructor retarded the right throttle in order to simulate a failure of the right engine. The pilot executed the procedures for an in-flight engine failure and the instructor looked out of the window to check for traffic in the airport traffic pattern. The flight instructor then heard the pilot state "I am at blue line but losing altitude." The flight instructor continued to scan for traffic and moved the right throttle forward to about the "half throttle" position. The pilot could not recall if he had adjusted either of the power controls after the initial application of power for takeoff. The airplane continued to descend, impacted the ground, and caught fire.

Tropic Bird Landing

The pilot was receiving a competency flight in the seaplane from an FAA inspector. The pilot was returning to their initial departure airport, descended to 1,000 feet, contacted the control tower for landing instructions, and was instructed to enter on a right base. Before he could acknowledge the landing instructions the engines started to make loud, rough, and unusual noises. The pilot informed the control tower that he was 2 miles south , declared an emergency, and stated he had a bad engine on the left side. The FAA inspector stated the pilot started the emergency procedure, the manifold pressure and rpm was fluctuating. The inspector could not determine the dead engine by the dead foot, dead engine method, because her rudder pedals were stowed. She pointed out a pasture and the pilot stated they were going to the water. She did not recall the pilot shutting down the engine or feathering the propeller. She could not recall the final seconds of the flight. The airplane collided with a tree, canal bank, and came to rest inverted in the canal. Examination of the airframe and flight control systems revealed no evidence of a precrash mechanical failure or malfunction. Examination of the left propeller revealed it was not feathered. The No. 6 front forward spark plug ignition lead was disconnected from the spark plug. The ignition lead shroud threaded coupling on the No. 4 front forward spark plug was unscrewed and the carbon wire was exposed. The left and right engines were removed from the airplane and transported to an authorized FAA approved repair station. The left engine was placed in an engine test cell. The engine was started, developed rated power, and achieved takeoff power. The spark plug lead was removed from the No.6 forward cylinder. The left magneto had a 125 rpm drop during the magneto check. The right magneto had a 75 rpm drop. The magneto drop exceeded the allowable drop indicated by the engine overhaul manual. The right engine was placed in a engine test cell. The engine was started, developed rated power, and achieved takeoff power. Review of the FAA inspectors FAA Form 4040.6 revealed she was not Event Based Current (EBC) for the 4th quarter of the Flight Standards EBC program, and she did not meet the EBC quarterly events required by the end of the 14-day grace period. FAA Order 4040.9 states for an FAA inspector to be eligible / assigned to perform flight certification job function they must be EBC current., and inspectors should not accept assignments without being in compliance with the FAA Order. Managers and supervisors should not assign inspectors who are not current. The FAA inspector's supervisor was aware that the inspector was not current. He contacted the FAA Safety Regulation Branch, FAA Southern Region Headquarters, and stated that FAA Southern Region indicated that the inspector could administer the checkride. FAA Southern Region stated at no time did they approve or agree to an operation outside the parameters of the FAR's, Inspector Handbook or FAA Order.

PenAir - Peninsula Airways - Alaska Airlines Commuter

On August 11, 1996, about 1615 Alaska daylight time, an amphibious Grumman G21-G, N660PA, is presumed to have been involved in a fatal accident about 20 miles south of Dutch Harbor, Alaska. The airplane was being operated as a visual flight rules (VFR) cross-country on demand passenger flight under Title 14 CFR Part 135 when the accident occurred. The airplane, registered to and operated by Peninsula Airways Inc., Anchorage, Alaska, is presumed to have been destroyed. The certificated airline transport pilot, and the sole passenger are presumed to have received fatal injuries. Low ceilings were reported in the area of departure by the operator. VFR company flight following procedures were in effect. The flight originated from Anderson Bay, on the Island of Unalaska, about 1610.

Air Classic Museum

This was the first flight of the Grumman G-21 in two years. Also, the pilot had not flown the G-21 for two years. Before taking off, the pilot reported that three takeoffs and landings would be needed for purposes of becoming current. After takeoff, he flew the airplane approximately one hour and made two full stop landings. During the third takeoff, the airplane was described as lifting off in a short distance and going into a nose high attitude below an altitude of 100 feet. The airplane then rolled left, struck the ground in a steep descent, and burned. Witnesses reported that the engines were providing power until impact; the engines and propellers had evidence of rotational damage. The flap actuators were found extended to a position that equated with 30° of flaps (half flaps). Four G-21 pilots were interviewed. According to them, flaps were not normally used for takeoff in this airplane. They reported that the turboprop engines had substantial power for the weight of the airplane, especially when the plane was not loaded, and that the G-21 would tend to become airborne quickly with flaps extended. No pre impact mechanical problem was noted during the investigation.

Alaska Department of Public Safety

Crashed in unknown circumstances near Haines while completing a survey flight on behalf of the fish and wildlife Department. Both occupants were killed.

Waglisla Air - Wagair

The Grumman G21A Goose (C-FUMG) departed from the Seal Cove floatplane base at Prince Rupert, British Columbia, on a charter flight to Kincolith. The aircraft carried one pilot, four passengers, and approximately 600 pounds of baggage and freight. This was the first flight of the day for the occurrence aircraft. Prior to take-off, the pilot contacted the Prince Rupert Flight Service Station (FSS)1 by radio and obtained local traffic and weather information. The aircraft took off from the water at approximately 1141 Pacific standard time (PST)2, and proceeded southbound, following the normal departure path. During the take-off and climb, one or both of the aircraft's engines did not sound as if they were operating normally. Shortly after take-off, the pilot radioed the company dispatcher at Seal Cove and reported that he was experiencing engine problems, and that he was returning to Seal Cove and would require assistance at the ramp. After the left propeller stopped rotating, the aircraft rolled to the left and descended steeply to the ground. The aircraft crashed into trees on a hillside, at an altitude of approximately 150 feet, approximately three nautical miles (nm)3 south of Seal Cove. The pilot and one passenger were fatally injured; the three other passengers received serious injuries. A search started approximately 45 minutes after the aircraft departed. The aircraft was discovered by a Coast Guard helicopter, which was able to rescue the survivors. The accident occurred during daylight hours at about 1145 PST, at latitude 54·17'N and longitude 134·14'W.

Provo Air Charter

After landing in the west part of the Turks & Caicos Islands, the seaplane collided with reef and sank in deep water. All four occupants were rescued.

Oakley Air

On approach to Squamish Airport, the seaplane crashed in unknown circumstances on a railway road. Both pilots were killed.

Pacific Coastal Airlines - PCA

While taking off from the bay at Rivers Inlet, the seaplane was caught by strong winds, causing a wing to hit the water surface. The aircraft went out of control and came to rest. All seven occupants were uninjured while the aircraft was damaged beyond repair.

Harold W. Dierich

N2021A departed Kodiak, AK, at 0904 akdt under a special VFR clearance. Two other pilots stated N2021A was then circling over Monashka Bay while waiting for the weather over the Narrow Strait to clear. At 0920 akdt the pilot of N2021A stated to one of the other pilots that the weather appeared to be getting better and he was going to take a look. The aircraft collided with the waters of the Narrow Strait, northwest of Monashka Bay. Witnesses reported the weather was IFR in the area at the time. N2021A was not equipped for instrument flight nor was the pilot current with fars to conduct IFR operations. While circling over Monashka Bay the pilot of N2021A expressed concern to the other pilot about cargo of frozen meat thawing. All four occupants were killed.

Red Dodge

Aircraft departed Merrill Field at 1110 with 220 gallons of fuel. Two hours later both engines quit while flying at an altitude of 6,500 feet approximately 10 miles offshore. The crew was unable to restart the engines and the aircraft was ditched into 12 to 15 foot waves with a 40 knot surface wind. The right float was torn off and both engine mounts broke. The aircraft sank at 1745 and was not recovered. The aircraft had an annual inspection 4 days prior to the accident. The fueling facilities were checked and found free of water or other contaminants.

PenAir - Peninsula Airways - Alaska Airlines Commuter

En route from Nikolski to Dutch Harbor on a taxi mail flight, the twin engine seaplane crashed in unknown circumstances into the sea off Dutch Harbor. Pieces from a wing were found floating on water while the main wreckage and the two occupants were not found.

Aerolineas La Gaviola

While approaching San Andrés Island on a schedule flight from El Embrujo (Providencia), the seaplane crashed in unknown circumstances into the sea few km offshore. Despite intense SAR operations, the wreckage was never recovered.

Trans-Provincial Airlines - TPA

While taking off from a lake located near Fern Passage, BC, the seaplane struck log and sank. There were no casualties but the aircraft was written off.

Catalina Airlines

After takeoff from the bay of Avalon, the twin engine seaplane lost height and crashed into the sea. A passenger was killed while three other occupants were injured, the pilot seriously.

Trans-Provincial Airlines - TPA

The seaplane crashed in unknown circumstances in Prince Rupert. Three occupants were rescued while seven others were killed.

Catalina Airlines

On approach to Avalon (Santa Catalina Island) in marginal weather conditions with low clouds and fog, the pilot decided to initiate a go-around after noticing boat wakes. Doing so, the seaplane stalled, lost height and crashed into the sea few hundred yards off Pebbly Beach. The pilot and two passengers were seriously injured while seven other occupants escaped with minor injuries. A passenger drowned.

Antilles Air Boats

The seaplane was engaged in a test flight out from Christiansted on behalf of the FAA. While flying off Christiansted, the pilot encountered engine problems and decided to ditch the aircraft few miles offshore. All three occupants were rescued while the aircraft was damaged beyond repair.

Antilles Air Boats

En route from Christiansted to Charlotte Amalie, while in cruising altitude, one of the engine failed. The pilot attempted to ditch the aircraft off St Thomas Island when the seaplane crashed into the sea. Three passengers and the pilot, Cpt Charles Blair (69), owner of the company, were killed. Seven other occupants were injured. The aircraft was lost.

Webber Airlines

Crashed in unknown circumstances in the Laboucher Bay (Summer Strait) while on a flight from Laboucher Bay to Ketchikan. Four dead bodies only were found. The wreckage was not found.

West Coast Air Services

After landing off Powell River, the seaplane struck a dyke and sank. The pilot, sole on board, was unhurt.

Antilles Air Boats

After takeoff from Charlotte Amalie, while climbing, the left engine failed. The pilot reduced his altitude and ditched the aircraft that struck rocks and came to rest by the shore. All 11 occupants were evacuated safely while the aircraft was damaged beyond repair.

Gifford Aviation

While taking off from a lake located near Port Moller, the left wing float stayed in water, causing the seaplane to plunged into water. All three occupants escaped with minor injuries while the aircraft was written off.

Antilles Air Boats

Several minutes after departure from St John on flight 415 to Christiansted, both engines stopped quite simultaneously. The crew reduced his altitude and attempted to ditch the aircraft. The amphibian landed in heavy sea conditions two miles northeast of Frenchmans Cap, approximately four miles southeast of Red Hook, on the east coast of St Thomas Island. All seven passengers were rescued while both pilots were killed.

Worldwide Aviation Distributors

While completing a local demo flight at Miami-Opa Locka Airport, both engines failed. The pilot lost control of the airplane that crashed onto several houses in Miami Lakes, west of the airfield. The aircraft was destroyed and both occupants were seriously injured.

Catalina Airlines

After takeoff from Camp Fox (Santa Catalina Island), while cruising at low height, the left engine failed. The pilot elected to make an emergency landing but unstable, the seaplane struck the water surface, lost its left float and came to rest upside down. All 10 occupants were quickly rescued while the aircraft sank and was not recovered.

Antilles Air Boats

En route from Charlotte Amalie to Christiansted, the right engine failed. The pilot feathered the propeller and later attempted an emergency landing when the seaplane crashed into the Caribbean Sea off St Croix Island. The airplane sank and was not recovered. Five passengers were drowned while five other occupants were rescued.

Kodiak Airways

Few minutes before its scheduled arrival in Kodiak, the seaplane went out of control and crashed into the Chiniak Bay. SAR operations were conducted but eventually suspended after few days as no trace of the aircraft nor the five occupants was found.

West Coast Air Services

While cruising in marginal weather conditions, the seaplane struck the slope of Mt Hooper located 45 km southwest of Nanaimo. The aircraft was destroyed upon impact and all 11 occupants were killed.

Private American

45 minutes after takeoff from Greenville Airport, while conducting local practice, both engines failed simultaneously. The aircraft lost height and crashed in an uninhabited area. The passenger was killed and the pilot was seriously injured. The pilot recently purchased the aircraft and was not familiar with.

Antilles Air Boats

While flying along the coast of Culebra Island on a flight from Charlotte Amalie to Fajardo, both engines failed simultaneously. The pilot reduced his altitude and attempted to ditch the airplane that struck the water surface, crashed few dozen yards offshore and sank rapidly. Nine occupants were injured, five of them seriously while two passengers were killed.

Reeve Aleutian Airways - RAA

Upon landing on water at False Pass, the seaplane probably hit a submerged object, nosed down and came to rest in water. All four occupants were able to evacuate the cabin before the airplane sank by 110 feet deep.

Catalina Seaplanes

While flying at low height, the pilot lost control of the seaplane that crashed into the sea few dozen yards off Avalon. Few debris were found floating on water but the pilot's body was never found.

Alaska Coastal Airlines

En route, the seaplane went into an uncontrolled descent and crashed in flames in a glacier located in the region of Juneau. The wreckage was found few hours later in a crevasse and all nine occupants have been killed.

Pacific Western Airlines - PWA

The descent to Reef Island was completed in marginal weather. On approach, the aircraft struck power cables, stalled and crashed into the Portland Canal. The wreckage was located a day later and the pilot was evacuated while all six passengers were killed. The aircraft sank and was lost. At the time of the accident, weather conditions were poor with snow falls reducing the visibility to half a mile and a wind up to 35 knots.

BC Air Lines

Few minutes after takeoff from Vancouver seaplane base, weather conditions worsened with snow showers and the crew decided to return to his departure point. While cruising in poor visibility, the pilot-in-command lost control of the airplane that crashed while approaching Vancouver. A passenger was seriously injured while nine other occupants were killed.

Catalina-Channel Airlines

Shortly after takeoff from the Bay of Avalon, while climbing, the pilot apparently encountered engine problems. He elected to make an emergency landing but the seaplane was ditched and later sank. All 10 occupants were evacuated safely.

Swedish Air Force - Flygvapnet

Crashed on takeoff from Hemavan-Tärnaby Airport. All six occupants escaped uninjured while the aircraft was written off.

Kodiak Airways

On December 24, 1961, N1503V, a Kodiak Airways, Inc., Grumman G-21A, a twin engine six-place amphibian crashed shortly after initial lift-off while making a water takeoff from Old Harbor, Kodiak Island, Alaska. One passenger seated in the cockpit was thrown into the water and drowned. The pilot, who was also thrown from the aircraft, and the remaining three cabin passengers, who exited through the main cabin door, were rescued within a few minutes. The aircraft was totally destroyed at impact and sank in 75 feet of water. Ceiling and visibility were unrestricted and the sea was relatively calm. At approximately 1050 a.s.t., the aircraft started its takeoff in a southwesterly direction. The initial takeoff appeared to be normal, but immediately after lift-off the aircraft was observed to descend, strike the water, and climb steeply. The aircraft then pitched down abruptly and crashed, with the nose and tail breaking off at impact.

French Navy

Crashed on takeoff from Tambacounda Airport for unknown reason. The seaplane was destroyed and all six occupants were killed, among them the French Commodore Pierre Ponchardier and his wife.

United States Fish %26 Wildlife Service

Enroute, the seaplane struck the slope of a mountain located in the Brooks Range, in the region of Anaktuvuk Pass. All three occupants were killed.

Alaska Coastal Airlines

The aircraft flew into the water of Lynn Canal near Eldred Rock, 65 miles north-northwest of Juneau, Alaska, at approximately 1525LT. Six of the eight passengers and the pilot were seriously injured. One passenger died four days later. The aircraft, an amphibian, descended into the glassy water in cruising configuration from an established cruise altitude of approximately 200 feet. The aircraft received major damage from impact, sank, and was not recovered.

H.J. O'Connell Supplies

On final approach to Dorval Airport, both engines failed. The seaplane stalled and crashed in a prairie located at Pointe-Claire, few dozen yards from the airfield. All six occupants were injured, some of them seriously, and the aircraft was written off.

French Navy

The crew left Lartigue Airbase (Tafraoui AFB) in Oran on a maritime patrol flight along the coast, between cape Carbon and Cape Tenès, Algiers region. While flying northwest of Béjaïa, the airplane encountered strong downdrafts and crashed on a rocky terrain overlooking the sea. The copilot was killed while three other occupants were injured. Crew: T/Sgt Parfait, pilot, T/Sgt Thinon, copilot, † T/Sgt Pichon, gunner, T/Sgt Jean Claude Deniel, radio operator.

United States Fish %26 Wildlife Service

After taking part to a fish regulation conference in Sitka, all passengers were returning to Juneau when they decided to perform a low pass over the King Salmon Bay (east part of the Admiralty Island) to make a stream survey of the salmon run conditions. At a height of 100 feet, while making a turn to the left, the aircraft hit the ground. The left wing and the left engine were sheared off and the seaplane crashed into the King Salmon Bay. Debris were scattered for more than 200 yards over the creek. A passenger who was seriously wounded was able to reach the shore and was spotted by a bush pilot about 24 hours later and transferred to a hospital in Juneau. As soon as the mishap was known to the USFWS, they sent their vessel christened 'Grizzly Bear' and three planes but reached the crash site on the morning of September 3 only. On site, they noted that all five other occupants have been killed in the crash and that the airplane was totally destroyed. Crew: Robert Meeks, pilot. † Passengers: George B. Kelez, † Richard Schuman, † Larry Kelleon, † Pattie David Bidwell, † Gomer Hilsinger.