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It was discovered during the day that Michael's chrome '74 Singer and Sam's black '74 were just one number apart.
Registration: C-GITS
Type: 330-243
Engines: 2 × RR Trent 772B-60
Serial Number: 271
First flight: Mar 17, 1999
Air Transat is a Canadian airline based in Montreal, Quebec. Founded in 1986, it is the country's third-largest airline, operating scheduled and charter flights, serving 60 destinations in 25 countries. Air Transat made its inaugural flight on November 14, 1987, travelling from Montreal to Acapulco. Air Transat is owned and operated by Transat A.T. Inc., having access to a fleet of 34 aircraft.
Flight 236.
Air Transat Flight 236 was a transatlantic flight bound for Lisbon, Portugal, from Toronto, Canada, that lost all engine power while flying over the Atlantic Ocean on August 24, 2001. The Airbus A330 had run out of fuel due to a fuel leak caused by improper maintenance. Captain Robert Piché and First Officer Dirk de Jager, flew the plane to a successful emergency landing in the Azores, saving all 306 people on board. In 19 minutes, Piché and De Jager flew their plane without engine power some 120 km (75 miles), further than any passenger jet in history.
Poster for Aviators.
Serial number 444
(marked on the top of the trigger guard, rear of the cylinder, and on the front of the cylinder indexing plate)
Marked on left side of barrel
ALLEN & WHEELOCK, WORTCHESTER, MASS
ALLEN’S PT’S JAN 7, DEC 19, 18...
This is a .34 caliber single-action percussion revolver that features a hammer mounted on the right side of the frame. (Single-action means pulling the trigger only fires the weapon, but you have to manually cock the hammer with your thumb first.) It has flared-butt walnut grips, an octagonal 5-inch barrel and a 5-shot cylinder. The unfluted cylinder is engraved with a hunting scene of trees and deer. The cylinder access pin is inserted from the rear of the weapon. The hinged trigger guard acts as the loading leaver, driving the ram rod with a rack and pinion gear. There were two basic types of this gun made between 1858 and 1861; the Early Model of which approximately 100 were made (with a friction catch on the trigger guard loading leaver), and the Standard Model of which approximately 1,000 were manufactured (with a spring-loaded catch on the trigger guard loading leaver). Although not a military weapon, some of these revolvers were carried in the Civil War as a privately purchased side arm.
Aircraft Type - Serial - (c/n) . . Northrop F-5E Tiger II - J-3093 - (L1093)
Owner/Operator . . Swiss Air Force
Location & Date . . Emmen (EML/LSME) Luzern Switzerland - 30th August 2022
Coded 093
Serial number: 37843
Line Number: 1512
First flight date: 29/01/2015
Engines 4 x GEnx-2B67
D-ABYS 19/02/2015 Lufthansa
BODY:
Manufactured by Nippon Kogaku K. K., Japan (Nikon Corporation since 1988)
Model: c.1968, model Photomic FTN that produced between 1968-1974.
All Nikon F produced between 1959-74
35mm film camera, fully mechanical, (except posemeter)
Engraving on the top plate: Nikon and serial no. 6944460
Lens Mount: Nikon F bayonet type
Lens release: by a button on the right front side of the camera, just beside the lens mount
Focusing: screen Matte fresnel Split-image prism rangefinder, Type A, provided as standard, interchangeable with 16 other type finder screens
Shutter: Mechanical, horizontal-travel, titanium foil focal-plane shutter
speeds: 1-1/1000, +T and B, for X sync 1/60 is red
setting : dial on the top plate, coupled with the speed dial of the finder Photomic FTN
Shutter release: Threaded collar, accepts Nikon F, F2 type cable release, on the top plate
Cocking lever: also winds the film, short stroke type, retractable,
automatic film advance possible when motor drives F36 or F250 are used.
Frame counter: on the cocking knob, Additive type, auto-reset
Reflex mirror: Automatic instant-return type
Mirror lock-up: by a lever on the right side of the lens mount
DOF preview: by a button, on the right front side of the camera, just beside the lens mount
Viewfinder: Photomic FTN, metered, SAI, eye level SLR pentaprism,
center-the needle pointer, shutter speed and apertures index visible in it, to f/32 and T&B settings, T appears as 4 sec. and B appears as 2 sec. in the finder,
Maximum aperture scale: on front of the finder:
After setting the lens to f/5.6 or lower, mount the lens on the camera and cycle first back and then forth between the minimum and maximum apertures, some spring-loaded gizmo in the finder automatically communicates the maximum lens aperture to the metering circuit
(check the maximum aperture scale)
For Nikon F cameras classic Eyelevel prism finder was standard, interchangeable with 7 other types including 4 metering prisms
Finder release: main prism release is the small silver button on the back of the top plate and second is a lever on the right side of FTN, pushed in towards the finder after the main prism release is pushed-in.
Meter switch On/Off: On button on the right side of the finder, Off button on the top-right of the finder, when the on button pressed, the meter switch-off button will pop up and a red line around its circumference will be visible. This serves as a warning that the meter is on.
Battery check: depressing the off button while the meter is off, which will cause the meter needle to move slightly right of the center notch if the battery is still good.
Exposure meter: Cadmium Sulfide cells (CdS) in prism, through-the-lens, center-weighted exposure metering, (corresponds to the 12mm in diameter ring on the screen),
Film speed range: ASA 6-6400, setting: dial on the finder
Metering range: EV 2-17
Exposure setting: manual, set the ASA then center-the-needle pointer moving between horizontally arranged +/– (over / under exposure) markers at the lower part of the viewfinder, by turning the aperture ring or speed dial, speed and aperture are visible in the viewfinder.
The needle array was duplicated on the top of the finder head to allow exposure control without looking through the viewfinder
Re-wind lever: folding crank type,
A red dot on top of the shutter release button rotates while the film is being rewound,
Re-wind release: by switching the shutter release collar to R
Flash PC socket: Possible at all speeds up to 1/60 sec with electronic flash; sync terminal provided for off camera or multiple-flash photography; sync terminal is switchable to work with flashbulbs at speeds of up to 1/1000 sec (type 6 flashbulbs)
Hot-shoe: special Nikon F-type located at base of rewind knob,
adaptors available to convert to ISO or F3-type shoes
setting: the flash sync, lift up on the milled ring around the shutter speed dial and rotate, left or right, setting which visible in the small window just forward of the shutter speed dial,
For electronic flash sync 1/60th or slower, set the white and red letters FX,
the rest of settings for using flashbulbs
Memory dial : for ASA 25-1600, on the left of the bottom plate
Self-timer: dual purpose, a lever-type, rotate it clockwise, small black tick marks for an approximately 3, 6, 10 second delay, on the ring surrounding the self-timer hub, an aid for hand held exposures at slow speeds also
activates by pressing the small silver button appears when you moving the self-timer lever
Back cover: removable with bottom plate, opens by turning open/close folding lever,
interchangeable with 250 exposure magazine back (and motor) F250
Engraving on the bottom plate: MADE IN JAPAN
Tripod socket: 1/4''
Strap lugs
Body: Weight: 1049g, approx with Tn or FTn finder
Battery: Two PX-625 1.3V mercury battery (accepts PX625A / LR9, but better is 1.35v Zinc/air), for light meter only
Battery chamber: on the bottom of the finder
F body serial no / manufacturing year data, F body features / typology are as to:
LENS:
Zoom-Nikkor Auto 43-86mm f/3.5
Manufactured by Nippon Kogaku, Japan
Mount: Nikon F bayonet type non-AI lens , automatic diaphragm ,
Solid meter coupling prong, (no nostrils), single coated, filter thread: 52mm,
serial no. 486556
as to this serial no. Lens model is c.1967
All of this 43-86mm F mount lens manufactured between 1963-74 with many modifications
Aperture: f/3.5-f/22, on the scale number 16 blue coloured
Focus range: 1.2-20m +inf
Focus and zoom ring is same, zooming by sliding it,
scale with coloured lines 43-50-60-70-86mm
F mount with 5 slot screws, Chrome lens Barrel, scalloped aperture setting ring
White coloured LENS MADE IN JAPAN engraved on the black focusing ring,
the character M has vertical sides
The distance scale on the focusing ring is calibrated in feet and meters. Infinity setting is on the left side. The feet scale is yellow and is situated above the white meter scale.
The lens manufacturing year / serial no. data, model features / typology are as to:
For Nikon F cameras the lenses 50mm f2 Auto S Nikkor and later 50mm f1.4 Auto Nikkor-S was standart.
Non-AI lenses fit on the Nikon F, early F2, Nikkormat FT, FTN, FT2, EL and ELW, and the Nikkorex F. They can be used without meter coupling on the earliest AI camera bodies such as the FM and FE, but they must not be mounted on later ones such as the FM2, as it is possible to damage the camera body.
Nikon brought semi-automatic aperture indexing (SAI) from the Nikkormat FTN into the professional F with the FTN finder.
The F is the first member of the long line of Nikon F-series professional level 35 mm SLRs that began 1959 and followed each other in a sort of dynastic succession as the top-of-the-line Nikon camera. The other members were the F2,F3,F4,F5 and F6 (2004–present).
The F-series do not share any major components.
All Nikon professional F-series SLRs are full system cameras. This means that each camera body serves as only a modular hub.
Serial number 30393
LN:781
767-306ER
First flight date 17/01/2000
Washington - Dulles International (KIAD)
A variant of the versatile "Serial Rapist", the "Serial Stalker" was designed as a recon/sniper model. In this redesign, the standard sensor array was replaced with a more powerful model that would extend the VT's sensor range to five miles. The communications pack was upgraded and can now recieve images via satellite allowing the pilot to see virtually everything around him.
All this equipment is made even more important by the fact that the Stalker, while powerful, is extremely susceptible to ground attacks. Stalkers are protected by a crew of foot soldiers and the sheer impossibility of sneek attack.
In the conversion, the Rapist's 20mm rifle was replaced with a 70mm sniper rifle. The rifle's rounds make the weapon even more effective when they are equipt with a delayed explosive charge. Most are. Coupled with the advanced sensor array, a Serial Stalker can hit a target 4-5 miles away with ease. Tactical teams in which several Stalkers are linked can extend that range by several miles.
Stalkers are most commonly deployed on simple patrol missions with two or three Serial Rapists. Their sensors are put to the most use as they march down streets gathering information on civilians that might be discussing something the government strictly forbids, like vacation or marriage. On rare occasions they might catch wind of a coup which they can end immediately before the plotters even know someone's listening.
But Big Brother is always listening.....
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ps. If anybody didn't see this post I need some help piece wise and am willing to trade. Details are in the post.
The Caravelle was impounded by the police after an emergency landing due to technical problems on 12.07.1983 on a flight from Berlin-Schönefeld, Germany to Cairo, Egypt. On board the police found 269 boxes with soviet weapons and 400 SAM-missiles. The German pilots were imprisoned for 14 months.
Serial # 1657 Made in U.S.A. Patent # 1688117 H.E.V. Book 5 No. 1. Center motif for bedspread. I copied this from the orginal using a light box.
The Anatome Helena is a snail who feeds him with other snails. It is a real killer lol.
Nikon d3100 + Sigma 105 mm mAcro
IN ENGLISH BELOW THE LINE
Perquè tenir dues Ihagee de format 9x12 fabricades a mitjans dels anys 20... quan en pots tenir tres? Ups, em repeteixó, he he.
Ja fa un temps vaig fer aquesta foto amb només dues d'aquestes càmeres, aquí podeu llegir-ne més detalls de tot plegat, si voleu:
Perque una (a la esquerra) és un patrimoni familiar, però les altres dues son meves, amb les seves caracteristiques peculiars. Totes tres són Ihagee Patent Duplex 720 fabricades cap a 1925.
En tot cas i com a resum, el meu avi patern va comprar la càmera de la dreta, la més nova de les tres. I la va heredar ja fa molt de temps un familiar. Però jo vaig comprar la de la esquerra fa un parell d'anys, amb la idea de fer-la servir com la del meu avi, buscant la màxima similitud possible. L'unic problema és que el dors d'aquesta càmera dona fuites de llum que desgracien moltes de les fotografies. Per sort, ara he trobat i comprat la càmera del mig de la imatge, amb un dors en molt millor estat. Encara s'assembla més i tot a la del meu avi, amb la única excepció de la marca del objectiu, un Goerz Dogmar f4.5/135mm en comptes d'un Meyer-Gorlitz Doppel-Anastigmat Veraplan f4.5/135mm. Com podeu veure, son de fabricants diferents però amb les mateixes característiques.
===================================================
Why have two 9x12 format Ihagees made in the mid 1920s... when you can have three? Oops, I'm repeating myself, heh heh.
I took this photo a while ago with just two of these cameras, you can read more details about it all here if you want:
Because one (on the left) is a family heritage, but the other two are mine, with their peculiar characteristics. All three are Ihagee Patent Duplex 720 manufactured around 1925.
In any case and to summarize, my paternal grandfather bought the camera on the right, the newest of the three. And it was inherited a long time ago by a relative. But I bought the one on the left a couple of years ago, with the idea of using it like my grandfather's, looking for as much similarity as possible. The only problem is that the back of this camera leaks light that spoils many of the photographs. Luckily, I have now found and bought the camera in the middle, with a back in much better condition. It still closely resembles (even more) my grandfather's, with the sole exception of the lens brand, a Goerz Dogmar f4.5/135mm instead of a Meyer-Gorlitz Doppel-Anastigmat Veraplan f4.5/135mm. As you can see, they are from different manufacturers but with the same characteristics.
Serial number: 1320
First flight date: 20/09/2000
Test registration: F-WWDT
Engines 2 x CFMI CFM56-5B4/P
G-OOAR 03/11/2000 Air 2000
G-OOAR 07/10/2003 First Choice Airways
G-OOAR 01/11/2008 Thomson Airways
G-OZBY 30/11/2012 Monarch Airlines
Stored as OE-IFA
PR-AJB 22/05/2018 Azul Linhas Aereas
In Bangalore, India. Somehow the guy on the left was upset at me for taking the photo. I heard later that such photos of people peeing in the streets sometimes ended up in the newspapers, tee-hee!
McDonnell Douglas F/A-18D HORNET (SERIAL: 1109/D096) USMC "SILVER EAGLES" VMFA-115 (164679) / BASE AÉREA DE MORÓN (LEMO) AFB MORÓN / ESPAÑA - SPAIN
This one is very small. 3 1/4" h x 2 3/4" w. Either a Walkers or Royal Society transfer. Probably from the 1930's. Numo transfer.
Panthera onca : Le Jaguar.
En Guyane, comme tous les autres félins, il est appelé tig' en créole.
Animal mythique, roi incontesté de la forêt guyanaise.
Il est le héros de bien des légendes et contes.
Description : Le plus grand félin d’Amérique du sud avec son collègue le puma.
Robe marron clair, tachetée d’ocelles noires rendant l’animal parfaitement mimétique. Le poil est très ras. La répartition des ocelles et la couleur de fond de la robe varieront en fonction des individus. Un jaguar mouillé apparaîtra nettement plus gris. Ventre, intérieur des pattes et poitrail blancs, toujours avec des ocelles noires. La tête est très volumineuse à cause de l’importante masse musculaire au service des surpuissantes mâchoires. Comme chez tous les carnassiers, le système digestif est très court afin d’éviter les macérations et fermentations.
La queue et les oreilles se terminent par une zone noire. L’appendice caudal est de fort diamètre, presque toujours en mouvement, y compris lorsque l’animal est couché. C’est ce mouvement de balancier exécuté à cadence régulière par la partie terminale noire (dix à quinze centimètres) de la queue qui trahira souvent la présence de ce prédateur. Parfaite machine à tuer, il se dégage de l’animal une indiscutable puissance.
Lorsqu’il marche, la tête oscille d’un côté à l’autre au même rythme que ses pas.
Les pattes sont extrêmement puissantes et courtes. Les griffes sont rétractiles et souvent affûtées sur les troncs d’arbres.
Mœurs : Les territoires de chasse des jaguars se superposent et recoupent ceux d’autres félins. En zone moyennement riche en gibier, on estime généralement que le territoire d’un animal peut atteindre une cinquantaine de kilomètres carrés.
L’activité du jaguar est indifféremment diurne et nocturne. Il est un des rares animaux demeurant actif par temps de pluie. Le jaguar dort énormément. D’une façon générale, de courtes périodes d’activité sont entrecoupées de longs moments de repos. Il aime à se reposer en situation élevée. Il n’est pas rare d’en rencontrer couchés sur des troncs penchés ou des tas de grumes. C’est un excellent nageur. Le jaguar chasse la plupart du temps à l’affût. Il opère assez souvent par couple.
Reproduction : La femelle met bas dans une zone touffue, généralement un chablis et protége l’accès. La gestation dure environ une centaine de jours et une portée peut compter jusqu’à 5 petits pesant dans les 800 grammes chacun. La maturité sexuelle intervient au-delà de la première année d’existence. Chez le mâle la descente des testicules a lieu à l’âge de 11 mois.
Régime alimentaire : Celui-ci est des plus variés. Les reptiles – tortues ou serpents – tout comme les tatous et les pécaris lui payent un lourd tribut. Il n’hésite pas à s’attaquer à de très gros animaux tels que biches Mazama ou tapirs. Il arrive souvent de rencontrer en pleine jungle des carapaces de tortues terrestres, ouvertes telles une boite de conserve et vidées de leur substance.
Il régurgite les os et poils de ses proies. Il est fréquent de rencontrer des touffes de poils mélangés à des écailles de tatou, griffes et esquilles d’os.
Soft utilisés : Photoshop / Aperture .
Cette photo n est ni un montage ni du HDR .
LARGE SIZE
When me an my wife lived at the fifth district as lodgers in an apartment, I still hadn’t gotten my boxes with my painting stuff, so I had a lot of time to pass, so I went out on long random walks in my new city…
often with a digital camera! Somewhere close to Spengergasse where we lived I found this rather morbid thing??? If I remember it rightly it was outside a dentist office on a small concrete slab ramp… it is a key and what appears to be human teeth, I hope it is surplus false teeth and not some poor victims of a serial killer buried in plain sight…
Then I remembered the infamous killer in Vienna, the woman called the Icecream lady ( in german Eis icecream sounds like isen which means iron a play with words the press made ) She killed her husband and then lover and then (after taking concrete construction courses and shooting lessons) integrated their corpses in to the concrete floor of her ice cream gelatio parlor…
Later discovered by an electrician (you can probably read about the long story online)
…anyhow I really hope this isn’t something similar…
So if anyone here knows anything about this strange ornamentation…
please tell me! I am interested and would be happy to know more about this!
Peace and Noise!
/ Mushroombrain Queenie Jack of many traits but not a serial killer
Otter C-FSUB is one of the oldest Otters still flying and also one of the few remaining with the original R1340 radial engine. It arrived in Vernon from Geraldton and it likely has a new owner and career ahead of it. read its history here, courtesy of Karl E. Hayes. What an interesting read it is.
Notes
Otter number 8 was delivered to the RCAF with serial 3662 on 28th March 1953, the same day as 3661, the Force's first Otter. Like 3661, it also carried an ABcode for DHC publicity purposes prior to delivery. Its first assignment was to 408 Squadron, Rockcliffe, carrying the unit's MN code, the squadron history recording that by 2nd April '53 3662 was engaged on local pilot familiarisation flights. It remained with 408 Squadron over the summer, being transferred to 102 Communications Unit, Trenton in September 1953.
Subsequently, date unknown, it joined 111 Communications & Rescue Flight at Winnipeg, taking that unit's PW code. It was involved in the rescue activity for USAF B-47 tail number 17013 which crashed in the Big Sandy Lake, Saskatchewan area on 12th February 1955, and also in the rescue of the RCMP Otter CF-MPP, overdue on a flight from Fort Churchill to Ennadai Lake on 22nd February 1955, as described in relation to Otter 42. The history of 111 Communications & Rescue Flight records that as at 1st December 1955 it had on strength three C-47 Dakotas, three Beech Expeditors, one Harvard, two T-33s and two Otters, 3673 (which they had borrowed from 103 Rescue Unit at Greenwood) and 3662, then on overhaul at Calgary. 3662 re-joined the Flight after its overhaul later that month, and on 19th December '55 it was on a training flight to Big Trout Lake when it experienced engine trouble and had to overnight on the frozen lake. Parts were dropped to the downed Otter the following day, enabling repairs to be carried out.
The Otters operated out of Winnipeg on wheel-skis during the winter, and on floats from Lac du Bonnet during the summer. In August 1956, 3662 made a facility check tour of northern aerodromes, leaving the Flight's other Otter, which was then 3696, at Lac du Bonnet. On 28th October '56 a private Cessna made a forced landing on a lake in the Berens River area. 3662 flew in oil and heaters to service the Cessna, which then flew back to Winnipeg. The Unit's history records that on 8th November '56, both 3662 and 3696 were ferried from the Lac du Bonnet summer base back to Winnipeg, where they were fitted with wheel-skis for the winter.
3662 continued in service with 111 Communications & Rescue Flight at Winnipeg until September 1957, when it went to No.6 Repair Depot at Trenton for storage as a reserve aircraft. In October 1964 it was transferred to Saskatoon and continued in storage awaiting disposal. It was sold to DHC in June 1965, who converted it to civilian configuration. The Otter was then sold to Coast Range Airways Ltd of Atlin, BC, to whom it was registered on 7th February 1966 as CF-SUB. Atlin is in the northern part of the Province, near to the Yukon border, so the Otter was ideally placed to serve the charter needs of that region, hauling fuel, diamond drills and supplies for mining and exploration camps.
In the spring of 1967 Coast Range Airways was purchased by Trans North Turbo Air Ltd of Whitehorse, Yukon principally for its helicopter charter licence and its one Bell 47G helicopter. Otter SUB continued to serve the mining industry, remaining registered to Coast Range Airways, then a subsidiary of Trans North Turbo Air. At that time, it was the only Otter in the vicinity of the Yukon and was much in demand. Besides supplying the exploration camps, it was also used during the summers of 1966 and 1967 for water-bombing forest fires with a “torpedo-type” tank hung under the fuselage. On 16th November 1967, the Otter received some damage at its Atlin base. An approach was made to land toward the southwest. At about ten feet above the ground a gust of wind caused the Otter to balloon slightly. Power was added and altitude and direction maintained. During touch down, a gust of wind lifted the left wing and the right wing tip contacted the ground and dragged for about 100 feet. The Otter went off the right side of the runway before coming to rest. The damage was repaired.
In the fall of 1967, Trans North Turbo Air sold the fixed-wing portion of their fleet, a Super Cub, Beaver and the Otter SUB to Great Northern Airways Ltd of Calgary, so that Trans North could concentrate on its helicopter operations. The Otter was registered to Great Northern Airways on 17th July 1968 and painted in a blue colour scheme with red cheat line. During the summer of that year, a blown jug caused a forced landing onto Margaret Lake, a small lake north of Mayo in the Yukon.
After the necessary repairs were made to the engine, the take-off was not so successful and the Otter went careening into the bush at the end of the lake, tearing the floats off and doing much damage to the fuselage. The aircraft had to be slung out in pieces to a nearby strip and bush-repaired, using parts from a steel bed frame to re-enforce it for the ferry flight out. It headed south to Field Aviation, Calgary for repair and was then temporarily fitted with a set of borrowed amphibious floats, so that it could finish the season based out of Inuvik in the Northwest Territories.
CF-SUB continued to fly for Great Northern Airways until that carrier went bankrupt in December 1970. Its assets and licences were bought by International Jet Air Ltd of Calgary. Their main interest was the “E” category licence which Great Northern had held, which enabled International Jet Air to establish a scheduled and charter service over the routes Great Northern had operated, using a fleet of Lockheed L188 Electras. On 5th April 1971 Otter CF-SUB was registered to International Jet Air, but it was not operated by them and was kept in storage at Calgary. They sold on the “D” licence (for DC-3 operations) to Northward Airlines of Edmonton, and the “A”, “B” and “C” licences which Great Northern Airways had held (for operation of aircraft in the Cessna 185 up to Otter category) to Trans North Turbo Air, and included in the sale were four Beavers, two Aztecs and Otter SUB, which was ferried from Calgary up to Whitehorse, Trans North Turbo Air's base, in the fall of 1971. The Otter was registered C-FSUB to Trans North Turbo Air (1971) Ltd on 4th May 1972 and painted in an all yellow colour scheme with red trim.
The Otter was operated by Trans North Turbo Air alongside a fleet of Beavers and Turbo Beavers for the next seven years. For winter 1972 it was based out of Inuvik on wheel-skis, for reindeer management, seismic and oil exploration support. From time to time during its period with Trans North Turbo Air it flew from Inuvik and Ross River, but mostly out of Mayo and Whitehorse. During the summers it flew from Schwatka Lake, Whitehorse on floats. During the winters it was equipped with wheel skis and hauled hundreds of tons of lumber, drill equipment, camp gear and groceries as well as thousands of drums fuel (five or six full, 17 empty) onto the ice of frozen lakes north of Mayo.
During the summers it continued to haul the same type of cargo to the same camps on floats. Also, from August until the end of the float season, the Otter carried hundreds of big game hunters to and from the many hunting camps throughout the Yukon. Reindeer herders and their snow machines were carried in winter.
During this period of operation with Trans North Turbo Air, there were a few incidents recorded. To quote here from Robert Cameron, one of the pilots who flew SUB during this time:”In 1972 another pilot and I were climbing out from Inuvik in SUB on floats, with six drums on board for Fort McPherson. All of a sudden the decibel level of our geared R-1340 about doubled as the nose reduction ring-gear disintegrated and the 600 hp Pratt was instantly unloaded of the heavy 3-bladed prop. Our immediate forced landing into a side channel of the MacKenzie River was without incident, but the extra noise of that over-speeding engine sure got the adrenalin pumping. We were subsequently picked up by Northward Airlines Otter CF-NFI”.
“Another pilot who was a little hard on the old girl decided one overcast winter day to demonstrate how difficult it is to judge height above the flat snow-white surface of a lake. Shooting his approach out in the middle of the lake (to maximise his challenge!) his demonstration proved to be very authentic indeed as he struck the ice heavily and drove the main landing gear through the sides of the fuselage. Another wilderness bush repair was undertaken, followed by a ferry flight to Calgary for permanent repairs. This same pilot on another occasion experienced the joy of spotting a downed aircraft, with its chilled but uninjured occupants waving excitedly from a frozen lake. He decided to celebrate with a low pass over their heads. As he approached the shoreline of the lake, a tree struck the wing and slashed it right through to the spar. SUB stayed in the air but it was not a pretty sight to bring home to the boss. Another blown jug and forced landing on a gravel bar on the Porcupine River below Old Crow left SUB heavily bogged down in mud. A few sheets of plywood placed in front, to help get the take-off roll started, got sucked up into the roaring propeller, resulting in much splintering of wood and gnashing of metal, and cursing. The subsequent repairs were completed just in time to make a hasty escape from the gravel bar as flood waters moved in”.
Another incident occurred on 28th March 1974 at Reptile Lake on a glacier high in the MacKenzie Mountains, when the Otter on wheel-skis collided with a snowbank resulting in the main landing gear being punched through the side of the fuselage. Because the site was so inhospitable, bush repairs were not possible, so the Otter was slung out using a Sikorsky S-58 helicopter. This had to be done in short stages, with an S-55 helicopter setting out fuel caches every few miles, all the way to Mayo.
At Mayo the standard bush-fix was carried out before SUB was flown via Whitehorse to Field Aviation in Calgary for permanent repairs. There was one further incident, in the fall of 1976. To again quote from pilot Cameron: “I was taking off with some hunters and their meat out of a short, high mountain lake in a gusty crosswind when I decided to abort. It turned out that the small amount of lake left in front of me to get stopped was full of rocks, and I tore the bottoms out of the floats. Under very difficult conditions our engineers managed to patch them up good enough for me to get SUB into the air before sinking (with the engineer pumping steadily during taxying) and back home to base”.
In 1978 Trans North Turbo Air decided to get out of single-engined fixed wing bush flying to consolidate on helicopter and IFR twin-engined fixed wing types. Otter C-FSUB was sold in the fall of 1978 to a Vancouver man named Walter Davidson, who was in the logging business, but its next operator was Tyee Airways Ltd of Sechelt, BC to whom it was registered on 23rd April 1979. The Otter flew down to Sechelt, which is just north of Vancouver, where it joined the Tyee fleet of Beavers and Cessna 185s. “Sechelt” is a native word for “place of shelter from the sea”. Appropriately, it describes the sheltered head of Sechelt Inlet, where Tyee Airways docked its float planes. The Tyee fleet linked Vancouver harbour with communities north of Howe Sound, as well as providing services to Vancouver Island. Tyee Airways was taken over by West Coast Air Services (operators of Otter CF-UJM) who in turn were taken over by the Pattison Group, intending to merge both carriers into Air BC. However, the founder and former owner of Tyee Airways, which at that stage was still operating as a separate company, commenced court action to get out of the whole deal and to continue as an independent.
In any event, the Otter did not stay long with Tyee Airways, and its next posting was in fact back to Whitehorse in the Yukon, where it joined the fleet of Air North Charter & Training Ltd, to whom it was registered on 12th June 1980, named “Bert”. Air North is one of the major operators in the Yukon and C-FSUB resumed its charter operations throughout the Territory, flying alongside Air North's other Otter C-FQOQ. Only one incident is recorded while SUB was flying for Air North, exact date unknown, but it was not long after the Otter entered service with them. The accident site was about 250 miles from Dawson City and approximately 15 winding road miles from the Arctic Circle, near the Eagle Plains Hotel. The Otter landed on a section of the Dempster Highway, which also served as an airstrip, but had run off the strip, causing considerable damage to the propeller, engine mount, cabin roof and a bent right wing. The repairs were carried out by Denny McCartney, the whole episode being well described in his excellent book “Picking Up The Pieces”.
After four years of service in the Yukon with Air North, SUB returned to the Vancouver area when it was purchased by Harbour Air Ltd. It arrived in Vancouver on 4th October 1984 on delivery to Harbour Air, still in the Air North colour scheme. It was overhauled and repainted over the winter and emerged from the hangar on 21st March 1985 in full Harbour Air colours, on floats. It was registered to Harbour Air on 30th April 1985. It flew with them for that summer, before heading north up the BC coast to Prince Rupert, where it was registered to North Coast Air Services Ltd on 1st November 1985. It joined their fleet of four Beavers, a Fairchild Husky and a Grumman Mallard and flew for North Coast for nearly two years.
Having served all of its commercial existence thus far in Western Canada, it then moved eastwards, where its next operator was V.Kelner Airways of Pickle Lake, Ontario to whom it was registered on 3rd June 1987. It flew that summer out of Pickle Lake and then moved further east, when it was acquired by Cargair Ltee of Quebec, to whom it was registered on 1st October 1987.
Since then, SUB has served with Cargair, based at St.Michel-des-Saints during the summer months on floats, being put into storage each winter. The Otter is used to fly tourists, hunters and fishermen into the beautiful wilderness areas of Quebec. It also supports exploration camps in the James Bay area. During the caribou hunting season of August/September each year, the Otter flies out of the LG-4 base on the La Grande river, flying the hunters to the James Bay region in search of their prey, before returning to St.Michel-des-Saints for winter storage. As of May 2001, the Otter had accumulated 21,000 airframe hours. SUB was noted in the hangar at St.Michel-des-Saintes on 4th May 2004 having just had a new R-1340 engine installed. It entered the water the following day for the first flight of the 2004 summer season.
This Otter has been operated by Cargair Ltee from its base at St.Micheldes- Saints, Quebec for twenty years, since 1987. In 2007 the bush aircraft division of Cargair, including the Otter, was purchased by Air Mont Laurier (1985) Inc of Ste.Veronique, Quebec to whom C-FSUB was registered on 5th April 2007. Air Mont Laurier also operate Otter C-GGSC (366), both Otters still with their original R-1340 engines.
History courtesy of Karl E Hayes from DHC-3 Otter: A History (2005)
Modelo: Nu Luján
Maquilladoras: Cristina Asensi y Laura Calero
Estudi AFES. Barcelona.
Textures from smoko-stock