C-GSWJ sitting at the gate in Calgary with lovely early mornimg sunshine waiting to bring me to Kelowna

Mildenhall, 16 July 1983.

65-0246 parked at the east side of the base,north of the runway, seen from the fence. What a great place it was back then - and still is of course!

This Lifter was destroyed by fire in October 1986 after it hit a light pole at Travis AFB while taxiing. A fuel tank ruptured, the fuel ignited, the crew escaped, the plane was toast.

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 Ontario and it likely has a new owner and career ahead of it. The Otter will be going to Campbell River for a turbine conversion. 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)

Iowa in 1992. (Processed as a single image HDR.)

Copyright ©Javier Serrano all rights reserved.

C-GION - deHavilland Canada DHC-8-102 Dash 8 -

Air Canada express (operated by JAZZ)

at Toronto Lester B. Pearson Airport (YYZ)

c/n 127 - built in 1988 for Air Ontario -

recently re-painted into Air Canada express - colours

OLYMPUS DIGITAL CAMERA

C-FWJS - Boeing B-737-8CT/SW - WestJet

at Hamilton International Airport (YHM)

c/n 39.076 - built in 2014

C&NW Train 598 heads east coming into Palatine, IL behind the usual set of suburban F7's taken for weekend use.

C-GXNR - Boeing B-737-2S2C/A - RAGLAN (Glencore Group - form. xstrata Nickel Corp.)

at Toronto Lester B. Pearson Airport (YYZ)

c/n 21.929 - built in 1979 for FedEx and operated as N205FE -

operated by ARAMCO as N716A between 1981 and 1999

with xstrata since 03/2012 -

titles changed to "RAGLAN" in 2014

Gravel-kit fitted

C-FEAK - Boeing B-737-86Q/SW - SkyUp Airlines (ex Sunwing Airlines -

leased from Aviation Capital Group)

at Hamilton International Airport (YHM)

c/n 30.292 - built in 2004 for Sterling European -

leased to Sunwing in 2009 - will be delivered soon to this new Ukrainian operator

C-GYAJ - Boeing B-767-35E/ER (BCF) - CargoJet Airways

(leased from Guggenheim Partners)

at Hamilton International Airport (YHM)

c/n 26.064 - built in 1992 for GECAS and operated by EVA Air - converted to freighter 2014 - leased to CargoJet 09.10.14

｜綠攝影像｜婚禮紀錄｜婚禮攝影｜婚攝｜專業婚攝團隊｜

Air North Boeing 737-505 C-GANH

C-GGWJ taxiing in onto stand in Calgary on 26/06/2002

C&O 1520 at Barr Yard. 11/06/82--Tom Golden photo

C-FXMS - Boeing B-737-8CT/W - WestJet

at Hamilton International Airport (YHM)

c/n 40.833 - built in 2016 - del. 15.12.2016 - still with the regular winglets

C-GCPY - Boeing B-737-217A - Canadian Airlines International

at Winnipeg International Airport (YWG) in 2001

c/n 22.342 - built in 1981 for CP Air - later also operated by ZIP Air and Air Canada until 2003 -

final operator between 2004 and 2008 was Merpati Nusantara of Indonesia -

retired 2008

scanned from Kodachrome-slide

Bombardier Global 7000 - C-GLBR GL7T

Air Canada Jazz Bombardier Canadair CRJ-705 CL-600-2D15 C-FJJZ

Copyright 2020 by Justin Bonaparte. All Rights Reserved.

C-GWSP - Boeing B-737-7CT/W - WestJet

(leased from BOC Aviation)

at Hamilton International Airport (YHM)

c/n 36.693 - built in 2009

Campbelltown bound Sydney Trains T8 Line service 25-P passes express through East Hills.The C set type trains are destined to be retired over the next 12-18 months, owing to on time delivery of more B set trains.

2020-02-04 Sydney Trains C9-C3608 East Hills 25-P

C-GYAJ - Boeing B-767-35EER (BCF) - CargoJet Airways

(leased from Guggenheim Partners)

at Hamilton International Airport (YHM)

c/n 26.064 - built in 1992 for GECAS and operated by EVA Air -

converted to freighter 2014 -

leased to CargoJet 09.10.14

Avant Foyer, Opéra Garnier, Paris, France

This is the hallway that is between "Grand Staircase" and the Foyer.

C'est le couloir qui se trouve entre "Le Grand Escalier" et le Foyer.

::c.A.:: Lucy

Black

Blue

Champagne

Green

Red

White

Please TRY "DEMO"

maps.secondlife.com/secondlife/Sparkling%20Champagne/104/...

Nubes de Azúcar, Sugar clouds

C-FRYS - LearJet LJ-45 - McCain Foods Limited

at Toronto Lester B. Pearson Airport (YYZ)

c/n 45-275 - built in 2005

The registration somehow gives it away what kind of business McCain is: Fries !

replaced by another LJ-45 in 2019 - c/n 585

An E.Q.K. A/C.

No other information available.

¡Os invito a un cafe! :)

Otter C-FPEN arrived in Vernon with a piston engine Feb 11, 2004 and left on Apr 25 with a new Garrett Turbine, panorama windows and a Yukon door and a stunning new paint scheme. More of the Otter's history follows as written by Karl E Hayes.

Otter 439 was delivered to Hudson Bay Air Transport Ltd (HBAT) of Flin Flon, Manitoba on 24 May 1963, registered CF-PEN. The manufacturer’s plate in the aircraft says that its manufacture was completed 11 April 1962, so it was evidently in storage for some time before it was delivered. It was flown from Downsview to Flin Flon on 25 May 1963. Also delivered to the company the same day was Otter 438 CF-PEM. These two Otters were ordered as replacements for Otters CF-JOR (212) and CF-KTI (269) which had both been destroyed in a fire at the company’s hangar at Flin Flon on 4 April 1963. HBAT also operated Otter CF-MIQ (336) which had escaped the fire, so with the delivery of PEM and PEN the company’s fleet was restored to three Otters.

The HBAT Otters were used to support exploration camps in the bush. There were usually between eight and ten active camps within a 150 mile radius of Flin Flon. All had to be supplied with food and equipment, crews changed and the camps moved as required. The Otters also provided a year round link to the hydro-electric plant at Island Falls, Saskatchewan on the Churchill River, 65 miles north-west of Flin Flon, and between Flin Flon and Snow Lake, Manitoba, a mining complex 75 miles to the east.

There were also trips for the Otters further afield, to the Northwest Territories. Pat Donaghy flew for HBAT and he recalls such a deployment in CF-PEN in August 1966. The company was prospecting in the district of Keewatin, in the area to the north of the Manitoba border up to Baker Lake. The crews were being supplied by Otters both from Flin Flon and from Baker Lake . On one occasion he was en route from Baker Lake in CF-PEN to Tulemalu Lake with supplies. An American registered Cessna 180 on floats (N5027F) was missing but he spotted the downed Cessna on Yathkyed Lake and landed to give assistance with engine repairs.

This use of the three HBAT Otters continued in the years that followed, until the need for bush aircraft diminished over time. In the 1970s, forest industry logging roads sprang up around the North, opening up areas which were once only accessible by bush plane. This led to the first major cutback in HBAT’s operation in 1976. The three Otters remained in the fleet, but with exploration activity at an all time low due to the economic climate, the Otters were only used sparingly to service the company’s facility at Island Falls, for the odd trip to Snow Lake and to transport line cutters and stakers. As the years went by, the operation became uneconomic and flying ceased in July 1983. The remaining aircraft were sold and HBAT air operations closed down.

CF-PEN had already been sold by then. Its registration to HBAT was cancelled on 2 June 1982 and it was sold to Lac Seul Airways Ltd., of Ear Falls, Ontario to whom it was registered C-FPEN on 21 January 1983. It replaced Otter C-FDDX (165) with Lac Seul and flew alongside the company’s other Otter CF-HXY (67). The Otters were used to fly tourists and guests to fishing lodges during the summer months and were painted in Lac Seul’s attractive red and white colour scheme. PEN was destined to fly for Lac Seul for the next twenty years. After the summer 2003 season, Lac Seul Airways decided to sell PEN and continue operations with HXY. The registration of PEN to Lac Seul was cancelled on 31 March 2004 and it was registered that day to Fast Air Inc., of Winnipeg, Manitoba.

Fast Air, from its Winnipeg base, operated a fleet of Piper Navajos, Beech King Air’s and a Westwind executive jet. The Otter had in fact been sold to Ookpik Aviation Inc of Baker Lake, Nunavut but as this company did not at the time have its own Aircraft Operator’s Certificate (AOC), it entered into a joint venture with Fast Air whereby the Otter would be placed on Fast Air’s AOC, and operated on behalf of Ookpik Aviation. This company had been founded by Boris Kotelewetz after he arrived in Baker Lake in 1966, and started out as an aircraft expediting service working in partnership with several airlines to meet growing air charter needs in Canada’s central Arctic. Mr Kotelewetz also ran the Baker Lake Lodge, so could provide a comprehensive service to anyone using Baker Lake.

Otter CF-PEN had arrived at Vernon, BC in early February 2004, where it was to be converted to a Texas Turbine Otter by Kal Air, conversion # 12. It also had the ‘Yukon Door’ modification and panoramic windows installed, and was painted into a blue and white colour scheme. At that stage of its career it had 10,689 hours on the airframe. It was registered to Fast Air Inc., on 31 March 2004 for operation on behalf of Ookpik Aviation. It departed Vernon on 25 April 2004, to Lethbridge, Alberta and made it from there direct to Winnipeg. In the Fast Air hangar it had avionics fitted and an arctic owl emblem painted on the side. It was put on wheel-skis and on 12 May 2004 departed for the long haul north to Baker Lake, Nunavut, its new base.

The Otter would primarily be used in support of mineral exploration activity year round and some tourism during the summer months. Also based at Baker Lake and flying for Ookpik Aviation was Bell 206 helicopter C-FSMW. PEN would be the only Otter in service in Canada’s Eastern Arctic. A number of incidents were recorded on CADORS in the years that followed:

17 August 2004. Otter PEN landed at an exploration strip 140 miles southwest of Baker Lake. As the Otter was turning in the soft ground at the edge of the strip, a gust of wind lifted the tail. The propeller struck the ground and sustained damage. The engine and propeller were changed and the Otter returned to service.

5 October 2004. After reporting finals for runway 34 at Baker Lake, the pilot of PEN proceeded to land on the ramp instead of the runway. Another aircraft was unloading on the ramp at the time. The pilot said he landed on the ramp because it was too windy to land on the runway.

11 August 2005, at Kugaaruk (Pelly Bay). Three people walked across the runway to the terminal to board the Otter on the ramp for their return charter flight to Baker Lake. They were tourists from Minnesota and were afraid that they would miss their flight, so elected to cross the runway rather than walk around it.

11 April 2007. The pilot of PEN landed on the ramp at Baker Lake, as opposed to runway 16/34 due to cross winds.

26 April 2007. Otter PEN inbound to Baker Lake. Pilot gave incorrect estimated time of arrival and failed to report five miles from the airport.

23 June 2007. Vehicle on the runway at Baker Lake as Otter PEN made its approach.

In August 2007 there was a change to the operation when North Star Air Ltd., of Pickle Lake, Ontario took over from Fast Air as the operator of the Otter on behalf of Ookpik Aviation. The registration of C-FPEN to Fast Air was cancelled on 16 August 2007 and on 29 August it was registered to North Star Air Ltd. At that time, North Star Air flew turbine Otter C-GCQA (77) and it deployed north to Baker Lake to fly for Ookpik Aviation, alongside PEN. Both Otters moved fuel, food and personnel in and out of seven different exploration camps around Baker Lake. North Star Air were associated with Canoe Frontier Inc, an outfitting company catering for tourists in Nunavut, for which the Otters were also used. North Star Air continued to operate PEN on behalf of Ookpik Aviation until its registration of the Otter was cancelled on 16 April 2008, as another re-organisation took place, and Central Flyway Air Inc., took over, to whom Otter PEN was registered on 23 May 2008, again for operation on behalf of Ookpik Aviation.

Central Flyway Air Inc., of Thompson, Manitoba traded as Venture Air and were the operators of turbine Otter C-FRHW (445). Just as the transition from North Star Air to Venture Air was taking place, an incident occurred to Otter PEN, on 20 May 2008. The wheel-ski equipped PEN was landing with wheels on runway 34 at Baker Lake. The landing roll was normal but as the aircraft slowed it began pitching forward slowly. The pilot was unable to control the pitch with full aft elevator and increased engine power and the propeller struck the runway. Pilot and passengers were uninjured. The engine and propeller were removed for repair. Venture Air brought up their own Otter C-FRHW to Baker Lake to cover for PEN while it was out of action until repaired. Venture Air then operated PEN on behalf of Ookpik Aviation, occasionally bringing RHW back to Baker Lake as well whenever required. This arrangement continued until the registration of PEN to Venture Air was cancelled on 19 November 2008.

At that stage Ookpik Aviation were in the final stages of obtaining their own AOC, so that they would no longer have to rely on other airlines to operate the Otter on their behalf. At long last, C-FPEN was registered to Ookpik Aviation Inc., on 2 April 2009 and operated by Ookpik Aviation itself from then on, continuing to fly from Baker Lake as before. In the years that followed, more incidents were recorded on CADORS:

9 May 2009. After departure from Aberdeen Lake, the pilot felt flutter and turbulence through the rudder pedals and suspected that the tail ski had been damaged. On landing at Baker Lake, the tail ski rotated fully over and the rear ski section was driven into the bottom of the fuselage, puncturing the skin and coming to rest against the aft bulkhead. Due to the rear of the ski being impaled into the fuselage, the aircraft could not be manoeuvred on the ground. Using a portable saw the pilot cut the ski in half and the aircraft could then be taxied. It was repaired and returned to service.

21 March 2010. Otter PEN arrived at Angillak Lake, Nunavut and while preparing to unload a cargo of plywood the pilot released the herc strap and the load shifted, causing him to lose his footing and fall out of the cargo door of the aircraft. While he was falling his hand became trapped between the plywood and the port wall of the aircraft, seriously injuring his hand. The pilot was attended by the assistant loader and was able to fly the aircraft back to Baker Lake for emergency medical treatment.

18 August 2010. Departing Baker Lake with two crew and two passengers, the Otter encountered wind shear and experienced a roll upset to the right. Immediate counter control inputs recovered the aircraft to normal. The rest of the flight was completed successfully. During the return flight the pilot noticed a right turning tendency and upon landing in Baker Lake maintenance found damage to the outboard right hand aileron from striking the gravel runway on take off. The Otter was grounded for repairs, which required replacement of the outboard aileron. Winds at the time of take off had been 26 knots, with gusts to 36 knots.

10 July 2011. The Otter was flying 63 miles south-west of Baker Lake when the pilot advised that he had a warning light for low fuel pressure and requested the company to be notified. Ten minutes later he advised that the warning light had extinguished. The Otter landed without incident.

During summer 2011 Ookpik Aviation had a contract to service an exploration camp at Amer Lake, flying from Baker Lake, on which Otter PEN was used. A look at the type of flights involved shows the work carried out by the Otter:- 7 June, three passengers, camp gear and groceries; 11 June drill gear and groceries; 13 June five flights between 11:30am and 11pm with drill and camp gear; 15 June drill gear, backhaul three passengers, luggage, camp tools and snow machine; 16 June four flights with drill gear; 18 June two flights with drill gear, backhaul skidoo; 21 June two flights, communications gear and supplies; 9 July drill rods, backhaul 22 buckets of samples and ten boxes of incinerator ash; 15 July groceries, backhaul samples, incinerator ash and a passenger; 1 August three flights with drill parts.

Further incidents from CADORS:

10 April 2012. The pilot of PEN elected to take off from the ramp at Baker Lake due to crosswinds.

16 April 2012. C-GNCA a Cessna Caravan of Fugro Aviation was taxying for departure at Baker Lake when it blew a tire on the runway. It was disabled on the runway until towed off 35 minutes later. Approximately 2,500 feet of runway was available. Otter PEN was inbound and the pilot elected to land after being advised of the situation and the remaining runway.

In June 2013 turbine Otter C-GBQC (401) joined the Ookpik Aviation fleet, flying alongside PEN.

25 August 2013. Otter PEN was an hour overdue into Baker Lake. The Rescue Co-Ordination Centre was advised. Canadian North flight MPE478 (a Boeing 737 from Yellowknife to Gjoa Haven) achieved radio contact with the Otter and provided a new estimate for PEN’s arrival.

9 June 2016. Otter PEN informed the Baker Lake Community Aerodrome radio station shortly after take off of an onboard medical emergency involving a passenger. The Otter landed safely and the passenger was taken to the nursing station.

In October 2016 both Otters PEN and BQC were based at Arviat, flying in fuel drums and equipment. As at summer 2018 both Otters continued in service with Ookpik Aviation.

Shenandoah Valley GP9 5940 rolls through Weyers Cave VA.

C-FKAJ - Boeing B-757-23A/PCF - CargoJet Airways

at Hamilton International Airport (YHM)

c/n 24.566 - built in 1989 for AWAS and leased to Kenya Airways -

converted to freighter 2005

and operated by Icelandair as TF-FIE -

delivered to CargoJet 21.12.2013 - registered N720DB

C-GAWS - Boeing B-737-8CT/W - WestJet

with special "#100 Boeing 737 NG"- titles

new Split Scimitar winglets added

at Vancouver International Airport (YVR)

C-FPCX - B190 (UB-66) - Vancouver - 12th July 2015

A319-114

Medivac Citation parked in it Manitoba Government Air Services hangar in Winnipeg

C-GKLJ - McDonnell Douglas MD-83 - Jetsgo

at Toronto Lester B. Pearson Airport (YYZ) in 2004

c/n 53.467 - built in 1994 for Korean Air -

operated by Jetsgo between 05/2002 and 03/2005 -

currently in service with Allegiant Air

scanned from Kodachrome-slide

This Short SC-7 Skyvan 3 from Nomad Air of Whitehorse is in Vernon for a weekend of sky diving.From the entries on the Guestbook it appears it has worked with the Canadian Pararescue groups. Last time it was here it had nice red lightning bolt stripes along the fuselage.