De Havilland DHC-2 Beaver

The pilot reported that the flight departed from an agricultural strip located in a valley surrounded by hills. The aircraft carried a full load of superphosphate to be spread on a property approximately one mile from the strip. The pilot had previously surveyed the property and the flight path. He had selected a route that took him up through a valley between hills and then over a low ridge to the property. After take off the pilot set climb power and selected climb flap in order to follow his predetermined route to the property. The pilot advised that as the aircraft flew towards the low ridge it appeared to be descending rather than climbing. He elected to carryout a partial dump and to apply extra flap to clear a clump of trees. The speed deteriorated to 60 knots from the initial climb speed of 70 knots. The pilot did not increase power. Some 300 metres later another partial dump was carried out to clear another tree. As that tree was cleared the pilot again initiated a partial dump and turned to the right in an endeavour to escape from a rapidly deteriorating situation. Immediately the turn was initiated the right wing dropped and the aircraft stalled, impacting the ground onto the right wing and cartwheeled to a stop some 50 metres from the initial impact. The company chief pilot examined the accident site and advised that the flight path through the valley was in a classic false horizon situation whereby the surrounding hills caused the pilot to consider that the flight path was over flat terrain whilst in reality the terrain was rising approximately 5 degrees up to the ridge. The chief pilot also advised that the aircraft would not have been able to outclimb the terrain at high gross weight with only cruise power set.

The aircraft was operating from an agricultural airstrip 600 feet above mean sea level, spreading superphosphate over moderately steep undulating terrain. The duration of each flight was 6-7 minutes. The accident flight was the seventh and probably intended to be the last for the day. A witness, who was situated under the flight path, reported that the aircraft was tracking east-north-east in what appeared to be normal flight. Her attention was distracted for a few moments and when she next saw the aircraft it was in a near vertical dive with the upper surface of the wings facing her. The aircraft then struck the hillside and burst into flames. Examination of the wreckage did not reveal any pre-existing defect which may have contributed to the accident. Impact marks on the propeller indicated that the engine was operating at impact. The superphosphate load remained in the hopper and the emergency dump system actuating lever was in the closed position. Inspection indicated that the dump system was serviceable prior to impact. Calculations indicated that at the time of the accident the aircraft, although heavily loaded, was operating within the flight manual maximum weight limitation. A light north-easterly wind was observed at the airstrip. However, at the accident site, which was about 250 feet higher, the wind was a moderate west-north-westerly. Sky conditions were clear with a visibility of 30 km. The aircraft probably experienced windshear and turbulence as it encountered a quartering tailwind approaching the ridgeline. The result would have been a reduction in climb performance and it is likely that the pilot attempted to turn the aircraft away from the rising terrain. During the turn it appears that the aircraft stalled and that the pilot was unable to regain control before it struck the ground.

The plane was observed to enter a valley with mountains on both sides. While the pilot was maneuvering the airplane to the left to reverse direction, it collided with terrain. Witnesses reported the plane's engine sounded normal and that the weather was good with clear skies, unlimited visibility and light wind. A pilot who flew over the accident site minutes after the mishap reported the area was devoid of turbulence. This was a part 135, on-demand, lodge/hunting guide operation. All three occupants were killed.

The VFR only part 135 on demand sightseeing flight entered instrument meteorological conditions and collided with terrain. The surviving passenger reported that as the flight progressed, the ceiling and visibility deteriorated. Witnesses in the area reported heavy fog and estimated the ceiling and visibility to be 50 feet and one-fourth of a mile. The company's training program and operations policies and procedures did not address VFR flight in marginal weather conditions. A passenger survived while six other occupants were killed, among them three Dutch and two Swiss citizens.

The amphibious DHC-2 Beaver was being operated from the Harbour Air base at Sandspit, British Columbia, located on the Queen Charlotte Islands. On the first flight on the day of the accident, the aircraft carried baggage from the Sandspit Airport to a floating fishing resort at anchor in Givenchy Bay. This bay is located in the Kano Inlet on the west coast of the Queen Charlotte Islands, 28 nautical miles (nm) west of Sandspit. On board the aircraft with the pilot was a passenger who would remain with the flight for the return trip to Sandspit. The aircraft departed Sandspit under visual flight rules (VFR) at 1015 Pacific daylight time (PDT) and landed at the fishing resort at 1039. The pilot had taken the most direct route to the destination through a low pass and over Yakoun Lake. He advised the company dispatch on the company radio frequency that the weather was quite poor along that route and that he planned to take the Skidegate Channel for the return trip. On arrival at the Givenchy resort, the aircraft was loaded with the fish to be transported to Sandspit; it then departed Givenchy at 1051. When the aircraft did not arrive at Sandspit, a search was organized. The wreckage was located at 1245 at Hunter Point, about 7 nm from Givenchy, at latitude 53°15'N, longitude 132°42'W. The accident had occurred during the hours of daylight at approximately 1100. The aircraft was destroyed and the pilot and passenger were fatally injured upon impact.

While maneuvering at low altitude to observe moose, the airplane stalled into the ground. The lodge's senior pilot stated that the lodge had no recurrent training program. Three passengers were killed while three other occupants including the pilot were seriously injured.

Following the derailment of a train, employees of the mine company 'QIT Fer et Titane' should be transferred from Lake Allard to Seven Islands. After takeoff from Lake Allard, the engine failed. As no suitable terrain was available, the pilot initiated a 180 turn to attempt an emergency landing on the lake. During the last turn, the aircraft stalled and crashed in the lake. A passengers was rescued while five other occupants were killed.

On approach to Klemtu, while completing a last turn to the left, the single engine aircraft struck a tree and crashed, bursting into flames. All five occupants were killed.

Shortly after takeoff from Eucott Bay, BC, while climbing to a height of about 300 feet, the pilot initiated a turn to the left to perform a 180 circuit to leave the valley, a standard procedure for the area. While turning, despite power was added and the aircraft was climbing, it descended to the left then stalled and crashed in a wooded area located 450 metres west of the point of departure, bursting into flames. All five occupants were killed.

The destination camp is located about 50 miles southwest of the departure lodge, and is separated by mountains with some peaks over 4,000 feet asl. The general area weather included low ceilings. The operator stated that shortly before the accident he observed the youth creek weather 'better than 400 feet...', and told the pilot that it appeared good enough to make the flight. The pilot stated that as he flew up youth creek he could see that the pass was closed by low clouds and attempted to reverse direction. The pilot stated he 'made a hard steep turn, and the airplane stalled...' the pilot said the weather was about 800 feet ceiling and visibility of 1 mile. When the pilot was admitted into the hospital immediately following the accident, he was diagnosed as having an insulin dependent diabetic condition. His medical records contain no evidence of, and the pilot denied any knowledge of, any pre-accident diabetic condition. Five passengers were killed while the pilot and a passenger were seriously injured. A day later, the survivor passenger died from his injuries.