De Havilland DHC-3 Otter

Shortly after takeoff from Carling Lake, while climbing to an altitude of about 200 feet, the engine failed. The aircraft lost speed and height then contacted trees and crashed on the shore. All eight occupants were able to evacuate and were uninjured while the aircraft was totally destroyed by a post crash fire.

The Otter had been chartered to carry three passengers and a stove to a remote hunting and fishing lodge. On the return flight to Smithers, the environment conscious passengers elected to take their empty beer bottles with them, all 250 to 300 cases. One passenger was in the cockpit, the other two occupied the first row of seats and the rest of the aircraft was filled with empty beer bottles. Immediately after liftoff, the aircraft pitched to a steep nose-high attitude which the pilot was unable to prevent or correct. It then stalled and fell to the ground. A severe fuel-fed fire erupted on impact and gutted the aircraft. The pilot was thrown clear but the three passengers died in the fire. The pilot of the Otter was Emil Mesich, who was the owner of Smithers Air Service. The crash caused the company to cease trading and go into receivership. Pilot Mesich was then employed by Central Mountain Air Services Ltd., also based at Smithers. He was the pilot of Otter C-FDJA (459) of Central Mountain Air Services when it crashed near Smithers on 18th September 1982 and was sadly killed in that crash.
Source: Karl E. Hayes

The aircraft had deployed to Schefferville to support the annual caribou hunt with a second aircraft, a Cessna 180 registered C-FHWR. Both aircraft were equipped with floats and were on converging courses towards the same seaplane base at Squaw Lake. The Cessna overtook and passed the Otter on the right and then crossed in front to establish a right hand circuit to the lake. The pilot of the Cessna had transmitted his landing intentions, which were interpreted by the Otter pilot to mean a bay in front of the company's base. Consequently, as the Cessna proceeded out of view to the left, the Otter pilot concentrated on his own approach to the lake. The Cessna however had turned to the right and was also making an approach to the same landing area - the two aircraft were again on converging courses. Some four to five seconds after the Cessna had landed, the left float of the Otter struck the Cessna's right wing and cowling. The Otter continued another 200 feet before touching down and as it did it overturned and sank because the left float and strut collapsed. Five of the eight people aboard the Otter perished in the crash. The right wing and cowling of the Cessna were damaged, but the aircraft stayed afloat with no injuries to pilot or passengers. While on final approach, the pilot of the Cessna saw the Otter to the right and slightly behind him and assumed it was on an approach parallel to him. The pilot of the Otter did not see the Cessna at any time during the approach.
(Courtesy of Karl E. Hayes).

En route from Kotzebue to Red Dog, the engine failed due to icing. The pilot reduced his altitude and attempted an emergency landing off airport on land when the airplane crashed in flames. The pilot escaped with minor injuries while the aircraft was destroyed by fire.

Shortly after takeoff from Del Rio Airport, while climbing, the airplane went out of control and crashed. All three occupants were killed. They were completing a search and rescue mission to Alamogordo.

Operated by the Costa Rican Ministry of National Security, the aircraft departed San José-Juan Santamaria Airport at 0710LT for an overflight of the Tortuguero National Park, carrying two pilots, a Park Officer and three photographers. While cruising over the sea off Parismina, the engine exploded. Unable to reach the nearest airport, the crew ditched the aircraft about 500 meters offshore. All six occupants swam to the shore and the airplane sank and was lost.

The pilot took off from a gravel bar adjacent to the Alatna River, bound for Bettles. After departure, the single engine airplane encountered difficulties to gain height, struck trees and crashed in flames. The aircraft was destroyed by a post crash fire and the pilot, sole on board, was killed.

The single engine airplane was on a flight that day from its base at Fort Smith to Salkeld Lake, Northwest Territories. The pilot, after intentionally planning to land as close to the end of the lake as possible, overshot the selected landing area. In an attempted go-around, the aircraft could not out-climb the rising terrain. A tailwind condition prevailed at the time and the Otter was five hundred pounds over gross weight. It collided with the trees, crashed and burned, seriously injuring the two on board.
Source: http://www.dhc-3archive.com/DHC-3_375.html and Karl E. Hayes.

Few minutes after takeoff from La Piragua, the single engine airplane crashed in unknown circumstances in a wooded area. A passenger was killed while eight other occupants were injured. The aircraft was recovered in February 1979 but eventually considered as damaged beyond repair.

On Saturday 4th September '76 at approximately 12:00 hours, the pilot while preparing Otter MIT for flight, called the local company radio operator to request weather information for his VFR flight to Timmins. The operator transmitted the 11:23 terminal forecast for Timmins, the 10:00 observation for Moosonee and the 11:18 special observation for Timmins. The terminal reports for Moosonee and Timmins were much better than forecast and acceptable for VFR flight. At about 12:10 the radio operator at Moosonee received a special weather observation for Timmins which indicated deteriorating weather but did not pass this vital information to the pilot at that time. The Otter departed at 12:30 and shortly after take off the pilot advised the company operator at Moosonee that his estimated time of arrival at the South Porcupine seaplane base was 14:30. A few minutes later the radio operator attempted several times to contact the aircraft, to pass the new weather information,but without success. No other radio transmission was heard from the Otter. Because the flight was operating under VFR rules and because some of his passengers had limited time to make airline connections at Timmins, the pilot elected for the direct route, a distance of 165 nautical miles between the Moosonee and Timmins NDBs. To follow this route, the pilot would have used his ADF radio equipment and / or map reading techniques. Considering the cloud ceilings were at about one thousand feet and some terrain in the area rises to 950 feet, the deteriorating conditions would have induced the pilot to divert from the planned track. Since the accident site was 28 miles west of the direct track, it is probable that he diverted westward toward lower terrain to go around poor weather. Arriving at the Abitibi River, he followed the river southward to the accident site near the Abitibi Canyon Dam. The valley narrows and the terrain rises at this site of the power dam. It is believed that the pilot found the visibility decreasing rapidly in dense upslope fog in this vicinity. At 13:37 hours the aircraft struck the high tension electrical cables near the generating station and crashed to the ground. After impact a fire developed and consumed the aircraft, which had 11,573 hours on the airframe at the time. From the geometry of the wirestrike, it is probably that the pilot saw the wires and commenced a climbing turn to try and get over them, but had insufficient time to avoid the collision. The airplane has been chartered for the Royal Commission on Electric Power Planning for Ontario.
Source: http://www.dhc-3archive.com & Karl E. Hayes.