c/n 1171

C-GTMC of Seair at Vancouver South.
Photo: Ian Whyte © 16 September 2009
C-GTMC at Seair Terminal on the Fraser River.
Photo: Neil Aird © 27 May 2005
Photo: Neil Aird © 19 September 2004
Photo: Bill Hann © Summer 1999
C-GTMC with a few contemporary squiggles added.
Photo: John W. Olafson © 17 May 2004
Photos: Neil Aird © May 2001
C-GUJZ proving that all things are possible!
Photo: William Jesse © September 1994
C-GUJZ at Uplands.
Photo: Bill Sawchuk © 11 March 1979
C-GUJZ at Uplands with peeling paint and friends.
Photo: Unknown photographer © 28 April 1978 - Kenneth I. Swartz Collection
C-GUJZ at Ottawa - Uplands.
Photo: Bill Sawchuk © 10 October 1977
56-0416 of 3rd Armoured Division at Bonames AAF
Photo: Robin A. Walker © 16 June 1970
56-0416 of the 8th visiting Blackbushe.
Photo: Robin A. Walker © 04 October 1959

c/n 1171

56-0416 • C-GUJZ • N100HF


56-0416 US Army # 1751. L-20 No. 752. Command A-11. Delivered 29-Nov-1957. Built as L-20A and re-designated U-6A in 1962.

56-0416 Served with 3rd Armoured Division, Bonames  AAF.

56-0416 For sale Coleman Barracks, Mannheim-Sandhofen, Germany, Feb-1973.

No regn. Purchased by B.& M Aviation, Ltd.,  Lachute, QC. 01-Apr-1973. Imported into Canada.

C-GUJZ B & M Aviation, Lachute, QC. Regd prior to Certificate of Airworthiness renewal dated 27-May-1977. Canx prior to Certificate of Airworthiness renewal dated 27-May-1978.

C-GUJZ Laurentian Air Services Ltd., Ottawa, ON. Regd prior to Certificate of Airworthiness renewal dated 27-May-1978. Canx prior to Certificate of Airworthiness renewal 27-May-1979.

C-GUJZ Robert & Mildred Smith, Armstrong, ON. Regd prior to Certificate of Airworthiness renewal dated 27-May-1979. Canx 31-May-1979.

C-GUJZ Airnat Ltée, Natashquan, QC. Regd 31-May-1979. Canx 01-Jun-1983.

Accident: La Romaine Reserve, QC. Lat 50.13N, Long 60.39W. 01-Mar-1981. The aircraft was equipped with ski-wheel set. The pilot, with the skis in the up position was landing on a small lake with 90% of the surface covered in ice.. During the landing the brakes proved ineffective came close to an embankment. The pilot set full throttle to avoid the 15 feet hill. He successfully managed to get the aircraft to take off again but could not prevent it hitting the top of the embankment, which caused significant damage to landing gear, front fuselage and right wing. The aircraft stopped some 200 feet beyond point of impact.

C-GUJZ Fernand Gagnan, Mistassini, QC. Canx 16-Aug-1983.

C-GUJZ Mober Aviation Inc., Drummondville, QC. Canx 04-Dec-1986.

C-GUJZ Granite Air Inc., Hornepayne ON, Based Manitowedge, ON, Deleted Aug-1990, following accident.

Accident: 11-Jun-1988. Aircraft sank on take off run. Location unknown.

C-GUJZ Ingrid Pearce, Sidney, BC. Restored 05-May-1995. Deleted 21-May-1997 on export to USA.

N100HF Maketea Productions Inc., Burbank, California. Regd 21-May-1997. Canx 02-Jan-1998.

N100HF LHF Holdings Inc., c/o TAG Aviation, Burlington, CA. Dates unknown.

C-GTMC Seair Seaplanes (1990) Ltd., Richmond, BC. Based Vancouver. Regd 26-Jan-1998 & 14-Jun-2001. Canx 25-Jul-2011.Canx 11-May 2014. Shows based Enfield, NS. (Base of Atlantic Aircraft Salvage Ltd.)

Note: C-GTMC appeared in Harrison Ford's 1998 movie, Six Days Seven Nights.

Accident: Lyall Harbour, BC. 29-Nov-2009. The aircraft was departing Lyall Harbour, Saturna Island, en route to the Vancouver International Airport, BC. After an unsuccessful attempt at taking off downwind, the pilot took off into the wind towards the island. The aircraft became airborne, but remained below the surrounding terrain. The aircraft turned left, then descended and collided with the water. The pilot and one passenger survived with serious injuries. The other six occupants drowned inside the aircraft. The wreckage was located in 11 metres of water. The weather was poor with high winds.

Findings as to Causes and Contributing Factors included the following: -

- The combined effects of the atmospheric conditions and bank angle increased the load factor, causing an aerodynamic stall.

- Due to the absence of a functioning stall warning system, in addition to the benign stalling characteristics of the Beaver, the pilot was not warned of the impending stall.

- Because the aircraft was loaded in a manner that exceeded the aft CG limit, full stall recovery was compromised.

- The altitude from which recovery was attempted was insufficient to arrest descent, causing the aircraft to strike the water.

- Impact damage jammed 2 of the 4 doors, restricting egress from the sinking aircraft.

- The pilot's seat failed and he was unrestrained, contributing to the seriousness of his injuries and limiting his ability to assist passengers.

Findings as to Risk

- There is a risk that pilots will inadvertently stall aircraft if the stall warning system is unserviceable or if the audio warnings have been modified to reduce noise levels.

- Pilots who do not undergo underwater egress training are at greater risk of not escaping submerged aircraft.

- The lack of alternate emergency exits, such as jettisonable windows, increases the risk that passengers and pilots will be unable to escape a submerged aircraft due to structural damage to primary exits following an impact with the water.

- If passengers are not provided with explicit safety briefings on how to egress the aircraft when submerged, there is increased risk that they will be unable to escape following an impact with the water.

- Passengers and pilots not wearing some type of flotation device prior to an impact with the water are at increased risk of drowning once they have escaped the aircraft.  The full incident report of some 31 pages can be found at A09P0397

C-GTMC Atlantic Aircraft Salvage Ltd., Enfield, NS. Regd 11-Mar-2013.

Note: Fuselage noted in Sealand yard, 22-May-2015.



Photo: CBC © 01 December 2009

• Aircraft transported to TSB facility in Richmond. BC., for examination.