c/n 1539

C-FEGE in 2009 markings with Saltspring Air.
Photo: Bill Campbell © 15 July 2009
C-FEGE of West Coast Air coasts to the dock.
Photo: Kenneth I. Swartz © 30 August 2007
VH-IDK at Bankstown - YSBK.
Photo: David Carter © 1969 - AustAirData
VH-IDK from the other side.
Photo: P1236-0044 (HH743) : de Havilland DHC-2 Beaver : ain 1539 :
VH-IDK : 03 Nov 1968 at Bankstown, N.S.W. : Aerial Agriculture (© John Hopton)  
VH-IDK in action, for more images please scroll down.
Photo: Peter Reardon © 1965
VH-IDK getting a load in Jugiong area.
Photo: unknown photographer © c.1965 - Wally Scott Collection
CF-EGE weighted down on the grass at Ottawa - Uplands
Photo: Bill Sawchuk © 19 October 1974
Photo: Neil Aird © 19 October 1974
CF-EGE still tied down at Uplands.
Photo: Nelson Hare © 15 September 1972 - Kenneth I. Swartz Collection
CF-EGE of Air Mistassini, minus prop, at Chibougamau, Québec.
Photo:John Kimberley © July 1982 - Aird Archives
C-FEGE at Vancouver Harbour, British Columbia.
Photo: Bill Hann © July  2002
C-FEGE at the Viking facilities, Victoria - CYYJ. 
Photo: Nathan Pritchard © 30 March 2004
C-FEGE heading out from Campbell River.
Photo: John W. Olafson © 26 May 2004
C-FEGE with Pat Bay at Victoria.
Photo: Dirk Septer © 25 April 2006
Photos: Mike Pink © 12 May 2006
C-FEGE a much leased Beaver.
Photo: John Caswell © 24 May 2008
C-FEGE when leased to Saltspring Air.
Photo: J. Neil Cameron © March 2009

c/n 1539

VH-IDK • CF-EGE

C-FEGE

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Hawker de Havilland Australia. Delivered 21-Feb-1964.

VH-IDK Aerial Agriculture Pty., Ltd., Bankstown, NSW,  Australia. Regd. 30-Apr-1964 Canx 16-Sep-1971.

CF-EGE Laurentian Air Services Ltd., Aylmer, QC. Regd Sep-1972. Canx 1978.

CF-EGE Air Mistassini, Chibougamau, QC. Canx 27-May-1982.

CF-EGE Soc. Tourism Baie James, QC. Canx. 04-Nov-1982.

C-FEGE Aviation B.E.N. Ltée., Dolbeau, QC. Regd 08-Feb-1984.

Accident Wabush Lake, NL. Lat 52.55N, Long 66 52W. 01-Sep-1984 The float-equipped beaver aircraft had been chartered to fly three passengers to Northern QC. The pilot had planned to refuel at Fermont, QC; however, en route he was informed that fuel was not available there, so he diverted to Wabush Lake. On arrival over Wabush Lake, the pilot made two passes over the landing area before commencing the final approach. While on final approach at about 60 feet above the lake, the aircraft struck high tension hydroelectric wires and crashed into the lake. This was the pilot's first flight to the Wabush Lake Aerodrome. Two parallel hydroelectric lines crossed over a small inlet on the lake. Towers painted red and white were located on each side of the approach path selected by the pilot. The power lines were not marked with warning markers in accordance with Transport Canada standards. The light conditions at the time of the approach made the wires invisible against the dark water background; however, the pilot should have been able to see the towers. The aircraft was fitted with very high frequency (vhf) and high frequency (hf) transceivers. The Wabush Airport control zone radius extends to five nautical miles and Wabush radio uses a mandatory frequency of 122.3 megahertz (mhz) to a radius of 20 nautical miles. The aircraft's flight path would have brought the aircraft to within one-half mile of the end of the Wabush Airport runway. From the analysis of the Wabush radio tape recording, there are no indications that the pilot attempted to contact Wabush radio prior to or during the approach. On the lake, there is a licensed water-landing area which is located approximately two miles north of the Wabush Airport. The english section of the water aerodrome supplement (12 april 1984) did not include a diagram of Wabush Lake. In the aerodrome comments section, there was a warning that stated "p-line 1,850 asl 0.5 nm s"; however, it did not indicate the reference point for the warning. The english section of the supplement covers aerodromes across Canada, whereas the french section covers only the Province of Québec. The pilot had no ability in speaking or reading english. Without a diagram he may not have been aware that the power lines crossed his flight path. Air traffic services were not available in french, nor were they required to be by regulation. The passenger baggage was placed on the floor in the rear of the cabin but was not secured. When the aircraft struck the water, the baggage was thrown throughout the aircraft cabin, and all four seat floor attachments failed. These factors contributed to the severity of the injuries to the occupants. The pilot's total hours on type could not be established. However, as he had flown the aircraft for several years, it can be assumed that he was familiar with the type. Findings: cause related: 1. The pilot was unfamiliar with the landing area. 2. Light conditions made the power lines invisible against the dark water background. 3. The power lines were not fitted with aircraft warning markers in accordance with transport canada standards. 4. The water aerodrome supplement did not contain a diagram of wabush lake aerodrome indicating the location of the power lines. 5. Passenger baggage was not secured for flight. 6. The seat floor attachments failed at impact. Other: 1. The French section of the water aerodrome supplement did not describe aerodromes outside the Province of Québec. 2. The pilot did not speak or read English. There were two fatalities and two serious injuries.

C-FEGE Aero Nord Est Inc., Sept Iles, QC. Regd 27-Dec-1990.

C-FEGE Air Outaouais, Aylmer, QC. Based Gatineau. Regd 27-Jun-1997.

C-FEGE Aviation Batiscan Inc., St Raymond, QC, Based Sept Îles. Regd 21-Dec-2000, Canx 23-May-2001.

C-FEGE Osprey Wings Ltd., La Ronge, SK. Regd 23-May-2001.

C-FEGE Corilair Charters Ltd., Campbell River, BC. Regd 05-Jun-2002 and Re-regd 19-Jun-2002. Canx 05-Oct-2002.

Note: Attended de Havilland Canada Out of production meet at Victoria, BC., 18-20-Oct-2002.

Total time: in Dec-2002, 13,058 hours.

Mods include: Edo 4580 floats and Kenmore steps, Sealand cabin extension with double oblong windows and Sealand water fin, tip tanks, bubble door windows and cabin windows on first row, forward battery and Jasco alternator.

C-FEGE Viking Air Ltd., Sidney, BC. Regd 20-Mar-2003 Canx 29-May-2003.

C-FEGE All Points Airways, Thunder Bay, ON. Regd 29-May-2003. Canx. 02-Feb-2004.

C-FEGE Corilair Charters Ltd., Campbell River Ltd. BC. 17-May-2004. Canx 16-Jul-2004.

C-FEGE Viking Air Ltd., Sidney, BC. Regd 12-Aug-2004. Canx 17-May-2005.

Total time: 12,515.4 hours.

C-FEGE Pat Bay Air Ltd., Victoria, BC. Regd 20-May-2005 Canx 23-Jun-2006.

C-FEGE Viking Air Ltd., Sidney BC. Regd 23-Jun-2006 Canx 04-Aug-2006.

C-FEGE Whistler Air Services Ltd., Whistler, BC. Regd 04-Aug-2006.

C-FEGE West Coast Air, Vancouver, BC. Regd 30-Oct-2006. Canx 11-Jan-2007.

C-FEGE Viking Air, Ltd., Sidney, Victoria, BC. Regd 15-Jan-2007. Canx 18-May-2007.

C-FEGE Leased to West Coast Air, Vancouver, BC. Regd 23-May-2007. Canx 08-Jan-2008.

C-FEGE Viking Air Ltd., Sidney, Victoria, BC. Regd 08-Jan-2008.Canx 07-May-2008.

Colour Scheme: In Feb 2008: Overall white with light blue nose, cheatline wing leading edge and tips. Metallic dark blue accent on nose and cheatline trip.

C-FEGE Corilair Charters Ltd., Campbell River, BC. Regd 07-May-2008. Canx 14-Jul-2008.

C-FEGE Viking Air Ltd., Sidney, BC. Regd 14-Jul-2008. Canx 27-Jan-2009.

C-FEGE Salt Spring Island Air, Saltspring Island, BC. Regd 27-Jan-2009. Canx 24-Apr-2009.

C-FEGE Viking Air Ltd., Sidney, BC. Regd 24-Apr-2009. Canx 26-May-2009.

C-FEGE Salt Spring Island Air, Saltspring Island, BC. Regd 26-May-2009. Canx 21-May-2010.

C-FEGE Viking Air, Sidney, BC. Regd 07-Jun-2010.

Total time: 14,092 hours at Jun 2013.

Current

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Below are several photographs of VH-IDK in the field, taken by Peter Reardon while he was being brought "on line" with Aerial Agriculture in 1965. Location was the Gundagi/Jugiong area of New South Wales. Pilot was Joe Kovacs.
Photos: Peter Reardon © 1965