c/n 290

C-GPVC at Selkirk, Manitoba.
Photos: John W. Olafson © 27 April 2004
C-GPVC at Knee Lake, Manitoba.
Photos: Ian Beatty © 01 August 2010
C-GPVC hiding around a secluded corner at Selkirk.
Photo: John W. Olafson © 22 February 2004
Photos: Neil Aird © 15 September 2003
C-GPVC on floats at Selkirk.
Photo: Ruben Husberg © 14 April 1994
C-GPVC docked on the Red at Selkirk.
Photo: Mike Ody © 15 August 1993 - Aird Archives

c/n 290

51-16509

C-GPVC

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51-16509 USAF #1103. L-20A No: 104. Command AF-1. Delivered 18-Jun-1952. Built as L-20A and re-designated U-6A in 1962.

Accident: Komaki Air Base, Japan. 22-May-1953. Suffered category 2 damage (minor/medium) in a take off accident whilst attached to the 3rd Liaison Squadron “C” Flight and the JADF Japan Air Force Defence Command. Pilot Robert E. Tinney.

51-16509 Stored at MASDC, Davis Monthan AFB, AZ. 07-Oct-1972 to 16-Jul-1976. Inventory code HS056

N9257Z Graves Aircraft Co., Yukon, OK. Regd 16-Jul-1976.

Note: Purchased by Graves at the Davis Monthan auction sale on 29-Jan-1976.for US$20,000. Purchased on the basis of "no reasonable potential for normal certification”. Total time 5,906.1hrs. Engine 5,667.1hrs.

C-GPVC Imported into Canada 1976.

C-GPVC Centralia Aircraft Sales Ltd., Orangeville, ON. Regd prior to C of A renewal dated 07-Dec-1977. Canx prior to C of A renewal dated 07-Dec-1977.

C-GPVC Enterlake Air Services Ltd., (Selkirk Air), Selkirk, MB. Regd 10-Feb-1977 & 31-Mar-1995. Canx 10-Jul-2007.

Note. Baron STOL kit fitted between Aug 1993 & 14-Apr-1994.

C-GPVC Kenora Air Service, Kenora, ON. Regd 10-Jul-2007.

C-GPVC River Air Ltd., Kenora, ON. Based Minaki, ON. Regd 28-May-2010.

C-GPVC Kenora Air Service, Kenora, ON. Regd 22-Jul-2010. Canx 06-Nov-2012. Regd 19-Jul-2013. Canx 12-Sep-2013.

C-GPVC Elk Island Air Inc., Tyndall, MB. Regd 20-Sep-2013. Canx 11-Apr-2016.

Note: 31-May-2014: The Elk Island Air float-equipped DHC-2 Beaver (C-GPVC) was conducting a takeoff on the water at Edmund Lake, MB. As the aircraft lifted off the water at approximately 55 knots and in a SSW direction, the aircraft yawed to the left. There was an attempt to regain control and land the aircraft but the left wing contacted the water. The aircraft came to rest in the water and overturned. The pilot, who was the sole occupant, evacuated through an aircraft exit and was rescued by boat. The pilot was wearing a seat belt and shoulder harness on departure and suffered minor injuries. The pilot was not wearing a life vest and had not participated in water egress training. The reported winds at the time of the accident from the nearest weather station (CYIV) were 290 degrees at 15 gusting to 21 knots. (CADORS report).

Recovered To be rebuilt

51-16509 was made available on 06-Jun-1952 and accepted on the same day by the 6600th Air Depot AMO (Air Material Overseas Unit), at Downsview, Ontario after which it was assigned to the Tactical Air Command. It was delivered to Pope AFB, Fayetteville, NC  on 18-Jun-1952 where it was attached to the 4th Liaison Flight until 22-Jul-1952 when it moved to Shaw AFB, SC for the 2nd Liaison Squadron where it stayed until 24-Dec -1952 after which it went to the 3rd Liaison Squadron at George AFB, Victorville CA. It was then reassigned to the Air Material Command and went to the Sacramento Air Material Area, at McLellan AFB, California on 08-Jan-1953 and on to Burbank, San Francisco, California on 22-Jan-1953 prior to embarkation to Japan and being assigned to the Far East Air Force (FEA).

Arriving in Japan on 29-Jan-1953 it was initially at the 6408th Maintenance and Supply unit at Kisarazu before joining the 3rd Liaison Squadron at Komaki on 24-Mar-1953 and then staying with the 3rd when the unit moved to Misawa on 09-Apr-1953. During this deployment it suffered category 2 damage (minor/medium) in a takeoff accident at Komaki on 22-May-1953. Staying at Misawa it joined the 49th Fighter Bomber Wing on 15-Mar-1955 and remained until 15-May-1956 when it was passed to the Northern Air Material and Repair base at Showa for four months until returning to the 49th Fighter Bomber Wing at Misawa on 24-Sep-1956.

Emblem of the 49th Fighter Bomber Wing

Another period at Showa followed between 14-Jun-1957 and 15-Oct-1957 after which it returned to Misawa but this time to the 6139th Air Base Group, following the re-designation of the FEA to the Pacific Air Force (PAF). It had a long stay here before transferring to the 6314th Air Base Wing at Osan on 28-Feb-1960 enjoying short deployments to Seoul and Kunsan until 27-Mar-1963. During this time the Unit was re designated 6314th Support Wing in Jul-1961.

The aircraft then returned to mainland USA having been re assigned to the Logistics Command and moved to Hagerstown, MD and the Fairchild Aircraft Company facility while its future was decided. This turned out to be an assignment to the Strategic Air Command and a period with the 381st Strategic Missile Wing based at McConnell AFB, Wichita, KS commencing on 30-Jun-1963.

The remainder of the aircraft’s USAF history is to be researched.

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c/n 290

51-16509  N9257Z

C-GPVC*
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• • Delivered 18-Jun-1952
• • 51-16509 USAF• • # 1103 • L-20 No: 104 • Command AF-1
• • Davis Monthan  07-Oct-1972 to 16-Jul-1976
• • N9257Z
• • CCAR has as imported to Canada 1973
• • C-GPVC regd 10-Feb-1977
• • Enterlake Air Services Ltd., (Selkirk Air), Selkirk, MB

• Elk Island Air Inc., Tyndall, MB • Regd 12-Sep-2013

• Based Elk Island, MB

• Water looped*, overturned, Edmund Lake, MB

• Accident date reported as 31-May-2014 - see below

• damaged

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31-May-2014: The Elk Island Air float-equipped DHC-2 Beaver (C-GPVC) was conducting a takeoff on the water at Edmund Lake, MB. As the aircraft lifted off the water at approximately 55 knots and in a SSW direction, the aircraft yawed to the left. There was an attempt to regain control and land the aircraft but the left wing contacted the water. The aircraft came to rest in the water and overturned. The pilot, who was the sole occupant, evacuated through an aircraft exit and was rescued by boat. The pilot was wearing a seat belt and shoulder harness on departure and suffered minor injuries. The pilot was not wearing a life vest and had not participated in water egress training. The reported winds at the time of the accident from the nearest weather station (CYIV) were 290 degrees at 15 gusting to 21 knots. (CADORS report)