• 56-0384 US Army #1687. L-20 No. 688. Command A-11. Delivered 31-May-1957. Built as L-20A and re- designated U-6A in 1962.

• 56-0384 Coleman Barracks, Mannheim – Sandhofen, Germany. Seen 28-Aug-1972.

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

• C-GAEG B & M Aviation Ltd., Lachute, QC. Regd May-1975. Canx date currently unknown.

• C-GAEG Austin Airways, Ltd., Toronto, ON, 1980. Dates currently unknown.

• C-GAEG Plaunt and Son, Sudbury, ON. On CCAR at May-1981. Canx 21-Jun-1988.

• C-GAEG 474408 ON Inc (Ramsay Airways) Sudbury, Toronto, ON. Regd 21-Jun-1988. Deleted 04-Jan-1995 on export to US.

• N995WA Wipaire Inc., Inver Grove Heights, MN. Regd Jan-1995.

• N995WA Promech Inc., Ketchikan, AK. Regd Aug-1995

• N995WA Jeff Carlin, Ketchikan, AK. Regd 26-Jan-1998.

Accident at unknown location 30-Jul-1998. In releasing aircraft from dock and prior to taxi, dock boys' allowed aircraft to weather vane and rotate left wing into another aircraft. No passengers' injured or even at risk. Minor damage caused.

• N995WA Thomas I & Shirley M. Carlin, Ketchikan, AK. Regd 25-May-2000. Canx 05-Mar-2001 Regd 03 May 2001 & canx 24-Apr2009.

Accident: Ketchikan 23-Dec-2003. Damaged at its base by reported 100mph winds suffering damage to wings and tail fin as it was taken from its hold down ties and turned over.

Accident: Ketchikan, AK. 24-Jul-2007. The air taxi float-equipped airplane was the second of three airplanes on an air tour flight over a remote scenic area in southeast AK. As the flight of three airplanes flew into mountainous terrain, the first pilot reported low clouds, with rain and fog, which required him to descend to 700 feet msl to maintain VFR flight conditions. The pilot of the third tour airplane, which was about 5 minutes behind the accident airplane, stated that as he approached the area around the accident site, he encountered "a wall of weather" which blocked his intended flight route, and he turned around. The accident airplane's fragmented wreckage was discovered in an area of steep, tree-covered terrain, about 2,500 feet msl, near the area where the third airplane turned around. The NTSB discovered no mechanical problems with the airplane during post accident inspections of the wreckage.

An NTSB weather study revealed instrument meteorological conditions in the area at the time of the accident. Photographs recovered from a passenger's camera depicted deteriorating weather conditions as the flight progressed. A charter boat captain, who had seen numerous float-equipped tour airplanes operating in adverse weather conditions, called the local FAA Flight Standards District Office (FSDO) 9 days before the accident, to report his sightings. According to the FAA, no specific tour operator could be identified during their ensuing investigation, and no enforcement actions or additional surveillance of any operators was initiated. According to the FSDO manager, the local FSDO had lost inspectors due to downsizing. He reported they had not attempted to observe operators' adherence to weather minimums via ground-based viewing locations along the heavily travelled tour routes, and noted that FAA inspectors used to purchase air tour tickets to provide en route, on-board surveillance, but had not done so for approximately the last 10 years. He noted that additional inspector assistance from other FAA offices was not requested. Report ANC07FA068

• N995WA Phoenix Aviation Managers Inc., Kennesaw, Georgia. Sale reported 29-Jun-2012.

• Destroyed •