58-1719 • C-GLES • N338D
• 58-1719 United States Army. Delivered 28-Jul-1959. Designated as U-1A .
Delivered to Fort Rucker, AL., to the Army Aviation Board, and carried TATSA titles (Transportation Aircraft Test & Support Activity).
Jan-1962. Fort Benning, GA. Unit unknown.
Jul-1963. Returned to Fort Rucker as a test support aircraft, presumably to the Army Aviation Board.
Feb-1966 To Vietnam, joining the 54th Aviation Company.
August 1966. Arrived in the US at the Army Aeronautical Depot Maintenance Centre (ARADMAC) Depot, Corpus Christi, TX., into “serviceable storage”.
May 1969. Army Security Agency, Test & Evaluation Centre, Fort Huachuca, AZ., but based at Lakehurst Naval Air Station, NJ. (See note below).
Feb-1974. Assigned to an unknown unit in Alaska.
Incident: Watson Lake, YT. Feb-1974. On the ferry flight to Alaska suffered an engine failure.
Note: Following the above noted incident it was decided to advertise the aircraft for sale.
Notes preceeded by a date are extracts from Canadian Department of Transport archives.
07-Feb-1975 allotment C-GLES DHC-3 msn 338 to Air-Craftsmen Ltd., Rothesay, NB.
07-Feb-1975 Flight Permit & Temporary Certificate of Registration to ferry Watson Lake, YT., to Saint John, NB., and for Certificate of Airworthiness test flights.
Note Ferry permit subsequently cancelled following sale to Northern Thunderbird and changed to Watson Lake to Prince George.
• C-GLES Air-Craftsmen Ltd., Rothesay, NB. Temp regd 07-Feb-1975.
06-May-1975 Certificate of Airworthiness issued.
07-May-1975 Application for Certificate of Registration by Northern Thunderbird Air Ltd., Prince George, BC.
07-May-1975 Flight Permit & Temporary Certificate of Registration to ferry Edmonton, AB., to Prince George, BC., valid to 07-Jun-1975.
08-May-1975 Certificate of Registration issued to Northern Thunderbird Air Ltd., Prince George, BC.
• C-GLES Northern Thunderbird Air Ltd., Prince George, BC. Regd 20-Oct-1984. Bill of Sale; Northern Thunderbird Air Ltd., to St Cloud Aviation Inc., $CDN110,000 with floats and skis. Total time 11.357.hrs.
Total time since new as recorded in Canadian Department of Transport archives.
06-May-1975 - 5,823 hours
05-May-1976 - 6,626 hours
07-Apr-1977 - 7,411 hours
12-Apr-1978 - 7,962 hours
29-Apr-1979 - 8,557 hours
09-Apr-1980 - 9,268 hours
04-Apr-1981 - 10,051 hours
26-May-1982 - 10,607 hours
26-May-1983 - 11,084 hours
06-Jun-1984 - 11,301 hours
• C-GLES Cancelled from Canadian Civil Aircraft Register 07-Nov-1984.
• N338D St Cloud Aviation Inc., St.Cloud, MN. Regd 07-Nov-1984.
Airworthiness date: 29-Nov-1984.
• N338D Wayne C. Alsworth, Port Alsworth, AK. Regd Jan-1985
• Power-plant. Re-engined with a Wright Cyclone R-1820 engine, rated at 1,200 horse power,. This work together with additional work was undertaken at Merrill Field, Anchorage during the early part of 1987.
Power plant. Converted back to its original R-1340 powerplant. The story of this aspect of the aircraft’s history can be read below.
• N338D Leased to Sound Adventures Air Service Inc., Lake Hood, Anchorange, AK. 1988 to 1990.
• N338D Returned from lease to Wayne Alsworth, Port Alsworth, AK Regd late 1990.
• N338D Dan Michel, Sterling, AK. dba All West Freight Inc. Regd early 1991.
Accident. Sterling, AK. Early 1992, Aircraft crashed at Sterling, details unknown. The wreck was dumped in the All West Freight hangar.
• N338D Mike Spisak, Kotzebue, AK. Regd circa Aug-2005.
• N338D Northern Aircraft Leasing LLC., of Cheyenne, WY. Regd 08 Aug 2005.
Note; Aircraft was rebuilt over the winter of 2005 / 2006, retaining the R-1340 engine.
• N338D Mavrik Aire, Soldotna, AK. Date unknown.
Incident; Approx six miles northeast of the Kenai Municipal Airport. 22- Aug-2006. The aircraft suffered engine failure, and force landed on swampy terrain. It was to remain there for some time. See the story below.
• N424KT Rustair Inc., Anchorage, AK. Regd 07-Jan-2008.
Otter 338 was delivered to the United States Army on 28th July 1959 with serial 58-1719 (tail number 81719). It was delivered from Downsview to Fort Rucker, Alabama, to the Army Aviation Board, and carried TATSA titles (Transportation Aircraft Test & Support Activity). Otter 81718 (337) was delivered to the Board the same day.
By January 1962 81719 was assigned to Fort Benning, Georgia and in July 1963 it re-joined the Army Aviation Board at Fort Rucker. It continued in use at Fort Rucker as a test support aircraft until February 1966 when it went to Vietnam, joining the 54th Aviation Company. It returned to the United States in August 1966, arriving at the ARADMAC Depot, Corpus Christi, Texas where it went into serviceable storage. In May 1969 it was issued to the Army Security Agency, Test & Evaluation Centre, Fort Huachuca, Arizona for use on an “Intelligence and Classified Project”. The aircraft in fact went to Lakehurst NAS, New Jersey where it was modified under a project named “Sore Thumb”.
This was the first attempt at a 360 degree VHF Direction Finder using a “spinning Adcock array”. The modification involved a large antenna under the fuselage. The Project was however unsuccessful and never progressed beyond the R&D stage. The Otter was restored to its original configuration and served at Fort Huachuca as a test support aircraft.
This use at Fort Huachuca continued until February 1974, at which stage the Otter was assigned to the Army in Alaska. On the ferry flight north, it suffered engine failure at Watson Lake in the Yukon Territory, and required an engine change. Rather than incur this expense, and as the Otter was not destined to serve with the Army for much longer, it was decided to sell the aircraft, which was advertised for sale “as is, where is” (that is, in Watson Lake, Yukon and needing a new engine). At that stage of its career, 81719 had 5,823 hours on the airframe.
The purchaser of the Otter was Air Craftsmen Ltd., of St. John, New Brunswick, a company which traded in Otters and specialised in purchasing former military aircraft and refurbishing them. They sent a mechanic to Watson Lake to work on the aircraft, change the engine and get the aircraft fit for flight. On 7th February 1975 registration C-GLES was provisionally allocated to Air Craftsmen Ltd., and painted on the Otter in yellow paint, on the Army olive drab colour scheme. A ferry permit was issued that day for a flight from Watson Lake to St.J ohn. That was later changed however when the Otter was sold to Northern Thunderbird Air Ltd., of Prince George, BC. On 7th May 1975, a ferry permit was issued for a flight from Watson Lake to Prince George and C-GLES was registered to Northern Thunderbird Air Ltd., the following day. The Otter then went to Edmonton for overhaul, and to Vancouver where it was painted in Northern Thunderbird Air colour scheme by West Coast Air. It then returned to Prince George and entered service with Northern Thunderbird Air, replacing Otter CF- GCV (2) which had crashed in October 1974.
C-GLES remained in service with Northern Thunderbird Air from 1975 until sold to St. Cloud Aviation Inc., of St.Cloud, Minnesota by Bill of Sale dated 20th October 1984 for $110,000. At that stage of its career, it had a total airframe time of 11,357 hours. The Canadian registration was cancelled on 7th November '84 and the Otter registered to its new owners as N338D. The aircraft was sold on almost immediately, to Wayne C. Alsworth of Port Alsworth, Alaska to whom it was registered in January 1985. He operated a general cargo and aircraft salvage business, known as “Wayne's Aircraft Salvage”, also known as “Otter Air Cargo”, based at Port Alsworth. His business frequently involved landing in remote bush locations with heavy loads, and he was concerned with the lack of adequate power for this work from the P&W R-1340 six hundred horse power engine.
Having flown N338D during 1985 and 1986 in Northern Thunderbird colours with “Wayne's Aircraft Salvage” titles, he decided to re-engine the Otter with a Wright Cyclone R-1820 engine, rated at 1,200 horse power, the engine which powers the Douglas DC-3. This work was undertaken at Merrill Field, Anchorage during the early part of 1987. All the design, planning and actual conversion work was undertaken by Mr Alsworth himself. The engine mount was custom built. The cowling came from a Lockheed Lodestar. The cowl flaps came from a DC-3 and were modified to fit the installation. The propeller came from a Grumman Albatross. The Otter's trademark exhaust augmenter system was completely revamped and there was a huge single exhaust port on the right side. The prop spinner came from an aviation surplus house. There were some control modifications in the cockpit, but perhaps most significant was the change in weight and balance. The new engine was 400 pounds heavier than the old one, requiring the engine to be recessed closer to the firewall and the battery box to be relocated in the tail, to preserve the balance. There was no hydraulic accessory pump, so the flaps and skis would have to be hand pumped.
Mr Alsworth was aiming for experimental status first and after he had flown several hundred hours, he would review matters and decide whether to go for full certification. Exactly how far he got in all this is not known, but perhaps not surprisingly, his ambitious but somewhat make-shift conversion was not certified and the Otter was converted back to its original R-1340 powerplant. It was leased to Sound Adventures Air Service Inc., during 1988 to 1990. This company operated from Lake Hood, adjacent to the Anchorage International Airport, and also flew Otters N90627 (106) and N8510T (307).
In late 1990 the Otter returned off lease to Wayne Alsworth, and he sold it in early 1991 to Dan Michel of Sterling, Alaska for operation by his company, All West Freight Inc., who already had Otter N26DE (26). On a date unknown in early 1992, N338D crashed at Sterling and the wreck was dumped in the All West Freight hangar.
Having lain at Sterling, Alaska since its crash in 1992, in August 2005 the Otter was sold by All West Freight Inc., to a Mike Spisak of Kotzebue, Alaska who also bought Otter N26DE (26) at the same time. Both Otters were carried off in trucks from Sterling. N338D was registered to Northern Aircraft Leasing LLC., of Cheyenne, Wyoming on 8 August 2005. N338D was rebuilt over the winter of 2005 / 2006, retaining the R-1340 engine, and entered service with Mavrik Aire of Soldotna, Alaska who also operate Walter powered turbine Otter N103SY (296).
Photo: M. Scott Moon © 08 September 2006 - Peninsula Chronicle
N338D continued in service with Mavrik Aire until an incident on 22 August 2006, when it suffered engine failure approximately six miles northeast of the Kenai Municipal Airport, and force landed on swampy terrain. It was to remain there for some time. As the local newspaper, the ‘Peninsula Clarion’ reported on 8th September 2006: “A single engine Otter that emergency landed on Kenai National Wildlife Refuge wetlands more than two weeks ago remains waiting among the moose and the birds while its owners and Refuge officials puzzle how to remove it. Because of its size and the terrain it is stuck in, the plane could continue to wait until the snow comes, said a park ranger. It could be out there for a while because basically its just sitting out there in the swamp”. The newspaper report said that the aircraft’s owners had to obtain a salvage and removal permit to ensure that it would be removed safely and with as little environmental damage as possible. “So here they are with this plane that is intact and not very damaged out there where they don’t want it. It’s a tough situation to be in”, the park ranger added. A photograph showed N338D in a very attractive blue and white colour scheme but with no titles, sitting apparently undamaged on its floats on the soggy vegetation. The Otter was much needed to assist with Mavrik Aire’s charters, flying hunters to the Kotzebue area during the fall of 2006, but unfortunately could not be liberated from the swamp. A mechanic was sent in to replace the blown cylinder in the engine which had caused the forced landing. An attempt was then made to fly the Otter out of the swamp after a period of heavy rain but without success. Three months after the forced landing, N338D was still stuck in the swamp. It had been further damaged by high winds while on the ground. The saga came to an end in mid December 2006, when the Otter was dis-assembled and flown out by helicopter. A Bell 204 of Northern Pioneer Helicopters was used. On 11 December the engine was airlifted, followed by the Otter itself the next day, taken to Kenai for rebuild.
Full history up to 2005 courtesy of Karl E Hayes © from DHC-3 Otter - A History (CD-ROM 2005)