59-2220 • N5321G • C-GLQX • N362TT
• 59-2220 United States Army. Delivered 25-Mar-1960. Designated as U-1A.
Initially assigned to White Sands Missile Range, Holloman AFB., NM,
Jan-1962. Serving at Fort Rucker, AL., as an operational support airlift aircraft.
Jun-1969. Joined the Otter Transition School at Fort Ord, CA.
May 1972. Operated in a non military role by the Environmental Protection Agency (EPA) on amphibious floats, on a nationwide aerial survey to identify lakes with water ageing problems. Further information below.
• N5321G Transferred to the Civil Air Patrol (CAP) Based at Boeing Field, Seattle, WA. Regd 21st April-1974.
• N5321G Moved to Civil Air Patrol, CAP Alaska Wing, Merrill Field, Anchorage, AK, by Oct-1974.
• C-GLQX Gander Aviation Ltd., Gander, NL. Regd Aug-1977.
• C-GLQX Lindbergh's Hunting & Fishing Air Service Ltd., Cochrane, ON. Regd in 1980. Canx 22-Jun-1982.
Accident: Lake Mosquito, ON. 06-Jun- 1980. After take-off, at a height of one hundred feet above the lake surface, a loss of engine power occurred, necessitating a forced landing into a heavy growth of trees. The engine had accumulated only 16 hours since its last inspection. A combination of carburettor water, foreign matter, a restricted fuel inlet screen and a faulty fuel inlet chamber float setting had caused the malfunction. There were nine souls on board
• C-GLQX Air Kipawa, Kipawa, QC. Regd date unknown. Canx 18-Jun-1987.
• C-GLQX Air Wemindji Inc., Wemindji, Baie James, QC. Regd 06-Dec-1988. Canx 22-Jul-1992.
Accident: Kuujjuarapik, QC. 30-Mar-1991. The aircraft struck a vehicle on landing.
Accident: Lac Dorontal, QC 02-Jun-1991. The aircraft experienced engine failure on final approach, which resulted in a hard landing. Water in the fuel tank had caused the malfunction.
• C-GLQX Registered to unknown leasing Company.
• C-GLQX On lease to Labrador Airways Ltd., dba Air Labrador, Goose Bay. Regd Jun-1995.
• C-GLQX Leased to North Coast Aviation Ltd., Goose Bay, NL. Regd 04-Jun-1998. Canx 20-Jul-1999.
• C-GLQX Leased to Johnny May's Air Charter Ltd., Kuujjuaq, QC. Regd 20-Jul-1999.
Accident: Lac Bobby, 160 miles to the west of Kuujjuaq. 08-Sep-1999. On arrival at the lake, conditions were sky obscured with visibility reduced in fine rain. Having 'splashed down', the pilot realised that he had alighted too near the shoreline. He cut the power but it was too late to prevent the aircraft running aground. No one was injured but substantial damage was caused to the propeller, right wing and right float, which had collapsed. The right wing hit the water and was bent and crumpled.
• C-GLQX Canx 27-Jun-2000 on export to USA.
Total time: 14,951 hours at Jun-2000.
• N362TT R&J Aircraft Leasing Corporation, Anchorage, AK. owned by Ron Kakeldey Regd 05-Jul-2000 Canx 02-May-2012 to Canada.
Airworthiness date: 31-Aug-2000.
• N362TT Leased to Ultima Thule Outfitters, Chitina, AK. Canx to Canada.
• N362TT On lease to Grasshopper Aviation of Wasilla, AK. Jan-2003.
• N362TT Canx 02-May-2012 to Canada.
• C-FMZC Tsayta Aviation Ltd., Fort St James, BC. Regd 14-May-2012.
• Current •
Otter 362 was delivered to the United States Army on 25th March 1960 with serial 59-2220 (tail number 92220). It was first assigned to the White Sands Missile Range, New Mexico, based at Holloman Air Force Base, but by January 1962 it was serving at Fort Rucker, Alabama as an operational support airlift aircraft. Photographs of the Otter show it in the standard Army olive drab scheme but with high visibility day-glo patches. It continued in this role until June 1969, when it headed west and joined the Otter Transition School at Fort Ord, California.
In May 1972 the Otter is recorded as being loaned out for a non-military use. It was one of two Otters (92220 and 92222) operated by the Environmental Protection Agency (EPA) on a project starting in May 1972. As the EPA explained: “The Agency will employ both fixed wing aircraft and helicopters in a nationwide aerial survey of some 1,200 lakes. The purpose of the project is to identify bodies of water in the United States with potential or actual eutrophication (accelerated ageing) problems, brought on by the discharge of excessive amounts of phosphates into them. This ageing results in the disappearance of desirable varieties of fish”. The two Otters were put on amphibious floats for the project, quite a rare use of Army Otters on floats in the CONUS. Two Army Huey helicopters were also used. “The aircraft will be equipped with remote and contact sensors. First, they will fly over lakes using a device called a differential radiometer to detect chlorophyll levels in the water and another device, a thermal radiator, to measure surface temperature. Then the pontoon equipped Otters will land on the lakes and scientists will lower probes into the water to measure dissolved oxygen, conductivity, the acid-alkaline balance in the water and temperature. This aerial survey will inspect four hundred lakes in ten north-eastern and northern states during 1972 and the remaining eight hundred in 1973. In addition to New York, where 38 lakes will be sampled, the survey will cover New England states, Michigan, Minnesota and Wisconsin”.
92220 continued on this project until March 1974, when its Army career came to an end. The following month it was transferred to the Civil Air Patrol (CAP) and was at Boeing Field, Seattle on 21st April 1974 registered N5321G, being prepared for its new role. It was noted at Merrill Field, Anchorage, Alaska during October 1974, in an Army brown/white colour scheme, registered N5321G. The Otter continued to fly for the CAP Alaska Wing until sold to Gander Aviation Ltd., of Gander, Newfoundland in August 1977, registered C-GLQX. The CAP ferried it down from Alaska to Michigan, where Gander Aviation picked it up, and flew it to their base at Gander, where it was made ready for service.
The Otter flew for Gander Aviation until sold to Lindbergh's Hunting & Fishing Air Service Ltd., of Cochrane, Ontario in 1980. It met with an accident at Lake Mosquito, Ontario on 6th June 1980. It was under the command of an experienced pilot, with 22,000 hours of which 11,000 were on the Otter. There were nine souls on board. After take-off, at a height of one hundred feet above the lake surface, a loss of engine power occurred, necessitating a forced landing into a heavy growth of trees. The engine had accumulated only 16 hours since its last inspection. A combination of carburettor water, foreign matter, a restricted fuel inlet screen and a faulty fuel inlet chamber float setting had caused the malfunction.
After rebuild, the Otter was sold to Air Kipawa Inc of Kipawa, Québec to whom it was registered in June 1982. It flew for this company for six years, until sold to Air Wemindji of Wemindji, Québec to whom it was registered in December 1988. Two incidents were recorded while LQX was flying for Air Wemindji. On 30th March 1991 at Kuujjuarapik, Québec the Otter struck a vehicle on landing. On 2nd June 1991 at Lac Dorontal, Québec the Otter experienced engine failure on final approach, which resulted in a hard landing. Water in the fuel tank had caused the malfunction. In July 1992 LQX was registered to Geraldton Air Ltd of Geraldton, Ontario and in June 1995 it was registered to and operated by Labrador Airways Ltd., trading as Air Labrador, based at Goose Bay. It was on lease from a leasing company, as was C-GVDM, sister ship, number 361.
When the lease of LQX to Air Labrador expired, the leasing company then leased the Otter to North Coast Aviation Ltd., also based at Goose Bay, to whom the Otter was registered in June 1998. According to its web-site, this operator was “your Sango Bay connection” and also provided mining and remote construction support and the usual range of bush services. Alas, it did not prosper and ceased operations the following year. The leasing company then leased the Otter to Johnny May's Air Charter Ltd., of Kuujjuaq, Québec to whom it was registered in July 1999. On 8th September 1999 it was involved in an accident on a flight from its base at Kuujjuaq to a caribou hunting camp at Lac Bobby, 160 miles to the west. On arrival at the lake, conditions were sky obscured with visibility reduced in fine rain. Having 'splashed down', the pilot realised that he had alighted too near the shoreline. He cut the power but it was too late to prevent the Otter running aground. No one was injured but substantial damage was caused to the propeller, right wing and right float, which had collapsed. The right wing hit the water and was bent and crumpled.
The repair of the Otter was entrusted by the insurers to Air Wilga of Laval, Québec. They chartered an Air Saguenay Otter and flew up a replacement wing, which was strapped to the float supports on one side of the Otter, a canoe strapped to the other side. Repairs were carried out at the side of the lake. The float was repairable. The new wing was fitted using a support of fuel drums and wood. LQX flew back to Laval for final repairs, escorted by Otter C-FEYY (19) of Air Wilga.
In April 2000, LQX was advertised for sale through C&S Aircraft Sales, with a total time at that stage of 14,951 hours on the airframe. They were also selling sister ship C-GVDM (361). Both Otters were sold to a leasing company in Anchorage, Alaska, number 361 being registered to Kakeldey Leasing Corporation as N361TT and 362 being registered to an associated company R&J Aircraft Leasing Corporation as N362TT. These companies, owned by Ron Kakeldey, lease out aircraft to airlines and outfitting companies. During the summer of 2002 the Otter was leased to Ultima Thule Outfitters of Chitina, Alaska pending the delivery of their own turbine Otter N226UT (226). In January 2003 N362TT went on lease to Grasshopper Aviation of Wasilla, Alaska to replace their Otter N3904 (54) which had crashed. In September 2004 the Otter was noted parked at the Anchorage International Airport, undergoing maintenance.
To be updated.
Full history up to 2005 courtesy of Karl E Hayes © from DHC-3 Otter - A History (CD-ROM 2005)