Delivered to Atlas Aviation in February 1965, this Otter was quickly put to work in the High Arctic based in Resolute Bay NT. On July 17, 1971, it crashed into a hill on remote Browne Island enroute to Rae Point in deteriorating weather conditions. The pilot did not survive and the aircraft mostly burned out. In 1974 the wreckage was sold in the USA and surprisingly appeared on the US register as N90758 in 1990. Stored at Sedro Woolley, WA, the intent was to rebuild an Otter around the data plate using parts of other aircraft, but as far as I can tell, the wreck remains stored.

Delivered to Bahamas Airways on December 4, 1968 around the time the airline was acquired by the Swire Group and there was rising political turmoil in the Bahamas. The aircraft was returned to BAC and leased to Laker Airways August 21 - October 14, 1969. Many leases followed (PI-C1151, A40-BU and G-AXMU). The jetliner was last with Okada Airlines from 1990 until withdrawn at Benin during December 1997. Unknown date, but the lease period was short.

First delivered to TEAL Tasman Empire Airways (ZK-TEB "Atarau") in December 1959. The airline, renamed Air New Zealand in 1865, sold it to California Airmotive (N33506) in 1972. Converted to a L-188C, Nordair added it to their fleet in September 1972. Stored in July 1976, the aircraft was sold via American Jet Industries to Reeve Aleutian Airways in April 1978 (N178RV). Leased to Northwest Territorial Airways (first as N178RV, later C-GNWC) 1986 - 1988. Atlantic Airlines bought and ferried it to Coventry where it was stored until 2010. Buffalo Airways acquired it in 2010 registered C-FIJX.

The Helio H-370 was the first attempt to add turbine power to the Courier. A standard H-250 was re-engined with an Allison 250-B15G turbine for testing in 1969. It found little performance benefit and increased fuel consumption. Instead pursuing work on the aircraft the company decided to focus on the purpose built H-550 turboprop Helio Stallion. N6309 got it's piston engine back and became the pattern aircraft for the HT-295 tri-gear Super Courier. The nose gear equipped Courier was developed from a request by the Mexican Government and the aircraft was exported to Mexico as XA-SEW in 1973.

After use as a Twin Otter Series 300 and water bomber demonstrator, CF-YFT was leased to White River Air Service for NorOntair flights September 20, - October 30, 1971. Flown without titles in the DHC house colors, the aircraft was returned and delivered to Bell Canada in December 1971. Sold to Trigana Air Services, (PK-YPF) in February 1993. After written off in a landing accident, the remaines were sold to SSC International. Although allotted registration N60619, I haven't found any information that the aircraft was actually rebuilt.

US Air Force 42-72343 C-54 was later operated by C&S Chicago And Southern Air Lines as NC88819 until withdrawn in 1951. Flown by Resort Airlines as N88819, the aircraft was bought by Aer Lingus and converted to ATL-98 Carvair EI-AMR in 1963. Sold to Eastern Provincial Airways in 1968 to operate passenger and freight flights in Eastern Canada. Sold to BAF British Air Ferries in 1973, the aircraft was stored at Southend, UK. It was to become LN-NAB, but the sale fell through and it was broken up in 1978. The cockpit section was saved and preserved at Beccles Suffolk (Halesworth Airfield).

Taken on strength by the RCAF March 5 1958 with serial 9594, this helicopter was never actually operated by the Air Force. It was one of three Vertol H-21s (9595 / CF-JJW and 9596 / CF-JJX were the other two) loaned to Dominion Helicopters for construction of the Mid-Canada Line. This was a system of cold war radar stations stretching east to west across the middle of Canada. Returned to the RCAF in September 1965 all three helicopters were held in reserve for Air Force Rescue squadrons until stored at Mountainview in 1969. CF-JJV was struck off strength in March 1971.

Former BOAC Comet G-APDT was leased to Mexicana in 1965. First registered XA-POW, it was re-registered XA-NAB in 1967. Returned to BOAC in December 1969, the aircraft was used for BOAC Apprentice Training painted as G-APDT. Later re-painted in British Airways colors, it was donated to the airport for fire training. From Peter's collection.

Eastern Provincial Airways registered CF-LEA in November 1958 to replace their Otter CF-GCV lost in a crash in October 1958. EPA's bush operations were sold to Labrador Airways in 1970 and the aircraft is pictured in Montreal for maintenance an re-painting. Sold to Cargair Ltée in 1978 after rebuilt from an accident in 1976. Green Airways bought it in 1980 (C-FLEA), replacing the engine with a Polish PZL 1000 HP radial in 1996. Stored at Selkirk, MB in 2013, it was sold to Excellent Adventures Outposts & Air Service in 2016 and further on to Clarks's Air Service in 2018.

Delivered to Trans-Canada Airlines in January 1957, CF-THB retired from Air Canada in1974, stored at Winnipeg, MB and sold to Beaver Enterprises in March 1975 for parts. It was sold privately later in the year and moved to Teulon, MB by road (less engines, propellers and other saleable parts) by road. It was displayed at the owners restaurant until sold in 1985. I was again moved by road to Garland, MB and the bare cabin made livable with everything except running water. The airliner remains there at the time of uploading still engineless and in faded Air Canada colors.

First flight for this Islander was on November 30, 1970 with test registration G-51-241. Destined to become CF-QPM for Air Halifax in Canada, the aircraft had an extended delivery flight when Britten-Norman entered it in the 1971 London to Victoria Air Race. Pictured at a stop in Ottawa, the Canadian registration taped over and marked G-AZAX with race number 54, it flew back across Canada for delivery. Sold to Harbor Airlines as N67HA in January 1977, it would move to Slocum Air by 1981. Registered to Nassau based MD Air Services in 1984 where is was written off after overrunning the runway.

Originally 9598 with the Royal Canadian Air Force, this S-55 was seconded to Okanagan Helicopters as CF-JJL in February 1958 to build the Mid - Canada line radar sites in Western Canada. Struck off strength in 1964, it was sold to Autair Helicopter Services via Crown Assets Disposal Corporation in 1965.

In 1970, Transair bought BEA - British European Airways remaining four Armstrong Whitworth Argosy freighter aircraft. CF-TAX registered April 4, 1970 would be the last Argosy in Canada when sold to SOACO (Societe Anonyme de Contruction) in November 1976 as TR-LWQ. Stored in February 1978 at Essendon Airport in Melbourne, Australia , it was sold to IPEC Aviation as VH-IPA by that summer. Finally withdrawn in 1990 and returned to Melbourne, the aircraft was scrapped in 1992.

Originally one of National Airlines fleet of Lockheed Constellations (N7132C) 1957 - 1963. Bought by Nordair in 1965, the aircraft was sold to CanAiRelief in 1969. The aid organization was formed during the Biafrian War to preform humanitarian flights to aid starving civilians. CF-NAK was caught on the ground during a Nigerian air attack and destroyed at Uli airport on December 17, 1969.

Special delivery for Laurentian Air Services. After eight years in Australia, this Beaver returned to Canada for re-build after sale to Laurentian. Emerging registered CF-CCJ (later C-FCCJ), the floatplane is current as N450TN at the time of uploading

Originally registered NC2976 to Grumman in 1948, the first owner of this Mallard became Charles F Kettering, inventor and recently retired head of research for General Motors. Privately owned by him 1949 - 59 as N5115, it also flew for GM until sold to the New York Yankees as N51151 after Kettering's death. Pictured with Crow, Inc (1965 - 78), a Toledo OH charter company bringing customers for Northern Ontario fishing camps. To Chalks International Airline in 1979, it was converted to a G-73T Turbo Mallard in 1982. Re-registered N142PA in 1998, it was retired in 2005 and dismantled in 2007.

In 1956 Fokker signed a licensing agreement with US aircraft manufacturer Fairchild to build F-27s in the USA. While building F-27s, Fairchild independently developed the FH-227 featuring a 6 ft (1.83m) fuselage stretch. N2227L was the first of these off the production line. Pictured in Fairchild house colors, the aircraft was tested and demonstrated by Fairchild 1966 - 74 before sold to Mobile Oil as N2657. Acquired by the Burma / Myanmar Air Force in 1977 with serial 0001, it is currently on display at the Defence Services Museum in Naypyidaw, Myanmar.

Initially delivered to United Airlines (NC13340) in 1933, N18E was the oldest Boeing Airliner still flying when pictured at Oshkosh. Wings and Wheels Museum acquired the Boeing 247 in 1977. After the museum closed it's doors in 1981, the aircraft was bought at auction and moved to the UK in 1982 for store / display at the Science Museum's out station in Wroughton.

US Army Air Force UC-64A Norseman 43-35432 was delivered in June 1944. Registered N13340 when working for the US Forest Service 1949 - 56. With Reeder Flying Service 1956 - 1960 until Parachutes Incorporated modified it for skydiving use. Next major stop for the aircraft was the Lone Star Flight Museum, Galveston, TX circa 1984 before going to Grass River Lodge in Manitoba for re-building and registered CF-BHU in 2001. It sat idle from 2006 until another refurbishing saw it take to the air again in 2020 with Kississing Lake Lodge where it's current at the time of uploading.

Delivered to Eastern Provincial Airways July 5, 1960, this Otter operated Newfoundland Government Department of Health's air ambulance service replacing an EPA DHC-2 Beaver. It was replaced by a Turbo Beaver in 1967 and moved to flying passengers and freight. In 1970, EPA sold their bush division to Labrador Airways, but CF-MIT was acquired by Austin Airways. The aircraft was entoute to Timmins, ON on September 4, 1976 when weather deteriorated. It hit power lines flying up the Abitibi River near the Abitibi Canyon Dam. All on board died in the post impact fire and the aircraft burned.