Quebec Bush-planes 2016
Saguenay
By Jan Koppen
Lac-San Sebastian
The waterfront scene at Air Saguenay at Lac Sébastien is surrounded by boreal forest.
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To recall Air Saguenay's roots, let’s track back to the early 60’s when Mr. Peter Schoch, mink breeder bought Saguenay Air Service. This carrier was based at Kenogami Lake, owned by Saguenay Aero Club and was used to train pilots.
Mr. Schoch then decided to open a new seaplane base at St-David de Falardeau, lake Sebastien so he could offer a better service to companies like Alcan or Price Brothers, fishermen, hunters and services for forest fire patrol. The company expanded and merged in the mid 70’s with Gagnon Air Service to become a new company : Air Saguenay. Air Saguenay was celebrating its 50th anniversary in 2010. In 1980, the new owner Mr. Jean-Claude Tremblay through himself in the adventure of bush flying. He pushed the company one step further with his personnalized approach, and the quality offered with his services. A second seaplane base was opened at Chûte-des-passes in 1982. It was a strategic location to access new territories for fishing and moose hunting and to better position himself toward the north.1984 was a major year for the expansion of Air Saguenay. Air Saguenay purchased Air Caribou in Fermont (south of Wabush) and also purchased Club Chambeaux outfitters which gave him access to great fishing and caribou hunting in Northern Quebec. In 1986, the growth continued with the addition of a new seaplane base in Schefferville (Caribou capital of the world. He also purchased many other small bush operators in the 90’s, to reinforce the postion of his company all over Northern Quebec. Since 1998, the carrier expanded again with the purchase of Labrador Air Safari and Derap Aviation, both companies located on the North Shore of St.Lawrence River. Air Saguenay has now become, under Mr. Jean-Claude Tremblay and his son Jean Tremblay, the most important bush carrier on the Eastern Canada. The present administration was celebrating 30 years of operation this year. Today the company is reflecting the vision the owners dreamed of, when they first started, being the leader in their field of operation. |
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Nice folks of the Air Saguenay office
Labrador Air Safari has been in operation since 1974
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Otter C-GLCO rolled-off the Downsview production-line in spring 1961 and was delivered new to the Ghana Air Force as G-304. After 13 years of service in this West-African country she return back to Canada and was briefly owned by the Nova Leasing Company as C-GLCO. After her African adventure she spent many years in the Canadian bush with operators like; Air Kipawa, Air North Bay, air Wemindji, Aviation Portneuf, Expeditair, Air Saguenay, Northern Lights Air Service and Ashuanipi Aviation. Labrador Air Safari (1984) Inc. added it to their fleet in 2007. The Otter is powered by a Texas Turbine.
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The DeHavilland Canada DHC-3 Otter was designed in 1950 as the ‘big brother’ to the ubiquitous DHC-2 Beaver, with a total of 466 Otters having been built when production ceased in 1967. The high-wing construction of the Otter offers the bush operator a great advantage in being able to move alongside docks or swing-in over shorelines. The shallow float draught allows the aircraft to be taxied in close to the shore, facilitating the handling of cargo and/or passengers
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The fuel selector handle, located below the bottom right corner of the pilots instrument panel, can be positioned to FRONT TANK, CENTER, REAR TANK or OFF. When the engine is not operating, the selector handle must be selected to OFF to prevent drainage of the fuel supply line into the tank.
The fuel booster pump switch is located on a panel to the left of the engine controls quadrant. A combined fuel pressure, oil pressure and oil temperature gage is located on the engine instrument panel above the engine controls quadrant. The triple indicator fuel contents gage, graduated either in Imperial or U.S. gallons, will indicate only when the FUEL CONTENTS circuit-breaker is set. This switch is located on the junction box circuit-breaker panel, behind the copilot’s seat. A warning light gives an indication of low fuel level in the tank from which the engine is operating. The light becomes illuminated when fuel for approximately 15 minutes of cruising remains in the tank. The shut-off control handle stops the supply of both fuel and oil to the engine in case of emergency. It is located on the right side of the pedestal, below the engine controls quadrant. |
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C-GUCT, a 1975 built Cessna A185F Skywagon, is seen here sitting on the shore of Lac Sebastien.
Cessna introduced the 185 in 1961 as a more powerful version of the 180. Initally the 185 featured a 260 hp IO-470 Continental engine and in 1966 the engine was changed to a Continental IO-520 producing 285 hp. Modifications allow installation of engines up to 350 hp and, very rarely, a 185 will be seen with a small turbo-prop engine.
Within a couple of years of its introduction, Cessna offered Continental's 300-hp (285 hp continuous) IO-520 as an option and, not surprisingly, the deeper-voiced 185 quickly eliminated its weaker sibling on the assembly line in Wichita. For the most part 185 has proven to be a gas 'n go airplane. It's a simple, rugged design that requires very little unscheduled maintenance. The injected engine is even more reliable than the carbureted Continental in the 180 and fuel injection eliminates the threat of carburetor ice, always a prime consideration. The only downside is starting the injected engine and 28-volt system with a dead battery; it's a lot easier to prop a carbureted engine — and finding a 12-volt truck, tractor, or automobile to jump-start a 12-volt airplane in the boondocks could mean the difference between go and no go.
Within a couple of years of its introduction, Cessna offered Continental's 300-hp (285 hp continuous) IO-520 as an option and, not surprisingly, the deeper-voiced 185 quickly eliminated its weaker sibling on the assembly line in Wichita. For the most part 185 has proven to be a gas 'n go airplane. It's a simple, rugged design that requires very little unscheduled maintenance. The injected engine is even more reliable than the carbureted Continental in the 180 and fuel injection eliminates the threat of carburetor ice, always a prime consideration. The only downside is starting the injected engine and 28-volt system with a dead battery; it's a lot easier to prop a carbureted engine — and finding a 12-volt truck, tractor, or automobile to jump-start a 12-volt airplane in the boondocks could mean the difference between go and no go.
A stunning sunrise rounds off a rainy night allowing some nice shots at the lake.
Bush-planes nicely docked and waiting to fulfill their missions of hauling people and cargo in and out of otherwise inaccessible outposts.
C-FJAC. This Beaver left the Downsview factory in 1956 for delivery to Arthur Fecteau Ltée where she logged thousands of hours. During her long career this veteran workhorse served several bush plane outfits and in 2003 she finally ended up with Air Saguenay (1980) Inc.
All nine cylinders are visible.
The mighty P&W 985 is burning 22 Imp gallons per hour. Note the exhaust tailpipe extension, with heat exchanger, which provides cabin heat for cold-weather flying. Hot air for heating the interior of the cabin is supplied by ram air passing through a heat exchanger tube in the engine exhaust system. From a four-way outlet at the center of the cockpit floor, the heated air is ducted to the pilot’s seat and front passengers feet and to two outlet grills in the cabin floor
"Her 2-blade prop can now be heard from anywhere in Yellowknife!"
Built in the 50's, you gotta love and admire these back country work horses - especially in these settings.
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'Un Jeune Indien'
C-GUJI. Manufactured in 1957, ‘Echo-India’, came off the line as a US Army Beaver. After her military career was over, she was exported back to Canada in 1976 and was registered as C-GUJI to bush-plane operater Air Saguenay. They are operating this Beaver for many years to access their outposts on the lakes and rivers north of their base at Lac Sebastien. Air Saguenay Beaver driver Isabelle Robinson always called this ship; - 'Un Jeune Indien'! 'Un Jeune Indien', had been for sale for a while and during two weeks after may visit she was ferried to her new owner Ahmic Air of Yellowknife, who is presently operating two DHC-2 Beavers. Her 2-blade prop can now be heard from anywhere in Yellowknife!. |
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C-FNUD is a 1992 built WagAero Sportsman 2 + 2.
The Sportsman 2+2 is a reproduction of the Famous PA-14 Family Cruiser. The Sportsman 2+2 is a great family cruiser with its roominess, extra baggage area and increased fuel capacity. The Sportsman 2+2 maintains the docile maneuverability and short field capabilities of our Sport Trainer. The versatility of this airplane makes it ideal as a trainer because of its wide stance landing gear and slow speed characteristics.
This aircraft also offers superior float plane performance and is easily accessible with its unique doors and optional turtle deck entry. The Sportsman 2+2 utilizes large tires for off-airport operation and has an instrument panel layout to accommodate full IFR equipment. There is no question that the Sportsman 2+2 is an excellent choice for the sport recreational pilot!
The Recreational Pilot Utmost Adaptability! Two-place or four-place cavernous cargo area extended wings - add’l 12-1/2 sq. ft., cabin activated spoilers, balanced elevators, no door obstruction, 39 gallons usable fuel, accepts engines 125 to 200 hp convenient material kits, a true utility aircraft.
This aircraft also offers superior float plane performance and is easily accessible with its unique doors and optional turtle deck entry. The Sportsman 2+2 utilizes large tires for off-airport operation and has an instrument panel layout to accommodate full IFR equipment. There is no question that the Sportsman 2+2 is an excellent choice for the sport recreational pilot!
The Recreational Pilot Utmost Adaptability! Two-place or four-place cavernous cargo area extended wings - add’l 12-1/2 sq. ft., cabin activated spoilers, balanced elevators, no door obstruction, 39 gallons usable fuel, accepts engines 125 to 200 hp convenient material kits, a true utility aircraft.
The Cessna 180 Skywagon is not a beautiful airplane, but it certainly is a classic-looking taildragger.
C-FHSF is a 1954 built Cessna 180. The airframe of the 180 is all-metal, constructed of aluminum alloy. The fuselage is a semi-monocoque structure, with exterior skin sheets riveted to formers and longerons. The strut-braced wings, likewise, are constructed of exterior skin sheets riveted to spars and ribs. The landing gear of the 180 is in a conventional arrangement, with main gear legs made of spring steel, and a steerable tailwheel mounted on a hollow tapered steel tube.
1954 Model 180 four seat high wing light aircraft powered by a 225 hp (168 kW) Continental O-470-A, O-470-J, or a 230 hp (172 kW) O-470-K engine and first certified on 23 December 1952.
The changes of the 1954 Model 180 were:
1954 Model 180 four seat high wing light aircraft powered by a 225 hp (168 kW) Continental O-470-A, O-470-J, or a 230 hp (172 kW) O-470-K engine and first certified on 23 December 1952.
The changes of the 1954 Model 180 were:
- An outside baggage door was added, about 15 x 22 in.
- The O-470-J engine was introduced near the end of 1954 production.
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The Continental O-470 engine is a family of carbureted six-cylinder, horizontally opposed, air-cooled aircraft engines that was developed especially for use in light aircraft by Continental Motors. The family includes the E165, E185, E225 and the E260 engines. It has been in production since 1950.
When the US military gave them all the designation of O-470 the company adopted the designation and future models were known as Continental O-470s The O-470-J is a 225 hp (168 kW) at 2550 rpm, dry weight 378 lb (171 kg), same as O-470-A except reduced max rpm and induction system risers, manifold and balance tube. It was certified on 04 December 1952. |
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Classic aircraft seen at their home of Lake Sebastian Seaplane Base.
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Cool to catch this old girl. Aircraft built in 1946.
C-FLFY is a 1946 built Piper PA-12X Super Cruiser. The Piper PA-12 Super Cruiser is an American three-seat, high wing, single-engine conventional landing gear-equipped light aircraft that was produced by Piper Aircraft between 1946-48. The PA-12 was an upgraded and redesignated Piper J-5.
When Piper dropped the J- designation system in exchange for the PA- system, the J-5C became the PA-12 "Super Cruiser". The earlier J-5s had been powered by either a 100 hp (75 kW) Lycoming O-235 or a 75 hp (56 kW) Lycoming O-145. The newer PA-12 model was initially powered by a 108 hp (81 kW) Lycoming O-235-C engine, was fully cowled, and had a metal spar wing with two 19 gallon fuel tanks. A Lycoming O-235-C1 engine rated at 115 hp (86 kW) for takeoff was optional. |
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C-FURL, seen here at Lac-San Sebastian (50km east of Lac-Saint Jean), is a 1946 built Taylorcraft BC-12-D1.
The Taylorcraft B is a light, side-by-side two-place, single-engine, high-wing general aviation monoplane that was built by the Taylorcraft Aviation Corporation of Butler, Pennsylvania. The Model B was constructed in large numbers during the late 1930s and early 1940s and was available for delivery from the factory as a land plane and a floatplane. Like many light aircraft of its day, the fuselage is constructed of welded steel tubing and covered with doped aircraft fabric. The wings are braced using steel-tube struts. The Model B was mainly bought by private pilot owners. Large numbers were flown in the United States, and many were sold to owners in Canada and several overseas countries, including those in Europe. Many are still active in 2015. |
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As of today, this aircraft might be one of the oldest, surviving 180 flying.
C-FLPW is a 1953 built Cessna 180.The 1953 Model 180 had the following changes from the 1952 model:
The Continental O-470 engine is a family of carbureted six-cylinder, horizontally opposed, air-cooled aircraft engines that was developed especially for use in light aircraft by Continental Motors. It has been in production since 1950. When the US military gave them all the designation of O-470 the company adopted the designation and future models were known as Continental O-470s
The O-470-A Model is a 225 hp (168 kW) at 2600 rpm with a dry weight of 378 lb (171 kg). It was certified on 04 December 1952.
- Baggage capacity is 120 lbs.
- Did not have an outside baggage door and the only access to the baggage compartment was over the fold-down backseats.
- Controllable cowl flaps are standard and a large access door is on each side of the cowling.
- Exhaust is through dual mufflers, One is shrouded for carburetor heat and the other for cabin heat.
- Fuel gauges are of the direct reading mechanical type.
- The engine was the O-470-A.
The Continental O-470 engine is a family of carbureted six-cylinder, horizontally opposed, air-cooled aircraft engines that was developed especially for use in light aircraft by Continental Motors. It has been in production since 1950. When the US military gave them all the designation of O-470 the company adopted the designation and future models were known as Continental O-470s
The O-470-A Model is a 225 hp (168 kW) at 2600 rpm with a dry weight of 378 lb (171 kg). It was certified on 04 December 1952.
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C-FRZL, was manufactured in 1959 and delivered new De Havilland Inc. of New York. Its career in Canada started in 1965.
She crashed on landing at Lake Mozhabung on September 22, 1969, overturned on water and sank. She was rescued and repaired to flying condition. After this incident ‘Zulu-Lima’ worked with for several bush operators in Ontario and Quebec and finally she became part of the Air Saguenay (1980) Inc. fleet of Lac Sébastien, Quebec. |
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A nice looking 1971 taildragger on floats on the edge of the boreal forest.
C-FZRG is a 1971 built Cessna A185E. The aircraft is basically a Cessna 180 with a strengthened fuselage. The main difference between the two aircraft is the larger vertical fin on the 185 and the 300 hp (224 kW) Continental Motors IO-520-D engine as opposed to the 230 hp (172 kW) Continental Motors O-470-S fitted in the Cessna 180.
This classic Piper, on straight floats, is waiting for a hopeful busy summer season!
C-FXGZ is a 1946 built Piper PA-12X Super Cruiser. The Piper PA-12 Super Cruiser is an American three-seat, high wing, single-engine conventional landing gear-equipped light aircraft that was produced by Piper Aircraft between 1946-48. The PA-12 was an upgraded and redesignated Piper J-5.
When Piper dropped the J- designation system in exchange for the PA- system, the J-5C became the PA-12 "Super Cruiser". The earlier J-5s had been powered by either a 100 hp (75 kW) Lycoming O-235 or a 75 hp (56 kW) Lycoming O-145. The newer PA-12 model was initially powered by a 108 hp (81 kW) Lycoming O-235-C engine, was fully cowled, and had a metal spar wing with two 19 gallon fuel tanks. A Lycoming O-235-C1 engine rated at 115 hp (86 kW) for takeoff was optional.
When Piper dropped the J- designation system in exchange for the PA- system, the J-5C became the PA-12 "Super Cruiser". The earlier J-5s had been powered by either a 100 hp (75 kW) Lycoming O-235 or a 75 hp (56 kW) Lycoming O-145. The newer PA-12 model was initially powered by a 108 hp (81 kW) Lycoming O-235-C engine, was fully cowled, and had a metal spar wing with two 19 gallon fuel tanks. A Lycoming O-235-C1 engine rated at 115 hp (86 kW) for takeoff was optional.
C-GAIL is a 2004 amateur built Bouchard B167-2.5L and it has construction number 001.
This awesome 1946 Cub looks ready for the upcoming season.
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C-FNQA is a 1946 built Piper J3C-65.
General characteristics: Crew: one pilot Capacity: one passenger Length: 22 ft 5 in (6.83 m) Wingspan: 35 ft 3 in (10.74 m) Height: 6 ft 8 in (2.03 m) Wing area: 178.5 ft² (16.58 m²) Empty weight: 765 lb (345 kg) Useful load: 455 lb (205 kg) Max. takeoff weight: 1,220 lb (550 kg) Powerplant: 1 × Continental A-65-8 air-cooled horizontally opposed four cylinder, 65 hp (48 kW) at 2,350 rpm |
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C-GAEF. This Beaver is ex U.S. Military and was manufactured in 1952. During her military career she was stationed at Coleman Barracks, Mannheim, Germany. Imported back into Canada in 1973, she worked for several outfits in Canada before she was sold to Air Saguenay (1980) Inc. in 1987.
The pontoons have several compartments, which contributed to the sea plane staying afloat! Unfortunately they always seems to leak at bit and every morning a staff member has to pump them empty |
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A Beaver painted in red with a white goose on its fuselage is something you don't see every day!
This Beaver still has the original ventral fin. She could easely hit obstacles as she swings around to taxi in en out. For this reason, seaplane fins on the horizontal stabilizers often replace the ventral fin. Next to this the smaller overall surface of the fins helps reduce the airplane's weathervaning tendency in a crosswind. |
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C-FHKT is a 1948 built Stinson 108-3 of Fortune Minerals.
The Stinson 108 was a popular general aviation aircraft produced by the Stinson division of the American airplane company Consolidated Vultee, from immediately after World War II to 1950. It was developed from the prewar Model 10A Voyager.
Stinson was bought by Piper Aircraft in 1949. All Stinson model 108, 108-1, 108-2, 108-3 and 108-4 aircraft were built by Stinson at Wayne, Michigan. When Stinson sold the type certificate to Piper in 1949, approximately 325 airplanes of the 5,260 model 108s built by Stinson were complete but unsold. These 325 model 108s went to Piper as part of the sale. Piper then sold that inventory as the Piper-Stinson over the next few years.
The fuselage was of fabric-covered steel tube. Aftermarket modifiers have obtained supplemental type certificates (STC) allowing conversion to an aluminum covering. Many different engines have been installed in the 108 by STC such as the Lycoming O-360, Franklin 220|220, Continental O-470.
One distinctive feature was the partial leading edge slot installed on the wings and aligned with the ailerons on the trailing edge, ensuring that the portion of the wing containing the aileron remains unstalled at higher angles of attack, thus contributing to docile stall behavior.
Total new production of the Stinson Model 108, by Stinson, was 5,260, total does not include the 2 converted prototypes. Stinson delivered approximately 4,935 aircraft and Piper delivered approximately 325 aircraft. Piper later sold the type certificate to Univair Aircraft Corporation. Univair built and certified the model 108-5, 1 built. Total new model production by Stinson and Univair is 5,261 aircraft.
Stinson was bought by Piper Aircraft in 1949. All Stinson model 108, 108-1, 108-2, 108-3 and 108-4 aircraft were built by Stinson at Wayne, Michigan. When Stinson sold the type certificate to Piper in 1949, approximately 325 airplanes of the 5,260 model 108s built by Stinson were complete but unsold. These 325 model 108s went to Piper as part of the sale. Piper then sold that inventory as the Piper-Stinson over the next few years.
The fuselage was of fabric-covered steel tube. Aftermarket modifiers have obtained supplemental type certificates (STC) allowing conversion to an aluminum covering. Many different engines have been installed in the 108 by STC such as the Lycoming O-360, Franklin 220|220, Continental O-470.
One distinctive feature was the partial leading edge slot installed on the wings and aligned with the ailerons on the trailing edge, ensuring that the portion of the wing containing the aileron remains unstalled at higher angles of attack, thus contributing to docile stall behavior.
Total new production of the Stinson Model 108, by Stinson, was 5,260, total does not include the 2 converted prototypes. Stinson delivered approximately 4,935 aircraft and Piper delivered approximately 325 aircraft. Piper later sold the type certificate to Univair Aircraft Corporation. Univair built and certified the model 108-5, 1 built. Total new model production by Stinson and Univair is 5,261 aircraft.
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C-FYYT, came off the Downsview production line in 1964 for delivery to the Hawker DH in Australia. The Beaver was imported back into Canada in 1969 and tail number CF-YYT was assigned. During the years in Canada she served Bannock Aerospace Ltd. and Aeropel Inc. on survey work in the Canadian North before she became part of the Labrador Air Safari (1984) fleet.
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Inside the Air Saguenay hangar... what a propliner-fan paradise!
The de Havilland Canada DHC-3 Otter was designed in 1950 as the ‘big brother’ to the ubiquitous DHC-2 Beaver. With a total of 466 Otters having been built when production ceased in 1967. The high-wing construction of the Otter offers the bush operator a great advantage in being able to move alongside docks or swing-in over shorelines. The shallow float draught allows the aircraft to be taxied in close to the shore, facilitating the handling of cargo and/or passengers.
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Otter 43 was one of a batch of six Otters ordered by the United States Army. Otter 43 was allocated tail number 52973. Throughout the summer and autumn of 1955, thex Otter operated on floats north of the Brooks Mountain Range in northern Alaska, supporting the survey work. During 1978 her military career was over and the Otter went on sale.
The purchaser of the Otter was Sioux Narrows Airways of Winnipeg who registrated her C-GQDU in 1979. The Otter went to Calgary where the aircraft was refurbished. It was sold to Buffalo Airways Ltd and was rolled out of the hangar at Calgary after painting in Buffalo's green and white colours on 25th May 1979. That well-known bush aviator Buffalo Joe' McBryan and the other pilots of Buffalo Airways flew QDU until an incident on 16th February 1981, when the Otter force landed on an un-named lake in the Northwest Territories, after an engine fire and smoke in the cockpit. After the damage was repaired, C-GQDU went to Sabourin Lake Airways (Sab-Air) of Cochenour, Ontario on lease who flew the Otter during the summer of 1981. It was then sold to Parsons Airways Northern Ltd of Flin Flon, Manitoba who operated QDU until the end of 1985. It then went to Aero-North Aviation Services (Athabasca Industries Ltd DBA) of Stony Rapids, Saskatchewan until June 1988 when it was registered to its new owners, Air Saguenay (1980) Inc of Chicoutimi-Lac St.Sebastien, Quebec. The Otter was painted in their attractive red and white colour scheme and converted with the Polish PZL 1000 hp engine. C-GQDU is one of two Air Saguenay Otters converted with the PZL engine, the other being C-GLFL (329). The company found that although take-off distance and climb rate performance were dramatically increased, the maximum payload remained the same. Accordingly, the company's re-engining programme was limited to these two Otters. With Air Saguenay, QDU serves the Quebec bush country as part of its large Otter fleet. Info credit: DHC-3 website/ Karl E Hayes. |
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This 1000hp ASz-621R-M18 engine has been specifically adapted by Airtech Canada Aviation for the Otter by incorporating a dry vacuum pump drive, five point cylinder priming, custom air intake and carb heat system as well as internal modifications to the fuel pump. The engine mount and cowlings are new and the extra power requires replacing the original 9 inch oil cooler with an 11 inch variant. The Otter’s original exhaust and augmenter tubes are replaced with a single stack exhaust manifold.
The result is improved takeoff and climb profiles and although fuel consumption is higher the corresponding increase in cruise speed and climb to height compensate for this. Airtech also claim that the resulting shorter takeoff runs on water also reduce wear and tear on the airframe from vibration. The engine TBO (time between overhauls) has increased from 1000hrs to 1550hrs. |
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During 1988 the Otter was re-engined with a Polish PZL-1000 engine. It is a nine cylinder radial with 400 more hp than the original Pratt & Whitney R-1340, greatly improving take off and climb performance. The engine drives a DC-3 bladed propeller.
The cabin is 1.5 meter (5 ft.) by 1.5 meter wide and has an overall length of 5 meter (16 ft. 5 in.). This provides a total volume of 9,8 cubic meters and includes the rear stowage compartment which is separated by a removable bulkhead. The cabin interior is fitted to accommodate nine passengers, eight passenger seats in the cabin and one beside the pilot. The seats are folded against the cabin wall to enable all of the cabin space to be utilized for cargo. If desired, they can be quickly removed and their weight deducted to obtain additional freight payload. With the seats folded, the Otter becomes literally a ‘flying truck’, capable of handling heavy loads of bulk cargo.
Cargo Tie-down rings. Fourteen tie down rings are conveniently located down both sides of the cabin aisle to secure heavy loads. The floor is of aluminum sandwich construction. It is stressed for the concentration of heavy loads over the entire area.
Cargo Tie-down rings. Fourteen tie down rings are conveniently located down both sides of the cabin aisle to secure heavy loads. The floor is of aluminum sandwich construction. It is stressed for the concentration of heavy loads over the entire area.
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Engine controls. The throttle control lever at the left of the quadrant at the top of the pedestal slides in a gate marked CLOSED and OPEN. The lever is connected by a flexible cable and conduit control to the carburetor throttle valve. A friction control below the throttle lever prevents throttle creep when rotated clockwise.
The fuel air mixture ratio is manually determined through the mixture control lever at the right of the quadrant. Reading from the rear to the front, positions marked on the quadrant gate are: IDLE CUT-OFF, FULL LEAN and FULL RICH. A friction control knob below the control lever prevents the control from creeping and permits to set and permits to set any intermediate position, when tightened clockwise. Conventional engine instrument are mounted on a panel above the engine controls quadrant. They consist of; a tachometer, a manifold pressure gage, a cylinder head temperature gage, a carburetor mixture temperature gage, an oil pressure gage, an oil temperature gage and a fuel pressure gage. The tachometer indicator is operated by an electrical generator driven by the engine. A triple indicator fuel contents gage and a clock are also located on the engine instrument panel. The engine ignition switch is located on the starter panel below the pilot’s flight instrument panel. The switch is marked OFF, R, L and BOTH. The carburetor hot air control lever is located on the left side of the base of the pedestal and is mechanically linked to a barrel valve in the carburetor air intake. When the lever is in the COLD position, cold ram air enters the carburetor through the shielded air intake. As the lever is moved downwards towards the HOT position, the barrel valve progressively closes the ram air intake while tit opens another duct. This second carburetor air duct allows heated air from the inside of a heat exchanger muff which surrounds a section of the engine exhaust collector, to mix with the cold ram air before deliver y to the carburetor. Thus, intermediate positions of the lever between fully up and fully down give varying carburetor air intake temperatures. With the carburetor air control lever in ht HOT position, the ram air intake is fully closed and hot air from the heat exchanger muff only is ducted to the carburetor. The resulting mixture temperature is indicated on the carburetor mixture temperature gage. The hand-operated cylinder primer pump injects fuel into cylinders numbers 1, 2 , 3, 8 and 9. It is located on the left side of the pedestal, below the engine controls quadrant. To unlock the primer, the pump handle is to be pushed in and rotated anti-clockwise. After use the primer pump handle must be relocked by pushing in and rotating clockwise in order to prevent engine flooding and a fire risk when the booster pump is switched on. The engine is started by an electrical, direct-cranking starter. The starter switch for the electrical direct-cranking starter motor and the two starter switches required for the electrical inertia starter are located on the starter panel below the flight instrument pane. The switch or switches are spring-loaded to the OFF position. A boost coil switch is located on the starter panel. This switch is also spring-loaded to the OFF position. The engine drives either a Hamilton Standard, three bladed, constant speed, counterweight type propeller or a Hamilton Standard, three bladed, hydromatic, non-feathering propeller. Propeller control. The engine rpm are determined by the setting of the propeller control lever located on the quadrant on top of the pedestal. The control lever is connected to the propeller governor by a flexible cable and slides in a gate marked HIGH PITCH, DECREASE RPM and INCREASE RPM. The propeller governor automatically maintains any selected rpm within the operating range of the propeller, regardless of variation in air loads or flight attitudes. A friction control below the propeller control lever prevents the lever from creeping when rotated clockwise. The governor maintains the propeller blades within the constant speed range by supplying oil at engine pressure to the outboard end of the propeller actuating piston which, together with the centrifugal twisting moment acting on the blades, tends to move the blades towards low pitch. To balance the effect of both these forces, engine oil is boosted in pressure by the engine driven propeller governor and is passed to the inboard end of the propeller actuating piston to the blades towards high pitch. The propeller pitch can be changed by reselection of the propeller control lever which varies the load on the governor fly-weight and allows the governor pilot valve to take up a new position to maintain the propeller at the new selected constant speed setting. The oil tank, which is of 9 Imp. gal. (40,5 liters) capacity is located under the cockpit floor. Servicing of the oil tank is done through a filler neck on the left side of the fuselage. The oil cooler with an integral surge relief valve and a thermostatic by-pass valve is located behind the firewall and has its own air-flow system. Fuel is contained in three flexible bag-type tanks beneath the forward portion o fthe cabin floor. The tanks are buttoned with fasteners to the underside of the floor, to stringers and the skin of the fuselage. The tank capacity is as follows; front tank 51 Imp. Gal (233 liters), center 85 Imp. Gal (389 liters) and the rear tank 42 Imp. Gal. (192 liters). The center tank consists of two interconnected cells. Each of the three tanks is used separately, the fuel flow to the engine being controlled by the fuel selector valve. An electrically-operated booster pump ensures that an adequate fuel flow is maintained in the event of failure of the engine driven pump. The fuel selector handle, located below the bottom right corner of the pilots instrument panel, can be positioned to FRONT TANK, CENTRE, REAR TANK or OFF. When the engine is not operating, the selector handle must be selected to OFF to prevent drainage of the fuel supply line into the tank. |
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C-GUJQ is a 1976 built Cessna 185 of Labrador Air Safari.
The Cessna 185, also known as the Skywagon, is a six-seat, single engined, general aviation light aircraft manufactured by Cessna.
It first flew as a prototype in July 1960, with the first production model being completed in March 1961. The Cessna 185 is a high-winged aircraft with non-retractable conventional landing gear and a tailwheel. Over 4,400 were built with production ceasing in 1985. Production ceased in large part in 1985 due to two factors: the demise of the general aviation boom that acterized the post World War II years in the United States, and the growing awareness by insurance companies that tail wheel aircraft were harder to insure due to their handling acteristics during takeoff and landing.
When Cessna re-introduced some of its most popular models in the 1990s, the tailwheel equipped Cessna 180 and 185 were left to the history books and not resurrected.
The aircraft is basically a Cessna 180 with a strengthened fuselage. The main difference between the two aircraft is the larger vertical fin on the 185 and the 300 hp (224 kW) Continental Motors IO-520-D engine as opposed to the 230 hp (172 kW) Continental Motors O-470-S fitted in the Cessna 180. The exception was that a Continental Motors IO-470-F engine of 260 hp (194 kW) was initially fitted until way through the 1966 production year. The later model Skywagon II has a factory fitted avionics package. The Skywagon can also be fitted with floats, amphibious float, or skis.
The AGcarryall variant of the 185 adds a 151-gallon belly chemical tank and removable spray booms for aerial application. It is also possible to fit a cargo pod under the fuselage that can carry an extra 300 lb (136 kg).
The 180 and 185 are widely used in bush flying, the commercial transport of people and freight to remote austere airstrips and floatplane accessible lakes primarily in Canada and Alaska.
It first flew as a prototype in July 1960, with the first production model being completed in March 1961. The Cessna 185 is a high-winged aircraft with non-retractable conventional landing gear and a tailwheel. Over 4,400 were built with production ceasing in 1985. Production ceased in large part in 1985 due to two factors: the demise of the general aviation boom that acterized the post World War II years in the United States, and the growing awareness by insurance companies that tail wheel aircraft were harder to insure due to their handling acteristics during takeoff and landing.
When Cessna re-introduced some of its most popular models in the 1990s, the tailwheel equipped Cessna 180 and 185 were left to the history books and not resurrected.
The aircraft is basically a Cessna 180 with a strengthened fuselage. The main difference between the two aircraft is the larger vertical fin on the 185 and the 300 hp (224 kW) Continental Motors IO-520-D engine as opposed to the 230 hp (172 kW) Continental Motors O-470-S fitted in the Cessna 180. The exception was that a Continental Motors IO-470-F engine of 260 hp (194 kW) was initially fitted until way through the 1966 production year. The later model Skywagon II has a factory fitted avionics package. The Skywagon can also be fitted with floats, amphibious float, or skis.
The AGcarryall variant of the 185 adds a 151-gallon belly chemical tank and removable spray booms for aerial application. It is also possible to fit a cargo pod under the fuselage that can carry an extra 300 lb (136 kg).
The 180 and 185 are widely used in bush flying, the commercial transport of people and freight to remote austere airstrips and floatplane accessible lakes primarily in Canada and Alaska.
Among the more significant changes of the 1976 Model A185F were:
- Primary airspeed indicator in knots.
- Fifth and sixth seat fold flush.
- Flap extension speed increased to 120 knots.
- Optional tail cone lift handles.
- Fuel selector changed to "left/both/right".
- McCauley wheels and brakes standard.
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C-FOCE, a Beaver, is in many pieces and undergoing a complete rebuild during the summer of 2016. If she will be back in the air for the 2017 season remains a question!
C-FOCE is also a very old Beaver. She came off the production line in 1948 for delivery to the Province of Ontario, Department of Lands and Forests. After spending 20 years of its lifetime with this Department she was sold. 'Charlie-Echo' passed through the hands of further bush-plane operators it joined Aviation G. S. Inc. of Chicoutimi, Quebec in 2002. |
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I will end my visit to Lac-Sebastian with C-FYCY. This is a 2007 built Super Ben 160. According my information Yankee-Charlie-Yankee is the only Super Ben built.
"It's a long drive from Lac Sébastien to Saint-Véronique in the Laurentides mountains.
So I quickly fired up the V6 of the Charger and set course to my next port-of-call".
So I quickly fired up the V6 of the Charger and set course to my next port-of-call".