Overweight vintage plane crashes after stall in Red Lake; one killed: report

A De Havilland DHC-2 Beaver floatplane crashed shortly after takeoff from the Chukuni River on June 16, 2024. The plane crashed from about 80-feet above the water nose-down into the shoreline at 6:55 a.m. (Transportation Safety Board of Canada)

A De Havilland DHC-2 Beaver floatplane operated by Canadian Fly-in Fishing (Red Lake) Ltd. crashed shortly after takeoff from the Chukuni River on the morning of June 16, 2024, resulting in one fatality and leaving another passenger seriously injured. The Transportation Safety Board of Canada has investigated the accident, which highlights ongoing concerns about stall-related risks in older DHC-2 aircraft.

The flight

The aircraft, registration C-GBZH, was departing the Chukuni River, approximately 2.2 nautical miles southeast of Red Lake’s Howey Bay Water Aerodrome, en route to Thicketwood Lake. At approximately 6:53 a.m., the pilot and four passengers took off under visual flight rules with winds reported from the south.

The takeoff proceeded normally, with flaps set to takeoff and the aircraft lifting off about 2,500 feet downriver. After reaching 80 mph, the pilot initiated a climb, reducing engine power and retracting the flaps to climb position.

However, the aircraft began descending, with airspeed dropping to 60 mph. The pilot applied full power and pushed forward on the control yoke, but the aircraft failed to regain speed. A right turn into the wind was attempted, but at 80 feet above the water, the plane entered an aerodynamic stall, rolling right before crashing nose-down into the shoreline at 6:55 a.m.

The aircraft was substantially damaged, though no post-impact fire occurred. The emergency locator transmitter activated, and all occupants – partially submerged – were assisted out by the pilot and area residents.

Two rear-seat passengers suffered serious injuries and were airlifted to Thunder Bay hospital, where one later died. The pilot and two other passengers were medically evaluated and released.

The investigation

The investigation determined the aircraft was 334 pounds over its maximum allowable takeoff weight (5,090 lbs) due to an unaccounted passenger weight discrepancy. The operator had calculated the load using an average from a group weigh-in, but one passenger’s significantly higher weight was not adjusted for.

While the aircraft was approved for an increased maximum weight of 5,370 lbs under a supplemental type certificate – but, this required additional fuel in wingtip tanks; which were empty at the time of the crash.

Aerodynamic stall risk

The Beaver lacked a stall warning system, a known risk factor in previous accidents. Since 1998, the Transportation Safety Board has investigated 23 DHC-2 stall-related crashes, resulting in 47 fatalities.

In 2017, the board recommended Transport Canada mandate stall warning systems for commercial DHC-2s, but the agency declined, stating that even with a warning system, “a stall occurs and gives the pilot little to no time to react and recover.” The safety board disagrees, maintaining that such systems improve situational awareness and reduce stall risks.

De Havilland had issued a 2014 technical bulletin recommending the installation of an improved stall warning system, but adoption remains voluntary.

Aircraft and pilot factors

The 1953-built aircraft had 13,590 flight hours and no recorded mechanical defects. It met regulatory standards, though rear seats lacked shoulder harnesses – a design permitted at the time of manufacture.

The pilot, who held a commercial licence with a seaplane rating, had 1,773 total flight hours, including 816 on the DHC-2. No medical or performance issues were identified.

Ongoing safety concerns

The Transportation Safety Board has classified Transport Canda’s response to its 2017 stall warning recommendation as “unsatisfactory.” In its 2022 assessment, the Board reiterated that without regulatory action, “the risks associated with the safety deficiency… will remain.”

This crash underscores longstanding concerns about DHC-2 stall susceptibility, particularly in overweight or high-workload conditions.

The final report may lead to renewed calls for enhanced safety measures in vintage aircraft still widely used in Canadian bush operations.

The investigation report can be viewed here.