• ST-ADD de Havilland Canada Inc., Downsview, ON. Rolled out 01-Mar-1968. First flight 18-Apr-1968.

• ST-ADD Sudan Airways, Khartoum, Sudan. Delivered 15-May-1968.

Ferried via Caen, France – Shannon, Ireland – Reykjavik, Iceland on delivery 15-Jul-1976.

• C-GPBP Bannock Aerospace, Toronto ON. Regd 12-Jul-1976.

• C-GPBP BC Yukon Air Services, Watson Lake, YT. Regd 17-Jul-75 / -1976.

• C-GPBP Sold to Falcon Air/ Air East, Dover, DE (First Bank of New Haven). 15-Aug-1979.

• N80701 Falcon Air/ Air East, Dover, DE. (First Bank of New Haven). Regd 15-Oct-1979.

• N80701 Repossessed by First Bank of New Haven. Feb-1980.

Noted at Opa Locka, FL 06-Feb-1980.

• N80701 Sold to Joe Jet, New York, NY. Regd 08-Aug-1980.

• N80701 Leased to Danbury Airways, Danbury, CT. Regd Aug-1980.

• (N120DA) Danbury Airways. Res’d Oct-1980. Not taken up.

Noted at La Guardia – New York still as N80701 on 30-Dec-1980 and through to Jun-1981

• N80701 Sub Leased to Newair Flight Inc., dba as Newair, New Haven, CT. Regd 06-Feb-1982.

Incident: Jamaica, NY. 12-Feb-1982. During cruise flight, the aircraft experienced a power failure and fire in the left engine. The crew secured the engine and discharged the fire extinguisher without effect on the fire. During descent to JFK International the fire extinguished itself. A normal single engine landing was made and the passengers deplaned without injury. Investigation revealed that a compressor turbine blade Had failed in fatigue damaging power turbine blades, the power turbine vane ring and the compressor turbine vane ring. In addition the propeller reduction gearbox was damaged. The origin and nature of the fatigue in the turbine blade was not determined. It was determined that the failed blade was installed at overhaul, about 843 hours before the incident. Seven occupants uninjured.

Total time at Feb-1982 9498 hrs.

• N80701 Returned to Joe Jet, New York, NY. 25-Mar-1983.

• N80701 Leased to Tri-State Airlines, Liberty, NH., but not taken up. Regd 15-Nov-1983.

• N80701 Sold to Vine Transportation. Regd 15-Nov-1983.

• N80701 Leased to Coral Air, San Juan, PR. Regd 08-Aug-1984.

• N80701 Returned to Vine Transportation (stored Opa Locka, FL). Regd Sep-1985.

Noted stored at Opa Locka, FL 16-Jan-1986 & 13-Mar-1986.

• N80701 Truck-A-Way Corporation, Vacaville, CA. Regd 20-May-1988.

• N80701 Sold to Ashe Aircraft Enterprises, Calgary, AB. May-1988.

• V3-HTA Leased to Tropical Air Services, Belize, Honduras, dba Tropic Air. Regd 23-Jun-1988.

Accident: Belize City, 14-Nov-1988. Reported as damaged. No other details. Repaired and returned to service.

• V3-HTA Returned to 491549 AB., Ashe Aircraft Enterprises, Calgary, AB. Regd 31-Aug-1994.

Note: Arrived back at Calgary International, AB, 31-Aug-1994.

• N491AL Transferred to Alberta Aircraft Leasing, Las Vegas, NV. Regd 07-Jul-1997.

• N491AL Leased to Sky’s the Limit Inc., Montgomery, NY. Regd 09 Jul-1997.

Accident: Sussex NJ 23-Jul-1997 On July 23, 1997, about 13:30 eastern daylight time, a DeHavilland DHC-6-200, N491AL, operated by Skys the Limit, Montgomery, NY, was substantiially damaged during a forced landing near Sussex, NJ. The certificated commercial pilot was not injured. Visual meteorological conditions prevailed for the positioning flight which departed from Orange County Airport, Montgomery, NY, about 13:15. No flight plan was filed for the flight which was conducted under 14 CFR Part 91. The pilot reported that the airplane had previously been operated in South America under foreign registry. It was bought and ferried to Kansas City, Missouri, where it was registered in the United States, given a fresh annual inspection, and converted to a jump airplane. The pilot reported that although he had flown the DHC-6 about 140 hours, he had only flown this particular airplane about 6 hours. This included a positioning flight from Kansas City Missouri, to Orange Airport, Montgomery, New York, and then the flight to Sussex, during which the accident occurred. In the NTSB Pilot/Operator Aircraft Accident Report, the pilot stated. “Upon arrival over the N.E. side of the Sussex area I radioed the Sussex UNICOM that I was presently at the ski hill area requesting the airport location and [was] informed it was 8 mi west. I came out of a slow 180 degree turn to stay on the 196 degree radial and approximately 10-15 seconds after the engines quit. I cycled the fuel selectors checked pumps on and set flaps and landed in the only available field in the area."

On scene examination revealed that the pilot landed on an uphill slope and ground rolled into a line of trees. A tree limb penetrated the spar of the left wing about 4 feet from the tip. The investigation revealed that the airplane was equipped with low fuel quantity lights for the front and rear tanks, which were designed to illuminate when the fuel level reached 100 poundsm in their respective tanks. The fuel selector was a 3 position switch with AFT TANK (Both engines fed from aft tank), NORMAL (Left engine fed from aft tank, right engine fed from forward tank), FWD TANK (Both engines fed from forward tank). In an interview, the pilot reported that he departed with a total of 800 pounds of fuel onboard, but he did not remember the spread between the front and rear tanks. He did not remember the fuel tank selected at the time of the power loss. He thought the gauges read about 200 pounds on the front tank, and 100 pounds on the rear tank when the double power loss occurred. He remembered his altitude as being about 2,000 feet MSL (Sussex Airport elevation 421 feet MSL). When the battery switch was turned on, both engine low fuel pressure lights illuminated. The forward tank indicated 210 pounds of fuel, and the low fuel quantity light was not illuminated. When the boost pump was turned on, the low fuel pressure light was extinguished. The aft tank indicated 30 pounds of fuel, and the low fuel quantity light was notilluminated. When the boost pump was turned on, the low fuel pressure lights would momentarily flicker off, and return to steady illumination on.

Examination of the electrical wiring to the low fuel quantity light in the belly of the airplane revealed that when it was touched, it fell from the electrical connection. Corrosion was found on the end of the wire. When cleaned and reattached, the low fuel quantity light illuminated. At the request of the Safety Board Investigator-In-Charge, the rear fuel tank was drained and then fuel was added at known increments to check the fuel tank indication readings. With no fuel the gauge read 0; with 43.5 pounds of fuel on board it read 50 pounds; with 84 pounds of fuel on board, it read 110 pounds; and with 124 pounds of fuel on board, it read 140 pounds.

Total time at Jul-1997 23,481 hours.

• N491AL Alberta Aircraft Leasing, Las Vegas, NV. Returned Jul-1997.

• N491AL Sold to Skydive Arizona, Eloy, AZ. Regd 09-Dec-1997.

• N491AL Monterey Bay Aero Sportsplex, dba Skydive Monterey Bay, Gilroy, CA. Regd 03-Mar-1999.

• N200DZ Re-regd to Monterey Bay Aerosportslpex dba Skydive Monterey Bay, Gilroy, CA., later Marina, CA. Regd 07-Jun-1999 & 27-Jul-1999.

• N200DZ Operated by Skydive Taft, Taft, CA., in 2009. Unknown whether purchased or leased.

• N200DZ CAAMS LLC., Rutherfordton, NC.,  22-Jun-2010. Canx 30-Jun-2010.

Noted at Taft, CA 23-May-2009 with Skydive Taft titles.

• TG-JOC Aero Ruta Maya, Aeropuerto Internacional La Aurora, Guatemala City, Guatemala. 30-Apl-2010.

• TG-JOC Leased to Tropic Air, Belize City, Belize. Dec-2014.

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