de Havilland DHC-3T Otter C-GLCP (c/n 433) Harbour Air. Flying special red colours depicting the national flag.

In 2006 I had been here too, wielding my camera, for those pictures see HERE..

VICTORIA AP- SIDNEY, B.C.

08SEP2010. As soon as we disembarked from the ferry I made my way to the airport of Victoria. I came to Viking Air and had a look over the high fence, noticed these two turbo DHC-3 Otters. There was also a DHC-6-400, which Viking Air is manufacturing; they asked me not to take pictures of that one, C-GLVA, though they also made it clear they could not forbid it - I respected their request.

Below information was copied from Karl E. Hayes' work on the DeHavilland DHC-3 Otter; I've edited the information to make it more comprehensive. HERE you'll find how to obtain a copy of the DHC-3 Otter monograph on CD-Rom.

DHC-3 Otter c/n 59 was delivered to the RCAF on 17Dec1954 with serial 3692. It went initially to No.6 Repair Depot, Trenton for storage as a reserve aircraft, being allocated in July 1955 to 102 Communications & Rescue Unit at Trenton. It returned to DeHavilland Canada at Downsview in March 1956 for incorporation of All Up Weight modifications and on completion of the work in September 1956 was
loaned by the RCAF to DHC for experimental purposes, based at Downsview.
3692 became known as 'The Quiet Otter', having been modified by DHC in May 1957 to see how quietly an Otter could be made to fly!
The modification is described well by Sean Rossiter in his book 'Otter and Twin Otter'. [quote from the book removed- Webmaster]
Tests were conducted at Downsview and also at Patuxent River NAS, Maryland.

Upon completion of the trials, the Otter was returned to standard configuration, and in June 1959
went back into storage with 6 Repair Depot.
In April 1960 it was made ready for its next assignment, requiring the work of three men for a week to prepare it. It flew north to Goose Bay where it joined the Station Flight on 04May60.
3692 remained at Goose until 19Dec60 when it flew to Greenwood, Nova Scotia for its next posting, with 103 Rescue Unit.
It returned to 6 Repair Depot in October 1962 and remained in storage until March 1965 when it was allocated to 438 Squadron, St.Hubert, Montreal where it was to serve for the next 16 years.

During its long service with 438 Squadron two minor incidents were recorded. On 16th April 1966
while conducting an aerial reconnaissance sortie, the pilot flew into trees, resulting in C-category
damage to the starboard wing and both landing gear struts. The damage was repaired.
Years later, on 11Feb79, there was another incident in the course of a cross-country navigation training flight. During the flight, a vehicle was observed on a lake and it appeared to be in difficulty. The pilot descended to 50 feet to see if any assistance was required. Once by the vehicle, as the aircraft was flown between an island and a point on the mainland over the lake, a small 'bang' was heard, followed by a whine. A slight lurch was felt and a wire was observed trailing three feet behind the right wing... The Otter recovered safely to base.

3692 continued in service with 438 Squadron and in its last years of service it was a 'VIP Otter', plushly outfitted with sofas and the like!
It was withdrawn from service during 1981 and flown to the Mountain View Storage Depot, where it was one of 18 Otters put up for disposal by the Crown Assets Disposal Corporation. It was one of 12 Otters put up for sale in February 1982, advertised as having total airframe time of 7,752 hours.
It did not sell, and was included as one of the final 7 Otters put up for sale in September 1982. The purchaser was Newcal Aviation Inc of Little Ferry, New Jersey, a company which specialises in supplying parts for DHC aircraft. It purchased seven of the 18 Otters sold by Crown Assets. 3692 was registered to Newcal Aviation Inc as N2634Y in Jan83 and along with the other 6 they purchased, was flown from Mountain View to a small grass airfield near Decatur,TX where all 7 were tied down out in the open and put up for sale.

These Otters were to languish in the open at Decatur for some years. However, they were all eventually sold,
including N2634Y, which was purchased by Aeronautical Services Inc of Friday Harbour,WA in Oct87.

The company's pilot arrived at Decatur to collect the new acquisition, which looked somewhat the worse for wear after its five years under the Texan sun and rain. Some of the others were in worse shape. Having been exposed to severe winds, they had been so rocked that both wingtips were bent!
The pilot managed to get N2634Y started and it performed well on the 16 hour ferry flight from Decatur, to
Friday Harbour. It was later flown the 20 miles or so across the water to Sidney,BC on Vancouver Island where Victoria Air Maintenance gave it a complete overhaul, taking out the plush sofas and old, heavy military radios and converting the Otter into an efficient freighter.
It was also painted in Aeronautical Services attractive blue colour scheme, this work being completed in April
1988.

While at Sidney, the Otter was registered to Victoria Air Maintenance as C-FBNI, as the Canadian Dept of Transport had to certify the work done on the aircraft, but would not inspect an American registered aircraft. Accordingly, it was Canadian registered for the occasion, performed its test flight as such, once around the circuit at Sidney and then reverted to N2634Y, entering service as such with Aeronautical Services that month!

It joined Aeronautical Services other two Otters N98T (181) and N357AS (357), servicing a UPS contract flying small packages around the San Juan Islands, an archipelago to the northwest of Seattle, between mainland Washington State and Canada's Vancouver Island.
On rare occasions, all three Otters flew together in formation, which certainly was some sight and sound.
The last time this occurred however was a sad affair...
The company's president had been killed in the crash of a Beech Bonanza in October 1992 and during the memorial ceremonies at Friday Harbour, all 3 Otters flew overhead in a formation tribute.

N98T was sold in June 1993 but throughout the decade of the 1990s N357AS and N2634Y maintained the unique UPS Otter service.
The pattern of operation was for the Otters to overnight at the Bayview/Skagit Airport near Burlington on the mainland. Here each weekday morning the two Otters were loaded with UPS cargo brought in by truck, and they took off around 0730 hours, arriving at Friday Harbour 30 minutes later.
The two Otters usually flew over together and sometimes advised air traffic control that they were a 'twin Otter' flight! On arrival at Friday Harbour, which is located on San Juan Island itself, the cargo destined for that island was unloaded and delivered around the island by truck. The two Otters then departed on separate circuits around the other islands, distributing the packages they had brought in and collecting outgoing cargo for delivery to the mainland. The Otters arrived back at Friday Harbour around midday and remained there until 14:20 in the afternoon. By that stage the outgoing cargo from San Juan Island had been collected by the trucks and was loaded aboard the Otters, which then returned to Bayview/Skagit on the mainland. From there the cargo was trucked down to Seattle and entered the UPS mainline system. The two Otters remained at Bayview until the next morning, and then repeated the process all over again.

By 21Sep99 N2634Y had increased its total airframe time to 13,165 hours.

An incident was recorded on 03May2000, as reported in the San Juan Islander newspaper: "An
Aeronautical Services plane made an impromptu landing in a field of potatoes near Bayview Airport,
Skagit County the morning of Tuesday, May 3rd. The single-engine Otter loaded with UPS packages,
popped a cylinder after leaving the airport at 10 a.m. The engine started losing power, so the pilot
turned the plane around and headed back toward the airport. Fearing the laden aircraft might not
make it back to Bayview, the pilot landed the plane in a tater patch.
The plane was not damaged."
Otters are equipped with large wheels that enable them to land on bumpy ground. Aeronautical
emptied the plane of freight and flew over a mechanic who installed a new cylinder. The Otter was
back in service the next day.

The Otter continued its use until Nov. 2000 by which stage the unique cargo Otter operation of Aeronautical Services was coming to an end. The growth in cargo had exceeded even the Otter's capacity by that stage and a revised pattern of distribution saw the cargo move around the islands by large trucks on the ferries.

N2634Y was sold to Time Tool Inc of Hillsboro,OR. It made the short flight to Sidney,B.C. where Viking Air put the Otter on floats and overhauled the aircraft for its new owners, to whom it was registered on 08Feb01. The new owners had premises on an island in the San Juans, the Otter being acquired as a means of transport to the island. It was not long however before the Otter was sold on to Viking Air Ltd of Victoria/Sidney, BC on Vancouver Island, intended for conversion as their third turbine Otter.

The Otter was not immediately required for this purpose and was accordingly leased to Points North Air Services Inc of La Ronge, Saskatchewan as C-GIWQ on 31May01.
It flew for them on floats until returned off lease to Viking Air. It was noted at Victoria in Jul02 with the fuselage detached from the wings at Viking Air's facility.
At the 'DHC Out-of-Production Aircraft Conference' held at Victoria between 18th and 20th Oct. 2002, hosted by Viking Air, which also celebrated the Otter's 50th anniversary, C-GIWQ occupied pride of place, suspended from the ceiling of Viking's hangar, above the delegates attending the conference.
It still carried the Aeronautical Services colourscheme.
It remained in storage after the conference, awaiting turbine conversion. It was still in storage in Victoria in December 2004 and in 2007 was reported to be intended for future conversion to a Viking Turbo Otter.

As the photo shows it seems that sometime after 01Jan08 C-GIWQ has been reconfigured to a Viking Turbo Otter, but hasn't made its way to another operator yet? It is also back on wheels.
The registration C-GIWQ has been cancelled on 06Dec01.

Update Feb.2016:
Reregd'd N708AK 23Dec15 for Kenmore Air, Otter c/n 59 is expected to see its turbine conversion to near completion! The update in Scramble magazine #441 also lists its previous identity as N2634Y.

DHC-3 Otter c/n 385 was delivered to the United States Army on 22Aug1960 with serial 59-2230 (tailnumber 92230). It had been fitted with radios suitable for an overseas deployment, was shipped to Libya where it arrived at Wheelus Air Base, Tripoli in April 1961, where it was re-assembled. Its first operating unit was the Army's 572nd Engineer Platoon and flown as a survey aircraft on mapping duties initially in Libya and later in Iran.
It was painted in the white/red colour scheme used by topographical aircraft and continued to fly for this unit until Apr69, when it arrived at Coleman Barracks, Mannheim, Germany for overhaul.
There it was repainted into the olive drab colour scheme and in Aug69 was assigned to the 56th Aviation Detachment at Coleman Barracks, and flew for this unit until August 1971, when it was placed into storage at Coleman Barracks and put up for disposal.

92230 was one of 8 Army Otters, all in storage at Coleman Barracks, which were put up for
sale. The successful bidder for all 8 Otters was Ferrer Aviation Inc of Miami. The total price for all 8 aircraft was $303,640 of which $39,680 was the price for 92230, which had 3,177 hours on the airframe at the time of sale.

92230 was allocated marks N80945 for Ferrer Aviation, who contracted ferry company Air Convoy to fly the 8 Otters to Canada. At Shannon, ferry tanks were installed by SRS Aviation.

The Otters were flown to St.Jean Airport,Montreal where they were converted to civilian aircraft by St.Louis Aviation Inc.
C/n 385 was then sold to White River Air Services Ltd of White River,Ont. registered CF-DNK, later re-registered C-FDNK.
In June 1975 it was sold to Kipawa Air Service Inc of Kipawa,Que. which was later renamed Air Kipawa Inc. The Otter was used on charter work throughout the Province of Quebec. Apart from fishing and hunting charters, it was also much used in the north by Quebec Hydro and Societe d'Energie de la Baie James. By June 1980 it had flown 8,122 hours.
One incident was recorded, on 25Sep88, when the Otter was flying on behalf of Cargair, 24 miles north-west of Schefferville. DNK made a forced landing due to engine trouble. The pilot found that he could not maintain a sufficient rate of climb in a turn and had to put the aircraft down.

Between August 1989 and August 1990 the Otter was operated by and registered to Air North Bay Inc of North Bay,Ont. before reverting to Air Kipawa Inc.
The Otter continued in operation with Air Kipawa until the end of the summer 2004 season, and was then sold to Viking Air where it was to be completely retrofitted with a turbine engine and many other amenities. It had served Air Kipawa for nearly 30 years.
The Otter departed Kipawa on 13Oct04, making its first stop at Sioux Lookout,Ont. on the long trek to the West Coast.
It was reregistered to Viking Air Ltd of Victoria, BC on 26Nov04. During Dec. 04 it commenced conversion to Viking Turbo Otter configuration with a PT6A-35 engine.

Its first flight from Victoria as a turbine Otter was made during July 2005. It finished its flight test programme prior to Christmas 2005 and during 2006 was awaiting final official certification of the Viking Turbo Otter conversion.
In March 2007 it was advertised as a Viking Turbo Otter with new PT6A-35 engine, Hartzell three-blade prop, Panaview windows, 15 seats, Seaflight 8100 floats, new 21 paint and interior, with an asking price of $1,350,000. Total time was 18,151 hours. But by August 2007 it had been withdrawn from sale and was then on offer for lease, at an hourly rate of $275 per flight hour plus engine reserve of $55 per flight hour, with
a minimum lease of 700 hours.

The photo shows it without titles and actually, anno Nov.2010, the Transport Canada website shows C-FDNK as a piston DHC-3 Otter, registered since 26Nov04 to Viking Air Ltd.

VICTORIA - HARBOUR (INNER HARBOR)

On 09SEP10 we drove into Victoria and on our way to a whale watching trip I allowed myself a few minutes at the Inner Harbor Seaplane base (CXH/CYHC). I would have loved to have spent more time here, but a sport injury restricted my walking abilities and I had my sights set on a 3-day visit to Tofino.

Whales are common in the area but usually they stay out of the harbour. At some point a whale got a little adventurous and ventured into the harbour, into that body of water you see in the background on the photo below. The same water these seaplanes use to land and take off from.
So Victoria - Harbour Airport can claim to be the only airport in the world that has been closed due to whales on the runway..!

NANAIMO AIRPORT, B.C.

The following day we set out for Tofino; the weather had turned to overcast with occasional rain. In these conditions we arrived at Nanaimo, fortunately during a dry spell. During my previous visit here, in 1999, there had been two Cansos languishing here, but now only C-FNJB (c/n CV-249) remained (for the time being, see 'update' below).

Canso CV-249 was by the military, RCAF, with serial 9815 and found its way to the civil registry as CF-NJB. It is still seen in the livery of its use as an airtanker by the Province of Saskatchewan-Air Transportation Services,of Saskatchewan.
Tanker 9 was reported during 1997 as stored at St.Thomas,Ont. and offered for sale by owners Hicks&Lawrence Ltd (with CV-283). A sale was reported to a Malaysian owner, with plans to operate in Zimbabwe on luxury flights; the 1.800 liters watertank was to be removed and 12 Lockheed L.1011 Tristar seats were to be installed. Unfortunately, this deal fell through.
C-FNJF (CV-283) did get away, but as recent as 2004, when it flew to England and was registered G-PBYA for Donald Ross McEwen. In 2017 I saw G-PBYA at Duxford's flying display (anno 2019 one of only 2 PBY-5A's flying in Europe).

Dirk Septer wrote an article about these 'Yellow Birds' in the second last issue of Aviation Canada, previously known as Aviation Quarterly before they ceased publication early in 2006: HERE in .pdf format.

Update: C-FNJB was acquired by Evergreen for their McMinnville museum (Nov.2010) and sighted late august at Evergreen's yard in McMinnville,OR. C-FNJB was reregistered N249SB for Michael King Smith Foundation, McMinnville,OR on 13Jun2011.

In 2012 I found it at its new home: Evergreen Aviation & Space Museum (McMinnvile,OR)

Nanaimo Seaplane base, 10SEP10.

De Havilland DHC-3T C-GHAS

76136 was put on display at the Museum and remained as an exhibit until 1993, when it was decided to sell the aircraft, and replace it as the museum exhibit with Otter 76135 (c/n 283), which was then in storage at Fort Rucker. 76136 was advertised for sale, and sold to Sound Flight Inc of Renton Airport, Seattle,WA to whom it was registered N84SF in Jun94.
It was converted to a Vazar turbine Otter and modified with large panoramic windows, the first such conversion. For the next 8 years, it flew from Renton as a floatplane, on scheduled and charter work along the Pacific coast. Sound Flight Inc operated scheduled services to Victoria on Vancouver Island, to the San Juan Islands and to points along the Inside Passage, during the summer months, using either the Otter or one of its Beavers. It also flew charters in those areas. During the summer months, the Otter was heavily tasked, flying fishermen to lodges. During the first few years of its operation by Sound Flight, the Otter deployed to De Land,FL during the winter, where it was used for skydiving, which helped pay for its keep. In more recent years, it was stored at Renton each winter.

In 2001, the owners of Sound Flight Inc decided to close down the business and instead lease out their aircraft. The Otter was transferred to Airlease Inc, Renton on 05Mar02 and then leased to Transwest Air for the summer of 2002, being registered C-FADW to Transwest Air Ltd Partnership, Prince Albert,SAS on 30May02.
It remained in Sound Flight colours during this lease, and was based at Hatchet Lake in the north-east of Saskatchewan, serving a fishing lodge.
It passed through Vancouver on 14Oct02 returning to the lessor.
It was then reregistered to Airlease Inc as N84SF on 19Feb03, being sold on the following month to Harbour Air Ltd of Vancouver, registered C-GHAS on 24Mar03. It was re-painted into the Harbour Air colour scheme and entered service as part of their large fleet of turbine Otters on their commuter services.

De Havilland DHC-2 Beaver C-FJBP Westcoast Air

C-FJBP (c/n 942) was involved in an accident 19Feb08 here at Nanaimo, fog patches had been reported over the water, pilot initiated an overshoot, aircraft suffered minor damage when it struck a tree with lh outboard wing, circled & landed, no injuries.

History of C-FJBP, as well as all the other Beavers here, can be found on Neil Aird's wonderful DHC-2 website

Steve, at Sproat Lake, wrote the following eye-witness report on Yahoo's Classic-Propliner forum:
"Hawaii Mars took off on a routine training flight on 25th August at about 13:50 and returned and alighted on Sproat Lake at 14:57 right in front of me. She manoeuvred up to the buoy,ran all four engines up briefly and then they were all cut simultaneously.
That, it would seem was the end.
The contract finishes on 2nd September and there is heavy rain coming and the guys at the base say she will not be flying again...
Hawaii Mars will be beached on Tuesday 3rd September and I shall be there to watch. I am given to understand that all work will cease on 6th September and the gates will be locked.

The future of Philippine Mars is also apparently in the balance as she had to donate an engine to Hawaii Mars due to a broken valve and another engine is not currently being built up. She is also missing an aileron (minor issue). On top of that I am given to understand that American funding for museums has been cut which jeopardises the move to Pensacola.
All very sad and the end of an era of the big flying boats."

In an article dated July 2015 some of the statistics were quoted which led to the decision to cease waterbomber action for these Martin Mars planes:
"The province has been steadfast, saying the Martin Mars cannot drop long-term fire retardant, and can only land on 113 bodies of water. They also only used the planes 20 times from 2007 to 2013, approximately 0.5 per cent of the airtanker missions flown during that time. They’ve also brought up the cost effectiveness of the planes.

In 2013, when the Wildfire Management Branch last used the Martin Mars, the season rate was $672,300 with a flying time cost of $4,000 per hour for the first 45 hours and $18,800 per hour for any additional hours. This rate does not include fuel,” they said in a statement last year."

Also: "Wayne Coulson, the owner of the two remaining Martin Mars water bombers, has a contract for one his planes to help teach Chinese pilots learn how to fly the same type of planes. He’s in negotiations to move the other one to Florida. And a similar petition effort to bring back the Mars bombers failed last year."

However, raging wildfires in B.C. brought the Martin Mars back in action, as these details of the Albernie Valley News (Monday,06Jul2015) show: "The Coulson Group has signed a contract with the province of B.C. for the use of Mars waterbomber, according to CEO Wayne Coulson. "We have notified the province of our rates and we now have a contract in place and we are waiting for government to order the Mars up," said Coulson. "The earliest we told them is most likely a Thursday start depending how many days they take to decide."
The Coulson waterbombers have not been contracted by the province since 2013. /.End quote

Ed Stewart shares some of his memories on board the Martin Mars:
"I flew on one of the last Navy flights around 1958. In 1995 I got to board one of the remaining ones at Sproat Lake. Not sure which was which."
"In the navy days there was a galley located on a lower deck and on long flights they served breakfast, lunch and dinner! The cook just opened a door and threw leftovers out into the ocean...
The lower area was cavernous with a couple lockouts on each side with binoculars looking for subs. Excess baggage like me, who was along just for the flight time, mostly played cards or laid in the tail observers spot getting sun and watching the trailing edge of the rudder move."

Update June 2023:

TOFINO, B.C. -12SEP10-

Our stay at Tofina was not a great success: it rained most of the time. When it started to rain during the first of three nights of our stay, it continued for over 36 hours. When there was a brief dry spell I wandered along the seaplane base and the various docks in this small town and managed to get a few half decent photos.

DeHavilland DHC-2 C-GFLT (c/n 279) of Tofino Air, seen arriving.
On 06Oct19 I came across it at Nanaimo's Water Aerodrom, with 'Coast Air'-titles - CANADA 2019

For more bushplanes seen on this 2010 trip, see also my photos at Flickr.com

I made a seperate page for MY VISIT TO SEALAND AVIATION

deHavilland DHC-3T Turbine Otter C-GHAG of Vancouver Island Air.

Viking Air had secured a contract to supply two turbine Otters to Trans Maldivian Airways (TMA), JUH being one and G-GVTO (c/n 393) the other. JUH was cancelled from the Canadian register on 16Feb04 and was crated and shipped to the Maldives, a group of islands located in the Indian Ocean.
On arrival at the capital Male, the Otter was re-assembled and re-registered 8Q-TMZ to TMA.
The Maldives had become a very popular upmarket tourist destination. They comprise a group of atolls, many of which have exclusive tourist resorts. The capital is Male, which has an international airport, and two airlines had developed to provide transportation from Male to the resorts on the other atolls, as well as scenic flights for tourists.
The two airlines were Trans Maldivian Airways (TMA), with a fleet of twelve DHC-6 Twin Otters and Maldivian Air Taxi, with seventeen Twin Otters. TMA decided to add the two turbine Otters to its fleet.

For Otter 'JUH, which had spent the first 45 years of its existence flying around the often frozen bush country of Quebec, this paradise island hopping was certainly a change. The other Otter, 393, also arrived at Male in the Maldives but was not re-registered. By that stage, TMA had a change of mind, and had concluded that they did not want a mixed fleet, that they would stick with the Twin Otters and so the two Single Otters 214 and 393 were put up for sale.
A buyer was soon found, in the shape of Sri Lankan Air Taxi, based at Colombo, the capital of Sri Lanka. This company had been formed in 2003 as a subsidiary of Sri Lankan Airlines, the national carrier, to operate internal flights within Sri Lanka, and had acquired a Cessna Caravan as its first aircraft.
In August 2004 the acquisition of the two turbo Otters was announced, and further destinations were added to the network, Weerawila and Ampara.
Scenic tours and photo flights and charters were also operated.

The two Otters were shipped from The Maldives to Sri Lanka, registered to Sri Lankan Air Taxi in Oct. 2004, c/n 214 as 4R-ARA (and 393 as 4R-ARB) and entered service on these domestic routes alongside the Cessna Caravan. The peaceful existence of this Indian Ocean island was shattered on 26Dec04, by the infamous tsunami (tidal wave) which wreaked death and destruction on a massive scale throughout the region...
Sri Lanka was one of the countries worst affected, with many thousands of people killed and horrific destruction all along its eastern and southern coasts. A huge international aid effort got underway shortly after the disaster and continued throughout January 2005. The two Otters were also diverted to assist in the relief flights, with 4R-ARA flying as a wheel plane and 4R-ARB on amphibious floats.

These two Otters continued in service for nearly three years but due to the declining security situation within Sri Lanka (with frequent attacks by 'Tamil Tiger' insurgents), many of the destinations served had to be abandoned, and this fact together with the declining number of tourists visiting the country rendered the operation no longer viable.
Sri Lanka Airlines decided to close down the operation, with the last flight operating on 05Jun07. The two Otters were put into storage at Colombo and put up for sale.
During nearly three years of operation, Sri Lanka Air Taxis had operated 3,700 revenue flights and carried over 17,000 passengers, demonstrating that in better times there was sufficient demand for such domestic air travel within Sri Lanka.

C-GHAG of Vancouver Island Air,
loading for departure

The buyer of the 2 Otters was Harbour Air of Vancouver. The 2 DHC-3 Otters were shipped from Colombo to Vancouver, arriving in 4 large containers on 31Oct07 and over the winter of 2007/08 the Otters were repainted into Harbour Air colours and made ready for service. 4R-ARA was registered to Harbour Air as C-GHAG on03Oct07 and on the same day 4R-ARB was reg'd to Harbour Air as C-FJHA.

G-GHAG was reg'd on 06May08 to Vancouver Island Air of Campbell River.

This DC-3 brought back some memories for me! It is depicted on my page More Gooney Birds, showing an image I took in 1997 at Hayward,CA. It had a special nose which housed a weather radar - one can still see how N877MG recently had a nose job!
For more information on R4D-6/DC-3C N877MG (c/n 20806; NOT c/n 14193/25638) I refer to the photo taken in 1997.
My page dedicated to my visit to Sealand Aviation shows photos of the interior and cockpit.

I came across N877MG once more, at Flabob airport in California; see MY CALIFORNIA 2018 page 2 REPORT.
See also my 2019 photos of N877MG joining D-Day Squadron for 'D-Day 75' at Duxford, England.

A quick look at the cargo ramp of Vancouver IAP, before heading out to the terminal for the flight home, brought me these images.
Noted were (left to right): Boeing 727-243 C-GWKF (c/n 21270), Convair C-131F C-FKFS (c/n 279) and CV580 C-FKFZ (c/n 151). All these are operated by Purolator, leased fom Kelowna Flightcraft Air Charter Ltd.
For a history on Convair CV580 C-FKFZ, see my report on my 2006 visit here.

Three KF Convair noted at YVR on my CANADA 2019 report.