But of course there can be no such thing as a 'final chapter' until we have determined the identity of that wreckage...

I took this subject to the Air-Britain forum AB-IX (members only) and Matt Miller picked up the challenge; he wrote-
On the "DC-3 wreckage near Fort Ross" here is what I found so far. Following reports of illness and death, the RCAF began a reconnaissance of the region near Fort Ross on 4Feb49 using two ski-equipped Dakota's flying out of Cambridge Bay.
The mission was under the authority of Northwest Air Command. On February 9th, the RCAF reported they were able to make contact with Mr Ernest Lyle; note different spelling but obviously the same person you mentioned. It was established that most of the sick people were in the vicinity of Cresswell Bay about 40 miles North of Fort Ross.
Lyle stated that it wouldn't be possible to land there but he would attempt to lay out a strip near his camp at the Southern tip of Somerset Island. On Feb 14, one of the two Dakota's landed and picked up two of the most seriously ill and flew them initially to Cambridge bay for emergency treatment. The invalids were flown on to Edmonton the next day. The RCAF also reported they would stop efforts for the time being.

On March 29th, Northwest Air Command reported that a Dakota, piloted by Flt. Lt Tommy Benson of Vancouver, had damaged its undercarriage while landing at the temporary strip the previous day, that is March 28th. It was further reported the plane would be abandoned. The second plane piloted by Flt Lt Stewart Skinner brought back the crew of the abandoned airplane and Dr. J. F. Harvey who had been attending to the remaining sick patients since February. Note I can't say if this was the same emergency strip that was used in February but I assume it is.

I looked through the (Air-Britain) DC-3 book but, unless I missed it, I couldn't find an obvious candidate. I found four possibilities.

The discussion continued on the Canadian Military Aviation [CanMilAv] forum and since I am not a member, Jerrold Vernon kindly relayed some of the contributions:

Ian MacDonald wrote:
"I thought it would just be a simple matter of going to the RCC "North of 60" List and finding it there, but there are only two DC-3s or Dakotas shown that far North, and they are nowhere near this in location or time frame....
CAF 12930 02 Nov 71 at 69°15'/123°24' SAR Gitzel
CF-DME 14 May 58 at 72°38'/84°04' Crashed & burned
So much for that idea.
On CAF 12930(KG580), Jeff's little blue book shows 03 Nov 71, but the SAR list says 02 Nov. Which??
Jeff's book doesn't show that any of those four s/ns you mention had crashed, only that they were SOS in 1949. Was that selection strictly based on the SOS (Struck of Charge) date being in 1949?
No. 9 Transport Group was an earlier name for Air Transport Command. 9 Transport Group existed from 05 Feb 45 to 01 Apr 48, and was headquartered at Rockcliffe. On 01 Apr 48, they were elevated to Command status and renamed Air Transport Command. As the HQ for RCAF air transport operations, numerous squadrons and other units reported to 9 Transport Group, so that won't be of too much help...
Based on the narrative above, it appears that the operation took place using North West Air Command aircraft, not 9(T) Group aircraft from Eastern Canada.
The 413 Squadron History Book has lots of good detail about their Dakota and Canso operations in the far North in this time frame, but nothing like this is mentioned."

Jerry Vernon added to this:
Here is more info on what Ian Macdonald found on the Fort Ross crash.
There is no mention of any crash on the RCAF Record Card. It simply says "Strike-off" on 23 Jun 49.
The last Unit entry was at North West Air Command (Fort Nelson).
I have asked Ian what the date of the crash was. A possible clue to the date is an entry on the back of the card that says: "31 Mar 49 - afage TSN - 1999:35; TSO - 570:40"
And:
Ian says the crash date was 28Mar49.
Obviously that "afage" note must have some significance and was written on the card a couple of days after the crash. Often the RCAF would write the TSN and TSO hours in the REMARKS on the face of a card when an aircraft was sold, scrapped or otherwise disposed of.
There is a proper section on the back of the card for filling in brief accident information, but this was not used.

Ian provided the names of the crew:
"The crew were-
27162 F/L T. Benson (P)
13322 F/O J.C. Sketchley (P)
20477 F/O D.W. Lyall (WO)
22113 F/O A.W. Batchelor DFC (NAV)
23929 Cpl Z.W. Wray (crewman)
25312 LAC J.C. Skjott (crewman)
All were NWAC K Flight except Lyall who was borrowed from WEE.
(Batchelor would be killed in an RAF Wellington crash; RP383 of 1ANS hit high ground in France on a nav' exercise to Malta, 8th February 1952)."

Dirk Septer provided additonal details on the 1948 / 1949 events..

"Late 1948, a severe epidemic had broken out amongst the Eskimo/Inuit population of the Canadian Arctic. Many people died either as a direct result of tye epidemic or because the weakened and basically starved to death. Many had already eaten their dogs and could not even go hunting anymore. News travelled very slow; it often took several months before the situation became clear.
Early 1949, most of the Native population at Creswell Bay near Fort Ross was dead. Finally, on February 9, 1949, the Canadian government sent a DC-3 to Fort Ross; they airdropped food and a walkie talkie. With the latter they made contact and instructed to prepare an ice landing strip 3500 ft long 150 ft wide. The bodies of some of the dead and frozen stiff dogs were used as markers for the strip.
The next day, a DC-3 landed with more supplies.
Later that same month, the government decided to send in two additional DC-3s with more supplies. They came in one behind the other, about 10-15 minutes apart. The first one landed without any indication of any trouble, but then suddenly as it started to drop,it slanted to one side and dragged a wing along the ice. It came to a stop with black smoke pouring out.
Of the nine men on board, only the naviagator,who had been standing looking out of the window was injured; he got thrown down and broke his wrist.
The second DC-3 came in okay and later took out the crew of the wrecked aircraft.
The sea ice they were landing on was 56 inches thick, more than the 48 inches required for a safe landing. It was actually so thick that it hadn't even cracked under the impact of the crash.
The wrecked DC-3 was left there till the spring when with the use of four dogteams of 25-30 dogs total, is was dragged onto the shore. It was later used as a storage shed...."