Accident Overview
On the day of the accident, two Air Rainbow Midcoast Inc. DHC-2 Beaver floatplanes were flying from Campbell River, British Columbia, to Renton, Washington. The accident aircraft, C-GCZA (serial number 1667), carried the pilot and four passengers. The lead aircraft, C-GCYX, had the same pilot and passenger configuration. Both aircraft operated under visual flight rules (VFR) and were not in formation; they were intended to fly independently.
Sequence of Events
Before departure, both pilots obtained separate weather briefings from the Campbell River flight service station around 0700. Departures were delayed due to unsuitable VFR conditions in the Nanaimo-Victoria area, but forecasts suggested improvements by about 1000. C-GCYX departed at 0833, followed by C-GCZA three minutes later. The aircraft flew southward at about 1500 feet above sea level (asl), later descending to 800 feet asl to stay clear of clouds. As they progressed, the accident pilot closed the distance, positioning his aircraft about 500 feet astern and 45 degrees off the lead's wing.
Approaching Samuel Island, both pilots observed deteriorating weather — low cloud base at about 200 feet asl and visibility between 0.5 and 1 statute mile in fog and mist. They decided to land on the water and wait. The lead aircraft landed first but shortly added power and took off again, reporting clear weather ahead.
During the overshoot, C-GCZA, about 20 feet above water and offset left, initiated a climb. The pilot applied approximately 27 inches of manifold pressure (below full take-off power of 36.5 inches) with 15–20 degrees of flap. The aircraft began an uncommanded left yaw, countered with rudder, then yawed violently right; the nose dropped, and the aircraft descended steeply, striking the water in a left-wing-low attitude.
Post-Crash Actions
The aircraft remained upright after impact. The pilot opened exits, distributed life jackets, and evacuated passengers. The aircraft capsized shortly after. The lead pilot lost radio contact, backtracked, located the crash site, and rescued all occupants, transporting them to Mayne Island (Bennet Bay). The aircraft sustained substantial damage, but no injuries were reported.
Aircraft and Operational Details
C-GCZA was a de Havilland DHC-2 Beaver (serial 1667) equipped with floats. It had a Supplemental Type Certificate (SA4025NM) increasing maximum gross weight from 5090 to 5370 pounds. At take-off from Campbell River, weight was 4824 pounds; at time of accident, calculations showed 4687.8 pounds and center of gravity at 5.64 inches aft of datum — both within certified limits.
Air Rainbow Midcoast Inc. conducted single-engine, day-VFR float operations from Campbell River and Port McNeill, offering charter and scheduled services to coastal and interior destinations, primarily serving forestry, fishing, and tourism.
Weather and Regulatory Context
Weather forecasts for Nanaimo indicated scattered cloud at 500 feet, broken at 1500 feet with 6 sm visibility in light rain and mist, with temporary conditions of 500-foot broken ceiling and 3 sm visibility between 0800 and 1100. Victoria forecast similar but with a temporary 600-foot broken layer and 2 sm visibility between 0600 and 0900.
In the accident area, flights were in uncontrolled airspace below 1000 feet agl. Canadian Aviation Regulations (CAR 602.115) require, under such conditions, visual reference to the surface, flight visibility not less than two statute miles, and clearance from cloud. The pilots reported visibility below that minimum at the landing site.
The company's Operations Manual at the time contained no guidance for multi-aircraft operations. Since the accident, the company developed relevant guidance.
Stall Characteristics
The DHC-2 was certified under British Civil Airworthiness Requirements (1945), which required no violent wing dropping or spin tendency at stall, and clear warning via juddering or other means. The aircraft had no aural or visual stall warning system. An independent flight test report by Aeronautical Testing Service Inc. (ATS) evaluated stall characteristics for vortex generator design, but the source does not state its findings as causative.