Occurrence
On the morning of 2 May 2025, the pilot of a float-equipped De Havilland Aircraft of Canada Limited DHC-2 Mk. I aircraft (registration C-FYNT, serial number 1054) arrived at the facilities of Aviation B.L. Inc. at the St‑Mathias Water Aerodrome (CSV9), Quebec. The aircraft was operated by ETA Aviation & César Camp du Nord Inc. The pilot and the person responsible for maintenance (PRM) discussed the maintenance work performed on the three aircraft operated by the company, which had been stored over the winter. Weather conditions were suitable for flight. The aircraft was refueled with approximately 79 imperial gallons of fuel. The pilot, assisted by a passenger (also a pilot), placed the aircraft in the water and conducted a preflight inspection. Both boarded and taxied northeast, buckling their safety belts and performing pre-takeoff checks, including a run-up.
At approximately 1100, the aircraft began its take-off run in a southwesterly direction for a local private flight under visual flight rules. During the take-off run, the pilot attempted to raise the right wing by rotating the control wheel to the left. The left wing began to lift, contrary to expectations. The pilot then rotated the control wheel fully to the left, which accentuated the left wing lift. The aircraft rolled to the right, the right wing struck the water, and the aircraft overturned.
Passenger Egress and Rescue
The passenger unbuckled his safety belt and tried unsuccessfully to open his door. He then opened the window and egressed through it, receiving serious injuries to his right arm. After surfacing and catching his breath, he dove back underwater to attempt to help the pilot, but the water was opaque and his injury and wet clothing made swimming difficult. Eyewitnesses called 911. Emergency services arrived on the west shore but had no immediate boats; they threw ropes to assist the passenger, who eventually swam to shore on his own. Emergency personnel assessed him and transported him to hospital for treatment. The pilot was found dead in the aircraft, with his safety belt unbuckled, when the aircraft was brought to shore later that day.
Maintenance Details
The aircraft had been brought to the maintenance organization on 20 October 2024 for winter storage and scheduled annual and 300-hour inspections. Maintenance began in February 2025. During work, a crack was found in the control column. To repair it, the chain linking the control wheel to the aileron system cables was removed. After repair, the chain was reinstalled in mid-March 2025 by an apprentice who had removed it. When reinstalling, the chain ends did not align with the aileron cables; the apprentice sought help from another apprentice. The manufacturer’s procedures were not consulted, and the work was not directly supervised by an aircraft maintenance engineer (AME). After reinstallation, the apprentice did not check directional movement of the ailerons. Although an independent inspection was required, the AME who conducted it was reportedly interrupted, and the directional movement was not verified. On 01 and 02 May 2025, the PRM certified all work, and the AME signed the independent inspection with the same dates.