ZK-BVA at Gisborne home base.
Photo: Wayne Grant © 04 June 2021 - John Mounce Collection
ZK-BVA at Taumarunui.
Photo: Aaron Murphy © 17 October 2020
ZK-BVA flying from Tangihanga strip.
Photos: Via Andrew Hogarth © 10 April 2020
ZK-BVA newly registered at Gisborne, New Zealand.
Photos: Graeme D. Mills © 01 February 2019
VH-BVA at Gisborne, New Zealand.
Photo: Phil Goodman © 19 January 2019
VH-BVA at Albury for pre-delivery work.
Photo: Michael Greenhill © 18 November 2018
VH-BVA at Mudgee airshow.
Photos: Andrew Kennedy © 24 April 2016
VH-BVA the good work continues at Gunnedah.
Photo: Breck Presnell © October 2014 - via Michael Greenhill
VH-BVA at Whitehaven Beach in new livery.

Used my best image for the 2006 DHC-2.COM Calendar!

Photos: Neil Aird © 01 May 2005
VH-BVA of Island Air leaving home base at Hamilton Island.
Photo: Neil Aird © 29 April 2005
VH-BVA at Whitehaven Beach, Queensland.
Photos: Lenn Bayliss © August 2000
VH-BVA at Hamilton Island, Queensland.
Photo: Lenn Bayliss © August 2000
VH-BVA at Hamilton Island, with minimal paint chages!
Photo: Unknown photographer © September 1994 - Michael J. Ody Collection
N77WK at Bankstown, New South Wales, Australia.
Photo: Lenn Bayliss © 1992
N77WK at Cairns, Queensland.
Photo: Geoff Goodall © July 1991
N77WK visits Maitland - YMND, NSW.
Photo: Alan Flett © October 1990 - Aird Archives
N77WK caught at Kenmore, WA.
Photo: Glen Etchells © July 1989 - Kenneth I. Swartz Collection
N77WK in a Vancouver stowstorm.
Photo: John Kimberley © March 1989 - Aird Archives


51-16791 • N31544 • N77WK • VH-BVA



51-16791 US Army #1063. L-20A No: 64. Command AF-1. Delivered 09-May-1952. Built as L-20A and re-designated U-6A in 1962.

N31544 Regd Dec-1975.

N31544 Civil Air Patrol, Maxwell AFB., AL. Regd Feb-1979.

N77WK Intercontinental Publishing Corp Inc., Woodstock, IL Regd 12-Apr-1989. Canx 14-Apr-1992.

VH-BVA Teajet P/L., Condell Park, NSW. Regd 30-Jul-1992. Also quoted as Aviation Operations Pty Ltd, Condell Park NSW.

VH-BVA Heli Aust Pty Ltd., Bankstown, NSW. dba as Helijet Air Services Pty., Ltd.,  Mackay, QLD.  Regd 16-Jun-1998.

Accident: Chance Bay, Whitsunday Island. 19-Oct-2002. (See note below)

VH-BVA Alan Sweeney, Hamilton Island, QLD, Trading as Island Air. Regd 05-Apr-2004.

VH-BVA Aviation Tourism Australia Pty., Ltd., Hamilton Island, QLD. Regd 27-May-2005.

VH-BVA Owned and operated by Kennedy Aviation Pty., Ltd., Gunnedah, NSW. Regd 22-May-2009.

Note Michael Greenhill reported that aircraft rebuilt by North West Aviation Pty., Ltd., Inverell, NSW .Also worked on by Performance Aero at Brisbane. Received new plain external paint work, new headliner and new seatbelts. Has dual controls, six place seating and rear bubble observation doors (not just bubble windows).

Total Airframe time: 12,900 hours at Oct-2016.

Note: Hangar photo at top shows VH-BVA at Gunnedah, NSW., in Oct-2014.

• Heading to New Zealand soon! (Nov-2018). Noted at Gisborne 19-Jan-2019.

ZK-BVA Farmers Air Limited, Gisborne, NZ. Regd 28-Jan-2019. Marked "BVA".



Accident: Chance Bay, Whitsunday Island. 19-Oct-2002. The pilot of the de Havilland Beaver floatplane registered VH-BVA was conducting a charter positioning flight from Hamilton Island Marina to Chance Bay, Whitsunday Island. He had landed at Chance Bay seven times in the previous two days. Weather conditions in the area were good. At 17:00 Eastern Standard Time the Hamilton Island automatic weather station recorded a 7 - 10 knot wind from the northwest. Witnesses in Chance Bay said that the surface wind in the bay was 2 - 5 knots. The water surface in Chance Bay was smooth, but not glassy.

The pilot said that he commenced a straight-in approach to Chance Bay but elected to go around due to the increased number of vessels moored in the bay since the previous flight. He flew a left circuit at 500 feet and assessed that the area for landing was adequate. He said that on final approach, the flight path was higher than he would have preferred. His intention was to touchdown before passing abeam the vessels. He recalled that the floatplane speed shortly before touchdown was about 80 knots, rather than the target speed of 70 knots. He said that his response at this time was consistent with flying a landplane in that he reduced the back pressure on the control column and allowed the floatplane to contact the water at a lower nose attitude, and at a higher speed, than was ideal. Upon touchdown, the floatplane yawed sharply left 50 - 60 degrees and headed directly towards the anchored ketch 'Seark', about 300 m away. The pilot said that the water rudders (at the rear of each float) were retracted, so all the yaw control he had available was via the conventional aerodynamic rudder. As the aircraft yawed, it felt as though the rudder was stuck at full left deflection, but he thought that this was due to hydrodynamic drag. When the floatplane was an estimated 100 m from the 'Seark', it swung right so that it was heading slightly to the east side of the 'Seark'. However, the outer portion of the floatplane's left wing subsequently collided with the rear mast of the 'Seark'.

A video recording of the event showed that the floatplane touched down with a lower nose attitude than was ideal. It also showed that the left float touched the water first. The sharp left yaw followed immediately. The aircraft became airborne momentarily, shortly after initial touchdown.

The left wing of the floatplane and the rear mast of the ketch were substantially damaged. There were no injuries to the pilot or the three occupants of the ketch. Investigation record 200204857.