Ignace is a township in Northwestern Ontario, Canada, located at the Trans Canada Highway and on the shore of Agimak Lake.  The town was named after Ignace Mentour. He was an key aboriginal guide in this region during the railway survey in the 1870’s. Lumbering and tourism support Ignace's economy, today.

A Beechcraft Expeditor is on display downtown Ignace since 1994. The aircraft, without markings, was built from parts of three planes and erected here on false floats in 1995. The original plane (cn.CA-222) was built in 1952 and assigned to the Royal Canadian Air Force.



Ignace Airways


Ignace Outposts Ltd. is a well run family business of Brad and Karen Greaves. They own and operate Ignace Airways, lodges on different remote lakes, offering package deals of single day or between four and seven day breaks for sport fishermen and hunters. According Brad, its more than just a business to them. They love the Canadian Wilderness!

They operate a de Havilland Beaver and the famous de Havilland Otter. According Brad, his pilots are the best in the business. “Sometimes a weather delay is worth the wait just to be able to spend a little story swapping time with the legendary bush pilots at his base”.


C-GZBR     DHC-2                   Ignace Airways

C-FAPR      DHC-3                   Ignace Airways



C-FTTL      Cessna 206          Ignace Airways

CF-UTK     Cessna 172           private



Photo 1

‘Bravo-Romeo’, was photographed in a misty rain, adding shine to the immaculate white/yellow/black paint. This Beaver has various modifications such as a double set of rectangular window, to provide superb view for rear seat passengers.

C-GZBR started its career with delivery in 1958 to the USAF. After her military career was over, she was stored at Davis Monthan AFB in Arizona until May 1975. After a short career in the US she was exported back to Canada in 1978 and was registered as C-GZBR of Ignace Airways Ltd., Ignace, Ontario in April 1988.


Photo 3

DHC-3 Otter construction number 31 was one of ten DHC-3 delivered to the Royal Norwegian Air Force in March 1954.
After her military career came to an end in June 1967, she was sold to Wideroes Flyveselskap A/S. The Otter flew on Wideroes scheduled services linking the remote communities of northern Norway, until replaced by the Twin Otter. In 1971 she returned to Canada and was operated by several Canadian bush plane operators. The following incident occurred on 19th December 1979 at the aircraft's base at Big Trout Lake, where the outside air temperature was a sharp -20C. The following occurred; - Prior to commencing take-off from the ice strip, the pilot selected an abort point. On take-off the aircraft passed the selected point, but the pilot continued, thinking that the aircraft would soon lift off. The Otter did become airborne but the gear struck a pile of snow. The pilot continued and landed at a land strip to inspect the damage. In April 1988 the Otter was sold to Ignace Airways Ltd of Ignace, Ontario. C-FAPR supports fly-in fishing camps during the summer months.


Photo 5/6

Engine controls. The throttle control lever at the left of the quadrant at the top of the pedestal slides in a gate marked CLOSED and OPEN. The lever is connected by a flexible cable and conduit control to the carburetor throttle valve. A friction control below the throttle lever prevents throttle creep when rotated clockwise.

The fuel air mixture ratio is manually determined through the mixture control lever at the right of the quadrant. Reading from the rear to the front, positions marked on the quadrant gate are: IDLE CUT-OFF, FULL LEAN and FULL RICH. A friction control knob below the control lever prevents the control from creeping and permits to set and permits to set any intermediate position, when tightened clockwise.

Conventional engine instrument are mounted on a panel above the engine controls quadrant. They consist of; a tachometer, a manifold pressure gage,  a cylinder head temperature gage,  a carburetor mixture temperature gage, an oil pressure gage, an oil temperature gage and a fuel pressure gage. The tachometer indicator is operated by an electrical generator driven by the engine. A triple indicator fuel contents gage and a clock are also located on the engine instrument panel.    

The engine ignition switch is located on the starter panel below the pilot’s flight instrument panel. The switch is marked OFF, R, L and BOTH.

The carburetor hot air control lever is located on the left side of the base of the pedestal and is mechanically linked to a barrel valve in the carburetor air intake. When the lever is in the COLD position, cold ram air enters the carburetor through the shielded air intake. As the lever is moved downwards towards the HOT position, the barrel valve progressively closes the ram air intake while tit opens another duct. This second carburetor air duct allows heated air from the inside of a heat exchanger muff which surrounds a section of the engine exhaust collector, to mix with the cold ram air before deliver y to the carburetor. Thus, intermediate positions of the lever between fully up and fully down give varying carburetor air intake temperatures. With the carburetor air control lever in ht HOT position, the ram air intake is fully closed and hot air from the heat exchanger muff only is ducted to the carburetor. The resulting mixture temperature is indicated on the carburetor mixture temperature gage.

The hand-operated cylinder primer pump injects fuel into cylinders numbers 1, 2 , 3, 8 and 9. It is located on the left side of the pedestal, below the engine controls quadrant. To unlock the primer, the pump handle is to be pushed in and rotated anti-clockwise. After use the primer pump handle must be relocked by pushing in and rotating clockwise in order to prevent engine flooding and a fire risk when the booster pump is switched on.

The engine is started by an electrical, direct-cranking starter. The starter switch for the electrical direct-cranking starter motor and the two starter switches required for the electrical inertia starter are located on the starter panel below the flight instrument pane. The switch or switches are spring-loaded to the OFF position.

A boost coil switch is located on the starter panel. This switch is also spring-loaded to the OFF position.

The engine drives either a Hamilton Standard, three bladed, constant speed, counterweight type propeller or a Hamilton Standard, three bladed, hydromatic, non-feathering propeller.

Propeller control. The engine rpm are determined by the setting of the propeller control lever located on the quadrant on top of the pedestal. The control lever is connected to the propeller governor by a flexible cable and slides in a gate marked HIGH PITCH, DECREASE RPM and INCREASE RPM. The propeller governor automatically maintains any selected rpm within the operating range of the propeller, regardless of variation in air loads or flight attitudes. A friction control below the propeller control lever prevents the lever from creeping when rotated clockwise. The governor maintains the propeller blades within the constant speed range by supplying oil at engine pressure to the outboard end of the propeller actuating piston which, together with the centrifugal twisting moment acting on the blades, tends to move the blades towards low pitch. To balance the effect of both these forces, engine oil is boosted in pressure by the engine driven propeller governor and is passed to the inboard end of the propeller actuating piston to the blades towards high pitch. The propeller pitch can be changed by reselection of the propeller control lever which varies the load on the governor fly-weight and allows the governor pilot valve to take up a new position to maintain the propeller at the new selected constant speed setting.

The oil tank, which is of 9 Imp. gal. (40,5 liters) capacity is located under the cockpit floor. Servicing of the oil tank is done through a filler neck on the left side of the fuselage. The oil cooler with an integral surge relief valve and a thermostatic by-pass valve is located behind the firewall and has its own air-flow system.

Fuel is contained in three flexible bag-type tanks beneath the forward portion o fthe cabin floor. The tanks are buttoned with fasteners to the underside of the floor, to stringers and the skin of the fuselage. The tank capacity is as follows; front tank 51 Imp. Gal (233 liters), center 85 Imp. Gal (389 liters) and the rear tank 42 Imp. Gal. (192 liters). The center tank consists of two interconnected cells. Each of the three tanks is used separately, the fuel flow to the engine being controlled by the fuel selector valve. An electrically-operated booster pump ensures that an adequate fuel flow is maintained in the event of failure of the engine driven pump. 

The fuel selector handle, located below the bottom right corner of the pilots instrument panel, can be positioned to FRONT TANK, CENTRE, REAR TANK or OFF. When the engine is not operating, the selector handle must be selected to OFF to prevent drainage of the fuel supply line into the tank.

The fuel booster pump switch is located on a panel to the left of the engine controls quadrant.

A combined fuel pressure, oil pressure and oil temperature gage is located on the engine instrument panel above the engine controls quadrant.

The triple indicator fuel contents gage, graduated either in Imperial or U.s. gallons, will indicate only when the FUEL CONTENTS circuit-breaker is set. This switch is located on the junction box circuit-breaker panel, behind the copilot’s seat.

A warning light gives an indication of low fuel level in the tank from which the engine is operating. The light becomes illuminated when fuel for approximately 15 minutes of cruising remains in the tank.

The shut-off control handle stops the supply of both fuel and oil to the engine in case of emergency. It is located on the right side of the pedestal, below the engine controls quadrant.


Photo 9

The cabin is 1.5 meter (5 ft.) by 1.5 meter wide and has an overall length of 5 meter (16 ft. 5 in.). This provides a total volume of 9,8 cubic meters and includes the rear stowage compartment which is separated by a removable bulkhead. The cabin interior is fitted to accommodate ten passengers, nine passenger seats in the cabin and one beside the pilot. The seats are folded against the cabin wall to enable all of the cabin space to be utilized for cargo. With the seats folded, the Otter becomes literally a ‘flying truck’, capable of handling heavy loads of bulk cargo.

Fourteen tie down rings are conveniently located down both sides of the cabin aisle to secure heavy loads. The floor is of aluminum sandwich construction. It is stressed for the concentration of heavy loads over the entire area.

Special equipment for the Otter include a canoe rack for carrying a 5 meter (16 ft.) canoe on the float.



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