| DHC-2 Beaver | |
|---|---|
.jpg) A de Havilland Canada DHC-2 Beaver Mk1 amphibiousfloatplane | |
| General information | |
| Type | STOL utility transport |
| National origin | Canada |
| Manufacturer | de Havilland Canada |
| Status | In service |
| Primary users | regional and remote air carriers |
| Number built | 1,657[1] |
| History | |
| Manufactured | 1947–1967 |
| Introduction date | 1948 |
| First flight | 16 August 1947[1] |
| Developed into | de Havilland Canada DHC-3 Otter |
Thede Havilland Canada DHC-2 Beaver is a single-engined high-wingpropeller-drivenshort takeoff and landing (STOL) aircraft developed and manufactured byde Havilland Canada. It has been primarily operated as abush plane and has been used for a wide variety of utility roles, such as cargo and passenger hauling,aerial application (crop dusting andaerial topdressing), andcivil aviation duties.
Shortly after the end of theSecond World War, de Havilland Canada decided to orient itself towards civilian operators. Based on feedback from pilots, the company decided that the envisioned aircraft should have excellent STOL performance, all-metal construction, and accommodate many features sought by the operators of bush planes. On 16 August 1947, themaiden flight of the aircraft, which had received the designationDHC-2 Beaver, took place. In April 1948, the first production aircraft was delivered to theOntario Department of Lands and Forests. ARoyal New Zealand Air Force (RNZAF) Beaver played a supporting role inSir Edmund Hillary's famous 1958Commonwealth Trans-Antarctic Expedition to theSouth Pole.
In addition to its use in civilian operations, the Beaver has been widely adopted by armed forces as autility aircraft. TheUnited States Army purchased several hundred aircraft; nine DHC-2s are still in service with theU.S. Air Force Auxiliary (Civil Air Patrol) for search and rescue. By 1967, over 1,600 Beavers had been constructed prior to the closure of the original assembly line.[2] Various aircraft have been remanufactured and upgraded. Additionally, various proposals have been made to return the Beaver to production.
The Beaver's versatility and performance led to it being the preferred aircraft ofbush pilots servicing remote locations in the Canadian north, and it is considered by aviation historians to be a Canadian icon.[3] In 1987, the CanadianEngineering Centennial Board named the DHC-2 one of the top ten Canadian engineering achievements of the 20th century. TheRoyal Canadian Mint honoured the aircraft on a special editionCanadian quarter in November 1999,[4] and on a 50-cent commemorative gold coin in 2008.[5] Large numbers continue to be operational into the 21st century, while the tooling andtype certificate for the Beaver have been acquired byViking Air, later reorganized asDe Havilland Canada, who continue to produce replacement components and refurbish examples of the type.
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Following the end of theSecond World War, de Havilland Canada's management team, recognising that there would be a corresponding downturn in military orders in the immediate post-war climate, decided to focus the company's energies upon finding work within the civilian sector. The company had recently hiredPunch Dickins as Director of Sales; Dickins carried out an extensive market research program in the form of requesting and collecting feedback from other pilots, to understand what they needed in a new aircraft. It was on the basis of this information from the prospective operators themselves, as opposed to aerodynamic research or fiscal data, that the future aircraft has its origins.[1][6]
In response, almost without exception, these pilots specified their desire for tremendousextra power and STOL performance, in a design that could be easily fitted withwheels,skis orfloats. When de Havilland engineers noted this would result in poor cruise performance, one pilot replied, "You only have to be faster than a dog sled to be a winner".[1] Other suggestions that were seemingly mundane, but important in the bush plane world, included the installation of full-sized doors on both sides of the aircraft, which meant that it could be readily loaded no matter which side of a dock it tied up on; the doors were also made wide enough to allow for a 44Imperial gallondrum to be rolled up into the aircraft.[citation needed]
On 17 September 1946, de Havilland officially put together a design team consisting of Fred Buller, Dick Hiscocks, Jim Houston and Wsiewołod Jakimiuk, led by Phil Garratt.[6] The new aircraft was designed to be all-metal (unlike older designs, like the famousNoorduyn Norseman), using "steel from the engine to the firewall, heavy aluminium truss frames with panels and doors throughout the front seat area, lighter trusses toward the rear and all monocoque construction aft". At the time, de Havilland Canada was still a British-owned company and there were plans to fit the evolving design with the Britishde Havilland Gipsy engine.[6] As a result of its comparatively limited power, the wing area was greatly increased in order to maintain STOL performance. WhenPratt & Whitney Canada offered to supply war-surplus 450 hp (340 kW)Wasp Juniorradial engines at a low price, the aircraft ended up with extra power as well as the original long wing. The result was unbeatable STOL performance for an aircraft of its size.[citation needed]
In line with the convention for aircraft produced by de Havilland Canada being named after animals, it was decided that the new bush plane would be named after thebeaver, which was known for its hard-working nature. On 16 August 1947, themaiden flight of the DHC-2 Beaver was inDownsview, Ontario; it was flown by Second World War flying aceRussell Bannock.[1][6] After completing its flight test programme, the prototype received several adjustments and improvements in order for it to serve as a flying demonstration model ready for the sales circuit. The prototype was ultimately sold to Central British Columbia Airways, as a routine day-to-day working air-taxi airplane and continued to fly as such with various air-taxi operators until 1980, after which it was retired and preserved.[6] In April 1948, the first production aircraft was delivered to theOntario Department of Lands and Forests, who had been a design partner.[citation needed]
Initial sales were slow, perhaps two or three a month but as the plane was demonstrated sales started to improve. A key event in the Beaver's history occurred the next year when the US Army commenced its search for a new utility aircraft to replace their fleet of Cessnas. The competition quickly boiled down to the Beaver and theCessna 195. The Beaver won and during the Korean War, the US Army ordered 970, more than half of the overall production run for the type.[1]
Soon, the Beaver grew to become an export success as orders for the type increased from customers around the world. Individual military services of more than 30 different nations would ultimately be included amongst its operators.[1] In later life, as the type was gradually phased out of military service, many examples underwent conversion work so that they could continue to be operated as civilian aircraft instead.[6] During the 1960s, de Havilland developed an improved model of the Beaver, the Mk.III Turbo Beaver, which was equipped with aPratt & Whitney Canada PT6turboprop engine. A total of sixty aircraft were built during the late 1960s.[6] In 1967, when production of the type finally ceased, a total of 1,657 DHC-2 Beavers had been constructed.[citation needed]
The Beaver was designed for flight in rugged and remote areas of the world. Its STOL capability made it ideal for areas normally only accessible by canoe or foot. Because the aircraft often flies to remote locations and in cold climates, its oil reservoir filler is located in the cockpit and oil can be filled in flight. A series of upgrades to the basic design were incorporated. One major customer introduced the use of flat steps replacing the earlier tubes, a feature now almost universal. In 1987, the CanadianEngineering Centennial Board named the DHC-2 as one of the top ten Canadian engineering achievements of the 20th century.[7]
At one point in its production, plans tolicense-build the Beaver in New Zealand were proposed. The remaining tooling was purchased byViking Air ofVictoria, British Columbia, Canada, which manufactures replacement parts for most of the early de Havilland line. The company markets and sells the remanufactured DHC-2T Turbo Beaver, an improved variant of the aircraft which has been upgraded with a 680 shp (510 kW) PT6A-34, which enables an increased maximum gross takeoff weight of 6,000 lb (2,700 kg) and the carriage of up to 2,450 lb (1,110 kg) of freight, a roughly 25 per cent increase in usable payload.[8] By August 1995, Viking completed its 30th Turbo Beaver conversion.[9] The firm has also developed and marketed other improvements for the type, such as an advanced wing and modified floats.[10][11] Other manufacturers have also offered aftermarket upgrades and modifications for the type, such as re-engining programmes byOrenda Aerospace andWipaire.[12][6]
On 24 February 2006, Viking purchased thetype certificates fromBombardier Aerospace for all the original de Havilland designs, including the Beaver.[13][1] The ownership of the certificates gives the company the exclusive right to manufacture new aircraft. Viking has stated its interest in the potential restart of production of the Beaver, and commented that, dependent upon market demand, the firm may offer two separate models of the Beaver, one intended to be close to the design of the original batch, and another incorporating various improvements such as new avionics, engines, and doors, as well as likely being stretched to provide increased internal space.[14][15]
Stolairus Aviation of Kelowna, British Columbia has developed several modifications for the DHC-2 including a STOL Kit which modifies the wing with a contoured leading edge, flap-gap seals, wing fences and drooped wingtips for increased performance. Stolairus has also developed a Wing Angle Kit which changes the incidence of the wing.[16]
Advanced Wing Technologies of Vancouver, British Columbia has developed and certified a new wing for the DHC-2. The FAA Supplemental Type Certificate also raises the aircraft's gross weight to 6,000 lb (2,700 kg).[17] So far, at least two Beavers have been modified in such a manner.[18][19]
In September 2017 theTransportation Safety Board of Canada recommendedstall warning devices be mandated for commercial Beaver operators.[20]
In March 2019,Harbour Air announced plans to convert a DHC-2 Beaver to anelectric aircraft for development and prototype testing, with aspirational plans to eventually to convert its entire fleet.[21] The first test flight of the aircraft took place in Vancouver in December 2019.[22][23] By 2024, Harbor Air is anticipating theMagniX motor/battery set being airworthiness certified byTransport Canada by the end of 2026, with a plan to get theeBeaver type-certified by the end of 2027 and able to enter commercial service.[24]
The de Havilland Canada DHC-2 Beaver is a single-engined high-wingpropeller-driven STOL aircraft, principally operated as abush plane and other utility roles, such as cargo and passenger hauling,aerial application (crop dusting andaerial topdressing), and generalcivil aviation purposes; aviation publication Plane & Pilot described the type as being "arguably the best bush plane ever built".[6] The Beaver was designed to operate in all seasons and the majority of weather conditions; a large proportion were also equipped withfloats forbuoyancy in water; it reportedly possesses favourable performance characteristics for afloatplane. As a result of its favourable characteristics as a hard working and productive aircraft, the Beaver has had a lengthy service life and many examples have been remanufactured or have otherwise received life extension modifications.[6]
The Beaver is typically powered by a single 450 hp (340 kW)Pratt & Whitney R-985 Wasp Juniorradial engine.[6] In order to provide the necessary weight balance for optimal loading flexibility, the engine was mounted as far rearwards as possible, resulting in elements intruding into the cockpit space, such as the oil tank being positioned within the center console between the pilot and copilot's feet and the main fuel tank within the forward belly of the aircraft, which also improves accessibility for replenishment.[6] Many Beavers have had wingtip tanks also installed; careful fuel management between the various fuel tanks is required throughout flights in order to maintain the aircraft'scenter of gravity.[6] The remanufactured DHC-2T Turbo Beaver is equipped with a 680 shp (510 kW) PT6A-34 turboprop engine.[8]
The Beaver is functionally shaped in order to accommodate a useful and sizable payload, typically close to 2,000 lb (910 kg), even when equipped with floats.[6] While the front doors are narrow, the aft doors are wider, having been designed to facilitate the loading of 45 imperial gallon barrels, either upright or on their sides. The Beaver is considered a 'working' aircraft, which was designed for vigorous use.[6] In addition to cargo, passengers can also be carried; when appropriately fitted out, the Beaver Mk.I can accommodate up to seven passengers while the more spacious Beaver Mk.III can hold a maximum of 11. Various alterations have been approved, including alternative seating arrangements, enlarged cargo doors, larger windows and smallerbatteries have been approved for use.[6]
During takeoff, both theailerons andflaps are lowered, which is a relatively uncommon design approach but results in substantially elevated STOL performance.[6] The flaps can be deployed to an extreme range, extending out at full to a 58-degree position; the flight manual notes that the full setting is recommended only for performing emergency landings. In the skies, the Beaver is relatively easy to handle, having been described as possessing light and comfortable controls. Effective application of therudder is necessary to counteract adverseyaw.[6] It should be flown with a relatively nose-lowpitch attitude to maintain airspeed. It is very easy to land, even in moderately rough water.[6]
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Despite the fact that production ceased in 1967, hundreds of Beavers are still flying—many of them heavily modified to adapt to changes in technology and needs.Kenmore Air ofKenmore, Washington, provides Beaver and Otter airframes withzero-hourfatigue-life ratings, and owns dozens ofsupplemental type certificates (STCs) for aircraft modifications. These modifications are so well known and desirable in the aviation community, rebuilt Beavers are often called "Kenmore Beavers" or listed as having "Kenmore mods" installed.[25]
The originalWasp Jrradial engine of the Beaver is long out of production, so repair parts are getting harder to find. Some aircraft conversion stations have addressed this problem by replacing thepiston engine with aturboprop engine such as thePT6. The added power and lighter installed weight, together with greater availability of kerosene fuel instead of high-octane aviation gasoline, make this a desirable modification, but at a high cost.[citation needed]
The Beaver was deployed by the BritishArmy Air Corps duringthe Troubles, at least until 1979, for photo-reconnaissance missions. One of them was hit seven times by machine gun fire in SouthCounty Armagh, near theborder with the Republic of Ireland in November 1979, while taking photos of anIRA checkpoint. The border crossing where the action took place became known to the British Army as "Beaver Junction".[26]
Operators of significant numbers of piston-Beavers in early 2008 includeAir Saguenay andHarbour Air in Canada andKenmore Air in the US.[27]
American actorHarrison Ford owns a DHC-2 Beaver; he is known for referring to it as being his favourite among his entire fleet of private aircraft.[28][1]
TheCivil Air Patrol operated many of the DHC-2 Beaver, where it was commonly used for conductingsearch and rescue missions.[1] For some decades, theUnited States Navy has operated a pair of DHC-2s at theUnited States Naval Test Pilot School, where they are used to instruct students in the evaluation of lateral-directional flying qualities and for the towing ofgliders.[citation needed]
In recent years, growing numbers of the type have been used within the leisure industry, being used for pleasure flight and as lifting platforms forskydiving and aerial film activities.[1] The DHC-2 Beaver has been used by skydiving operators due to its good climb rate. When fitted with a roller door that can be opened in flight, it can quickly ferry eight skydivers to 13,000 ft (4,000 m).[citation needed]
The DHC-2 is popular with air charter companies, police forces and small air taxi operators as well as private individuals and companies. Both theRoyal Canadian Mounted Police andFinnish Border Guard operate the aircraft. Several small airline companies in British Columbia use Beavers on scheduled routes from Vancouver to the Sunshine Coast, Vancouver Island as well as numerous nearby smaller islands. The largest of these airlines isHarbour Air.
As of August 2023[update], there have been 351 incidents involving the DHC-2 and 739 deaths.[48] A select few are listed:
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Data fromThe Encyclopedia of World Aircraft,[103]BAE Systems[1]
General characteristics
Performance
Related development
Aircraft of comparable role, configuration, and era
Related lists
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