Single engine STOL aircraft
The
de Havilland Canada DHC-2 Beaver
is a single-engined high-wing
propeller
-driven
short takeoff and landing
(STOL) aircraft developed and manufactured by
de Havilland Canada
. It has been primarily operated as a
bush plane
and has been used for a wide variety of utility roles, such as cargo and passenger hauling,
aerial application
(
crop dusting
and
aerial topdressing
), and
civil aviation
duties.
Shortly after the end of the
Second 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, the
maiden flight
of the aircraft, which had received the designation
DHC-2 Beaver
, took place. In April 1948, the first production aircraft was delivered to the
Ontario Department of Lands and Forests
. A
Royal New Zealand Air Force
(RNZAF) Beaver played a supporting role in
Sir Edmund Hillary
's famous 1958
Commonwealth Trans-Antarctic Expedition
to the
South Pole
.
In addition to its use in civilian operations, the Beaver has been widely adopted by armed forces as a
utility aircraft
. The
United States Army
purchased several hundred aircraft; nine DHC-2s are still in service with the
U.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 of
bush pilots
servicing remote locations in the Canadian north, and it is considered by aviation historians to be a Canadian icon.
[3]
In 1987, the Canadian
Engineering Centennial Board
named the DHC-2 one of the top ten Canadian engineering achievements of the 20th century. The
Royal Canadian Mint
honoured the aircraft on a special edition
Canadian 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 and
type certificate
for the Beaver have been acquired by
Viking Air
who continue to produce replacement components and refurbish examples of the type.
Development
[
edit
]
Origins
[
edit
]
Following the end of the
Second 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 hired
Punch 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 tremendous
extra power
and STOL performance, in a design that could be easily fitted with
wheels
,
skis
or
floats
. 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 44
Imperial gallon
drum
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 famous
Noorduyn 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 British
de Havilland Gipsy
engine.
[6]
As a result of its comparatively limited power, the wing area was greatly increased in order to maintain STOL performance. When
Pratt & Whitney Canada
offered to supply war-surplus 450 hp (340 kW)
Wasp Junior
radial 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 the
beaver
, which was known for its hard-working nature. On 16 August 1947, the
maiden flight
of the DHC-2 Beaver was in
Downsview, Ontario
; it was flown by Second World War flying ace
Russell 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 the
Ontario Department of Lands and Forests
, who had been a design partner.
[
citation needed
]
Production
[
edit
]
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 the
Cessna 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 a
Pratt & Whitney Canada PT6
turboprop
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 Canadian
Engineering Centennial Board
named the DHC-2 as one of the top ten Canadian engineering achievements of the 20th century.
[7]
1995 to 2019
[
edit
]
At one point in its production, plans to
license-build
the Beaver in New Zealand were proposed. The remaining tooling was purchased by
Viking Air
of
Victoria, 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 by
Orenda Aerospace
and
Wipaire
.
[12]
[6]
On 24 February 2006, Viking purchased the
type certificates
from
Bombardier 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 the
Transportation Safety Board of Canada
recommended
stall warning
devices be mandated for commercial Beaver operators.
[20]
In March 2019,
Harbour Air
announced plans to convert a DHC-2 Beaver to an
electric aircraft
and eventually to convert its entire fleet.
[21]
The first test flight of the aircraft took place in Vancouver in December 2019.
[22]
[23]
Design
[
edit
]
The de Havilland Canada DHC-2 Beaver is a single-engined high-wing
propeller
-driven STOL aircraft, principally operated as a
bush plane
and other utility roles, such as cargo and passenger hauling,
aerial application
(
crop dusting
and
aerial topdressing
), and general
civil 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 with
floats
for
buoyancy
in water; it reportedly possesses favourable performance characteristics for a
floatplane
. 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 Junior
radial 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's
center 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 smaller
batteries
have been approved for use.
[6]
During takeoff, both the
ailerons
and
flaps
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 the
rudder
is necessary to counteract adverse
yaw
.
[6]
It should be flown with a relatively nose-low
pitch
attitude to maintain airspeed. It is very easy to land, even in moderately rough water.
[6]
Operational history
[
edit
]
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
of
Kenmore, Washington
, provides Beaver and Otter airframes with
zero-hour
fatigue-life
ratings, and owns dozens of
supplemental 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.
[24]
The original
Wasp Jr
radial 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 the
piston engine
with a
turboprop
engine such as the
PT6
. 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 British
Army Air Corps
during
the Troubles
, at least until 1979, for photo-reconnaissance missions. One of them was hit seven times by machine gun fire in South
County Armagh
, near the
border with the Republic of Ireland
in November 1979, while taking photos of an
IRA
checkpoint. The border crossing where the action took place became known to the British Army as "Beaver Junction".
[25]
Operators of significant numbers of piston-Beavers in early 2008 include
Air Saguenay
and
Harbour Air
in Canada and
Kenmore Air
in the US.
[26]
American actor
Harrison Ford
owns a DHC-2 Beaver; he is known for referring to it as being his favourite among his entire fleet of private aircraft.
[27]
[1]
The
Civil Air Patrol
operated many of the DHC-2 Beaver, where it was commonly used for conducting
search and rescue
missions.
[1]
For some decades, the
United States Navy
has operated a pair of DHC-2s at the
United States Naval Test Pilot School
, where they are used to instruct students in the evaluation of lateral-directional flying qualities and for the towing of
gliders
.
[
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 for
skydiving
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
]
Variants
[
edit
]
- Beaver I
- Single-engined STOL utility transport aircraft.
- Beaver AL Mk 1
- STOL utility transport aircraft for the
British Army
.
- C-127
- original designation for DHC-2 aircraft used by the U.S. military, redesignated L-20.
[28]
- YL-20
- Test and evaluation aircraft for the US military.
- L-20A Beaver
- STOL utility transport aircraft for the
U.S. Army
, later redesignated
U-6A
in 1962, 968 built.
- L-20B Beaver
- Basically similar to the L-20A, but with minor equipment changes. Six were sold to the US Army. Later redesignated
U-6B
in 1962.
- U-6A
- US Army L-20A aircraft re-designated
- U-6B
- US Army L-20B aircraft re-designated
- Beaver II
- One aircraft was fitted with an
Alvis Leonides
radial piston engine.
[29]
[1]
- Wipaire Super Beaver
- Conversion of surplus US Army and USAF L-20 Beavers.
[
citation needed
]
- Wipaire Boss Turbo-Beaver
- Turbo conversion fitted with PT-6 but retaining the original lower curved fin shape
- Turbo-Beaver III
- Powered by a 431 kW (578 ehp)
Pratt & Whitney PT6A
-6 or -20 turboprop engine.
- Airtech Canada DHC-2/PZL-3S
- After-market conversion by
Airtech Canada
in the 1980s, using current-production
PZL-3
S radial engines of 600 hp (450 kW).
[30]
- Volpar Model 4000
- A 1970s conversion by
Volpar
, first flown in April 1972 with a modified nose fitted with an
AiResearch TPE331-2U-203
turboprop with a three-bladed propeller. Other changes included a new fin and rudder.
[31]
- Viking DHC-2T
Turbo Beaver
- Remanufactured Beavers by Viking Air, upgraded with a
Pratt & Whitney Canada PT6A-34
680 hp (507 kW) turboprop engine.
[32]
Operators
[
edit
]
Civil
[
edit
]
The DHC-2 is popular with air charter companies, police forces and small air taxi operators as well as private individuals and companies. Both the
Royal Canadian Mounted Police
and
Finnish Border Guard
operate the aircraft.
Military operators
[
edit
]
-
Argentina
[33]
-
Australia
-
Austria
-
Burma
-
Cambodia
-
Chile
-
Taiwan
-
Colombia
-
Cuba
-
Dominican Republic
-
Finland
-
France
-
Ghana
-
Greece
-
Haiti
-
Indonesia
-
Pahlavi Iran
-
Kenya
-
Laos
-
Netherlands
-
New Zealand
-
Oman
-
Panama
-
Paraguay
-
Peru
-
Philippines
- Federation of South Arabia
- Federation of South Arabian Air Force
-
South Korea
-
South Vietnam
-
South Yemen
-
Thailand
-
Turkey
-
Uganda
-
United Kingdom
-
United States
-
Yugoslavia
-
Zambia
Accidents and incidents
[
edit
]
As of August 2023
[update]
, there have been 351 incidents involving the DHC-2 and 739 deaths.
[46]
A select few are listed:
- 22 November 1962 - Five United States Air Force missile crew members and the pilot died when their U-6A (DHC-2) crashed and burned near Nebraska City, NE. The plane, flying a routine support mission, had just delivered the relief crew to Atlas Site Number 4 of the 551st Strategic Missile Squadron and was returning the off-going crew to Lincoln AFB, NE. Crash of 52-6108 | Aviation in Nebraska (wordpress.com)
- 31 December 2017 ? High-profile UK business leader
Richard Cousins
, four members of his family and a Canadian pilot died in the
2017 Sydney Seaplanes crash
.
Aircraft on display
[
edit
]
Argentina
[
edit
]
Bangladesh
[
edit
]
Canada
[
edit
]
China
[
edit
]
Colombia
[
edit
]
Finland
[
edit
]
Indonesia
[
edit
]
Iran
[
edit
]
Japan
[
edit
]
Netherlands
[
edit
]
New Zealand
[
edit
]
Oman
[
edit
]
Serbia
[
edit
]
South Korea
[
edit
]
Taiwan
[
edit
]
Thailand
[
edit
]
- 26157 ? L-20A on static display at Royal Thai Army Aircraft Maintenance Centre,
Lopburi
.
[82]
United Kingdom
[
edit
]
United States
[
edit
]
Specifications (DHC-2)
[
edit
]
Data from
The Encyclopedia of World Aircraft
,
[101]
BAE Systems
[1]
General characteristics
- Crew:
1 - 2
- Capacity:
6 passengers, 2,100 lb (953 kg) useful load
- Length:
30 ft 3 in (9.22 m)
- Wingspan:
48 ft 0 in (14.63 m)
- Height:
9 ft 0 in (2.74 m)
- Wing area:
250 sq ft (23 m
2
)
- Airfoil
:
D.H. high lift wing section
[102]
- Empty weight:
3,000 lb (1,361 kg)
- Gross weight:
5,100 lb (2,313 kg)
- Fuel capacity:
79 imp gal (95 US gal; 360 L)
[102]
- Powerplant:
1 ×
Pratt & Whitney R-985
Wasp Jr. 9 cylinder
radial engine
, 450 hp (340 kW)
- Propellers:
2-bladed Hamilton-Standard controllable-pitch propeller, 8 ft 6 in (2.59 m) diameter
[102]
Performance
- Maximum speed:
158 mph (255 km/h, 137 kn)
- Cruise speed:
143 mph (230 km/h, 124 kn) at 5,000 ft (1,500 m)
[102]
- Range:
455 mi (732 km, 395 nmi)
- Service ceiling:
18,000 ft (5,500 m)
- Rate of climb:
1,020 ft/min (5.2 m/s)
See also
[
edit
]
Related development
Aircraft of comparable role, configuration, and era
Related lists
Further reading
[
edit
]
- "Plush Job For The Bush"
, November 1949,
Popular Science
- Sydney seaplane crash: Wreckage raised from riverbed
.
- Donald, David, ed.
The Encyclopedia of World Aircraft
. Etobicoke, Ontario: Prospero Books, 1997.
ISBN
1-85605-375-X
.
- Elliot, Bryn (March?April 1997). "Bears in the Air: The US Air Police Perspective".
Air Enthusiast
. No. 68. pp. 46?51.
ISSN
0143-5450
.
- Hagedorn, Daniel P.
Central American and Caribbean Air Forces
. Tonbridge, Kent, UK: Air-Britain (Historians) Ltd., 1993.
ISBN
0-85130-210-6
.
- Harnden, Toby
.
Bandit Country: The IRA and South Armagh
. Philadelphia, PA: Coronet Books, 2000.
ISBN
0-340-71737-8
.
- Grandolini, Albert. "L'Aviation Royals Khmere: The first 15 years of Cambodian military aviation".
Air Enthusiast
, Thirty-seven, September?December 1988. pp. 39?47. ISSN 0143-5450.
- Harding, Stephen (November?December 1999). "Canadian Connection: US Army Aviation's Penchant for Canadian Types".
Air Enthusiast
(84): 72?74.
ISSN
0143-5450
.
- Hotson, Fred W.
The de Havilland Canada Story.
Toronto: CANAV Books, 1983.
ISBN
0-07-549483-3
.
- Lambert, Mark.
Jane's All the World's Aircraft 1990?91
. Coulsdon, UK: Jane's Defence Data, 1990.
ISBN
0-7106-0908-6
.
- Pither, Tony.
Airline Fleets 2008
. Staplefield, West Sussex, UK: Air-Britain (Historians) Ltd, 2008.
ISBN
978-0-85130-390-1
.
- Rossiter, Sean.
The Immortal Beaver: The World's Greatest Bush Plane
. Vancouver: Douglas & McIntyre, 1999.
ISBN
1-55054-724-0
.
- Swanborough, Gordon and
Peter M. Bowers
.
United States Navy Aircraft since 1911
. London: Putnam, 1976.
ISBN
0-370-10054-9
.
- Taylor, John W. R.
(ed.)
Jane's All the World's Aircraft 1961?62
. London: Sampson Low, Marston and Company, 1961.
- Taylor, John W. R. (ed.)
Jane's All the World's Aircraft 1966?1967
. London: Sampson Low, Marston and Company, 1966.
- Taylor, John W. R. (ed.)
Jane's All the World's Aircraft 1973?1974
. London: Jane's Yearbooks, 1973.
ISBN
0-354-00117-5
Pilot Manuals
[
edit
]
References
[
edit
]
- ^
a
b
c
d
e
f
g
h
i
j
k
l
m
"De Havilland Canada DHC-2 Beaver."
BAE Systems
, Retrieved: 30 April 2017.
- ^
a
b
"de Havilland Canada DHC-2 Beaver"
.
Canada Aviation and Space Museum
. Canada Science and Technology Museums Corporation. Archived from
the original
on 9 June 2017
. Retrieved
16 January
2017
.
- ^
"de Havilland DHC-2 Beaver, C-FMAA"
.
Royal Aviation Museum of Western Canada
. 25 June 2011
. Retrieved
18 October
2019
.
- ^
"25 Cents - Elizabeth II November"
.
Numisma
. Retrieved
18 October
2019
.
- ^
Rowland, Robin (24 February 2009).
"The de Havilland Beaver and the birth of the bush plane"
.
CBC News
. Retrieved
18 October
2019
.
- ^
a
b
c
d
e
f
g
h
i
j
k
l
m
n
o
p
q
r
s
Vivon, Michael.
"Sixty years in the sky: de Havilland Beaver."
Plane & Pilot
, 1 September 2007.
- ^
Cooper, Russ. "Winged Workhorse."
Canadian Geographic
magazine, July/August 2007, p. 26.
- ^
a
b
"DHC-2T Turbo Beaver: The Legend Continues."
Archived
17 July 2012 at the
Wayback Machine
vikingair.com
. Retrieved: 20 November 2009.
- ^
"Beavering Away."
Flight International
, 23 August 1995.
- ^
"Advanced wing for the Beaver wins approval."
Flight International
, 27 August 1997.
- ^
"Beaver revival."
Flight International
, 12 November 1997.
- ^
Graham, Warwick.
"Orenda geared for certification."
Flight International
, 29 August 2000.
- ^
"Viking acquires de Havilland type certificates."
Archived
24 August 2006 at the
Wayback Machine
Viking
Press Release, 24 February 2006.
- ^
Sarsfield, Kate.
"Viking restarts Twin Otter production."
Flight International
, 2 April 2007.
- ^
Sarsfield, Kate.
"Beaver to bring back bush aircraft."
Flight International
, 8 April 2003.
- ^
"DHC-2 Beaver."
Stolairus
, Retrieved: 2 February 2012.
- ^
"FAA STC SA00857NY Installation of a new Advanced Wing Technologies (AWT) wing and increase in gross weight to 6000 pounds."
Archived
3 July 2017 at the
Wayback Machine
Federal Aviation Administration
, Retrieved: 3 July 2011.
- ^
"Beaver Tails c/n 31."
dhc-2.com.
Retrieved: 3 July 2011.
- ^
"Beaver Tails c/n 126.:"
dhc-2.com.
Retrieved: 3 July 2011.
- ^
Transportation Safety Board of Canada
(7 September 2017).
"Aviation news release"
.
tsb.gc.ca
. Retrieved
2 January
2018
.
- ^
Bell, Jeff (26 March 2019).
"Harbour Air to add zero-emission electric plane; aims to convert whole fleet"
.
Vancouver Sun
. Retrieved
26 March
2019
.
- ^
"
'World's first' fully-electric commercial flight takes off"
. BBC. 11 December 2019
. Retrieved
14 December
2019
.
- ^
Drinkwater, Steve (12 December 2019).
"Harbour Air's e-Beaver"
.
COPA Flight
. Archived from
the original
on 14 December 2019
. Retrieved
14 December
2019
.
- ^
"Beaver Rebuild Program."
Archived
19 April 2009 at the
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{{
cite web
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Donald 1997, p. 328.
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a
b
c
d
Taylor 1961, pp. 27?28
External links
[
edit
]
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Army/Air Force sequence
(1925-1962)
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Tri-service sequence
(1962-present)
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Revived original sequence
(2005-present)
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Non-sequential designations
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Related designations
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1
Not assigned •
2
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3
Unconfirmed
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USN
/
USMC
utility aircraft designations 1935?1962
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Utility (J)
(1935?1955)
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Utility transport (JR)
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Utility (U)
(1955?1962)
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United States tri-service
utility aircraft
designations
post-1962
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Main sequence
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Non-sequential
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Related designations
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1
Not assigned •
2
Designated to hide the true role •
3
Assigned to multiple types
|