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Aviation History
1954
1954 - 2366.PDF
27 August 1954 283 480 h.p. Span Length Pratt and Whitney R-985 48ft 30ft 4in (32ft 9in «s floatplane, above) Gron weight 4,820 lb Maximum speed .. 164 m.p.h. (150 m.p.h. with floats) CANADA MO h.p. Pratt and Whitney R-I34B Span Length 58ft 41ft 10in Grots weight 7,600 lb Maximum speed .. 160 m,p.h. (153 m.p.h. with floats) DE HAVILLAND BEAVER Shortly after die end of the second World War, the D.H.C.2 Beaver was designed to take over the multifarious "Bush-flying" jobs then undertaken by a diversity of pre-war and ex-military aircraft. Overriding importance was placed on "ruggedness," ease of maintenance, reliability, carrying capacity—from the aspect of both weight and bulk—and flexibility and short-field performance. The design was a winner from the start, for it offered 120 cubic feet of stowage space and could carry well over half-a-ton; furthermore, it has proved eminently suitable for conversion to skis and floats, and can fly smoothly with such loads as large canoes (too bulky for internal stowage) lashed to the landing gear or floats. The wing has a high aspect ratio, and is fitted with hydraulically actuated slotted flaps and drooping ailerons. A controllable-pitch two-blade airscrew is standard, and the full-load take-off and landing distances are both of the order of 1,250ft. The heated cabin can accommodate seven passengers. < More than 600 Beavers have left the Downsview factory to date, and production continues at a rate of some 15 per month. A Leonides-powered variant has also been developed, for possible production in England to meet the needs of sterling customers or others who prefer mis more modern and more powerful engine. DE HAVILLAND OTTER The great success of the Beaver led its makers to explore the field even further and it became evident to the D.H. Canada design and sales staffs that a market existed for a machine of similar layout but capable of carrying about twice as much. Early in 1951 the final plans were drawn up for the D.H.C.3, originally named King Beaver and now familiar as the Otter. Although it generally resembles the Beaver die Otter is very much larger and can, in fact, carry 15 passengers. The engine is nothing more potent than the reliable 600 h.p. Wasp, and the resulting power loading of nearly 13 lb/h.p. has necessitated the development of an exceptionally efficient airframe. Slotted ailerons and double-slotted flaps provide a remarkable take-off performance, and float and ski undercarriages have been developed. Four doors are fitted (one nearly four feet wide) and the strong cargo floor embodies a parachuting hatch. All the experience with the Beaver has been incorporated, and the Otter is proving very adaptable to work in completely undeveloped regions. A point of interest is that die Otter is rather larger than the Dove; in particular, the usable cabin volume is one foot longer and considerably wider and higher. Aerodynamic efficiency is enhanced by the very neat engine installation, the only air exit from the cowling being from annular orifices surrounding the exhaust pipes, so that a powerful injection effect draws cooling air past the Wasp with minimum drag. The double-slotted flaps have made possible the attainment of a lift coefficient which is almost unmatched by any other aircraft in general use, and the stalling Otter can be flown, at low altitude but with full load, at no more than 50 m.p.h. under full control.
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