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Beechcraft 18 Volpar Amphibian ~ Brian Gladden

The Beech 18 was one of Beechcraft's most enduring designs. In production from the late 1930's until the early 60's many are still in use all over the world.

This plane represents a late Model Super H with the Volpar Amphibian conversion. The Volpar kit added an extended nose and converted the plane to land or water use.

 

 

De Havilland DHC-3 ~ Eugene Heyart

De Havilland Canada's successful line of rugged and useful STOL utility transports, the Otter was conceived to be capable of performing the same roles as the earlier and highly successful Beaver, but was bigger.

Using the same overall configuration of the earlier and highly successful DHC2 Beaver, the Otter is much larger overall. The Otter began life as the King Beaver, but compared to the Beaver is longer, has greater span wings and is much heavier. Seating in the main cabin is for 10 or 11, whereas the Beaver could seat six. Power is supplied by a 450kW (600hp) Pratt & Whitney R1340 Wasp radial. Like the Beaver the Otter can be fitted with skis and floats. The amphibious floatplane Otter features a unique four unit retractable undercarriage, with the wheels retracting into the floats.

De Havilland Canada began design work on the DHC3 Otter in January 1951, the company's design efforts culminating in the type's first flight on December 12 1951. Canadian certification was awarded in November 1952.

De Havilland Canada demonstrated the Otter to the US Army, and subsequently that service went on to become the largest DHC3 operator (as the U1). Other military users included Australia, Canada and India.

Small numbers of Otters were converted to turbine power by Cox Air Services of Alberta, Canada. Changes included a Pratt & Whitney Canada PT6A turboprop, a lower empty weight of 1692kg (3703lb) and a higher maximum speed of 267km/h (144kt). It was called the Cox Turbo Single Otter. A number of other after market PT6 conversions have also been offered.This version is the 1.000hp Airtech Canada conversion, not the original 600hp version! With 400 more horsepower than the original P&W R1340, the 1000 hp engine offers significant performance gains. Take off and climb are dramatically improved, especially on floats

De Havilland DHC-6 300 Amphibian ~ Premiercraft

Canada's most successful commercial aircraft program with more than 800 built, the Twin Otter remains popular for its rugged construction and useful STOL performance.

The Series 300 was introduced from the 231st production aircraft in 1969. It featured the lengthened nose, but also introduced more powerful engines, thus allowing a 450kg (1000lb) increase in takeoff weight and a 20 seat interior. Production ceased in late 1988. In addition, six 300S enhanced STOL performance DHC-6-300s were built in the mid 1970s.

De Havilland DHC-6 300 Twin Sea Otter ~ Premiercraft

Canada's most successful commercial aircraft program with more than 800 built, the Twin Otter remains popular for its rugged construction and useful STOL performance.

The Series 300 was introduced from the 231st production aircraft in 1969. It featured the lengthened nose, but also introduced more powerful engines, thus allowing a 450kg (1000lb) increase in takeoff weight and a 20 seat interior. Production ceased in late 1988. In addition, six 300S enhanced STOL performance DHC-6-300s were built in the mid 1970s. This is the short nose Twin Sea Otter.

De Havilland DHC-3 TTC Super Otter Amphibian ~ Eugene Heyart

This airplane is the exact copy of the conversion created
by (real world) Texas Turbine Conversions. This Otter has received a more powerfull turbine for a much better performance.

 

 

Grumman G21 Goose Amphibian

~ Lynn and Bill Lyons

The Goose began life in the pre WW2 days as Grumman's first design intended for civilian use, but most of the type's production ultimately was against military orders placed during WW2.

The Goose's first flight occurred in June 1937. Grumman's already extensive experience in building fighters for the US Navy was reflected in the Goose's rugged construction, features of which included a braced tailplane and deep two step hull. A retractable undercarriage was another feature. Initial civil production machines were designated the G21A.

The arrival of WW2 saw the Goose (a name originally bestowed on the aircraft by Britain's Royal Air Force) enter military service with a number of allied air arms, the largest operator being the US Navy. Military orders from the US, Britain and Canada accounted for much of the Goose's 300 unit production run.

Postwar, surplus Gooses found their way into service with commercial operators worldwide, their unique amphibious capability and rugged construction ensuring their popularity in the coming decades.

A number of Gooses have been converted to turboprop power, McKinnon Enterprises (initially based in the US, and then Canada) first fitting Gooses with four 255kW (340hp) Lycoming GSO480 piston engines, and then with two Pratt & Whitney Canada PT6s. Two versions of the latter were developed, the Turboprop Goose and the G21G TurboGoose which introduced enlarged cabin windows and retractable wingtip floats.

 

Grumman G111 Albatross Amphibian ~ Eugene Heyart

The Albatross is easily the largest of Grumman's series of utility amphibians, and was the only one originally developed specifically for military service.

The Albatross resulted from a late 1940s US Navy requirement for a general purpose amphibious transport. The first Albatross prototype flew for the first time on October 24 1947, with more than 400 production HU-16s subsequently delivered to the US Navy, US Coast Guard and 12 other nations. Military Albatross missions included general reconnaissance, maritime patrol, anti submarine warfare (in which role it could be armed with torpedoes and depth charges) and search and rescue.

In the late 1970s, Grumman and major US flying boat operator Resorts International began work on a program to convert the Albatross for civil airline service. The conversion incorporated numerous changes to the basic Albatross, including a 28 seat passenger interior, a galley and provision for a flight attendant, upgraded avionics and other improved systems. The airframes were also stripped down, inspected, components were replaced or repaired, and the whole airframe was zero timed. Military equipment was removed and the engines were stripped down and rebuilt. The first such G-111 Albatross conversion flew for the first time on February 13 1979 and US FAA certification was awarded in April 1980.

Grumman purchased 57 Albatrosses for conversion and foresaw a potential market for up to 200 modified amphibians, however this prediction proved somewhat optimistic. In all only 13 aircraft were converted, 12 for Resorts International, and 1 for Conoco Oil/Pelita which operated from Singapore. Several of these are still active, together with ex military examples.