De Havilland Canada (1928–1986)
| Company type | Subsidiary |
|---|---|
| Industry | Aerospace |
| Predecessor | de Havilland Aircraft Company (UK) |
| Founded | March 5, 1928 in Toronto, Ontario, Canada |
| Founder | de Havilland Aircraft Company (UK) |
| Defunct | 1998 (as independent company) |
| Fate | Acquired by Boeing (1986), then Bombardier Aerospace (1992), re-established by Longview Aviation Capital (2019) |
| Successor | Boeing of Canada Ltd., de Havilland Inc., De Havilland Aircraft of Canada Limited (re-established 2019) |
| Headquarters | Downsview, Toronto , Canada |
Area served | Worldwide |
| Products | Aircraft (DHC-1 Chipmunk, DHC-2 Beaver, DHC-3 Otter, DHC-4 Caribou, DHC-5 Buffalo, DHC-6 Twin Otter, DHC-7 Dash 7, DHC-8 Dash 8) |
| Owner | Longview Aviation Capital Corporation (since 2019) |
Number of employees | Thousands (historically) |
| Parent | Longview Aviation Capital Corporation |
The de Havilland Aircraft of Canada, Limited
The de Havilland Aircraft of Canada, Limited (commonly known as DHC) was an aerospace manufacturer headquartered in the area now called Downsview within Toronto, Ontario, Canada. The original site of this company later became home to the Canadian Air and Space Museum, situated in what is currently Downsview Park.
Founded in 1928 by the British de Havilland Aircraft Company, the Canadian division initially produced Moth aircraft to support the training of Canadian aviators under the British Commonwealth Air Training Plan. Following World War II, the company shifted focus to designing and manufacturing its own aircraft models.
During the 1980s, ownership of DHC transferred from public to private hands when the Government of Canada sold the company in 1986 to Boeing, based in Seattle. Boeing subsequently rebranded the firm as Boeing of Canada Ltd., marking the conclusion of DHC’s existence as an independent manufacturer. In 1988, Boeing put the company on the market, and by 1992 it was acquired by Bombardier Aerospace in Montreal. Under Bombardier’s ownership, it operated as de Havilland Inc. until 1998.
In 2006, Viking Air, located in Victoria, British Columbia, obtained the type certificates for all original de Havilland designs no longer in production (models DHC-1 through DHC-7). Later, in November 2018, Viking Air’s parent company, Longview Aviation Capital, revealed plans to purchase the Bombardier Q400 program along with rights to the de Havilland brand and trademark. This transaction was finalized in June 2019, uniting all de Havilland aircraft lines under one organization once more, operating as the newly reconstituted De Havilland Aircraft of Canada Limited.
Formation
The de Havilland Aircraft of Canada, Limited was initially founded on March 5, 1928, as a branch of de Havilland Aircraft (UK), with its first base at De Lesseps Field in Toronto. The company underwent reincorporation on March 5, 1929, and relocated to Downsview within the same year.
Period Before the Second World War
The DH.82 Tiger Moth, which first took flight on October 26, 1931, was developed from the earlier DH.60 Moth. Initially equipped with a 120 hp Gipsy II engine, the 1939 DH.82a variant upgraded to a 145 hp Gipsy Major. Prior to the outbreak of the Second World War, over 1,000 Tiger Moths had been produced. Ultimately, a total of 4,005 units were manufactured in the UK and distributed worldwide. Canada contributed with the production of 1,747 aircraft, predominantly the DH.82c model featuring enclosed cockpits, brakes, and tail wheels. The subsequent DH.83 Fox Moth, designed in England in 1932 as an economical light transport aircraft, incorporated numerous components from the Tiger Moth.
During the Second World War
Throughout the Second World War, the de Havilland Tiger Moth served as a fundamental trainer within the British Commonwealth Air Training Plan (BCATP), which facilitated pilot training for aircrews from across the British Commonwealth in Canada. As a Canadian division of the British parent company de Havilland, DHC became a crown corporation under the Government of Canada during this period.
The company's most significant wartime achievement was manufacturing the Mosquito, affectionately known as the "Mossie." Distinguished by its primarily wooden construction—earning it the nickname "The Wooden Wonder"—the Mosquito relied on speed instead of heavy defensive weaponry for protection. It ranked among the fastest aircraft of its time, capable of reaching speeds up to 425 mph at an altitude of 30,000 ft. Originally conceived as a light bomber, it quickly demonstrated versatility in high-altitude reconnaissance and various intruder missions.
Out of more than 7,000 Mosquitoes produced globally by de Havilland, de Havilland Canada was responsible for manufacturing 1,134 units. Approximately 500 were shipped to the UK before war’s end, although some were lost during transatlantic delivery.
Post-Second World War
Following the conclusion of the war, de Havilland Canada shifted its focus toward developing original aircraft designs tailored specifically for the demanding Canadian operational conditions. Alongside this, the company maintained production of several British de Havilland models and later undertook licensed manufacturing of the American Grumman S2F Tracker. Throughout this period, de Havilland Canada engineered eight distinct aircraft models:
- DHC-1 Chipmunk
- DHC-2 Beaver
- DHC-3 Otter
- DHC-4 Caribou
- DHC-5 Buffalo
- DHC-6 Twin Otter
- DHC-7 Dash 7
- DHC-8 Dash 8
In 1962, the aircraft manufacturing operations of Avro Canada were transferred to de Havilland Canada by their then-parent company, UK-based Hawker Siddeley, which had merged with both entities. Additionally, the company produced the HMCS Bras d'Or (FHE 400) hydrofoil vessel and contributed components for the Alouette 1 satellite project.
Privatization
During the 1980s, the Government of Canada moved to privatize DHC, culminating in its sale in 1986 to Boeing, then headquartered in Seattle. The government asserted that Boeing had provided assurances to maintain all existing product lines; however, soon after acquisition, Boeing ceased production of both the thriving Twin Otter and Dash 7 models. The tooling and specialized machinery for these aircraft were subsequently destroyed.
At that time, Boeing was engaged in intense rivalry with Airbus Industrie over new airliner contracts for Air Canada, which was a Canadian Crown corporation. Boeing leveraged its acquisition of DHC to reinforce its involvement in shared manufacturing agreements. The contract competition proved highly controversial. When Air Canada awarded the contract to Airbus in 1988 amid allegations of bribery during the Airbus affair, Boeing responded by putting DHC up for sale, placing the company’s future at risk.
Throughout Boeing’s ownership, the firm underwent several name changes: it became Boeing of Canada Ltd. in March 1986, was renamed de Havilland Canada Ltd. in November 1987, and later changed to Boeing Canada Technology Ltd. in October 1988.[1][2][3]
Sale to Bombardier
In 1992, DHC was ultimately sold. The division was reorganized under a new corporate entity named de Havilland Inc., which was then acquired by Bombardier Aerospace and the Government of Ontario, holding 51% and 49% ownership respectively. Bombardier retained the right to purchase the Ontario government's share after a period of four years. Legally, Boeing kept the original company, which was later replaced by Boeing Canada in 2005.
By 1997, Bombardier had purchased the Government of Ontario’s remaining 49% stake, and in 1998, de Havilland Inc. was fully merged into Bombardier. This merger marked the conclusion of DHC as an independent entity. Nevertheless, Bombardier continued producing the Dash-8, highlighting its notably quieter performance compared to other aircraft in its category. The Dash-8 series grew to include four variants, with the largest model known as the Q-400.
Purchase by Viking Air
On 24 February 2006, Viking Air based in Victoria acquired the type certificates for all original de Havilland designs from Bombardier Aerospace, covering models from the DHC-1 Chipmunk through to the DHC-7 Dash 7. Holding these certificates grants Viking exclusive manufacturing rights for new aircraft. Prior to this, in May 2005, Viking had already secured rights to produce spare parts and distribute de Havilland’s heritage aircraft lineup.
Although de Havilland Canada relinquished its light aircraft type certificates, it left behind a significant legacy of pioneering aerospace designs with many of its aircraft still operational globally. The company remains an active contributor within the Bombardier Aerospace group. The Downsview facility continues manufacturing civil propeller-driven planes and employs thousands of workers.
Establishment of a New Entity
In November 2018, Longview Aviation Capital Corporation, the parent company of Viking Air, finalized the acquisition of the Dash 8 program along with the de Havilland brand from Bombardier. This transaction was completed on 3 June 2019 after receiving regulatory clearance. Earlier that year, in January 2019, Longview announced plans to create a new Ontario-based company tasked with continuing production of the Q400 aircraft and providing ongoing support for the Dash 8 series. Consequently, this acquisition reunited the entire Canadian de Havilland product lineup under a single corporate umbrella for the first time in many years, forming a new holding company known as De Havilland Aircraft of Canada Limited.
DHC-1 Chipmunk
The DHC-1 Chipmunk represented de Havilland Canada's initial significant post-World War II aviation project, conceived as a primary trainer to succeed the longstanding de Havilland Tiger Moth. This aircraft featured an all-metal construction with a low-wing design, tandem seating for two occupants, and was powered by a single engine. Its landing gear followed the conventional tailwheel configuration. The control surfaces were covered in fabric, while the cockpit was enclosed by a transparent plastic canopy accommodating both pilot and trainee.
Production models were equipped with a 145 hp in-line de Havilland Gipsy Major "8" engine. The prototype took to the skies for the first time on 22 May 1946 in Toronto. A total of 158 Chipmunks were manufactured for use by the Royal Canadian Air Force, whereas de Havilland (UK) produced approximately 740 units to serve as trainers within various Royal Air Force and University Air Squadron programs throughout the late 1940s and into the 1950s. Remarkably, the DHC-1 remained in service with the UK's Army Air Corps until as late as 1995.
As of October 2011, Chipmunks continue to operate within the RAF Battle of Britain Memorial Flight and Royal Navy Historic Flight. Their role includes training pilots in handling tailwheel aircraft — a necessary skill before advancing to fly iconic fighters like the Supermarine Spitfires and Hawker Hurricanes. Since contemporary RAF aircraft predominantly use tricycle landing gear, pilots generally lack experience with tailwheel configurations.
DHC-2 Beaver
In 1947, de Havilland Canada resumed its focus on crafting aircraft tailored for northern Canada with the introduction of the DHC-2 Beaver. Following consultations with Canadian bush pilots such as Punch Dickins, a demand emerged for a durable, extremely adaptable aircraft capable of operating from nearly any terrain, transporting loads up to half a ton, and offering dependable performance. This requirement shaped the foundation for the new design. As the initial model in de Havilland’s renowned STOL lineup, the Beaver established itself firmly within the bush flying sector.
The Beaver quickly proved its versatility across civilian applications, functioning effectively on wheels, skis, and floats. By 1951, the US Air Force and Army had adopted it as their standard liaison plane. Over the next nine years, 968 units designated L-20A were delivered predominantly to the Army. These aircraft played vital roles during the Korean War and Vietnam War, undertaking tasks such as cargo and troop transport, battlefield reconnaissance, search and rescue operations, and communication relay. In 1962, the L-20 was redesignated as the U-6A, with many remaining operational into the 1970s. The Beaver also saw military service in several other countries including Britain, Chile, and Colombia.
With nearly 1,700 produced over a span of twenty years, civilian Beavers continue to operate in more than 50 nations worldwide. The Turbo Beaver (DHC-2 Mk.III), introduced in December 1963, featured a Pratt & Whitney PT6A-6 turboprop engine delivering improved STOL capabilities alongside reduced empty weight and increased maximum takeoff weight. Its cabin was extended to accommodate up to 11 occupants including the pilot. Visually distinct with a lengthened, reshaped nose and a squared-off vertical stabilizer, this variant also benefited from conversion kits offered by de Havilland Canada to upgrade piston-powered Beavers to Turbo specifications. Additional modifications have been carried out by companies such as Kenmore Aviation and Viking Air.
DHC-3 Otter
Continuing de Havilland Canada's legacy of robust STOL utility aircraft, the Otter was designed to fulfill similar functions as its predecessor, the Beaver, but with increased size and capacity—earning it the nickname "one-ton truck."
Although it retained much of the general layout of the successful DHC-2 Beaver, the Otter was considerably larger in scale. Initially known as the King Beaver during development, it featured an extended fuselage, larger wingspan, and significantly greater weight compared to its forerunner. The main cabin could seat between 10 and 11 passengers versus six in the Beaver. Propulsion was provided by a 450 kW (600 hp) Pratt & Whitney R1340 Wasp radial engine. Like the Beaver, it was adaptable for operation on skis or floats. Notably, the amphibious floatplane variant incorporated a distinctive four-wheel retractable landing gear system that retracted into the floats.
Design efforts for the DHC-3 Otter commenced in January 1951 at de Havilland Canada and culminated with its maiden flight on December 12 of that year. Canadian certification followed in November 1952.
Following a demonstration to the US Army, that branch became the largest operator of the DHC-3 under the designation U1. Additional military operators included Australia, Canada, and India.
Several Otters underwent turbine powerplant conversions by Cox Air Services based in Alberta, Canada. These upgrades replaced the original engine with a Pratt & Whitney Canada PT6A turboprop, reducing empty weight to 1692 kg (3705 lb) and increasing maximum speed to 267 km/h (144 kt). This variant was known as the Cox Turbo Single Otter. Other aftermarket PT6 conversion options have also been available.
The Otter secured an important role within bush aviation and continues to be highly valued today.
DHC-4 Caribou
The fourth model developed by de Havilland Canada marked a significant increase in size compared to previous designs and was the company's first twin-engine aircraft. Despite this, the DHC-4 Caribou maintained its reputation as a robust STOL utility plane. Primarily serving as a military tactical transport, it also found a modest role in commercial cargo operations.
The DHC-4 was created to fulfill a US Army specification for a tactical airlifter capable of delivering troops and supplies directly to front-line locations, with the added ability to evacuate wounded personnel on return flights. Supported by Canada's Department of Defence Production, de Havilland Canada produced a prototype that completed its inaugural flight on 30 July 1958.
Recognizing the impressive STOL performance and operational potential of the DHC-4, the US Army procured five units for evaluation under the designation YAC-1. Eventually, the US Army became the largest operator with 159 aircraft delivered. The designation changed from AC-1 to CV-2 in 1962, and subsequently to C-7 when these aircraft were transferred to the US Air Force in 1967. Both US and Australian Caribous were heavily utilized during the Vietnam War. Notably, some US Caribous captured by North Vietnamese forces remained operational until the late 1970s. Other significant military users included Canada, Malaysia, India, and Spain.
While most Caribous were produced for military purposes, their durability and exceptional STOL abilities attracted a niche group of commercial operators. The aircraft received US certification on 23 December 1960. Early commercial clients included AnsettMAL, which flew a single unit in New Guinea's highlands, AMOCO Ecuador, and Air America—a CIA-operated airline during the Vietnam era engaged in covert missions. Additional Caribous entered civilian service after being retired from military duty.
In later years, some civilian models underwent turboprop engine conversions with mixed results. Presently, only a limited number of Caribous remain active in civilian roles across all variants.
DHC-5 Buffalo
Initially referred to as the Caribou II, the DHC-5 Buffalo represented an enlarged evolution of the DHC-4 design featuring turboprop engines and a T-tail configuration. This tactical transport was developed to satisfy US Army requirements for carrying substantial payloads such as Pershing missiles, 105 mm howitzers, or three-quarter-ton trucks. Development expenses were shared among the US Army, Canadian government, and de Havilland Canada. The prototype took flight for the first time on 9 April 1964.
Expectations for substantial orders diminished when all heavy fixed-wing aircraft were reassigned from the US Army to the US Air Force, which showed little interest in this type. A total of 122 units were produced across two manufacturing phases, including several Buffaloes operated by the US Army and four C-8 transports for the USAF. After no further orders followed from the US Army’s assessment (initially designated YAC-2 and later C-8A), Canada’s Armed Forces acquired 15 DHC-5A models (CC-115 designation), with six later converted for maritime patrol duties.
Following deliveries of 24 aircraft to Brazil’s Air Force and 16 to Peru’s Air Force, production ceased temporarily. However, in 1974 de Havilland Canada recognized an ongoing market demand and resumed manufacturing with an enhanced Buffalo model (DHC-5D). This variant featured more powerful engines allowing higher maximum takeoff weights and improved overall performance. In the early 1980s, efforts were made to adapt the Buffalo for civilian applications under the name "Transporter." After losing the demonstration aircraft (serial number 103 C-GCTC) at the 1984 Farnborough Airshow, this initiative was discontinued. Although production ended in 1982, delivery of all 122 units was completed by April 1985.
DHC-6 Twin Otter
Regarded as one of Canada's most enduring commercial aircraft designs, with over 800 units produced, the Twin Otter is renowned for its robust build and excellent STOL capabilities.
The development of the Twin Otter began in January 1964 when de Havilland Canada initiated work on a twin-engine turboprop version of the DHC-3 Otter, aimed at creating a STOL twin turboprop commuter and utility transport. Modifications included lengthening the wings, redesigning the tail, nose, and rear fuselage, and expanding seating capacity to accommodate up to 18 passengers.
Designated as the DHC-6, prototype assembly started in November 1964, culminating in its maiden flight on 20 May 1965. After certification was granted in mid-1966, the initial Twin Otter entered operational service with the Ontario Department of Lands and Forests, a long-time de Havilland Canada client.
The earliest production models were identified as Series 100s. These featured double-slotted trailing edge flaps and 'flaperons'—ailerons that operate together with flaps—to enhance STOL performance. Compared to later Series 200 and 300 variants, the Series 100 can be recognized by their shorter noses, slimmer propellers, and smaller engine exhaust ports.
Introduced in April 1968, the Series 200 brought a notable change with an extended nose design that, combined with a redesigned rear cabin storage area, significantly increased baggage space.
Starting from the 231st aircraft in 1969, the Series 300 incorporated the extended nose along with more powerful engines. These upgrades allowed for a takeoff weight increase of 450 kg (1,000 lb) and expanded seating to 20 passengers. All variants can be outfitted with skis or floats. Additionally, six enhanced STOL performance DHC-6-300S models were produced in the mid-1970s.
Production of the Twin Otter concluded in late 1988. However, in 2010, Viking Air commenced manufacturing a completely new iteration known as the Series 400.
DHC-7 Dash 7
The DHC-7, commonly referred to as the Dash 7, is a four-engine regional airliner designed for STOL operations with a seating capacity of approximately 50 passengers. It was engineered to operate from short runways as brief as 915 m (3,000 ft), targeting small urban airports such as London City Airport (LCA), where stringent noise restrictions apply. The aircraft’s four slow-turning propellers contribute to reduced noise emissions.
To achieve its superior STOL performance, the Dash 7 incorporates several aerodynamic features. The wing’s trailing edge is equipped with double-slotted flaps covering roughly 75% of its span. During typical STOL landings, flaps are deployed to 45°, enabling slower approach speeds (generally between 70 and 85 knots) and steeper descent angles. Upon touchdown, flaps retract to a 25° setting to diminish lift and enhance braking efficiency. The aircraft also utilizes two ground spoilers per wing alongside two roll spoilers per wing; while roll spoilers primarily assist aileron function during flight, all four roll spoilers activate upon landing together with ground spoilers to significantly reduce wing lift.
Supported financially by the Canadian Government in the early 1970s, development of the DHC-7 began with two prototype aircraft whose first flight occurred on 27 March 1975. The initial production Dash 7 took flight on 3 March 1977; certification followed on 2 May that year. Service entry was achieved with Rocky Mountain Airways on 3 February 1978. In a milestone event in 1983, this aircraft type performed the inaugural landing at London Docklands Heron's Quay, setting the stage for London City Airport. By 1987, Brymon Airways launched Dash 7 operations at LCA. Although demand for city-to-city flights did not fully develop as anticipated, Brymon Airways capitalized on its STOL advantages at London City Airport [N 1].
The standard passenger model was designated Series 100; a freighter-only variant was offered as Series 101. These had a maximum takeoff weight of approximately 42,000 lbs. Subsequent versions included Series 102 (passenger) and Series 103 (passenger/freighter hybrid), both equipped with more powerful engines and an increased maximum takeoff weight of around 44,000 lbs. The most significant update came with the Series 150 featuring higher maximum takeoff weight and expanded fuel capacity for extended range; its freighter counterpart was Series 151. Production ceased in 1988 following Boeing’s acquisition of de Havilland Canada.
de Havilland Canada Dash 8
In the late 1970s, de Havilland Canada initiated the development of the Dash 8 to address a significant market need for a modern commuter aircraft seating between 30 and 40 passengers. Prioritizing cost-effective operation rather than short takeoff and landing (STOL) capabilities, the Dash 8 achieved greater commercial success.
Sharing design elements with the Dash 7, the Dash 8 incorporates a high wing and T-tail configuration, equipped with an advanced flight control system and extensive full-length trailing edge flaps. It is powered by two Pratt & Whitney Canada PW120 series turboprop engines, initially known as PT7A models. The first of two preproduction units took to the skies on 20 June 1983, followed by Canadian certification granted on 28 September 1984. The inaugural delivery was made to NorOntair in Canada on 23 October 1984.
The Dash 8 was launched at a time when older feederliners were becoming increasingly uneconomical to maintain, and few contemporary aircraft of similar size were available. The ATR-42 entered service a year afterward, while other competitors like the Dornier 328 and Fokker 50 emerged primarily in response to the Dash 8's market impact. Over 1,000 units have been delivered to date. In April 2008, Bombardier announced it would cease production of the Dash 8's 100, 200, and 300 series, leaving only the Q400 model in active manufacture.
Aircraft built under licence
De Havilland Canada manufactured numerous aircraft under licence, predominantly adapting designs originally developed by its parent company, British de Havilland Aircraft.
de Havilland Fox Moth
Following World War II, Fox Moths were produced in Canada mainly to maintain factory activity and meet growing demand for new bush planes. Canadian enhancements applied to the Tiger Moth were also incorporated into the Fox Moth models. A specialized stretcher was designed by de Havilland for use with the Fox Moth to enable operation as an air ambulance. Of the total fifty-three built, thirty-nine remained in Canadian service, many outfitted with floats or skis, providing reliable performance over many years.
While effective in operation, the Fox Moth was somewhat outdated; for instance, it featured a modern plexiglas sliding cockpit canopy attached to an essentially early-1930s airframe. Communication between the rear passenger cabin and forward cockpit was conducted through an opening in the instrument panel.
de Havilland Mosquito
Prior to the conclusion of World War II, de Havilland Canada manufactured 1,134 Mosquito aircraft. Of these, 444 were operational within the Royal Canadian Air Force, spanning models from Bomber Mk VII to Trainer Mk 29, between 1 June 1943 and 28 September 1951.
de Havilland Canada (Grumman) CS2F Tracker
In 1954, the Royal Canadian Navy opted to upgrade its outdated fleet of Grumman TBM Avenger anti-submarine warfare planes by adopting Canadian-built licensed versions of the Grumman S-2 Tracker, designated as CS2F. This $100 million Canadian contract represented the largest defense procurement in Canada since World War II. Various Canadian firms produced subassemblies, which were then sent to de Havilland Canada facilities where the forward fuselage and crew compartments were constructed. De Havilland Canada also handled final assembly, integrated ASW electronic systems, and prepared the aircraft for delivery.
The inaugural Canadian-assembled Tracker took flight on 31 May 1956. In total, 99 Trackers were delivered for Royal Canadian Navy use starting that year. Several of these aircraft remained in military service into the 1990s.
Some former CF Trackers found new life with Ontario’s Ministry of Natural Resources (Ontario) and later Conair, repurposed for aerial firefighting operations.
Hydrofoil
Main article: HMCS Bras d'Or (FHE 400) Constructed between 1960 and 1967 for the Royal Canadian Navy, HMCS Bras d'Or (FHE 400) functioned as an experimental hydrofoil platform to test anti-submarine warfare technologies on an ocean-capable hydrofoil vessel. During sea trials in 1969, it surpassed speeds of 63 knots (117 km/h; 72 mph), potentially ranking it among the fastest warships globally. The ship was built by Marine Industries Limited in Sorel, Quebec, with de Havilland Canada serving as the prime contractor.
Following its retirement from naval service, the hydrofoil was preserved and is now exhibited at the Musée maritime du Québec located in L'Islet-sur-Mer, Quebec.
Aircraft
| Aircraft | Role | Capacity | First flight | Production period | Units built |
|---|---|---|---|---|---|
| de Havilland DH.60 Moth | Biplane trainer utilized by the Royal Air Force and Royal Canadian Air Force | Two crew members | 1928 | ||
| de Havilland DH.82 Tiger Moth | Biplane training aircraft for RAF and RCAF operations | Two crew members | 1931 | ||
| de Havilland DH.83 Fox Moth | DH.83C model designed for bush flying and private pilots | One pilot plus 3–4 passengers | 1945 | 1945–1948 | 53 |
| de Havilland DH.98 Mosquito | Versatile fighter and fighter-bomber for RAF and RCAF | Two crew members | 1940–1945 | ||
| de Havilland Canada DHC-1 Chipmunk | Tandem-seat trainer aircraft | Two crew members | 1946 | 1947–1956 | 1,283 |
| de Havilland Canada or Viking Air DHC-2 Beaver | Bush plane designed for rugged operations | One pilot plus seven passengers | 1947 | 1947–1967 | 1,657 |
| de Havilland Canada DHC-3 Otter | STOL bush plane capable of carrying passengers or cargo | One pilot with up to eleven passengers | 1951 | 1953–1967 | 466 |
| Grumman/de Havilland Canada CS2F Tracker produced under license from Grumman | Anti-submarine warfare aircraft for Royal Canadian Navy use | Four crew members | 1956 | 1956 | |
| de Havilland Canada DHC-4 Caribou | STOL cargo transport and tactical airlift aircraft | Three crew members; capacity for either 32 troops, 24 fully equipped paratroopers, or 14 stretchers | 1958 | Early 1960s—late decade production | 307 |
| de Havilland Canada DHC-5 Buffalo | STOL turboprop tactical transport and cargo plane | Three crew members; accommodates up to 41 troops or 24 stretchers | 1961 | Produced during periods in 1965 and again in 1974 | 122 |
| de Havilland Canada or Viking Air DHC-6 Twin Otter | Utility aircraft with STOL capabilities | Two pilots plus twenty passengers | First flown in 1965 | Manufactured from 1966–1988 and again from 2008 to present (under Viking Air) | Over 900 units produced |
| de Havilland Canada DHC-7 Dash 7 | STOL regional turboprop airliner | Two pilots; seating for between thirty-five and fifty-four passengers | First flight in 1975 | Production spanned from 1978 to1988 | 113 built |
| de Havilland Canada or Bombardier DHC-8 Dash 8 | Regional turboprop airliner | Two or three crew; passenger capacity ranging from thirty-seven to ninety | First flown in1983 | In production since1984 | More than1100 units built |
See also
References
- Notes
- ↑ London City Airport extended its runway in 1991 to accommodate British Airways operations including those involving the BAe 146.
- Citations
- ↑ Cite error: Invalid
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- ↑ Template:Cite document
- Bibliography
- Hotson, Fred W. The de Havilland Canada Story. Toronto: CANAV Books, 1983. ISBN 0-07-549483-3.
- Milberry, Larry. Aviation In Canada. Toronto: McGraw-Hill Ryerson Ltd., 1979. ISBN 0-07-082778-8.
- Molson, Ken M. and Harold A. Taylor. Canadian Aircraft Since 1909. Stittsville, Ontario: Canada's Wings, Inc., 1982. ISBN 0-920002-11-0.
External links
- The Canadian Encyclopedia, de Havilland Aircraft of Canada Limited
- BAE Systems, Heritage - De Havilland Canada
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