TYPE: Six-seat utility transport.
PROGRAMME: Original Found FBA-2C first flew on 9 May 1962. Production numbered 27, plus five improved Centenniel 100s before company ceased trading.
Prototype of current FBA-2C1 (C-FSVD), converted from an existing aircraft with IO-540-D engine, and other improvements, flew at Georgian Bay Airport, Ontario, in November 1996 and completed test flying, on wheels and floats, during 1998 and 1999. New production was due to start in July 1997 but programme slipped; preproduction aircraft C-GDWO (c/n 28; IO-540-L engine) made first flight October 1998 and certified 5 March 1999; was followed by C-GDWQ in 1999; initial production Bush Hawk C-GDWS (c/n 30) flew 2 March 2000. FAA certificate A7EA reinstated 10 March 2000, covering both FBA-2C and FBA-2C1; uprated (224 kW; 300 hp) version added 1 May 2001.
CURRENT VERSION: FBA-2C Bush Hawk-260: 194 kW (260 hp) version. Not currently available, due to Hawk-XP development taking priority.
FBA-2C1 Bush Hawk-300: 224 kW (300 hp) version.
Description and data apply to Bush Hawk-300 unless otherwise stated.
Bush Hawk-XP: Improved version; demonstrator C-GDWC (c/n 31) built 2000; available from 2001.
CUSTOMERS: Eleven on order by end-1999; customers include Reliance Airways, Northwest Territories; Nakina Outpost Camps; and Air Service, Ontario. Initial production aircraft exported to USA 24 May 2001. By end 2002, six series and two preproduction aircraft had beem built and production slots to end-2004 sold.
COSTS: Bush Hawk-XP US$275,000 on wheels; US$302,000 on skis, US$345,000 on amphibious floats and US$317,000 on straight floats; hourly operating cost C$63.40 (2003).
DESIGN FEATURES: Fully corrosion-proofed, all-metal construction for operation in exceptionally poor weather over all terrain.
High wing with constant chord to mid-span; outer panels unswept, with sharply swept forward trailing-edges. Sweptback fin with two-stage fillet; mid-mounted tailplane. Floatplane directional stability enhanced by underfin and auxiliary fins above and below tailplane at three-quarters span.
FLYING CONTROLS: Conventional and manual. Horn-balanced rudder and elevators. Flaps.
STRUCTURE: Aluminium-covered steel tube front fuselage and semi-monocoque rear fuselage. Deep-section, low-drag, all-aluminium wing.
LANDING GEAR: Fixed. Prototype, preproduction and first production aircraft have tailwheel configuration; all following landplanes have tricycle layout with optional tailwheel layout. Sprung steel main legs with urethane shock-absorbers. Mainwheels 8.00-6, but 66 cm (26 in) 8.50-10 and 76 cm (30 in) Tundra tyres being evaluated. Steerable tailwheel. Other options include Wipline 3450 floats or amphibious floats or Aerocet 3500L floats and Federal C-3200 or C-3600 retractable skis.
POWER PLANT: One 194 kW (260 hp) Textron Lycoming IO-540-D4A5 or 224 kW (300 hp) IO-540-L1C5 flat-six engine, driving a Hartzell HC-C3YR-IRF constant-speed three-blade metal propeller. Fuel in two wing tanks, total capacity 379 litres (100 US gallons; 83.3 Imp gallons) of which 371 litres (98.0 US gallons; 81.6 Imp gallons) usable. Oil capacity 10 litres (2.75 US gallons; 2.3 Imp gallons).
ACCOMMODATION: Pilot and co-pilot, plus four passengers in cabin, with crew entrance through forward-hinged door on each side of fuselage. Rear hammock-style seat rolls up for storage in cabin roof when used in freight role; optional individual folding seats available. Rear cabin typically holds four 204 litre (54.0 US gallon; 45.0 Imp gallon) drums and has large, forward-hinged door on each side; door sills are flush with floor; door swing 180o to allow easy loading. Alternatively, one stretcher and attendant in rear cabin. Camera hatch can be fitted in cabin floor.
SYSTEMS: 24 V 10 Ah battery, 28 V 70 A alternator.
AVIONICS: Comms: Optional Bendix/King KT-76A Mode C transponder.
Flight: KLX-135A GPS optional.