The all-green FBA-1. This was the first aircraft to be built by Found Brothers Aviation. Trials with this aircraft included taxiin on tricycle skis. ~Jack McNulty

Their concept evolved and towards the end of World War II they built models which were wind tunnel tested at the University of Toronto under the supervision of Professor T.R. Louden. In 1946 Found Brothers Aviation Ltd. was formed and design of the full-scale FBA-1 aircraft was begun. This work was undertaken by Mssrs Frank Disalvo, Fernando Vachon, and others. In 1947 on the Agincourty, Ontario farm of F.M. Staines, construction began. This was supervised by Staines. In 1948 the project was transferred to Malton airport and the following year the aircraft, designated FBA-1A, was ready to fly. It had been built as a test vehicle for use in later production development. Some of its features included a tricycle undercarriage, constant taper cantilever wing with a deep section low drag airfoil, interchangeable tailplanes, and steel tube fuselage. The aircraft was fabric covered.

On June 27, 1949, S.R. (Mickey) Found, at the time a captain with TCA, conducted the first flight of the FBA-1A. The company then engaged a design tea under the direction of J.P. Booth to monitor the flight test program and to use the information gathered in the development of a production machine, the FBA-2. By the end of the year, after about 20 hours of flying and taxi trials were concluded, the aircraft was retired.

The FBA-2 incorporated several basic changes including all-metal wings with a slightly modified airfoil and constant chord center section, metal tail planes, and metal covered fuselage. The cabin had four doors to facilitate cargo and passenger handling. The square cross section cabin had an unobstructed length of 11 ½ feet to take cargo normal to bush operations such as drill rods, stretchers and 45 gallon drums. The airframe was designed to accept either tricycle or tail-down undercarriage without major changes. At first it was planned to use the Gipsy Major and Cirrus Major engines in this version. The FBA-2 was to simply be constructed in order to provide easy maintenance and repair with limited facilities in the field. Hinged engine cowls gave easy access to the entire engine compartment, where the battery was readily accessible. These were key assets when servicing a float or ski equipped bush plane.

The prototype FBA-2A taking off from Toronto Harbor with N.K. Found at the controls, May 28, 1961. The aircraft was finished in white and red. ~Larry Milberry

In 1950 construction was started on the FBA-2A with tricycle gear. Funds for this activity were provided from a program to scrap and cannibalize Lancasters at Pearce and Penhold in Alberta.

When the RCAF reactivated the Lancaster during the Korean War, these became an important source or spares for de Havilland and Avro which were rejuvenating Lancasters. Over 100 Merlin engines were sold directly by Found to the Canadian Government. D.S. “Dwight” Found was responsible for the Found Brothers Aviation Lancaster disposal program in Alberta; while D.G. “Grey” Found handled sales in Toronto.

In 1952 funds from this source dwindled and attempts to obtain investment capital failed. The FBA-2A program was shelved and the company then concentrated on a diversification program which included aircraft service, subcontracting, and product development.

In 1957 Found Brothers Aviation was able to reactivate its FBA-2A on a limited budget. The prototype was completed in June, 1960. During this period, L.M. Treleman, previously of Avro, joined Found as chief engineer. In the time since its temporary shelving, the Found aircraft had lost much of its market impetus to the Cessna 180 which by the mid fifties was beginning to appear in Canada in large numbers.

Summer of 1960 saw the FBA-2A launched into its test program at Malton. Taxi trials led to short hops. The first of these took place June 13, a 15-second flight 10 feet above the runway. Following this a major turning point for the project occurred when two aircraft were ordered on behalf of Georgian Bay Airways. These were paid for by John David Eaton, who became a major source of support for the program as it developed.

The first official flight took place August 11 when the aircraft was aloft for 20 minutes. Shortly afterwards, the company began demonstrating the aircraft, on August 22 to the Department of National Defense, and on August 25 to the Press. To date all flying was conducted by Stan Haswell who had spent several years flying CF-100’s for Avro.

The FBA-2C used for type certification. It later became an instruction airframe at Centennial College in Scarborough, Ontario, but is now in the National Aeronautical Collection. ~Jack McNulty

By the time the FBA-2A first flew, 11 years had passed since the original Found Plane had been completed, and the concept of British engines had changed to the more practical Lycoming O-540 of 250hp.

The new plane had a disposable load of 1300 pounds versus the original 950 pounds. During early flight it demonstrated remarkable short field performance, as well as being able to sustain a high rate of climb to 10,000 feet. The following summer it was tested on floats in Toronto Harbor. During this phase of development the value of the plane’s rugged, strut-free wing, four doors, and excellent take-off performance became more evident. No unfavorable control, stability, or vibratory characteristics were detected and no major structural or engine installation changes were necessary.

In 1961, the company moved to a 2500 square foot shop in Rexdale near Malton. There construction of three aircraft began, one for certification, and two for Georgian Bay Airways. As Georgian Bay preferred the conventional landing fear, the new aircraft were built with tail wheels and designated the FBA-2C’s.

The first aircraft built at Rexdale was CF-NWT-X. It incorporated slightly larger tailplanes, approximately 6 inches increased cabin length, and larger rear doors along with hammock-type rear seats which were easily removed or folded upward to accommodate freight.

On June 26, 1962, NWT was on a local test flight. A refueling stop was made at Brampton airport, but the required octane was not available there. During the ensuing takeoff to return to Malton, the engine failed. While attempting to turn back to the field the plane was stalled and dove into the ground killing test pilot John Temple. The Department of Transport accident investigation concluded, “The engine failed from fuel starvation caused by a low fuel supply under conditions of steep climb aggravated by a turn.”

This mishap delayed certification for the FBA-2C until the following year. CG-OZV-X, serial number 4, was used for this, and on February 2, 1964, the type was certified. During this period, the National Research Council provided valuable assistance in the area of major structural flutter testing. To that time few if any aircraft of the size and category of the FBA-2C had been subjected to such extensive pre-certification tests.

The last flying Centenial seen at the parachute club near Baldwin, Ontario in 1975. CF-WFP has since been grounded.

Production at Found rose to 2 ½ aircraft per month during this period. The product coming off the line was very straightforward. No effort was made o dress up the FBA-2C. As the company put it, “As a freighter, every available pound should be should be used for payload. Spilled cargo or residue from carrying fresh fish can penetrate and accumulate in soundproofing creating a hazard through corrosion and extra weight.”

As production continued, so did ideas for improving the FBA-2C. Certain modifications were planned for 1965. These would reduce production costs, increasing payload, and improve appearance and handling characteristics. They would give the aircraft wider market appeal in Canada and abroad where genuine interest was building. At the same time Found was developing a list of changes and refinements which would eventually be incorporated into a second generation aircraft.

Although some negative attitudes were expressed about the plane, operators of the FBA-2C were generally satisfied with their new aircraft. Arnold Morberg of Calm Air wrote that after 5 ½ months of operation and 400 revenue hours, his Found had flown everything from mining equipment and building materials, to 45-gallon drums of fuel, sled dogs, and medical cases. He closed his remarks saying, “I would like to congratulate you and your company on building an aircraft that has long been needed in the Canadian North.”

In spite of a promising beginning, a number of factors were shaping up which would lead to the premature decline of Found Brothers Aviation. In early 1966 the two Found brothers still associated with the company were forced out. At this point the factory was readying aircraft number 22 for delivery to St. Felicien Air Services and the last four aircraft were coming down the line.

After completion of serial number 26 the new management closed the FBA-2C line. At the same time it also set aside Found’s concept for a limited modification program for the FBA-2C, and proceeded with extensive modifications which resulted in the second generation aircraft by early 1967. This was the Found Centennial 100. On April 7, 1967, the prototype CF-100-X, made its first flight with George Ayerhart at the controls. Later that year the company relocated to Grand Bend, Ontario.

Design gross weight of the Centennial 100 was 3500 pounds, with a projected disposable load of 1750 pounds. At gross weight, however, the aircraft would not deliver acceptable performance with its 290hp IO-540 engine. Also, due to an unexpected increase in empty weight, the disposable load on floats was only 1000 pounds, just about equal to the FBA-2C!

Type certification for the Centennial 100 was granted in August, 1968 and while three aircraft were nearing completion, one was flown to Western Canada on a sales tour but customer disinterest resulted in cancellation of the tour at Edmonton.

An immediate reassessment led to the decision that a gross weight of 4000 pounds would be necessary to make it practical. A compatible 400hp Lycoming engine was available and modifications began on the prototype, but in November, 1968, the firms financial backing was withdrawn and it was offered for sale. At this time the directors approached N.K. “Bud” Found suggesting that he might consider taking the company back. The offer was declined. On March 4, 1969, the assets of Found Brothers Aviation were disposed at public auction. With this event, a project of nearly 30 years in the making came to an end.

The Found Brothers FBA-2C was the only Canadian-designed light aircraft to reach full production since the Fleet Canuck. Of 26 built, 9 FBA-2C’s were still active in mid 1979. Fittingly, they are usually operated in out-of-the-way places they were intended to serve. Two aircraft, CF-SDC and CF-SOQ, were being flown by their original owners, Starratt Transportation and Air Alma.

Though few in number, the Founds have operated in all parts of Canada, from the West Coast, to the Arctic, to Newfoundland. They’ve carried such loads as 18 cases of dynamite; 300 loaves of bread; 10 outboard motors; 50 cases of beer; a prospector with his complete outfit, three dogs included; and as bush pilot Bob Grant recalls, a rotund lady and her smelly pet monkey. One FBA-2C still operating has accumulated over 35,000 takeoffs and landings and is still in excellent condition.