Development and Design Philosophy
The Bushmaster 2000 project began in 1953 when aviation pioneer Bill Stout acquired the design rights to the original Ford Trimotor and began testing a vintage example. Working alongside Robert Hayden from Hayden Aircraft Corporation, Stout announced extraordinarily optimistic plans on January 15, 1955, to manufacture 1,000 modernized aircraft. The design philosophy centered on preserving the rugged simplicity of the 1920s Trimotor while incorporating contemporary materials, powerplants, and systems to create a reliable bush aircraft for remote operations.
Stout's modernization efforts included replacing the original corrugated aluminum skin with lighter, stronger smooth aluminum alloy construction, though the basic fuselage and wing structure retained the corrugated design that actually increased drag. The enlarged cockpit featured improved visibility through larger windows, while the flight control system was completely redesigned with internal cable routing replacing external cables, modern trim tabs, and foot-operated hydraulic brakes instead of the original hand-operated system. A larger vertical stabilizer and dorsal fin were added to reduce adverse yaw characteristics.
Manufacturing Challenges
Production proved extraordinarily challenging, with Aircraft Hydro-Forming of Gardena, California, under president Ralph P. Williams, requiring eleven years to complete the first prototype. The initial aircraft, registered N7501V, finally flew in 1966 after the lengthy development period. Manufacturing continued at an glacial pace, with the second and final aircraft, N750RW, not completed until January 18, 1985—nearly two decades later. A third fuselage was begun but never finished, marking the end of the ambitious production goals.
This extended timeline from 1966 to 1985 highlighted the project's fundamental financial and logistical problems. The small-scale manufacturing operation lacked the resources and infrastructure necessary for efficient aircraft production, contributing to the program's ultimate commercial failure.
Technical Specifications and Performance
The Bushmaster 2000 was powered by three Pratt & Whitney Wasp Junior R-985 engines, specifically the AN-1 or AN-14B variants. Each nine-cylinder air-cooled radial engine displaced 985 cubic inches and produced 450 horsepower, driving Hartzell HC-B3R30-2E fully-feathering three-blade constant-speed propellers. The improved engine cowlings provided better temperature control compared to the original Trimotor installation.
Standard passenger configuration accommodated 15 travelers plus a two-person crew, though single-pilot operation was certified and high-density seating could theoretically accommodate 23 passengers. The aircraft featured a standard fuel capacity of 360 gallons, with oil capacity of 8 gallons for the center engine and 9 gallons each for the outboard powerplants. Alternative configurations included a 600-gallon tank installation for firefighting and forest dusting operations, while the landing gear could be replaced with floats or skis for specialized operations.
Performance specifications included a takeoff distance of just 606 feet, extending to 1,200 feet when clearing a 50-foot obstacle, demonstrating the aircraft's intended bush flying capabilities. However, despite these modernizations, the Bushmaster 2000's performance could not compete favorably with contemporary designs of similar passenger capacity.
Commercial Failure and Market Reality
The Bushmaster 2000 was specifically designed as a small commuter airliner targeting bush operations and remote area service. However, no commercial airline sales materialized during the aircraft's production run. The combination of extended development timeline, limited manufacturing capability, financial constraints, and performance that failed to match modern competitors doomed the commercial venture.
By the time the second aircraft was completed in 1985, the aviation market had evolved significantly, with turboprop aircraft offering superior performance, reliability, and operating economics. The Bushmaster 2000's radial engines and 1920s-derived design philosophy, while nostalgic, could not compete with purpose-built modern aircraft in the same category.
Tragic End and Legacy
The Bushmaster 2000's story concluded tragically on September 25, 2004, when the second aircraft, N750RW, was destroyed in a takeoff accident near Fullerton Airport, California. Investigation revealed that a makeshift gust lock had been left attached to the rudder and left elevator during the attempted takeoff. This critical oversight caused the aircraft to veer off the runway, become briefly airborne, then enter an uncontrolled descending left roll before impacting ground vehicles. The pilot was killed and the copilot seriously injured in the accident.
The surviving aircraft, N7501V, has resided in several museums over the decades. Originally acquired by the American Air Museum Society of Richmond, California, it later moved to the Golden Wings Museum at Anoka-Blaine Airport near Minneapolis, Minnesota. Current sources indicate the aircraft is owned by Pleasant Aviation LLC and displayed at the Mid America Flight Museum near Mount Pleasant, Texas, though some reports place it at the Owl's Head Transportation Museum in Maine.
The Bushmaster 2000 serves as a cautionary tale demonstrating that nostalgia and good intentions cannot overcome fundamental market realities, manufacturing limitations, and performance requirements in commercial aviation.