I fly to Iceland in a CL44J in May 1971 rt from JFK, they were converted to freighters later that year. I felt very lucky to be able to experience them.
Depending on flight profile, around twenty twenty two tons of fuel, but the downside of this attractive idea is most fuel hauls in AK or Canada are to short loose surfaced dirt strips. You can get away with this scenario using smaller L-188 Electras, Joe McBryan regularly hauls fourteen tons of fuel to DEW sites landing on ice strips with his two L-188,s. ,The'44' a lot bigger, its main tyres no wider in section than those of a city bus, the nose tyres same size as the rear wheels of a sit on lawnmower. This restricts the big Canadian Hauler to airports with decent paved runways.
@@basiltaylor8910 In the 90's I was an FE on a DC-6 tanker in AK N7780B, we could haul 3800 gallons of diesel fuel and land pretty much anywhere AK had to offer I always thought a turbine engine conversion for the Six would be optimum for that mission, cuz the aircraft could use a more widely available fuel opening up all of Northern AK and Canada for the aircraft
I am amazed any survived given that only 39 were built and the there were 21 hull losses. Did this example have the enormously expensive cockpit window conversion?
@@petrovichbauer5105 With further research, I found my answer :- All Yukons were sold to South American and African operators as they could not be registered in North America or Europe since the FAA refused to certify the original windshields which came from the Bristol Britannia because they did not meet flight crew vision standards. The General Dynamics CV880/990 windshields were compatible enough to be adopted into the flight deck structure, but the cost was prohibitive. The CC-106 had the original Bristol Britannia windshield and, on its retirement from RCAF operations, the cost of conversion was estimated at $250,000.00 per unit, cost alone precluding its use in North America and Europe. Thank you for your input.
It's got the 7-piece windshield standard among the CL-44D4 and 44J models. I'm also just as amazed that any 44 is intact. Not only is the Guppy still intact at Bournemouth, there is also a whole Yukon at Space Club Cuenca, Ecuador; albeit with shortened wings (and thus, two fewer nacelles) to keep within club bounds. The club's Facebook page even has pics of the cockpit with partygoers inside.
![Noob To Max With DRAGON REWORK In Blox Fruits [FULL MOVIE]](http://i.ytimg.com/vi/LnBMOinoOvA/mqdefault.jpg)
I fly to Iceland in a CL44J in May 1971 rt from JFK, they were converted to freighters later that year. I felt very lucky to be able to experience them.
Great idea to start No 1 and 2 with equipment still nearby!/JEL
All these guys without hearing protection.... The engines as well as the jet starter make a hell of a noise!
What a beast, no telling how many gallons of fuel it could haul if it was setup in a Tanker configuration for someplace like Canada or Alaska
Depending on flight profile, around twenty twenty two tons of fuel, but the downside of this attractive idea is most fuel hauls in AK or Canada are to short loose surfaced dirt strips. You can get away with this scenario using smaller L-188 Electras, Joe McBryan regularly hauls fourteen tons of fuel to DEW sites landing on ice strips with his two L-188,s. ,The'44' a lot bigger, its main tyres no wider in section than those of a city bus, the nose tyres same size as the rear wheels of a sit on lawnmower. This restricts the big Canadian Hauler to airports with decent paved runways.
@@basiltaylor8910 In the 90's I was an FE on a DC-6 tanker in AK N7780B, we could haul 3800 gallons of diesel fuel and land pretty much anywhere AK had to offer I always thought a turbine engine conversion for the Six would be optimum for that mission, cuz the aircraft could use a more widely available fuel opening up all of Northern AK and Canada for the aircraft
Superb kite good load mover
I think this airplane was in Greensboro about 23-24 years ago.
I am amazed any survived given that only 39 were built and the there were 21 hull losses. Did this example have the enormously expensive cockpit window conversion?
You are thinking of the Britannia
@@petrovichbauer5105 With further research, I found my answer :- All Yukons were sold to South American and African operators as they could not be registered in North America or Europe since the FAA refused to certify the original windshields which came from the Bristol Britannia because they did not meet flight crew vision standards. The General Dynamics CV880/990 windshields were compatible enough to be adopted into the flight deck structure, but the cost was prohibitive. The CC-106 had the original Bristol Britannia windshield and, on its retirement from RCAF operations, the cost of conversion was estimated at $250,000.00 per unit, cost alone precluding its use in North America and Europe.
Thank you for your input.
It's got the 7-piece windshield standard among the CL-44D4 and 44J models.
I'm also just as amazed that any 44 is intact. Not only is the Guppy still intact at Bournemouth, there is also a whole Yukon at Space Club Cuenca, Ecuador; albeit with shortened wings (and thus, two fewer nacelles) to keep within club bounds. The club's Facebook page even has pics of the cockpit with partygoers inside.
🙌🙌🙌🙌🙌🙌👏👏👏
Lovely footage of a type that is not really well documented when it comes to video.
Sure. And for Sharjah it was something different then all that Russian hardware.