Canadair CL-44 Sold to U.S.

        Signing of the contracts for the sale if Canadair CL-44 turboprop transports to the Flying Tiger Line Inc. and Seaboard and Western Airlines Inc., creates several firsts for the Canadian aircraft industry.

        It is the first time a Canadian-built aircraft has been sold to U. S. airlines.

        They are the first sales, military or of a "swing-tail" air freighter anywhere in the world, and the first orders by any airline for a turbine powered long-range air freighter.

        The sales, 10 airplanes to Flying Tiger (who have an option on a further five) and five to Seaboard and Western (with an option on five) amount to about $70 million.

        The deals represent a significant breakthrough by the Montreal aircraft company. President Geoffrey Notman said he confidently expected further orders to materialize. The 15 aircraft are scehduled for delivery during the first half of 1961.

        The CL-44, developed from the Bristol Britannia, via the CL-28 anti-submarine patrol aircraft, is larger and considerably heavier than the British airliner. In fact, with a gross weight of 102.5 tons, it is the largest commercial turboprop aircraft ever ordered into production.

        It has a span of 143 feet and a length of 137 feet. Powered by four Rolls-Royce Tyne engines (the same as the Vickers Vanguard) it has a cruising speed of 400 mph and can lift 65,000 lb. of cargo across the North Atlantic.

        The U. S. carriers are attracted to the CL-44 by its swing-tail rapid loading feature and its low operating cost potential.

        Flying Tiger plans to place its new fleet in operation on its domestic freight routes and in its international and military charter work, and Seaboard & Western on its transAtlantic mail and cargo service.

        Raymond A. Norden, president of Seaboard & Western, described the CL-44 as "a major economic breakthrough in airfreight which will permit the international airlines to compete more favorably with steamships for the vast tonnage now moving across the oceans of the world."

        Robert W. Prescott, president of the Flying Tiger Line, said: "The CL-44 should enable the air-freight industry to compete effectively with long-haul trucks and rail. In the CL-44, we have cheaper power married to the proper airframe. This combination must result in lowered costs which should lead us to the long sought ton-mile rate of 10 cents, as compared with today’s 20 cents."

        The CL-44 features a tail section which swings back on hinges to permit loading of cargo through the rear end of the fuselage. This is claimed to permit loading and unloading of 32.5 tons of cargo in 19 minutes, and to enable accommodation of a single unit about 85 feet long, 11 feet wide and 6¾ feet high. This would encompass missiles such as the Bomarc and Nike, as well as cargo such as heavy trucks and boilers.

        From a structural viewpoint, the hinged-tail is better than a big sidedoor, which would necessitate reinforcement of the surrounding structure. The result is a saving in weight.

        The hydraulic system can be used to actuate the swinging mechanism. Alternatively, a ground power supply can be employed.

        Alignment of the rear fuselage is by a locating spigot and shear pins on either side of each latch. The latches and the hinges, are designed fail-safe.

        A safety system also prevents operation of the actuator when any one of the tail latches is engaged, and ensures the aircraft's engines cannot be operated above a pre-set power unless all latches are locked. The swing-tail is sealed to prevent any loss of cabin pressure in flight.

        Control motion for elevators, elevator trim and rudder is transmitted across the break by a system of bevel gears, levers and rollers. These are designed to provide a positive, self-centreing interface. Connections are recessed to protect them from damage.

        A version of the CL-44 without the swing tail is on order for the RCAF. it also will be powered by four Tyne engines, plus four-bladed de Havilland propellers. Specific fuel consumption for the engine is quoted at less than 0.4 lb/ehp/hr in cruising flight and future engine developments will likely improve this figure.