Lockheed L-188 Electra - America's Most Controversial Airliner
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- Опубліковано 8 бер 2024
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Often described as America's Comet, the Lockheed L-188 Electra was an exceptionally promising turboprop design, tailored rigorously to ensure that the resultant airframe was among the safest and most efficient designs ever built to fly.
Sadly, in the first 14 months of its operation, terrible similarities to the Comet disasters eight years earlier began to appear for the Electra, with three examples being lost in tragic accidents, two of which involved problems with the wings separating from the fuselage, leading to a collapse in public confidence in the L-188, and the premature end of its production run.
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References:
- Key Aero (and their respective references)
- Wikipedia (and its respective references) - Авто та транспорт
Reminding me of Reeve Aleutian Airways Flight 8. Prop came off over the North Pacific. Keep up with the great videos!!
I have such good memories of working for Reeve Aleutian so long ago. Working on 44Charley and 68 Romeo, and the YS11’s with the screaming RR Darts, the DC’s. And Pulling cylinders off the C46, tight spaces.
Miss all the guys, George, Tom, and can’t remember our lead man’s name.. but he must have been a clone of a young Chevy Chase, a comic and mechanical genius.
What a great crew! And free trips to cold bay, and all the way out to Adak, though Adak was mostly working trips. To be young again, all of us.
Cool fact, that Electra from that incident is still flying and is actually the same exact Electra that is in the thumbnail of this video
Maybe it's like your first "love" (I thought it was love). It was the first big airplane I flew. I checked out as a copilot with about 1300 hrs total time, 60 hours of multi-engine time and 1.5 hrs in a Cessna 402b. 😳 It was not an easy transition but I made it. By the time we parted ways I was a captain and had about 3500 hrs on the Electra. It was an amazing airplane with some very advanced systems. Once the power was set to climb thrust it would would maintain the setting compensating for altitude. The pressurization system worked without fluctuations when power was changed and even on a hot day was capable of blowing snow out of the air vents. The electrical system was robust enough to operate a small city and worked automatically moving busses to the generator with the power. The propellers would not only synch (think speed), they would also phase which would position so that each prop was in a different position. When they went to phase it sounded like only one engine was running. Very smooth and quiet.
The operator I flew for was one of the worst. In one 7 day period I shutdown one engine 4 times and on the 7th day 3 engine ferried different a airplane. They only had 5 and that was the condition of 2.
The airplane flew like a big Aztec. It only required a thumb and 2 fingers on the yoke even in rough air. It was the largest, roomiest cockpit of my career, which included the B747. Each pilot had has own landing gear handle and his own set of thrust levers. It had lots of power and when light weight could out run most transport airplanes to 2 thousand feet. We would occasionally outrun a Southwest 737 flying from Dallas to Houston.
It was one of the easiest transport airplane I flew. It was my first love.
Sorry to go on so long.
I can feel your sadness. I loved that aircraft also.
I read this reply multiple times because even though I’m an aviation enthusiast the terminology escapes me. A guy from my church retired from the Navy and spent almost all of his career around the P-3 he said that plane had more redundancies than you could imagine. Overbuilt in every aspect.
Oh! No! You didn't go on for so long. Enjoyed the information!
With 2000 hours on the Electra and another 14,000 on other jet & turboprop types the Electra remains the nicest commercial aircraft to hand fly that I have experienced.
Varig Electras were used at the Rio de Janeiro - São paulo "air bridge", the second busiest route in the world at the time. At peak years some of them flew 66 flights per day. Varig operated electras from september 1962 to january 1992 without a single major accident or loss of life.
Only one incident of a belly landing at Rio International with no injuries and no loss of hull..if i’m not mistaken, still the fastest civilian turboprop in history. I was a passenger many times in the shuttle Rio-Sao Paulo.
Varig were a nice carrier.
@@johndonovan6840 I believe the Soviet Union's Tupolev TU-114 was the fastest turboprop airliner in history.
Upstaged by the Viscount.
@@WAL_DC-6B the Tupolev Tu 144 wasn’t the Concordsky? The russian Supersonic?
Brazilian pilots cried when this plane retired from commercial aviation,The people who flew on this plane remember it with extreme affection, it was used a lot here in Brazil for commercial aviation in several different companies, remembered for its robustness And also being one of the safest planes with no major accidents during its 30 years of commercial activities here in Brazil
My uncle was an airline mechanic (and in the USAAF in WW II,) and he said that the GM Allison turboprops were a vast improvement over the old radial engines in every way (oil and fuel consumption, noise, vibration, ease of maintenance) and then after that the true jet engines beat them all. He said that the mechanics were in love with the 707 and not a bit sorry to see the prop planes go! But he said that the Electra was a very good plane that was not given a fair chance.
American octagenarian here: I well remember the L-188, but not so much the crashes you cite. There were so many other fatal airliner crashes during the 1950s in the U.S. that these did not stand out to the average news reader. But what did attract media attention was that these were not jets, at jet speeds, despite Eastern's appellation. The 707 got the favorable press, and even that one was chided for not coming into service as quickly as the revised version of the Comet. That is how I remember it, but thanks for your perspective.
I worked as an avionics tech on P3Cs at NAS Alameda back in 80s. There is nothing like the sound of those Allison turboprops. Amazing aircraft.
The Orion would go onto being a phenomenally solid aircraft, and a speed demon. One of the fastest western multi engined propeller driven aircraft ever built (411 knots!).
I loved flying the Electra on Air California flights between Oakland and San Diego, California back in the early 1970's. The flights cost less than those using the B-737 and the plane flew at 20,000 feet with large windows. They provided great sightseeing flights for me.
I a so glad that someone recognzed Air California as an Electra operator. We attribut our success as an airline to the Electra. Incredibly reliable and comfortable and a dream to drive And unexpectantly thrifty on fuel and lubrication consumption. At our affordable fares we still made money. I would like to point out that AirCal's only mishap was with a B737. And that mishap was due to an air controller's error at SNA.
@@Navalator As a student at SDSU, Air California was the perfect match for my preferences to flying commercial. Thank you to all of you who made that airline as great as it was.
Another parallel between the Comet and the Electra being that both were developed into very successful anti-submarine patrol aircraft, even if the Nimrod only saw service with the RAF and was never exported
Flew on one of these out of Lake Tahoe in the summer, around 1980. A couple of ex Navy pilots announced that they had kicked the tires, lit the fires and we were off. High and hot we climbed like a scalded monkey. Noisy but a hell of great ride.
As a boy in New York, I remember Eastern Electras flying into LGA. I always loved the sound and look of the Electra and was amazed a propeller driven airplane could cruise at more than 400mph. As mentioned, Eastern used the Electras for the DCA-LGA-BOS shuttle for many years and they matched the block times of jets. Now I live in CHS and once in a while a P-3 flies by and I enjoy the sound of those Allison engines.
I flew P-3s in the Pacific and love the plane. It was fast, maneuverable, and comfortable as long as you stayed out of bad weather. We'd spend 6-8 hours flying on two engines at 200 feet rigging ships in the South China Sea. Great airplane.
What does rigging ships mean and why would you be flying with only two engines?
To "rig" a ship you fly by it at 200 feet and record the name of the ship, country of origin, the type of ship it is (ore carrier, military, grain carrier, etc) the upright configuration (king posts, masts, etc), and take photos of it.. This information was delivered to Intelligence during our post-flight debrief. From this they could tell what was going into Haiphong Harbor. We flew on two engines to conserve fuel. Once the plane got down to a certain weight we would shut down #1 and as it got lighter we'd shut down #4. It flew beautifully at low altitude on two engines when you were light enough. I always wondered... if we reduce our fuel consumption by flying on two engines, does that mean we could stay up indefinitely if we shut down all four?
We all know who owns the two in Canada, Buffalo!
?
@@jeebusk Buffalo Airways.
They still flying?
@@johnnunn8688 Yes!
@@fredschriks8554 I love Joe , his family, his dog and his employees.. My favorite airline in the whole world.
I flew on the Rio-São Paulo Electra shuttle service. It was wonderful. They use to have a small lounge at the aft. Seats were very comfortable. I was very disappointed when they changed them to 737s. Not the same experience.
You only mention the P3 Orion derivative very briefly. That's a shame, as those stable and reliable birds served for decades for a number of Navies, and have only recently been retired.
In San Diego, CA (USA), our homegrown Pacific Southwest Arlines (PSA) flew Electras between California cities. On the 1970's, my dad safely commuted to and from Sacramento every week in PSA Electras.
I'm sure your father enjoyed all those wonderful stewardesses in their groovy mini dresses and go-go boots!
As the P3 Orion, this same basic airplane was made in hundreds and was flown for millions of hours with few problems.
Still flying I believe for some militaries
@@yourcrazyteacher585 American Navy still flies some of these.
I remember flying on the Electra as a small child. Considering Boeing's management problems today, I sometimes wish Lockheed never left the passenger aircraft industry. It's fun to think what could have been if Lockheed built a modern narrow-body airliner to compete against the A320 and 737 series.
Back in June 1976 I flew on SAHSA's (Servicio Aereo de Honduras, SA or "Stay at Home, Stay Alive") Lockheed L-188 Electras between New Orleans, LA and Managua, Nicaragua and back. It was a nice, pleasant flight and I got to spend about an hour in the cockpit "jump seat" while flying to Nicaragua. Great video on the issues that faced the early Electras and thanks for sharing!
Yeah I bet that was something else 🎉
I remember reading of an Electra being brought down by bird strike on takeoff which took out two engines on the same wing..The pilots allowed the dead wing to drag back into the stall speed window n the poor aircraft fell off on that wing n spun in.😢😢
Reeve Aleutian Airways flew the Electra from 1968 until its shutdown in 2000. I cannot count the number of flights I made from Anchorage to Cold Bay, Dutch Harbor and St. Paul. Many was the time we got to Dutch only to find the weather too bad to land. Back to Anchorage to try the next day.
With a service ceiling of 28,000 feet these planes had to deal with weather conditions that later airliners could avoid. Back in the early 1970s I flew in one of these from Panama City, Panama, to Guayaquil, Ecuador. It was a former Eastern Airlines unit operated by Ecuatoriana Airlines. We flew into some really bad weather (just after being served a breakfast of cold scrambled eggs). Over the years I spent a lot of time in the air, and this was without doubt the roughest flight I ever experienced. The excitement peaked when we were struck by lightning. Being young and foolish, I flew back home on the same type aircraft, happily without incident.
And yet you survived.
Cold scrambled eggs and then turbulence. Many barf bags must have been used.....
I am not old enough to have flown on the Electra, but I have flown on the U.S Navy P-3 Orion which were military version of the plane. I always liked the sound of the engines.
Prior to deregulation of US airlines in 1978, intrastate airlines Air California and Pacific Southwest Airlines used Electras to access airports like Lake Tahoe where the runways were too short for jets. I fondly remember flying Air Cal into TVL in the late 70s.
As a kid in the 70s, I loved going to TVL to watch my dad depart/arrive on the Electras. The 2nd floor of the terminal had an outdoor viewing area overlooking the apron and runway, and I'd stand out there taking in the sights, sounds, and smells until Mom would drag me away. I never got to fly on those planes, but I remember them fondly.
"America's Comet", good analogy. ~ The Lockheed L-188 Electra and it's military variant the P3-Orion. ~ De Havilland Comet airliner and Hawker Siddeley's Nimrod design based the Comet 4. ~ It's interesting they had very similar circumstances. Great video, thank you.
Was about to say the same thing. Two aircraft to fail in passenger service by design issues, but then have long illustrious life's in the military as Maritime aircraft.
It shows that even the best Engineers with the best intentions can be humbeld by the laws of physics.
Both aircraft gave new research on not or badly understood behaviour of structual materials.
The comet gave scientific insight about metal fatigue.
The Electra gave scientific insight about vibration damage.
On todays modern aircraft we also have structual materials failures.
Failing ceramic fan/turbine/compressor blades of jet engines and delaminating composites of wings / fuselages are a thing now.
Luckily 98% of all those current failures do not lead to a crasch with loss of life.
Outside the max debacle and pilot error, ALL aircraft manufacturers lost aircraft with loss of life due to modern material stuctual failures.
A hull loss were the passengers / crew can walk away with minor injuries and in need of a fresh pair of underpants, is what we all hope for when such new scientific insights happen.
When I was a little kid, we flew on the Electra. My main memories about it was the vibration and noise, and my teeth rattling. It was a relief when Eastern switched to jets.
I remember flights in Alaska between Anchorage and Shemya Island back in 71-72. The cross winds at Shemya often caused the C-141's to turn back because they could not land while the L-188's always put it on the ground. Sometimes, the cross winds were so bad I could watch the runway approach from my side window.
Back in the 1960's we enjoyed our flights on the Electra; SFO to SAN. We liked them as much as the 727 jets and the flights were just a few minutes longer.
Brillant very interesting thank you
I flew a charter from Switzerland to Denmark around Christmas in the sixties. It took them 45 minutes to start one engine then we were all rushed aboard😂 it was a stormy night flight. I looked outside and saw a plane passing just under us in the opposite direction😮. Being a kid I found it very exciting😅
Yes, feared in the US but loved in South America. I flew on 1 from Asuncion Paraguy to Sao Paulo.
I was only 4-6 years old in ‘60-‘62. My dad did a little flying for his work. I do remember being fascinated with the different engines. I saw RR Darts and Allison turbo props at Minneapolis/St Paul airport in those days. These must have been on the Capital Airways Viscounts and Convair twins flown by NW Airlines and/or Republic Airlines. Thanks for the memories.
Capital Airlines flew their Viscounts into Minneapolis-St Paul back in the early 1960s. Capital disappeared when it merged with United Airlines in 1961. UAL continued to operate the former Capital Viscounts until early 1969.
Great vlog as always! We flew them in Norway until 2000s. Fred. Olsen used them for cargo flying. The RoNAF flew the P-3 until last year. Now we have the P-8. Keep up the good work. You have the UKs best sellers the DH Dove and Heron!
I flew on these in the mid 1990s to Dutch Harbor, Cold Bay and St. Paul. I worked on and flew on P-3s the first half of the 1970s.
Eventually became a workhorse, but it’s early disastrous introduction could not be overcome. Even I, as a GA pilot, walked away from a flight when I arrived at the airport and saw this plane was scheduled for my flight.
Transport Canada lists 9 registered to Buffalo Air and 14 to Air Spray for a total of 23 in Canada. However, none of the 9 operated by Buffalo are carrying passengers as the airline no longer provides scheduled services. In addition some aircraft are used for parts and not airworthy.
NWT Air used to fly into Ulukhaktok (Holman) with one on passenger service. Great aircraft. At the time the taxiway was too narrow and they had to shutdown the outside engines so as not to hit the lights.
In short, when Boeing announced the 727 project in 1960, that pretty much ended the market for the Electra. The 727 had excellent shorter field operating characteristics, and definitely flew way faster than the Electra.
I recall taking many flights from Melbourne to Launceston in Electras back in my childhood. I 'd watch as Electras took off at what looked like an incredibly high angle of attack.
I know someone who flew on RAAF P-3 Orions many times. He's still fond of the design.
‘America’s Comet’, the Comet was the first jet airliner so a major leap into the unknown, the L-188 as stated was not the first Turboprop airliner.
Though delays in developing the VIckers Vanguard gave the L-188 a free run in its category at the start.
Though a fan of the Nimrod, I do wonder if an adaptation of the Vanguard similar to the L-188 to P-3, would have been more successful export wise.
Surprised you noted the Vanguard as the developmental rival - Id understood it was the Bristol Britannia that Lockheed initially had in its sights with the project that eventually resulted in the Electra.
@@neilturner6749 Interesting discussion! I think the Britannia (and its Canadian development, the CL-44) was bigger and had longer range, and was more quickly superceded by the B707 and DC-8. The Vanguard, on the other hand, was intended for shorter distance, built to the specifications of BEA, and was flown only by BEA and TCA (now Air Canada), forgetting about whatever small lines flew it after BEA and TCA withdrew it from service. The Soviet equivalent, the Il-18, was much more numerous in production, with a "captive" market, and like the Electra, had a maritime patrol version. Rounding out the big turboprops was the biggest, the Tu-114, which was both successful and safe, but like the Britannia, was fairly soon superceded by a jet (the Il-62, with decidedly unsafe characteristics). Had big turboprop engines in Britain been perfected more quickly, the mighty and hopelessly underpowered Brabazon might have seen production and service... It's interesting, though, that the only four-engine 1950's turboprop still flying in any significant number is the Electra, and in the geographical area for which, probably unintentionally, it was designed for.
Beautiful aircraft
I flew on a Lockheed L-188 as a youngster. Frankly, it seemed quite old-fashioned, and it was loud and vibrated. First of all, we had to walk outside to board the aircraft using stairs which felt rather low-rent. The huge propellors, though idle on the boarding side, were intimidating. The other aircraft used on that particular trip was a Boeing 727, and that seemed much more modern, with a snappier looking cabin that was also wider, and we boarded the 727 via the comfort and convenience of a jetway.
Bah! Humbug. "Had to walk outside!" HA HA HA
@@Navalator
Don’t forget the intimidating propellers.🤣🤣
Interesting video as usual. Even a great manufacturer like Lockheed had its failures - never knew about it - still, early days of turbo props and jets was new ground for everyone. Shocking flaw in the design and construction. Nice looking plane too.
👍
They eventually got it all fixed, and she became a wonderful airliner..
Yeah, wings falling off mid flight is a bit of a fatal flaw.
@@johndonovan6840 As they did with the Comet but somehow no-one has that much praise for the fine English aircraft.
@@fredburley9512The Comet was a combination of bad design and build flaws against better knowledge (and no, it wasn’t the windows), chrst, one of the reasons they grounded the Nimrod was the cost of getting around dangerous flaws of the original comet design. The Electra’s failure mode was truely into unchartered territory, and nothing like the comet. It was a much, much better design.
@@hepphepps8356 Talking rubbish.
"America's Most Controversial Airliner"
*MAX has entered the chat.*
DC-10: *waves hello*
Air California had Lockheed Electra's in the 1970's. I think they used them for their Lake Tahoe runs.
Qantas also operated the Electra, not just Ansett, TAA and Air NZ. I had my first flight on an Electra Mk IV operated by Qantas, before I’d been on a bus, train, tram or cab.
I had two flights on Qantas Electras in the 1960s, both Sydney - Wellington NZ. The return flights were on Air New Zealand DC8s.
The design was magnificent. The issues with powerplant attachment points were an unfortunate oversight. Consider the overall success of Lockheed in that era.
Best educational well narrated videos on UA-cam 👌
Your videos are just amazing - well done - again 👍👍👍
It was the same story with nimrod where it found success in military maritime use after it failed as an airliner… the comet became the nimrod.
Have you covered the comet/nimrod and vanguards?
Qantas even used the extended range model on the Sydney Perth Australia to Johannesburg through the 60s with refueling stops at Cocos Island and Mauritius till middle 60s ..
Air New Zealand (then TEAL) had a few Electras from about 1959 to the '70s. I recall as a kid being so disappointed that TEAL chose the L-188 instead of the Comet 4C, I now believe to be consistent with QANTAS. In those days, both airlines were government-owned. Later, the RNZAF flew the P-3 for many years. Note: the P-3 is a bit shorter than the L-188.
My very 1st airplane ride. AA , LGA to BUF at age 9 ,1964. Still remember the lounge area with the circular couch at rear bulkhead. My Dad had me dressed with coar and tie....those were the days..
Very good info. I worked for Lockkheed in bldg. 309 and 310 while the Electra was modified. 1959 -1961.
They took about 10 feet out of the fuselage to convert it to the P3. I was not working on it but was involved with the P2V 5 and 7s during this period.
Awesome informative video as always fantastic video thank you 😊
Actually the L-1249 was a proposed turboprop variant of the L-1049 but it never made it past the prototype phase (officially designated YC-121F and R7V-2)
I was 6 years old when a woman came to visit in curlers, peg leg pants and smoking Wintsons and declared "You'd never catch me on an Electra !" America's only 425 mph prop liner...
This plane was very susscesful in Brazil, where it operated for nearly 40 years, with 0 fatallities
Great vid! So the very successful P-3 paid for the Electra. Cheers!
Regretfully, I never flew on an Electra, but I did fly Heathrow-Warsaw over 50 years ago in an Il-18, the very similar Soviet equivalent. Powerful and noisy (sitting by the engines....). I think all the Electras flying today are in the Canadian Northwest, having also been extensively flown in Alaska. It's not a coincidence that they have congregated there. The Electra is uniquely able to handle the harsh cold climate of the North-West. There's a wonderful film, "ELECTRA! Queen of the Aleutian Islands", by William Schulz, here on YT about the Electra, and goes into depth about the Electra's qualities.
Great video...👍
We have a couple of those Air Spray units stationed at our airport during the summer since it is a fire center for southern BC.
say hi to the mechanic with the old cameras for me. ;)
Say what you will, the P-3 Orion was damn near bulletproof, especially for an airframe stretched into service for over six decades.
I was a P3 AW I flew on a P3 that one of my Uncles had flow before I was born lol it was an old P3A our Squadron got as a loaner bounce bird while we were upgrading our P3Cs It was a great plane
I flew on them in the late 1960s on the Eastern Shuttle NYC to Boston. They replaced DC-6s.
I flew the Electra in 1975 with the livery of SAHSA Airlines . Tegucigalpa - New Orleans.
I flew on a SAHSA chartered Electra from New Orleans to Managua and back in 1976.
I believe that the aircraft pictured at 13:46 is a Canadair CP-107 Argus, not an Orion.
Oops, it is indeed an Argus but still a great video on the history of the Electra.
Excellent video!
Very interesting and superbly put together documentary! I had no idea of the Electra's fate. Once again, it is the innovator paying the price.... For me as a test engineer, using the props only in feathered position indicates an obvious defect in the testing process.
OK....fact-check time. In the two wing-failure accidents, the wings did NOT "separate from the fuselage" nor were the engine mounts weak. The actual problem was a condition called "flutter" (also known as "whirlaway"). It occurred when the right conditions of power setting, prop setting and airspeed caused the entire outboard engine mounts to start a somewhat cirucular mortion that increased in intensity....a resonance in the structjure of the wing and engine mount attach point. The giveaway for the investigators was when, in both crashes, they found that the engine mounts had not failed, but that the points at which it attached to the wing exhibited stress cracking consistent with repeated excessive motion, leading to fracture and separation of the wing structure. The actual fix for the condition was to add a section of thicker skin to the upper surface of the wing between the inboard engines and extending outboard of the outboard engines. This skin addition altered the resonant frequency of the mount/wing structure interface. Once that was accomplished, the fleet of L188s never had that happen again.
Flew on both American Airlines and Western Airlines examples from Phoenix to San Diego many times, until the Boeing 720B took over.
I remember the distinct sound those engines made.
The early crashes were hardly "the end" of the Electra. It campaigned on for decades, being a mainstay of both Eastern Airlines and Pacific Southwest.
Eastern, as a new airliner owner, flew the Electra the longest from 1959 to 1977. It also owned and operated more Electras than any other airline (a total of 40).
excellent, well done . . . thumbs up 👍💥🎈
The Corvair of commercial airliners. By the time the problems were fixed and it was an outstanding aircraft, the damage had been done.
I remember (but can't find any reference of) Iceland Air flying Electras on a transatlantic route in the late 60s.. The route had a stop in Iceland to refuel. Tickets were dirt cheap and a favorite of college students.
The problem was they took the wings off C130 and put them on upside down. 🙄 Hold your arms out to the side. Move them in a circle- whirl mode. The plane was a rocket, as fast as today's regional jets. Living on the coast saw and heard them many times as Orions. I recall my Gram flying on Mohawk on Convair with 2 of those engines I was awed by the size of them.
L-188 Electra was basically the civilian airliner version of the military C-130.
What killed the Electra was the Allison turboprop, not the problem with the wing-
Too bad for Lockheed,maybe explains some of their later shady deals.But man that early Comet in bare aluminum is drop dead gorgeous!
The comparison with Comet is appropriate, if ironic.
There's one possibly still in use in Alaska. I remember seeing one in use on a small, regional airline around which a reality TV series was created.
got to fly on 1 in Alaska in the 90s best flight ever
Shame Lockheed couldn't/wouldn't build a super sized Constellation with turboprops... that was a beauty!
The Orion gives counterpoint to the civilian version as an immensely reliable aircraft. This was probably due in large part to the maintenance and training proficiency of the military (Navy) and prior military trained personnel working with NOAA’s hurricane hunters. The powerful Allison T56 engines gave us 12 hours of patrol time (15 hours with three engine loiter mode) and was very efficient at low level (100 to 500 ft search mode) for extended periods. It’s over sixty year service life and popularity with Navy’s world wide give testament to a great aviation platform.
I recall that the Electra had a habit of flying into the sides of mountains. The irony is that this aircraft would go on to be a fantastic anti-submarine hunter in the P-3 Orion.
While my uncles heart belonged to the DC3 (the only thing better than a dc3 is two DC3’s 😃) his very close second was the Electra (only being marked down as ‘being a bit posh’ 😂) it’s absolute workhorse status and being able to fix any part with ‘a big screwdriver and a roll of duct tape’ means for me it’ll always be a legend (Reeve Aleutian flight 8 anyone?) ❤
I think I flew in the Ansett Airlines one shown in the late 60s. They were used in conjunction with Viscounts. I personally preferred flying in the Viscount, but the Electra was comfortable. You can't argue with the P-3 version though. I don't think the replacement P-8s actually do the job as well.
Early in my career, I was a tech writer of EP-3e manuals.
Hard to imagine any American airliner being regarded as more controversial than the DC-10.
The DC8 - over 2,000 passengers and crew lost their lives in DC8 disasters.
Excellent video, however you neglected to discuss the noise and vibration issues, which necessitated a subsequent 3 degree upthrust added to the engines. This action preceeded both wing losses. Got to wonder if this change contributed to whirl mode.
If I remember correctly it was the Boeing 707 that usurped the turbo prop aircraft in the 1950's.
I know for a fact they are still flying P-3s out of Jacksonville. I see them on FlightRader once in a while. Could be the hurricane watchers, or ELINT's, I am not sure. I used to be stationed at NAS Jacksonville in the 80's, and we had a LOT of P-3's flying. I made the torpedo's for them. It was a great aircraft.
Flight 320 perished same date as Buddy Holly - a sad day.
Still much preferred the Viscount
I flew many times in the Brazilian VARIG Electras, up tô 1992.
Silent, comfortable and reliable beasts. Not to compare with today's Boeings and Airbuses.
its British counterpart, the Vanguard, also suffered at least one fatal crash I can remember that made the news, when its tail broke off in cruise on a passenger flight.
Unfair? The wings fell off! That's fair! :) Glad they fixed it but damn!
The aircraft was flutter tested in the NASA Langley Transonic Dynamics Tunnel which had only come on line in 1960. These tests confirmed prop whirl flutter being the cause of the aircraft losses.
Flew on KLM Electra during the BEA strikes of the early sixties. It's real competitor was the Bristol Britannia, flew on that too and loved it
Yup, also the Ilyushin Il-18. The Brittannia unfortunately had to suffer as well from initial crashes, one of which with KLM executives on board.
Didn't he cover this earlier, or was that Dark Skies?
Cathay Pacific seems to have harboured a positive avoidance of Boeing equipment. They went w/the L-188, the Convair 880, and the L1011, before eventually settling on the 747. And of course The Rolling Stones chartered N6118A from McCulloch for their 1972 American tour.