Well heck, that's because you left a.net! Just head over to the Aircraft Data section, and you'll find this:
------------------------------------------------------ One postwar version though was the Riddles Airlines C46R which had more powerful engines and better performance. Thirty or so were converted.
Quote: The Curtiss-Wright Corporation (NYSE: CW) was once a leading aircraft manufacturer of the United States, but has since become a component manufacturer, specializing in actuators, controls, valves, and metal treatment.
Curtiss-Wright failed to make the transition to design and production of jet aircraft, despite several attempts. The final nail in the coffin was the choice of the Northrop F-89 Scorpion over the XF-87 Blackhawk; after the F-87 was cancelled 10 October 1948, Curtiss-Wright shut down its entire Aeroplane Division and sold the assets to North American Aviation.
The only difference between me and a madman is that I am not mad (Salvador Dali)
411A From United States of America, joined Nov 2001, 1826 posts, RR: 8
Reply 6, posted (8 years 2 weeks 1 day 20 hours ago) and read 5195 times:
Yes, most later C-46's had R-2800 engines.
Single speed blower.
However, some later (still) aircraft were 'T-category' (IE: Transport Category) airplanes, and fully met CAR4b specifications.
The Dunes Hotel in Las Vegas had one of these, and they uploaded passengers in LGB and BUR and flew them FOC (free oif charge) to the Dunes in LAS, where the passengers gambled to their hearts content, until 6am, whereupon they were flown back to BUR/LGB.
And yes (again), this airplane had a piano up front, for passenger entertainment.
An actual fact...as I personally knew the pilots who flew the airplane.
PS: The Hacienda Hotel had a DC-4, which flew the same route..without piano.
High rollers are ALWAYS accomodated.
Same-same with flights to LAS, with the Sands Hotel L1011's.
Have bucks, will travel.
CW had great plans to try to market pax versions of the aircraft post-war and did manage to sell some to NE.
EA took a good look at them as well, but decided to go with Martin instead.
The aircraft had hurriedly been designed "by committee" and rushed into service in WWII.EA was selected by the Air Transport Command to de-bug them. It took EA about a year to get the "bugs" out of them (and practically had to re-design them) and get the proper mods underway at the factory. In the mean time flying them through South America and out to Africa as well.
From time to time you will hear unkind things said about them especially the comments of them being unreliable aircraft.
However, with the P&W 2800's you just couldn't get a more reliable powerplant. The propellers. however, were another story and the keeping the Curtiss-Electric units clean were imperative!
The aircraft certainly proved themselves flying the "Hump" during WWII.
The "Non-Sched" carriers of the post WWII era loved them. A company my father worked for had them and flew them out of Miami to areas along the Gulf Coast.
Upstart cargo carriers snatched them up and they became the preferred transport for freighting between MIA and the South American countries----and they were crashed with alarming regularity well into the 1960's----many of them around Miami and not a few ended up in Biscayne Bay.
I will always remember the deafening noise the props made during high engine speed ops such as take-off.
In the cockpit the noise was so loud it could bring tears to your eyes.
There was no mistaking that sound either. For the rest of my life I will always recognize the sound of a C-46 take-off from memory!
"If everything seems under control, you're just not going fast enough!"