Another aircraft.....
- Thread starter mojave30cal
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Targets Guy
US Veteran
Is it a BAE ATP?
Gulfecho
Member
A NAMC YS-11A-659 for sure!
kwselke
Member
Nihon Aircraft Manufacturing Corporation YS-11
Nihon YS-11A-600
I CHEATED! Googled the registration Number N113MP
Manufacturer: Nihon
Model: YS-11A-600 Search all Nihon YS-11A-600
Year built: 1969
Construction Number (C/N): 2104
Aircraft Type: Fixed wing multi engine
Number of Seats: 66
Number of Engines: 2
Engine Type: Turbo-prop
Engine Manufacturer and Model: Rolls-royc DART 542
I CHEATED! Googled the registration Number N113MP
Manufacturer: Nihon
Model: YS-11A-600 Search all Nihon YS-11A-600
Year built: 1969
Construction Number (C/N): 2104
Aircraft Type: Fixed wing multi engine
Number of Seats: 66
Number of Engines: 2
Engine Type: Turbo-prop
Engine Manufacturer and Model: Rolls-royc DART 542
Alk8944
US Veteran
Not cheating, merely using research resources available! And a bit of "Being smarter than the average bear!"
Big Cholla
Member
Cyrano: You are absolutely correct. That is Diamond Head for sure. I have flown out of and into Honolulu International several times. That pic was taken from the commercial side looking across the runways towards the FBOs and the military side of the airport. ............
OP
You are all correct, it is a YS-11. The picture was taken in the
mid 1980's at Honolulu International airport from the center
concourse area. That aircraft (N113MP) was the second YS-11
that Mid Pacific Air took delivery of in 1981. I have flown that
particular plane many times, and have a little over 5000 hours
in that type. The YS-11 is a cold weather plane, and on hot
Hawaiian summers it huffed and puffed it's way to altitude. A
very stable platform. And those Dart engines were very loud.
mid 1980's at Honolulu International airport from the center
concourse area. That aircraft (N113MP) was the second YS-11
that Mid Pacific Air took delivery of in 1981. I have flown that
particular plane many times, and have a little over 5000 hours
in that type. The YS-11 is a cold weather plane, and on hot
Hawaiian summers it huffed and puffed it's way to altitude. A
very stable platform. And those Dart engines were very loud.
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Per wiki Mid Pacific Air started in Indiana then ton Reno then to the warm Pacific of Hawaii and the YS-11 was their primary aircraft, so cold weather was not a stranger!
The Convairs are my favorite airliners and my first ever flight in a commercial aircraft was in a North Central Airlines CV-340.
Although the 580 is arguably the best known (North Central converted most of their 340s and 440s to 580s, and they continued in service with Republic), there's a long history of the Convairs and various turbine conversions as well as some new build aircraft.
The first turboprop Convair was the 240-21 Turboliner, which first flew in December 1950 using Allison T-18 turboprops, but ti was;t a success to due design problems with the engine.
An Allison 501-D13D powered YC-131C military conversion first flew in June 1954.
Also in 1954, D Napier and Sons converted Convair 340s with the Napier 3060 shp Eland N.El.1 turboprop and called it the 540. Six of these were converted for Allegheny Airlines in the USA, although they were eventually converted back to P&W R-2800-CB16 power.
Canadair acquired the rights and tooling to the Convair airliners, along with three unsold CV 440s after Convair ceased production. They converted the three CV-440s as CL-66Cs and then built 10 new CL-66B aircraft in 1960-61 all using the Eland Eland N.El.1 turboprop. They sold ten of them (9 Bs and 1 C) to the Royal Canadian Air Force which called them the CC-109 Cosmopolitan. Canadair sold the two remaining Cs to the a local cargo hauler.
Like the Allegany 540s before them, the Eland powered Convairs were not a great success and did not develop the advertised power. The RCAF converted 8 of their 10 CL-66Bs to use the Allison 501-D36 engine in 1967-68 and scrapped the other two for spares.
The Convair 580s were converted by Allison and PacAero from Convair 340s and 440s with Allison 501-D13D turboprops (a developmental outgrowth of the original T18 by way of the T40 and T56 programs) producing 3,750 shp, along with larger control surfaces and tail surfaces.
While it was initially developed in 1960, the first ones did not enter service until June 1964. A few of these were later converted by Flight Trails to Super 580 status with Allison 501-D22G turboprops producing 4,600 shp.
There was also a stretched version converted from C-131s by KF Aerospace in Canada called the 5800 with the D22G engines and a 14' 3" fuselage plug. It retained the smaller 340/440/C-131 tail surfaces as the longer moment arm meant less area needed, and it helped keep the CG farther forward.
Convair had its own turbine conversion program using Rolls Royce R.Da.10/1 Dart turboprops. The first of these flew in May 1965 and when completed, the converted Convair 240s became 600s, while the converted Convair 340s and 440s became 640s.
In comparison the first YS-11A flew in 1962 and it entered service in March 1965.
So the concept of a turbine airliner in that size range was pioneered by Convair in 1950, and was actually made successful by the USAF in 1954.
However, to be fair, while the Convair 580 flew two years before the YS-11A, and entered service about 9 months prior to it, the YS-11A was the first to use R.Da.10/1 Dart turboprops and entered service a couple months before the Convair 600s and 640s.
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The CV 340 and 440 are still in use as cargo aircraft, as are the 580s, 600s and 640s, and a few 580s are also used being used as air tankers fighting forest fires.
If I win the lottery I'm going to buy a CV 580 and restore it in North Central airline colors, but convert the interior to my own personal flying RV.
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