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But what about the Canadair CL-52?
Take a stock B-47B and stick an Orenda Iroquois engine on the right rear because it’s too big to fit anywhere else.
The lash-up was reportedly terrible to fly, and after only 35 hours of flight tests (and the killing of the Avro Arrow program) it was shipped back to the US and promptly junked.
But what about the Canadair CL-52?
Take a stock B-47B and stick an Orenda Iroquois engine on the right rear because it’s too big to fit anywhere else.
The lash-up was reportedly terrible to fly, and after only 35 hours of flight tests (and the killing of the Avro Arrow program) it was shipped back to the US and promptly junked.
But what about the Canadair CL-52? Take a stock B-47B and stick an Orenda Iroquois engine on the right rear because it’s too big to fit anywhere else. The lash-up was reportedly terrible to fly, and after only 35 hours of flight tests (and the killing of the Avro Arrow program) it was shipped back to the US and promptly junked.
But what about the Canadair CL-52?
Take a stock B-47B and stick an Orenda Iroquois engine on the right rear because it’s too big to fit anywhere else.
The lash-up was reportedly terrible to fly, and after only 35 hours of flight tests (and the killing of the Avro Arrow program) it was shipped back to the US and promptly junked.
But what about the Canadair CL-52?
Take a stock B-47B and stick an Orenda Iroquois engine on the right rear because it’s too big to fit anywhere else.
The lash-up was reportedly terrible to fly, and after only 35 hours of flight tests (and the killing of the Avro Arrow program) it was shipped back to the US and promptly junked.
But what about the Canadair CL-52?
Take a stock B-47B and stick an Orenda Iroquois engine on the right rear because it’s too big to fit anywhere else.
The lash-up was reportedly terrible to fly, and after only 35 hours of flight tests (and the killing of the Avro Arrow program) it was shipped back to the US and promptly junked.