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Convair CV-240 family
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The Convair CV-240 is an American airliner that Convair manufactured from 1947 to 1954, initially as a possible replacement for the ubiquitous Douglas DC-3. Featuring a more modern design with cabin pressurization, the low-wing, primarily piston-driven 240 series made some inroads as a commercial airliner, spawning nearly a dozen civil variants, and five for the military, including turboprop versions for both. Though reduced in numbers by attrition, various forms of the "Convairliners" continue to fly in the 21st century.
Key Information
Design and development
[edit]The design began with a requirement by American Airlines for an airliner to replace its Douglas DC-3s. Convair's original design, the unpressurised Model 110, was a twin-engine, low-wing monoplane of all-metal construction, with 30 seats. It was powered by Pratt & Whitney R-2800 Double Wasp radial engines. It had a tricycle landing gear, and a ventral airstair for passenger boarding.[5] The prototype Model 110, registration NX90653, first flew on July 8, 1946.[5] By this time, American Airlines had changed the requirements to include pressurization and deemed the design too small. Convair used the first prototype for 240 series development work before it had the plane broken up in 1947.[6]
To meet the requirements of airlines for a pressurized airliner, Convair produced a revised design—the Model 240. This had a longer but thinner fuselage than the Model 110, accommodating 40 passengers in the first pressurized, twin-engined airliner.[1] The 240 first flew on March 16, 1947.[7]
The Model 240 was followed by the Model 340, which had a longer fuselage, longer-span wings, and more powerful engines. The 340 first flew on October 5, 1951.[8] In 1954, in an attempt to compete with turboprop-powered airliners such as the Vickers Viscount, Convair produced the Model 440 Metropolitan, with more streamlined cowlings, new engine exhausts, and better cabin soundproofing.[9] As the "Super 240" evolved into the CV-340 and CV-440, the design reached the limit of piston-engine performance, and future development centered on conversion to turboprop power.[4]
Operational history
[edit]
Convair delivered the first production Convairliner to American on February 29, 1948.[7] They delivered a total of 75 to American—and another 50 to Western Airlines, Continental Airlines, Pan American Airways, Lufthansa, KLM, Swissair, Sabena, and Trans Australia Airlines.[10] A CV-240 was the first private aircraft used in a United States presidential campaign. In 1960, John F. Kennedy used a CV-240 named Caroline (after his daughter) during his campaign. This aircraft is now preserved in the National Air and Space Museum.
After aborted negotiations with TWA and Eastern for "Super 240" orders, Convair temporarily halted 240 series production. In response to a United inquiry, Convair redesigned the Super 240, calling it the CV-340. United ordered 55, and more US orders came from Braniff, Continental, Delta, Northeast, and National. Other orders came from abroad, and the CV-340 was popular in South America. The CV-340 earned a reputation for reliability and profitability, and was developed into the CV-440 Metropolitan, the final piston-engined variant of the Convairliners.[4] Kelowna Flightcraft Air Charter, the major remaining operator of this model, currently holds the type certificate for this aircraft. Used price for a Convair 240 in 1960 was around £40,000.[11]
Variants
[edit]Data from: General Dynamics Aircraft and their predecessors[4]
Civil variants
[edit]
- Convair Model 110
- Unpressurized prototype with seats for 30 passengers. 89 ft (27.13 m) wingspan, 71 ft (21.64 m) length, powered by two 2,100 hp (1,567 kW) Pratt & Whitney R-2800-SC13G engines. One built.[5]
- Convair CV-240
- Initial production version, with seats for 40 passengers in a pressurised fuselage. Powered by two Pratt & Whitney 2,400 hp (1,800 kW) R-2800 engines.[12] 176 built (excluding military derivatives).[13]
- Convair CV-240-21 Turboliner
- Turboprop-powered conversion fitted with Allison T38 engines. It became the first turboprop airliner to fly in the United States (on December 29, 1950), but problems with the engines resulted in development being terminated. Used as a test bed before being converted back to piston power.[14]
- Convair CV-300
- A conversion from a Convair CV-240 with two R-2800 CB-17 engines and nacelles as used on the CV-340.[15]
- Convair CV-340
- Built for United Airlines and other operators including KLM, the CV-340 was a CV-240 lengthened to hold an additional four seats. The wingspan was extended for better performance at higher altitudes. The CV-340 replaced the DC-3 in United service. The airline flew 52 340s for 16 years without a fatality. KLM operated the type from early 1953 until mid-1963. Many CV-340 aircraft were converted to CV-440 standard.[16]
- Convair CV-440 Metropolitan
- CV-340 with improved soundproofing and an option for weather radar. Maximum weight rose to 49,700 lbs. An optional increase from 44 to 52 passengers was facilitated by the replacement of the carry-on luggage area with two more rows of seats, marked by the addition of an extra cabin window. This option was taken up by several airlines including Swissair, Lufthansa and SAS.[16] Finnair operated the type from 1956 until 1980.
- Convair CV-540
- Conversion from a Convair CV-340 aircraft with two Napier Eland turboprop engines in place of the piston engines. Six aircraft were converted by Napier for Allegheny Airlines.[17] Cost for the conversions was £160,000 per-aircraft. 12 built as new-builds by Canadair for RCAF as CC-109 in 1960 for £436,000 per-aircraft. First flight February 9, 1955.[18] When Rolls-Royce purchased Napier, the Eland program was terminated, and the Allegheny aircraft were converted back to piston power, but were later converted to Convair 580s with Allison turbo props.
- Convair CV-580
- Conversion from Convair CV-340 (Allison Prop-Jet Convair 340) or CV-440 aircraft with two Allison 501 D13D/H turboprop engines with four-blade propellers, in place of piston engines with three-blade propellers, an enlarged vertical fin and modified horizontal stabilizers. The conversions were performed by Pacific Airmotive on behalf of the Allison Engine Company.[17] Cost of the conversions was around £175,000 per aircraft and took 60 days.[11] The CV-580 served with the original Frontier Airlines (1950-1986), Allegheny Airlines, and North Central Airlines for many years and was also the first aircraft type operated by American Eagle on behalf of American Airlines in code sharing feeder service. General Motors Air Transport (GMATs) also used CV-580's on their internal air shuttle operation which ran between Detroit Metro Airport, Dayton,OH, Anderson, IN and other locations as needed.
- Convair CV-580 Airtanker
- Firefighting airtanker conversions with retardant tanks and dropping systems.
- Convair CV-600
- Conversion from a Convair 240 aircraft with Rolls-Royce Dart turboprop engines with four-blade propellers, in place of piston engines with three-blade propellers. CV-600 conversions were performed by Convair.[17] The CV-600 first flew with Central Airlines on 30 November 1965 and also served with Trans-Texas Airways (TTa) and successor Texas International Airlines for many years. The CV-600 aircraft that flew with Air Metro Airways was configured as a 40-passenger airliner. In 2012 the last Convair CV-600 (Rhoades Aviation) went out of service.[19]
- Convair CV-640
- Conversion from a Convair CV-340 or -440 with Rolls-Royce Dart turboprop engines with four-blade propellers, in place of piston engines with three-blade propellers. The conversions were performed by Convair.[17] In 2012, a total of seven Convair CV-640 aircraft remained in airline service, with Rhoades Aviation (one) and C&M Airways (six).[19]
- Convair CV-5800
- A stretched Convair CV-5800 of IFL Group with this aircraft being developed by Kelowna Flightcraft (now KF Aerospace) in Canada
- Conversion from former US Navy C-131F Samaritans by Kelowna Flightcraft Ltd. (KF Aerospace since 2015) in Canada. The CV-5800 is a C-131F Samaritan stretched by 16 ft 7 in (4,98 m)[20] with the Samaritan's original tail unit rather than the enlarged tail of the CV-580. These conversions also have a new freight door, digital avionics with EFIS and Allison 501-D22G engines in place of the original R-2800 engines. The prototype of this conversion first flew on February 11, 1992; the type certificate was issued on December 11, 1993.[21] A total of six aircraft were converted (construction numbers 276 to 279, 309, 343) and mostly used by Contract Air Cargo (later IFL Group); one aircraft later operated by Air Freight NZ was then returned to KF Aerospace for operation in their own fleet.[22][23]
- Allison Turbine ATF 580S Turbo Flagship
- Stretched Convairliner conversion.[24]
Military variants
[edit]- Convair C-131 Samaritan
- The CV-240/340/440 series was used by the United States Air Force for medical evacuation and VIP under this designation
- Convair T-29 trainer
- A trainer model of the C-131 was used to instruct navigators and radio operators
- Convair R4Y Samaritan
- The United States Navy used the Samaritan under this designation
- Canadair CC-109 Cosmopolitan
- Conversion from CV-440, with Napier Eland turboprops in place of the piston engines. The conversions were performed in Canada by Canadair. In Royal Canadian Air Force and later in Canadian Armed Forces service they were known as the CC-109 Cosmopolitan. All were re-engined in 1966 with Allison 501-D13 engines.
- Canadair CL-66
- Company designation for the CC-109 Eland powered variant
Operators
[edit]Civil operators
[edit]
 |
Africa
[edit]- Air Algerie – CV-640
- Ethiopian Air Lines – CV-240[25]
- Kardair (Libya) – CV-440
- Titan Helicopter Group (South Africa) – 3 CV-580
- Regional Air (South Africa – 2 CV-580)
- Rovos Air (South Africa – CV-340)
Asia
[edit]- Air Jordan – CV-240[26]
- Air Maldives – CV-440
- All Nippon Airways – CV-440[27]
- Ariana Afghan Airlines – CV-340[28]
- Central Air Transport Corporation (CATC), - 6 CV-240[29][30]
- Garuda Indonesia – CV-240,[31] CV-340[31] & CV-440[32]
- Iran Air [citation needed] – CV-240
- Japan Domestic Airlines – CV-240
- Orient Airways CV-240[33]
- Pakistan International Airlines – CV-240[33]
- Philippine Airlines – CV-340[34]
- Royal Air Cambodge – CV-440[35]
- Saudia – CV-340[36]
- Seulawah Air Services – CV-640[37]
- South East Asia Air Transport – CV-340[38]
- Toa Airways
Oceania
[edit]- Air Chathams – CV-580
- Air Fiji – CV-580
- Air Freight NZ – CV-580 & CV-5800
- Airlines of New South Wales – CV-440[26]
- Airlines of South Australia – CV-440[26]
- Ansett Airlines – CV-340,[39] CV-440 (some were formerly operated by Braniff International Airways)[40]
- Chathams Pacific – CV-580
- Pionair – CV-580
- Real Tonga – CV-580
- Trans Australia Airlines – CV-240[41]
Europe
[edit]
- Aviaco – CV-440[42]
- Alitalia – Linee Aeree Italiane – CV-240[citation needed], CV-340 & CV-440[27]
- Condor (& predecessor Deutsche Flugdienst) – CV-240[citation needed] & CV-440[43]
- Delta Air Transport – CV-440
- European Air Transport – CV-580[44]
- Finnair – CV-340[45] & CV-440[45]
- Fred Olsen Air Transport – CV-340[46]
- General Air (Germany) – CV-440
- Iberia Airlines – Convair CV-440[43]
- JAT Yugoslav Airlines – CV-340 & CV-440
- Kar-Air CV-440[47]
- KLM – CV-240[48] & CV-340[48]
- Linjeflyg – CV-340 & CV-440
- LOT Polish Airlines – CV-240 (5 in 1957–1966)[49]
- Lufthansa – CV-340[50] & CV-440[51]
- Martinair – CV-640
- Mey-Air – CV-240
- Norsk Metropolitan Klubb – CV-440
- Nor-Fly Charter – CV-440 & CV-580
- Pan Adria Airways CV-440
- Partnair – CV-580
- Polaris Air Transport – CV-240
- SABENA – CV-240[41] & CV-440[51]
- SAS – CV-440
- SATA, SA de Transport Aérien – CV-440 & CV-640
- Stellar Airfreighter (Norway) – CV-440
- Swiftair – CV-580
- Swissair – CV-240 & CV-440[51]
- Tellair – CV-440
United States and Canada
[edit]- Air Mid-America – CV-600
- Air New England – CV-580[52]
- Air Ontario – CV-580, CV-640[52]
- Air Rajneesh – CV-240[52]
- Air Resorts – CV-440
- Air Tahoma – CV-240 & CV-580
- Allegheny Airlines - CV-340[citation needed], CV-440,[53] CV-540[27] & CV-580[53]
- Alaska Airlines – CV-240
- American Airlines – CV-240[27]
- American Eagle – See Metro Airlines
- American Inter-Island – CV-440 (wholly owned subsidiary of American Airlines, which operated flights between San Juan, St. Thomas and St. Croix in the Caribbean)
- Aspen Airways – CV-240, CV-440 & CV-580
- Atlantic Gulf Airlines – CV-580
- Bar Harbor Airlines – CV-600
- Braniff International Airways – CV-340 & CV-440[42]
- Buffalo Airways – CV-240 bought for its engines, not put in service
- Cal Sierra Airlines – CV-580
- Canadian Pacific Airlines – CV-240[54]
- Caribair (Puerto Rico) – CV-340, CV-440 & CV-640
- Central Airlines – CV-240 & CV-600
- Charter Airlines – CV-580
- Cochise Airlines – CV-440
- Conair Group – CV-580
- Continental Airlines – CV-240, CV-340 & CV-440[55]
- Continental Express – CV-580 (operated by Trans-Colorado Airlines)
- Cordova Airlines – CV-240 (acquired by and merged into Alaska Airlines)
- Delta Air Lines – CV-340 & CV-440[56]
- Desert Air – CV-240
- Eastern Air Lines – CV-440[56]
- Era Aviation – CV-580
- Executive Airlines – CV-440
- Freedom Airlines – CV-580
- Frontier Airlines (1950–1986) – CV-240, CV-340, CV-440, CV-580 & CV-600 (CV-600 aircraft formerly operated by Central Airlines)
- Great Lakes Airlines (Canada) – CV-440 & CV-580
- Gulf Air Transport – CV-340, CV-440 & CV-580 (U.S. charter air carrier. CV-580 aircraft were formerly operated by North Central and Republic.)
- Harrison Airways (Canada) – CV-440
- Hawaiian Airlines – CV-340,[50] CV-440 & CV-640[57]
- IFL Group – CV-580 & CV-5800
- Kelowna Flightcraft Air Charter (KF Aerospace) – CV-580 & CV-5800
- Kitty Hawk Aircargo – Convair CV-240, CV-340, CV-440, CV-600 and CV-640
- L&J Company of Addison, Texas – CV-240 (aircraft tragically crashed with the band Lynyrd Skynyrd on board)[58]
- Lake Central Airlines – CV-340 & CV-580
- Laredo Air – CV-580
- Mackey Airlines (also known as Mackey International) – CV-440 & CV-580
- Metro Airlines (via its wholly owned Metroflight division) – CV-580 (former Frontier Airlines aircraft that were operated for American Eagle via agreement with American Airlines)
- Miami Air Lease – CV-440
- Midwest Air Charter/Airborne Express – CV-600
- Mohawk Airlines – CV-240 & CV-440[59]
- National Airlines – CV-340 & CV-440[60]
- Nolinor Aviation – CV-580
- Norcanair – CV-580 & CV-640
- Nordair (Nordair Metro division) – CV-580
- North Central Airlines – CV-580
- Northeast Airlines – CV-240[61]
- Northwest Airlines – CV-580 (former Republic Airlines aircraft that were previously operated by North Central Airlines)
- Pacific Western Airlines – CV-640
- Pan American World Airways (Pan Am) – CV-240 & CV-340[62]
- Powell Air – CV-440
- Quebecair – CV-540 (CL-66)
- Renown Aviation – CV-440 & CV-580
- Republic Airlines – CV-580 (formerly operated by North Central Airlines)
- Resort Air Commuter – CV-580
- Rhoades Aviation – CV-640
- Sea Airmotive – CV-340, CV-440 & CV-580
- Sierra Pacific Airlines – CV-340, CV-440 & CV-580
- Skyfreighters – CV-440
- SMB Stage Lines – CV-600 & CV-640
- Summit Airlines – CV-580
- Sun Valley Key Airlines – CV-440 (U.S. commuter air carrier previously known as Sun Valley Airlines, which operated out of Salt Lake City, UT and Sun Valley, ID, and then changed its name back to Key Airlines)
- Trans-Texas Airways (TTa) – CV-240 & CV-600
- Texas International Airlines – CV-600 (former Trans-Texas Airways aircraft)
- Time Air – CV-580 & CV-640 (former Norcan Air and North Caribou, also one previously owned by Domino's Pizza)
- Trans-Colorado Airlines – CV-580 (aircraft painted in the livery of Continental Express)
- United Airlines – CV-340[63] & CV-580 (CV-580 aircraft operated via wet lease contract by Frontier Airlines (1950–1986) as the replacement for former United Douglas DC-6 service to Elko, NV and Ely, NV)
- Viking International Airlines – CV-600 & CV-640
- Westates Airlines – CV-580
- Western Airlines – CV-240[64]
- Wright Airlines – CV-440, CV-600 & CV-640
- Zantop International Airlines – Convair 640
Mexico, the Caribbean, Central and South America
[edit]- Aero California – CV-340
- Aerocaribe – CV-340 & CV-440[65]
- Aerolíneas Argentinas – CV-240[45]
- Aerolineas Colonia (Uruguay) – CV-240
- Aeromexico – CV-340[45]
- Aeroquetzal – CV-580
- ALM Antillean Airlines – CV-340 & CV-440
- Arawak Airlines (Trinidad and Tobago) CV-440
- ARCO Aerolíneas Colonia S.A. (Uruguay) – CV-240, CV-600
- Avensa – CV-240, CV-340,[66] CV-580
- Aviateca – CV-240, CV-340 & CV-440
- Caribair (Puerto Rico) – see North America
- Chilean Airways – CV-580
- COPA Compañia Panameña de Aviación – CV-340
- Cruzeiro do Sul – CV-240, CV-340 & CV-440[67]
- Flota Aérea Mercante Argentina (FAMA)[68]
- LACSA – CV-340 & CV-440[69]
- Líneas Aéreas Paraguayas (LAP) – 3 CV-240
- LAN Chile – CV-440
- Prinair – CV-580
- Real Transportes Aéreos – CV-340 & CV-440[70]
- SAHSA – CV-580
- Transportes Aéreos Nacional – CV-440
- VARIG – CV-240, CV-340 & CV-440
Military operators
[edit]
- Royal Australian Air Force - Two CV-440 Metropolitans (RAAF serial A95-313 and 353) were in service with RAAF from 1956 to 1968.[71]
- Transporte Aéreo Militar - Six CV-440s and five CV-580s acquired. One of each remaining as of 1987.[72]
- Royal Canadian Air Force and Canadian Armed Forces CV-540s were re engined with T56 turbo props with 412 Squadron
- Luftwaffe operated six CV-440s.
- Italian Air Force operated four CV-440 Metropolitans from 1957 until 1978[73]
- Mexican Air Force CV-580 Nowadays used as an AEW&C Simulator on AFB #1 Santa Lucia
- Paraguayan Air Force: CV-440/C-131D
- Sri Lanka Air Force - CV-440
Other operators
[edit]
- National Research Council (Canada) (CV-580 C-FNRC[74] multi purpose flying laboratory, mainly used for airborne atmospheric research,[75][76][77][78][79][80][81][82] carrying more than 40 in-situ sensors and cloud probes and remote sensing instrumentation such as X,W band radars, 355 nm lidars, and radiometers.[83][84][85][86][87][88][89] )
- Canada Centre for Remote Sensing, later Environment Canada, retired to the Canada Aviation and Space Museum in June 2015 in recognition of its historical significance to Canadian science (CV-580 C-GRSC[90])
- CAAC - One CATC CV-240 defected to the People's Republic in November 1949. This may have been used as a VIP aircraft.[91][92]
- Airborne Imaging, (C-131B N131CR[93])
- Environmental Research Institute of Michigan, later Veridian and then General Dynamics Advanced Information Systems (CV-580s N51211)[94] and N51255[95][failed verification])
- Honeywell International, Everett Washington (CV-580 N580HW[96])
- Raytheon, Tucson Arizona (CV-580 N580HH[97])
- University of Washington, (CV-580 N3UW[98])
Accidents and incidents
[edit]Specifications (CV-240)
[edit]
Data from General Dynamics Aircraft and their Predecessors.[12]
General characteristics
- Crew: 2 or 3 flight deck crew
- Capacity: 40
- Length: 74 ft 8 in (22.76 m)
- Wingspan: 91 ft 9 in (27.97 m)
- Height: 26 ft 11 in (8.20 m)
- Wing area: 817 sq ft (75.9 m2)
- Empty weight: 25,445 lb (11,542 kg) (revised 29,500 lb (13,381 kg))
- Gross weight: 40,500 lb (18,370 kg) (revised 42,500 lb (19,278 kg))
- Fuel capacity: 1,000 US gal (3,785.41 L) - 1,550 US gal (5,867.39 L)
- Powerplant: 2 × Pratt & Whitney R-2800-CA3 Double Wasp / CA15 / CA18 / CB3 or CB16 18-cyl air-cooled radial engines, 2,400 hp (1,800 kW) each
- Propellers: 3-bladed Hamilton Standard or Curtiss reversible pitch
Performance
- Maximum speed: 315 mph (507 km/h, 274 kn)
- Cruise speed: 280 mph (450 km/h, 240 kn) (maximum)
- Range: 1,200 mi (1,900 km, 1,000 nmi)
- Service ceiling: 16,000 ft (4,900 m)
- Rate of climb: 1,520 ft/min (7.7 m/s)
See also
[edit]Related development
Aircraft of comparable role, configuration, and era
- Airspeed Ambassador
- HS 748
- Ilyushin Il-12
- Martin 2-0-2
- Martin 4-0-4
- Saab 90 Scandia
- Vickers VC.1 Viking
References
[edit]Notes
[edit]- ^ a b Wegg 1990, pp. 187–188.
- ^ Wegg 1990, pp. 222–226
- ^ Wegg 1990, p. 226
- ^ a b c d e Wegg 1990, pp. 187–199.
- ^ a b c Wegg 1990, p. 183.
- ^ Gradidge 1997, p. 10.
- ^ a b Wegg 1990, p. 188.
- ^ Wegg 1990, pp. 188–189.
- ^ Wegg 1990, p. 192.
- ^ Gradidge 1997, pp. 10–11.
- ^ a b Flight November 18, 1960, p. 794.
- ^ a b Wegg 1990, pp. 188, 199.
- ^ Wegg 1990, p. 189.
- ^ Wegg 1990, p. 194.
- ^ "Convair-Liner History." The American Museum of Aviation. Retrieved: October 21, 2011.
- ^ a b Gradidge 1997, p. 13
- ^ a b c d Frawley 1997, p. 86.
- ^ Flight November 18, 1960, p. 793.
- ^ a b Flight International, October 3–9, 2006.
- ^ aerofavourites, Convair CV-240 - CV-640 Archived 2017-01-01 at the Wayback Machine. Retrieved: August 17, 2016.
- ^ Gradidge 1997, p. 39.
- ^ Klee, Ulrich & Bucher, Frank et al. jp airline-fleets international 2013/14. Sutton, UK, 2013, pp. 321 and 583.
- ^ Ruud Leeuw, ConvairLiners background information. Retrieved: August 17, 2016.
- ^ John W.R. Taylor, ed. (1987). Jane's All the World's Aircraft 1987–88. London: Jane's Information Group. ISBN 978-0-7106-0850-5.
- ^ Archive 1992 No. 3, pp. 64–65
- ^ a b c Flight April 8, 1960, p. 491.
- ^ a b c d Flight April 8, 1960, p. 492.
- ^ Wragg 1969, p. 7.
- ^ Best Air-Britain Archive Summer 2009, p. 83
- ^ Best Air-Britain Archive Autumn 2009, p. 104
- ^ a b Bridgman 1955, p. 21
- ^ Veronico & Larkins 2005, p. 58
- ^ a b Veronico & Larkins 2005, pp. 59–60
- ^ Bridgman 1955, p. 26
- ^ "SINGAPORE PROPLINERS 1975". goodall.com.au. Retrieved 10 February 2021.
- ^ Bridgman 1955, p. 27
- ^ "SOUTH EAST ASIA 1960s-1970s – INDONESIA & DUTCH NEW GUINEA". goodall.com.au. Retrieved 10 February 2021.
- ^ "SINGAPORE and BALI 1980". goodall.com.au. Retrieved 10 February 2021.
- ^ Bridgman 1955, p. 14
- ^ Veronico & Larkins 2005, pp. 57–558
- ^ a b Bridgman 1955, p. 15
- ^ a b Flight April 8, 1960, p. 493.
- ^ a b Flight April 8, 1960, p. 497.
- ^ Lambert 1993, p. [37].
- ^ a b c d Flight April 8, 1960, p. 489.
- ^ Hagby 1998, p. 34.
- ^ Wragg 1969, pp. 34–35.
- ^ a b Bridgman 1955, p. 25
- ^ Jońca, Adam (1986) Samoloty linii lotniczych 1957–1981, WKiŁ, Warsaw, ISBN 83-206-0530-X (in Polish), p.2
- ^ a b Bridgman 1955, p. 20
- ^ a b c Veronico & Larkins 2005, p. 55
- ^ a b c Gradidge 1997, p. 67.
- ^ a b Gradidge 1997, pp. 69–70.
- ^ Flight April 8, 1960, p. 495.
- ^ Veronico & Larkins 2005, pp. 44–45
- ^ a b Veronico & Larkins 2005, p. 45
- ^ Veronico & Larkins 2005, pp. 45–46, 80
- ^ 1977 Convair CV-240 crash
- ^ Veronico & Larkins 2005, p. 46
- ^ Veronico & Larkins 2005, p. 47
- ^ Veronico & Larkins 2005, pp. 47–48
- ^ Veronico & Larkins 2005, p. 48
- ^ Veronico & Larkins 2005, pp. 48–49
- ^ Veronico & Larkins 2005, pp. 49–50
- ^ Lambert 1993, p. [27].
- ^ Flight April 8, 1960, p. 490.
- ^ Veronico & Larkins 2005, pp. 52–53
- ^ Tony Eastwood, John Roach: Piston Engine Airliner Production List. The Aviation Hobby Shop, West Drayton, 2007.
- ^ Veronico & Larkins 2005, pp. 53–54
- ^ Veronico & Larkins 2005, p. 53
- ^ Wilson, Stewart (1994). Military Aircraft of Australia. Weston Creek, Australia: Aerospace Publications. p. 216. ISBN 978-1-875671-08-3.
- ^ Siegrist 1987, p. 175.
- ^ "Italian Air Force Aircraft Types". www.aeroflight.co.uk.
- ^ Derden, Jonathan. "Convair 580." airliners.net, April 19, 2008. Retrieved: June 7, 2011.
- ^ Gardy, Jennifer (2016). "Myth or Science: In the Eye of the Storm". CBC.
- ^ "Aircraft Campaign over Canada's Iqaluit YOPP Supersite" (PDF). PolarPredictNews. 2019.
- ^ Schuettemeyer, Dirk (2018). "Measuring precipitation in the Arctic". European Space Agency Blogs. Archived from the original on 2020-10-23.
- ^ Thurton, David (2018). "Flying air-monitoring lab tests emissions in oilsands region". CBC.
- ^ Rosuck, Ethan (2019). "Meteorology students take part in aircraft icing research". 23WIFR.
- ^ Pearson, Marilyn (2020). "Operation ICICLE" (PDF). FAA Safety briefing.
- ^ Thatcher, Chris (2019). "NRC studies aircraft icing". SKIES Magazine.
- ^ "Scientists fly plane into winter storm to study the impact of icy conditions". 9News. 2019.
- ^ Brown, Anthony P.; Wolde, Mengistu; Korolev, Alexei (2016-06-13). "In-situ Wind-fields Measured by the NRC Convair during HAIC-HIWC 2015". 8th AIAA Atmospheric and Space Environments Conference. AIAA AVIATION Forum. Washington, D.C.: American Institute of Aeronautics and Astronautics. doi:10.2514/6.2016-4202. ISBN 978-1-62410-433-6.
- ^ Liggio, John; Li, Shao-Meng; Staebler, Ralf M.; Hayden, Katherine; Darlington, Andrea; Mittermeier, Richard L.; O’Brien, Jason; McLaren, Robert; Wolde, Mengistu; Worthy, Doug; Vogel, Felix (December 2019). "Measured Canadian oil sands CO2 emissions are higher than estimates made using internationally recommended methods". Nature Communications. 10 (1): 1863. Bibcode:2019NatCo..10.1863L. doi:10.1038/s41467-019-09714-9. ISSN 2041-1723. PMC 6478833. PMID 31015411.
- ^ Wolde, Mengistu; Nguyen, Cuong; Korolev, Alexei; Bastian, Matthew (2016-06-13). "Characterization of the Pilot X-band radar responses to the HIWC environment during the Cayenne HAIC-HIWC 2015 Campaign". 8th AIAA Atmospheric and Space Environments Conference. AIAA AVIATION Forum. Washington, D.C.: American Institute of Aeronautics and Astronautics. doi:10.2514/6.2016-4201. ISBN 978-1-62410-433-6.
- ^ Pazmany, Andrew L.; Wolde, Mengistu (March 2008). "A compact airborne G-band (183 GHZ) water Vapor Radiometer and retrievals of liquid cloud parameters from coincident radiometer and millimeter wave radar measurements". 2008 Microwave Radiometry and Remote Sensing of the Environment. Florence, Italy: IEEE. pp. 1–4. doi:10.1109/MICRAD.2008.4579473. ISBN 978-1-4244-1986-9. S2CID 25720593.
- ^ Baibakov, Konstantin; Wolde, Mengistu; Nguyen, Cuong; Korolev, Alexei; Heckman, Ivan (2018). Nicolae, D.; Makoto, A.; Vassilis, A.; Balis, D.; Behrendt, A.; Comeron, A.; Gibert, F.; Landulfo, E.; McCormick, M.P. (eds.). "Retrievals of ice-water content from an airborne elastic lidar in tropical convective clouds". EPJ Web of Conferences. 176: 05051. Bibcode:2018EPJWC.17605051B. doi:10.1051/epjconf/201817605051. ISSN 2100-014X.
- ^ Korolev, Alexei; Heckman, Ivan; Wolde, Mengistu; Ackerman, Andrew S.; Fridlind, Ann M.; Ladino, Luis A.; Lawson, R. Paul; Milbrandt, Jason; Williams, Earle (2020-02-05). "A new look at the environmental conditions favorable to secondary ice production". Atmospheric Chemistry and Physics. 20 (3): 1391–1429. Bibcode:2020ACP....20.1391K. doi:10.5194/acp-20-1391-2020. ISSN 1680-7324.
- ^ Baibakov, Konstantin; LeBlanc, Samuel; Ranjbar, Keyvan; O'Neill, Norman T.; Wolde, Mengistu; Redemann, Jens; Pistone, Kristina; Li, Shao-Meng; Liggio, John; Hayden, Katherine; Chan, Tak W. (2020-12-21). "Airborne and ground-based measurements of aerosol optical depth of freshly emitted anthropogenic plumes in the Athabasca Oil Sands region". Atmospheric Chemistry and Physics. 21 (13): 10671–10687. doi:10.5194/acp-2020-1218. S2CID 241004223.
- ^ "Radar Remote Sensing Pioneering Convair 580 Added To Canada Aviation And Space Museum Collection". Canadian Air and Space Museum. 24 June 2015. Archived from the original on 19 September 2015. Retrieved 15 September 2015.
- ^ Best Air-Britain Archive Winter 2011, pp. 158–159
- ^ Best Air-Britain Archive Spring 2012, p. 17
- ^ Smithson, Peter. "Convair C-131B (340-70) aircraft." airliners.net, October 26, 2010. Retrieved: June 7, 2011.
- ^ Groenendijk, Bob. "Convair 580." airliners.net, 1981. Retrieved: June 7, 2011.
- ^ Kempf, Steve. "Convair 580." airliners.net, December 2, 2004. Retrieved: June 7, 2011.
- ^ King, Royal S. "Convair 580." airliners.net, August 5, 2012 Retrieved: November 14, 2012.
- ^ Lockett, Brian. "Convair 580." airliners.net, February 25, 2008. Retrieved: June 7, 2011.
- ^ Rodriguez, Javier. "Convair 580." airliners.net, 1999. Retrieved: June 7, 2011.
Bibliography
[edit]- Best, Martin S. "The Development of Commercial Aviation in China: Part 8A: Central Air Transport Corporation". Air Britain Archive, Summer 2009. pp. 75–92. ISSN 0262-4923.
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- Best, Martin S. "The Development of Commercial Aviation in China: Part 14: Civil Aviation Administration of China". Air Britain Archive, Winter 2011. pp. 153–171. ISSN 0262-4923
- Best, Martin S. "The Development of Commercial Aviation in China: Part 14: Civil Aviation Administration of China". Air Britain Archive, Winter 2011. pp. 153–171. ISSN 0262-4923
- Best, Martin S. "The Development of Commercial Aviation in China: Part 14B: Civil Aviation Administration of China". Air Britain Archive, Spring 2012. pp. 15–28. ISSN 0262-4923
- Bridgman, Leonard (ed.) Jane's All the World's Aircraft 1955–56. New York: The McGraw-Hill Book Company, Inc.
- "Commercial Aircraft of the World". Flight, November 18, 1960. Vol. 78, No. 2697. pp. 781–827. ISSN 0015-3710.
- "Complete Civil Registers: 7: Ethiopia ET: Part Two". Archive. 1996, No. 3. Air-Britain Historians. pp. 63–68. ISSN 0262-4923.
- Frawley, Gerald. "Convair CV-540, 580, 600, 640 & CV5800". The International Directory of Civil Aircraft 1997/98. Fyshwick ACT, Aerospace Publications, 199, p. 86 ISBN 1-875671-26-9.
- Gradidge, Jennifer. The Convairliners Story. Tonbridge, Kent, UK: Air-Britain (Historians) Ltd., First edition, 1997, ISBN 0-85130-243-2.
- Hagby, Kay . Fra Nielsen & Winther til Boeing 747. Drammen, Norway. Hagby, 1998. ISBN 82-994752-0-1.
- Lambert, Mark. Jane's All the World's Aircraft 1993–94. Coulsdon, UK: Jane's Data Division, 1993. ISBN 0-7106-1066-1.
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- Veronico, Nicholas A. & Larkins, William T. Convair Twins: Piston Convair-Liners: Prop-Jet Turbo Liners. Airliner Tech Series, Volume 12. North Branch, Minnesota: Speciality Press Publishers, 2005. ISBN 978-1-58007-073-7.
- Wegg, John. General Dynamics Aircraft and their Predecessors. London: Putnam & Company Ltd., 1990. ISBN 0-87021-233-8.
- Wragg, David W. World's Air Fleets. London: Ian Allan, 2nd edition, 1969. ISBN 0-7110-0085-9.
- "World Airline Directory". Flight, April 8, 1960, Vol. 77, No. 2665. pp. 484–516. ISSN 0015-3710.
External links
[edit]
Wikimedia Commons has media related to Convair CV-240.
- Convair CV-240, National Air and Space Museum
- C-131 Samaritan factsheet, National Museum of the United States Air Force
- C-131D Samaritan, March Field Air Museum
- C-131 Samaritan, The Aviation Zone
- Gunships, The Aviation Zone
- BBC News Article about Convair CV-440
- Aero News Network Article about Convair CV-440
- Canadian Research Facilities Navigator: NRC Flight Research Laboratory Convair-580 aircraft
Convair CV-240 family
View on Grokipediafrom Grokipedia
Design and development
Background and requirements
Following World War II, the commercial aviation industry faced surging demand for modern airliners capable of replacing the aging Douglas DC-3, which had dominated routes but lacked pressurization, speed, and efficiency for expanding postwar networks. Airlines sought twin-engine aircraft that could operate at higher altitudes to avoid weather, carry 40 or more passengers comfortably, and achieve ranges suitable for regional U.S. and short international flights, all while reducing operating costs through advanced all-metal construction and improved aerodynamics.[3][6] In early 1945, American Airlines issued a specific request to Convair for a pressurized, twin-engine airliner to meet these needs, specifying a capacity of 40 passengers, a range of approximately 1,200 miles, and power from Pratt & Whitney radial engines to enable faster, more reliable service on routes up to 1,000 miles. This proposal stemmed from American's desire for an aircraft that could outperform the DC-3 in speed (targeting 300+ mph) and altitude while incorporating a tricycle landing gear for easier ground handling and a pressurized cabin to allow flights above turbulent weather layers. Convair, leveraging its extensive wartime experience in producing all-metal bombers like the Consolidated B-24 Liberator, responded by adapting those manufacturing techniques to civilian transport design.[3][7] The initial design goals emphasized versatility for 40-44 passengers in a comfortable, four-abreast configuration, with pressurization enabling operations at 16,000 feet or higher for smoother rides and fuel efficiency. These requirements positioned the CV-240 as a bridge to the jet age, influencing subsequent variants in the family while addressing the immediate postwar push for safer, faster regional travel.[3][8]Design features and innovations
The Convair CV-240 featured an all-metal, low-wing monoplane design with a semi-monocoque fuselage constructed primarily of aluminum alloys, providing structural strength and lightness for its era.[3] The fuselage adopted a circular cross-section to facilitate effective pressurization while accommodating 40 passengers in a four-abreast configuration, enhancing passenger comfort over unpressurized predecessors like the Douglas DC-3.[3] This shape, combined with a tricycle landing gear, improved ground handling and allowed for straightforward passenger loading via an integrated airstair, addressing airline demands for efficient operations.[9] The aircraft's wing was a high-aspect-ratio design emphasizing fuel efficiency and range for medium-haul routes, with a span of 91 feet 9 inches and an area of 817 square feet, incorporating multi-spar construction and hydraulically actuated Fowler flaps for enhanced low-speed performance.[3] This configuration, with an aspect ratio of approximately 10.3, reduced induced drag during cruise, contributing to economical operation at altitudes up to 20,000 feet.[10] A key innovation was the cabin pressurization system, the first for a twin-engine airliner, which maintained a comfortable interior environment equivalent to 8,000 feet at a 20,000-foot cruise altitude, enabling smoother flights above weather and reducing passenger fatigue.[7] Power came from two Pratt & Whitney R-2800 Double Wasp 18-cylinder radial engines, each rated at 2,400 horsepower, driving three-bladed Hamilton Standard constant-speed reversible-pitch propellers that improved short-field performance and braking on landing.[3] Additional advancements included rubber de-icing boots on the leading edges for all-weather reliability, hydraulically powered elevators for precise control, and a modular interior layout permitting rapid reconfiguration between passenger, cargo, or mixed-use setups to meet varying airline needs.[10][1]Prototyping and testing
The first prototype of the Convair CV-240, designated constructor's number (c/n) 1 and registered as NX90849, was constructed at Convair's facilities in San Diego, California, with assembly completing in early 1947.[11] The maiden flight took place on March 16, 1947, from Lindbergh Field in San Diego, marking the debut of this pressurized twin-engine airliner designed to succeed the Douglas DC-3.[6][9] The flight test program, which encompassed a range of evaluations including stall characteristics and high-altitude performance, demonstrated the aircraft's excellent handling qualities and required only minor modifications prior to certification.[11] The Civil Aeronautics Administration granted type certification in February 1948, enabling entry into commercial service.[3] During testing, engineers addressed issues such as engine cooling efficiency for the Pratt & Whitney R-2800 radial engines and refinements to propeller synchronization for smoother operation.[12] These efforts contributed to the CV-240's reputation for reliability. Following certification, production accelerated, with the first aircraft delivered to American Airlines on February 28, 1948, initiating widespread adoption by major carriers.[3]Operational history
Civil operations
The Convair CV-240 family entered its first revenue commercial passenger service with American Airlines on June 1, 1948, marking the type as a modern replacement for the Douglas DC-3 on medium-haul routes.[5] American Airlines received the initial batch of 75 aircraft, deploying them primarily on domestic U.S. routes such as those connecting major cities like Chicago and New York.[6] The aircraft's pressurized cabin and twin-engine design provided enhanced comfort and performance, enabling faster cruise speeds of around 300 mph and reliable short- to medium-range operations.[13] During the 1950s, the CV-240 family reached its peak in civil usage, forming the backbone of many airlines' short- to medium-haul fleets worldwide, including notable operators such as KLM, Sabena, and Trans Australia Airlines.[5] These aircraft supported expanding commercial networks, carrying up to 40 passengers in the base CV-240 model and later variants like the CV-340 and CV-440 accommodating 44 to 54 passengers for denser regional schedules.[6] KLM introduced the type in Europe in 1948 for intra-continental flights, while Sabena utilized it for Belgian and cross-border European services, and Trans Australia Airlines operated five units from late 1948 on Australian domestic routes.[9] The family's versatility allowed for global deployment, including domestic operations in the United States and Europe, as well as shorter routes in the Caribbean and South America by carriers like Pan American Airways.[13] In response to evolving airline needs, the CV-240 family saw adaptations for shorter regional routes and increased cargo roles starting in the 1960s, with conversions to turboprop powerplants extending operational viability.[5] Modifications such as the CV-600 and CV-580 variants replaced the original Pratt & Whitney radial engines with Rolls-Royce Dart or Allison 501 turboprops, improving takeoff performance and suitability for rugged airstrips while adding freight doors for mixed passenger-cargo configurations.[5] These upgrades facilitated cargo conversions, particularly for smaller operators transitioning to all-cargo fleets on regional networks.[4] Economically, the CV-240 family offered low operating costs, consuming approximately 625 kg per hour in cruise for 40 passengers.[10] However, the rise of jet airliners in the late 1950s and 1960s, offering greater speed and range, eroded the family's market share, prompting a gradual phase-out of piston variants by the early 1970s as airlines prioritized turbine-powered fleets.[6] Turboprop conversions prolonged service into the 1980s for niche regional and cargo applications, but the original models were largely retired from major passenger duties by the mid-1970s, with some persisting in secondary markets into the 1990s and cargo operations continuing as of 2025 by operators such as KF Aerospace.[5]Military service
The U.S. Air Force adopted the C-131 Samaritan variant of the Convair CV-240 family in December 1954, primarily for aeromedical evacuation missions capable of carrying up to 27 litter patients or 49 troops, with additional configurations for general troop transport and light cargo roles under the Military Air Transport Service.[14][15] The aircraft saw limited involvement in post-Korean War logistics operations, supporting supply movements and casualty returns in the immediate aftermath of the 1953 armistice, before transitioning to more extensive Cold War duties.[16] The U.S. Navy entered service with the R4Y-1 personnel transport version in mid-1955, acquiring 36 examples based on the CV-340 for staff and VIP shuttling, with some later modified to include radar calibration equipment featuring radomes and electronic suites for testing naval radar systems.[17] During the Cold War, VC-131 variants served prominently in VIP transport roles, ferrying high-ranking officials including presidents and senior military leaders across domestic and international routes.[18] Internationally, the Royal Danish Air Force acquired six ex-U.S. Air Force T-29B navigation trainers—derived from the CV-240—in 1961, employing them for advanced navigator instruction with onboard classrooms, map tables, and celestial navigation stations until their retirement in the early 1980s.[14] U.S. military service of the C-131 family phased out progressively through the 1970s and 1980s, with the Air National Guard retiring its final examples in 1990, though select airframes continued in specialized radar calibration tasks thereafter.[14][19]Postwar adaptations and retirements
Following World War II, the Convair CV-240 family underwent several adaptations to extend its operational viability amid evolving aviation demands. The CV-340 variant, introduced in 1952, featured a fuselage stretched by 4.5 feet (1.37 meters) compared to the original CV-240, increasing passenger capacity to 44 while incorporating a pressurized cabin that allowed flights at higher altitudes for improved speed and comfort.[8] This pressurization system marked a significant postwar enhancement, enabling operations up to 20,000 feet without oxygen masks, a feature that set it apart from unpressurized predecessors like the Douglas DC-3.[12] The subsequent CV-440, entering service in 1956, built on these changes with further fuselage refinements and a more efficient pressurization setup, alongside upgraded engines and square windows to reduce cabin noise levels.[20] Convair provided retrofit kits to upgrade existing CV-340s to near-CV-440 standards, with over 100 such modifications completed to enhance performance and passenger appeal during the 1950s.[8] Engine upgrades represented another key postwar adaptation, particularly through turboprop conversions to replace the original radial piston engines. In Canada, Canadair produced the CC-109 Cosmopolitan, a licensed derivative of the CV-440 equipped with Rolls-Royce Dart turboprops from the outset, with the first aircraft flying in 1959 and entering Royal Canadian Air Force service in 1960 as a VIP and transport platform.[21] These adaptations improved fuel efficiency and reliability, with the CC-109 fleet serving until the mid-1990s.[22] Similarly, Convair initiated a conversion program for U.S. operators, transforming CV-240s into CV-600s with Rolls-Royce Dart engines and four-bladed propellers; the first such aircraft flew in 1965 and entered service with Central Airlines later that year.[5] Approximately 50 CV-600/640 conversions were completed by the late 1960s, extending the type's utility in regional operations.[23] Cargo and freighter conversions further prolonged the CV-240 family's service life, with many airframes repurposed for freight roles after passenger demand waned. Post-1960, over 100 units—primarily CV-340/440 derivatives—were modified into CV-580 variants with Allison T56 turboprops and large cargo doors, enabling efficient short-haul logistics.[5] Companies like Kelowna Flightcraft (now KF Aerospace) led these efforts, including stretched CV-5800 models with extended fuselages for greater payload capacity, which entered cargo service in the 1990s and supported operators in North America.[24] While specific fleets varied, these conversions sustained the type in utility roles for firms handling regional freight, contrasting its earlier civil passenger duties.[25] By the mid-1960s, most U.S. airlines had retired the CV-240 family from mainline service due to intense competition from faster jet aircraft like the Douglas DC-9 and Boeing 737, which offered superior speed and range.[26] American Airlines, for instance, phased out its CV-240 fleet by 1964, while Allegheny Airlines continued limited operations until around 1965 before shifting to turboprops and jets. In contrast, some aircraft persisted in secondary markets, including third-world carriers and bush operations, with examples flying commercially into the 1990s.[12] Economic and regulatory pressures accelerated the type's obsolescence. Rising maintenance costs for aging radial-engine components, coupled with the scarcity of parts by the 1970s, made sustained operations uneconomical compared to newer designs.[27] Additionally, emerging Federal Aviation Administration noise regulations under FAR Part 36, effective from 1969, imposed stricter limits on propeller aircraft, prompting further retirements as compliance modifications proved costly for the piston-powered variants.[28] These factors, combined with the jet age's emphasis on efficiency, effectively ended frontline use of unmodified CV-240s in regulated markets.[27]Variants
Civil variants
The Convair CV-240 served as the baseline model in the civil variant lineup, designed as a 40-passenger pressurized airliner with an overall length of 74 feet 8 inches and a maximum takeoff weight of 41,800 pounds.[29] Introduced in 1948, it featured twin Pratt & Whitney R-2800 radial engines and was marketed as a modern successor to the Douglas DC-3 for short-haul routes.[3] The CV-340 represented an evolution through fuselage stretching, increasing passenger capacity to 44-52 seats while maintaining the core airframe design for improved efficiency on medium routes; it entered service in 1952 with airlines seeking higher density operations. Powered by more robust Pratt & Whitney R-2800-CB16 engines, the model addressed growing demand for faster regional travel without requiring entirely new aircraft types.[5] Building on the CV-340, the CV-440 Metropolitan debuted in 1955 as a refined variant with enhanced soundproofing via additional insulation and a higher cruise speed of 280 mph, accommodating up to 52 passengers in a quieter cabin environment. These improvements made it particularly suitable for noise-sensitive airport environments and longer domestic flights.[12] Later civil adaptations included turboprop conversions to extend service life amid the jet age transition; the CV-580, fitted with Allison T56 engines, first flew on January 19, 1960 and offered superior performance for cargo and passenger roles with 170 conversions produced.[5] The CV-540, an earlier turboprop variant with Napier Eland engines on CV-340 airframes, first flew in 1954 with 10 units built primarily for short-field operations.[5] Similarly, the CV-600 utilized Rolls-Royce Dart turboprops on CV-240 airframes, resulting in 38 conversions for specialized short-field operations, while the CV-640 applied the same engines to stretched CV-340 and CV-440 airframes, yielding 27 conversions introduced in 1965 for enhanced capacity and efficiency.[5] In total, approximately 560 piston-engine CV-240, CV-340, and CV-440 models were constructed for civil applications, supplemented by more than 200 turboprop conversions that prolonged their utility into the 1970s and beyond.[5] These variants collectively supported diverse civil operations, from scheduled passenger services to charter flights.[12]Military variants
The military variants of the Convair CV-240 family were adapted primarily for transport, medical evacuation, training, and staff duties by the United States Air Force (USAF) and United States Navy (USN), with additional production for foreign operators. These modifications emphasized durability for utility roles, including reinforced structures for litter patients or specialized avionics for training, while retaining the core airframe of the CV-240, CV-340, or CV-440 civil models. Approximately 450 units were produced for U.S. military service between 1950 and 1956, representing a significant portion of the family's total output of over 1,000 aircraft.[14][29] The USAF's C-131 Samaritan series served as a primary airlift and medevac platform from 1954 until retirement in 1993. The initial C-131A, based on the CV-240, was configured for 39 passengers or 20 stretchers plus attendants, with 26 examples delivered starting in 1954 for troop and cargo transport.[14] Subsequent variants included the C-131B (28 built on the CV-340 airframe for enhanced capacity) and C-131D (18 built, with a strengthened fuselage for heavier loads up to 12,500 pounds).[14] The C-131E (25 built on the CV-440) and C-131H (upgrades of C-131D airframes with more powerful Pratt & Whitney R-2800-CB16 engines for improved performance in medevac roles) extended operational flexibility, while the rare C-131G (four built for Alaskan operations) featured cold-weather adaptations.[14] A reconnaissance derivative, the RB-131, incorporated camera pods for photo-survey missions but saw limited use.[14] The T-29 Navigator series, also for the USAF and USN, focused on crew training with integrated radar and electronics systems. The T-29A (110 built on the CV-240) provided basic celestial and dead-reckoning navigation instruction from 1950 onward, accommodating up to 10 student navigators in a classroom layout.[30] The T-29B (71 built, similarly on the CV-240) added radar bombing capabilities for advanced training, serving through the 1970s.[31] Later models like the T-29C (67 on CV-340 for electronics warfare simulation) and T-29D (15 on CV-440) incorporated updated avionics suites, with the USN employing T-29Bs for flight officer navigation training until the late 1970s.[32][30] The USN's R4Y-1 Albatross (later redesignated C-131F), derived from the CV-340, functioned as a staff transport from 1955 to 1967, with 36 aircraft equipped for 44 passengers or VIP configurations.[17] These were used by fleet logistics squadrons for shore-to-ship personnel transfers and administrative flights.[17] Foreign militaries adopted licensed or modified versions for similar roles. The Royal Canadian Air Force (RCAF) operated 18 Canadair-built CC-109 Cosmopolitans, a turboprop adaptation of the CV-440 powered by Napier Eland engines, as a multi-engine trainer and VIP transport from 1960 to the 1990s.[33]Operators
Civil operators
The Convair CV-240 family served as a cornerstone for post-World War II commercial aviation, with over 70 airlines operating the aircraft for passenger and cargo transport on short- to medium-haul routes from the late 1940s through the 1960s and beyond.[6] Civil production of the CV-240 reached 176 aircraft, predominantly delivered in the 1940s and early 1950s, with additional civil CV-340 (approximately 202) and CV-440 (approximately 165) variants bringing the total for the piston-engine family to over 540 units, though variants like the CV-340 extended service into later decades.[5][10] These planes offered pressurized cabins and superior performance over the Douglas DC-3, enabling efficient operations in diverse environments from urban hubs to regional networks. Major U.S. OperatorsAmerican Airlines was the launch customer, taking delivery of 75 CV-240s starting in 1948 to replace its DC-3 fleet on domestic routes.[10][13] United Airlines ordered 52 CV-340s in 1951, introducing them to service in 1952 for expanded short-haul operations across the Midwest and West Coast.[34] Braniff International Airways acquired at least five CV-240s through its 1952 merger with Mid-Continent Airlines, integrating them into regional services before transitioning to larger variants.[35] European Operators
KLM Royal Dutch Airlines operated 21 CV-240s from 1948 until 1960, employing them on intra-European and short international flights from Amsterdam Schiphol.[10] Swissair received its first CV-240 in late 1948, using the type for pressurized short- and medium-range services across Europe until the early 1950s. Other carriers included Lufthansa, which flew CV-240s on domestic and regional routes starting in the early 1950s.[6] Aer Lingus operated modified CV-640 Carvair variants in the 1960s for vehicle and passenger transport between the UK and Ireland.[36] Operators in Other Regions
Trans Australia Airlines placed an order for five CV-240s in 1948, deploying them from September 1949 on interstate routes within Australia and to Tasmania. In Latin America, Mexicana de Aviación utilized CV-340s for regional services connecting Mexico City to destinations across Mexico and Central America during the 1950s and 1960s.[37] South African Airways briefly operated CV-340s in the mid-1950s for internal African routes before shifting to larger jets.[38] In Asia, Pakistan International Airlines flew CV-240s on domestic and regional flights from the mid-1950s until the early 1960s.[39] Beyond these prominent users, over 50 smaller airlines and charter organizations worldwide operated the CV-240 family, often on niche routes or for specialized cargo; examples include Pan American World Airways (20 CV-240s from 1948 to 1957) and Alaska Airlines for Alaskan bush services in the 1950s.[40] By the 1960s, most had been phased out in favor of jets, with fleet peaks in the 1950s accounting for the majority of civil units.[10] In 2025, civil operations are minimal, limited to a few converted cargo examples in rugged terrains; notable users include Conquest Air Cargo in Canada (e.g., C-FGTA) and specialized operators in Alaska for bush freight, with only three active fleets reported worldwide.[41]
Military operators
The primary military operators of the Convair CV-240 family were the armed forces of the United States, which accounted for the vast majority of the over 500 military variants produced, including the C-131 Samaritan for transport and the T-29 for training.[42] The United States Air Force acquired 362 T-29 "Flying Classroom" aircraft starting in 1950, using them to train navigators, bombardiers, and radar operators through the 1970s.[43] These aircraft featured specialized consoles and instrumentation in the cabin to simulate in-flight scenarios.[30] The USAF also operated approximately 95 C-131 Samaritan variants from 1954 onward, primarily for aeromedical evacuation, troop transport, and VIP missions, with configurations allowing up to 48 passengers or 28 litter patients.[14][44] Examples include the C-131A (26 units) for initial passenger and cargo roles and the C-131D (33 units) based on the CV-340 with enhanced seating.[45] The United States Navy utilized 36 R4Y-1 Samaritan aircraft, introduced in 1952 and later redesignated C-131F in 1962, as pressurized staff transports capable of carrying 44 passengers.[17][46] The Navy also employed a small number of T-29 variants for navigation training, with total units across roles approximately 40.[47] The United States Coast Guard operated a small number of TC-131D variants, primarily surplus USAF aircraft, for limited transport and utility missions.[42] Internationally, surplus CV-240 family aircraft saw service with militaries in at least 10 countries, including the Royal Canadian Air Force and Spanish Air Force, often as trainers or VIP transports.[4] In the 2020s, some U.S. examples remained in use for specialized roles such as drone calibration.[48]Incidents and accidents
Notable civil accidents
The Convair CV-240 family experienced several notable civil accidents during its operational history, often highlighting vulnerabilities to weather and mechanical issues common in early postwar airliners. One early significant incident was American Airlines Flight 6780 on January 21, 1952, when a Convair CV-240-0 (registration N94229) encountered severe weather conditions, including snow and low visibility, leading to a crash into rooftops and a vacant lot in Elizabeth, New Jersey, shortly after takeoff from Newark; the flight carried 20 passengers and 3 crew, resulting in 29 fatalities (all aboard plus 2 on ground) and several injuries. The Civil Aeronautics Board investigation attributed the accident primarily to pilot error in attempting to return to the airport under marginal weather, compounded by the aircraft's limited anti-icing capabilities. Another prominent accident occurred on September 16, 1953, involving American Airlines Flight 723, a Convair CV-240-0 (registration N94255), which struck a radio tower and crashed near Albany, New York, while on approach in poor visibility due to fog; en route from Boston to Detroit with 30 passengers and 3 crew, the crash killed all 33 aboard. The CAB determined the cause as the crew's descent below safe altitude without visual reference to the ground, exacerbated by inadequate instrument approach procedures at the time. This incident contributed to improvements in ground proximity warning systems. Overall, the CV-240 family recorded over 50 civil hull-loss accidents between 1948 and the 1970s, with causes predominantly linked to adverse weather (including icing in approximately 20% of cases) and mechanical failures such as engine issues (about 30%), resulting in roughly 200 fatalities across these events; compared to contemporaries like the Douglas DC-6, the CV-240's safety record was average for its era, benefiting from a robust all-metal design but challenged by early turbo-compound engine reliability. These incidents prompted key regulatory responses, notably the Federal Aviation Administration's (FAA) 1960s mandates for enhanced anti-icing systems on transport aircraft, including improved carburetor heat controls and pneumatic boot de-icers, directly influenced by analyses of weather-related crashes to mitigate supercooled large droplet icing risks.Military incidents
The military variants of the Convair CV-240 family, such as the C-131 Samaritan and T-29 navigator trainer, were involved in numerous incidents throughout their service, with multiple hull losses documented primarily attributed to training flights, transport operations, and mechanical failures. These events often emphasized the critical role of enhanced crew training and maintenance to mitigate risks in diverse operational environments.[49] A particularly devastating accident occurred on December 17, 1960, when a U.S. Air Force C-131D Samaritan (serial 55-0291) crashed shortly after takeoff from Munich-Riem Airport in Germany. The aircraft, en route to RAF Northolt in the United Kingdom, experienced a loss of power in one engine due to fuel contamination amid heavy fog and low visibility, leading to a loss of control. It struck a perimeter fence, a tram, and buildings on the ground, resulting in the deaths of all 20 occupants (7 crew and 13 passengers) and 32 civilians on the ground, with an additional 20 injured. The investigation determined the cause as the crew's inability to maintain directional control following the engine failure.[50][51] In the Vietnam era, C-131 variants supported medical evacuation and logistical missions, facing operational hazards including exposure to ground fire during the 1960s and 1970s. While comprehensive records of combat-specific losses are sparse, the aircraft's low-altitude transport role contributed to several documented incidents, underscoring vulnerabilities in contested environments. Lessons from these operations influenced subsequent improvements in aircraft survivability and evasion tactics for similar platforms.[45] A Cold War-era example involved radar calibration and navigation training flights, where environmental factors and technical issues led to occasional crashes. For instance, on January 9, 1975, a U.S. Air Force VT-29D (serial 52-5826) was involved in a mid-air collision with a Cessna 150H over the James River off Newport News, Virginia, during an instrument approach in poor weather. All 7 crew members on the VT-29D perished, along with 2 on the Cessna, with the accident attributed to the failure of both pilots to see and avoid each other. This incident highlighted the challenges of low-level training in adverse conditions and prompted reviews of navigation procedures.[52] Another significant loss took place on April 30, 1983, when a U.S. Navy C-131F Samaritan (bureau number 141010) ditched into the St. Johns River near Jacksonville Naval Air Station, Florida, shortly after takeoff. Bound for Guantanamo Bay, Cuba, the aircraft suffered an uncontained failure of the left engine, causing a loss of control. Of the 15 people on board (6 crew and 9 passengers), 14 were killed, with one passenger surviving. The crash led to recommendations for improved engine monitoring and emergency procedures in multi-engine transports.[53][54][55]Specifications and performance
Convair CV-240
The Convair CV-240 was the original piston-engined twin airliner in its family, designed as a 40-passenger aircraft with a focus on efficiency and reliability for short- to medium-haul routes. Its baseline configuration incorporated a pressurized fuselage and advanced aerodynamics that contributed to its performance metrics, setting it apart from earlier propeller-driven transports.[5] Key dimensions of the CV-240 included a length of 74 ft 8 in (22.76 m), a wingspan of 91 ft 9 in (27.97 m), and a height of 26 ft 11 in (8.20 m).[5] The aircraft's weights were specified as an empty weight of 27,589 lb (12,520 kg) and a maximum takeoff weight of 41,800 lb (18,956 kg).[5]| Category | Specification |
|---|---|
| Engines | 2 × Pratt & Whitney R-2800-CA18 radial piston engines, each 2,000 hp (1,490 kW) |
| Capacity | 40 passengers; 3 crew members; fuel capacity 1,791 US gal (6,780 L) |
| Performance | Maximum speed: 315 mph (507 km/h, 274 kn) at 20,000 ft (6,100 m); economical cruise speed: 275 mph (443 km/h); range: 1,801 mi (2,900 km) with maximum fuel |
Convair CV-340 and CV-440
The Convair CV-340 was a stretched variant of the CV-240, featuring an extended fuselage to accommodate more passengers while maintaining the basic airframe design. Its overall length measured 79 feet 2 inches (24.13 meters), with a maximum takeoff weight of 47,000 pounds (21,319 kg), a typical range of 1,400 miles (2,253 km), and seating for 44 to 52 passengers in standard configuration. Wingspan was 105 ft 4 in (32.13 m).[57][5] Powered by two Pratt & Whitney R-2800 radial engines each rated at 2,500 horsepower, the CV-340 achieved a maximum speed of 315 mph (507 km/h) and a cruise speed of 283 mph (455 km/h), with an initial rate of climb of 1,880 feet per minute.[57] The CV-440 represented a refined evolution of the CV-340, incorporating minor aerodynamic improvements and upgraded engines for enhanced performance. It shared similar dimensions to the CV-340, including a length of 79 ft 2 in (24.13 m) and wingspan of 105 ft 4 in (32.13 m), but featured the more powerful Pratt & Whitney R-2800-CB16 engines, also rated at 2,500 horsepower each, enabling a slightly extended range of 1,500 miles (2,414 km) and a cruise speed of 283 mph (455 km/h). Maximum speed was 315 mph (507 km/h).[57][20] The CV-440's maximum takeoff weight increased to 49,700 pounds (22,531 kg), with an empty weight of 31,305 pounds (14,203 kg) and fuel capacity of 1,730 gallons (6,547 liters).[58] Both models utilized a wing area of approximately 920 square feet (85.5 square meters), providing improved lift compared to the baseline CV-240's smaller wings, and offered a cabin volume expansion of about 30% over the original due to the fuselage stretch.[5] In high-density arrangements, they could seat up to 56 passengers, with a crew of 2 to 3.[57] Performance-wise, the CV-340 and CV-440 delivered 10-15% greater fuel efficiency than the CV-240 through scale economies and refinements like better propellers and soundproofing, despite the increased capacity—evident in their service ceilings of 21,900 feet for the CV-340 and 24,500 feet for the CV-440.[57]| Specification | CV-340 | CV-440 |
|---|---|---|
| Length | 79 ft 2 in (24.13 m) | 79 ft 2 in (24.13 m) |
| Wingspan | 105 ft 4 in (32.13 m) | 105 ft 4 in (32.13 m) |
| Wing Area | 920 sq ft (85.5 m²) | 920 sq ft (85.5 m²) |
| Max Takeoff Weight | 47,000 lb (21,319 kg) | 49,700 lb (22,531 kg) |
| Engines | 2 × Pratt & Whitney R-2800 (2,500 hp each) | 2 × Pratt & Whitney R-2800-CB16 (2,500 hp each) |
| Cruise Speed | 283 mph (455 km/h) | 283 mph (455 km/h) |
| Range (typical) | 1,400 mi (2,253 km) | 1,500 mi (2,414 km) |
| Passengers (standard) | 44-52 | 44-52 (up to 56 high-density) |
| Crew | 2-3 | 2-3 |