TheConvair CV-240 is an Americanairliner thatConvair manufactured from 1947 to 1954, initially as a possible replacement for the ubiquitousDouglas DC-3. Featuring a more modern design withcabin pressurization, the 240 series made some inroads as a commercial airliner, and had a long development cycle that produced various civil and military variants. Though reduced in numbers by attrition, various forms of the "Convairliners" continue to fly in the 21st century.
The design began with a requirement byAmerican Airlines for an airliner to replace itsDouglas DC-3s. Convair's original design, the unpressurised Model 110, was a twin-engine, low-wingmonoplane of all-metal construction, with 30 seats. It was powered byPratt & Whitney R-2800 Double Waspradial engines. It had atricycle landing gear, and a ventralairstair 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 includepressurization 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]
A 1949-built Convair 240 ofSwissair atManchester, England, in March 1950
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 withturboprop-powered airliners such as theVickers 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]
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 thetype certificate for this aircraft. Used price for a Convair 240 in 1960 was around £40,000.[11]
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 withAllison 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 forUnited Airlines and other operators includingKLM, 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 includingSwissair,Lufthansa andSAS.[16]Finnair operated the type from 1956 until 1980.
Convair CV-540
Conversion from a Convair CV-340 aircraft with twoNapier Eland turboprop engines in place of the piston engines. Six aircraft were converted byNapier forAllegheny Airlines.[17] Cost for the conversions was £160,000 per-aircraft. 12 built as new-builds by Canadair forRCAF asCC-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 twoAllison 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 byPacific Airmotive on behalf of theAllison Engine Company.[17] Cost of the conversions was around £175,000 per aircraft and took 60 days.[11] The CV-580 served with the originalFrontier Airlines (1950-1986), Allegheny Airlines, andNorth Central Airlines for many years and was also the first aircraft type operated byAmerican Eagle on behalf ofAmerican Airlines incode 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
Firefightingairtanker conversions with retardant tanks and dropping systems.
Convair CV-600
Conversion from a Convair 240 aircraft withRolls-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 withCentral Airlines on 30 November 1965 and also served withTrans-Texas Airways (TTa) and successorTexas 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) andC&M Airways (six).[19]
Convair CV-5800
KF Cargo Convair CV-5800
A stretched Convair CV-5800 of IFL Group with this aircraft being developed by Kelowna Flightcraft (nowKF Aerospace) in Canada
Conversion from formerUS 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 originaltail unit rather than the enlarged tail of the CV-580. These conversions also have a new freight door, digitalavionics withEFIS andAllison 501-D22G engines in place of the original R-2800 engines. The prototype of this conversion first flew on February 11, 1992; thetype 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 byContract Air Cargo (later IFL Group); one aircraft later operated byAir Freight NZ was then returned to KF Aerospace for operation in their own fleet.[22][23]
Conversion from CV-440, withNapier Eland turboprops in place of the piston engines. The conversions were performed inCanada byCanadair. InRoyal Canadian Air Force and later in Canadian Armed Forces service they were known as theCC-109 Cosmopolitan. All were re-engined in 1966 with Allison 501-D13 engines.
KLM Convair CV-240A Convair 580 freighter operated by the IFL Group with this aircraft being developed by Kelowna Flightcraft (now KF Aerospace) in CanadaANolinor Convair 580 landing at Vancouver International AirportAnAir Chathams Convair 580 atTuuta Airport, Chatham Islands in September 2003Two North Central CV-580 atO'Hare Airport in 1973
American Inter-Island – CV-440 (wholly owned subsidiary ofAmerican Airlines, which operated flights between San Juan, St. Thomas and St. Croix in the Caribbean)
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)
Sun ValleyKey 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 toKey Airlines)
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