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PISTON CONVAIR-LINERS PROP-JET TURBO-LINERS
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5
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PISTON CONVAIR-LINERS PROP-JET TURBO-LINERS
velopment History 1in Configurations verplants and Systems
• Airline Operations • Turbo-prop Models • Airliner-configured Military Models
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AirlinerTech Series Lockheed Constellation & Super Constellation - Volume 1 Item # SPOOO Airbus Industrie ~340 -.Volume 3 Item # SP002 Douglas DC-6 and DC-7 - Volume 4 Item # SP017 Lockheed L-188 Electra - Volume 5 Item # SP025 Boeing 747-100/200/300/SP - Volume 6 Item # SP026 De Havilland Comet - Volume 7 Item # SP036 Lockheed L-l0ll Tristar - Volume 8 Item # SP037 Boeing 377 Stratocruiser - Volume 9 Item # SP047 Boeing 747-400 Jumbo Jet - Volume 10 Item # SP055 Vickers Viscount - Volume 11 Item # SP065 Convair Twins - Volume 12 Item # SP073
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Specialty Press 39966 Grand Avenue, North Branch, MN 55056. Phone: 800-895-4585 or 651-277-1400 Fax: 651-277-1203 http://www.specialtypress.com Midland Publishing 4 Watling Drive, Hinckley, LE10 3EY, England. Phone 01455 254 450 Fax: 01455233737
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AIRLIlfERTECH 5
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CONVAIR TWINS . PISTON CON·VAIR-LINERS PROP-JET TURBO-LINERS NICHOLAS A. VERONICO
AND
WILLIAM T. LARKINS
ERAU-PRESCOTT LIBRARY
COPYRIGHT ©
2005
BY NICHOLAS
A.
VERONICO AND WILLIAM
T. LARKINS
Published by Specialty Press Publishers and Wholesalers 39966 Grand Avenue North Branch, MN 55056 United States of America (800) 895-4585 or (651) 277-1400 http://www.specialtypress.com Distributed in the UK and Europe by Midland Publishing 4 Watling Drive Hinckley LElO 3EY, England Tel: 01455 254 450 Fax: 01455 233 737 http://www.midlandcountiessuperstore.com ISBN-13 97"8-1-58007-073-7 ISBN-I0 1-58007-073-6 All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or by any information storage and retrieval system, without permission from the publisher in writing. Material contained in this book is intended for historical and entertainment value only, and is not to be construed as usable for aircraft or component restoration, maintenance, or use. Printed in China Cover: United's N73152 (msn 170) was originally ordered by Pioneer Airlines, but the sale was cancelled before the aircraft began construction. United acquired the delivery position, and the 340-31 was delivered on April 21, 1954, as Mainliner Providence, and is seen on the ramp at Oakland, California. The airliner was sold to Frontier Airlines in June 1959, and was later converted to Convair 580 turboprop configuration. (William T. Larkins) Title Page: North Central Airlines acquired N481OC, msn 100, when Delta sold off seven of its 340/440 fleet in 1960-62. The aircraft later rolled out North Central's new paint scheme as shown here. This aircraft was upgraded to Convair 580 configuration in May 1969. On July 1, 1979, North Central and Southern Airways merged to form Republic Airlines, subsequently acquired by Northwest Airlines in January 1986 for $884 million. (Northwest Airlines)
Back Cover, Upper Left: Frontier Airlines acquired N73162, msn 361, from Sabena in October 1967. Frontier upgraded the plane to 580 configuration in 1968, and operated the aircraft until August 1985. The plane passed to DHL, and had been phased out of service by 1990. (Nicholas A. Veronico collection) Back Cover, Upper Right: Ex-United 340-41, msn 5, eventually caught the eye of World Airways founder Ed Daly. The plucky Daly, of Irish descent, acquired the executive-configured aircraft for his personal aircraft and decorated it so. The aircraft was a fixture at Oakland International and is seen in January 1972. (William T. Larkins) Back Cover, Bottom: Aspen Airways acquired 18 Convair 580s beginning in 1972. One variety of paint schemes is shown on N5818 (msn 128, exAllegheny). In June 1991, Aspen merged with United Air Lines feeder carrier Air Wisconsin, the "largest independently held regional carrier in the United States." This Aspen 580 is ready to depart San Jose, California (William T. Larkins)
AIRLINER TECH
•
II:
~
TABLE OF CONTENTS CONVAIR TwINS
ACKNO~EDGMENTS
4
INTRODUCTION
5
CHAPTER
1
DEVELOPMENT OF THE
CHAPTER
2
CONVAIR-LINER EXTERIORS: POWERPLANTS AND SYSTEMS . . . . . . . . . . . . . . .
22
CONVAIR-LINER INTERIORS
35
CHAPTER
3
CHAPTER 4
CHAPTER
5
240, 340, 440
8
240, 340, AND 440 INITIAL DELIVERY CUSTOMERS . . . • . . . . . . . . . . . . . • .
44
TuRBOPROP POWER: TuRBO-LINER, 540, 580, 600, AND 640
62
CONVAIR-LINERS IN COLOR . • . . . • '. . • . . . • . . • . • . • . . . . . . • .
65
CHAPTER
6
AIRLINER-CONFIGURED MILITARY MODELS . . . • .
82
CHAPTER
7
SECOND-TIER CARRIERS . . • . • . . . . • . • . . . . • .
87 99
APPENDIX
1
AIRLINE OPERATORS AND MODELS FLOWN . . . • .
ApPENDIX
2
SECOND AIRLINE OWNERS
100
ApPENDIX
3
HULL LOSSES BY DATE AND MANUFACTURER'S SERIAL NUMBER (MSN) • . . . . • . . . . . . • . . . .
101
SIGNIFICANT DATES IN CONVAIR-LINER HISTORY
104
APPENDIX 4
CONVAIR TWINS
PISTON CONVAIR-LINERS PROP-JET TURBO-LINERS
ACKNOWLEDGMENTS would like to extend our Bingham; Warren Bodie; Darlene thanks to the great many and Roger Cain; William F. "Bill" enthusiasts who have pro- Chana; Edward J. Davies; Jim Dunn; vided information and photographs Keith Gaskell; Scott E. Germain; for this project. We wish to make a Wayne McPherson Gomes; Jackie special acknowledgement for the and Kevin Grantham;. Erv Hare; contributions of J.M. Gradidge, who Karen B. Haack; Todd Hackbarth; has photographed, documented, and Earl Holmquist; G.S. Hunter (editor written about Convair-Liners for of the Convair Traveler); Clay Jansson; more than 45 years. When selecting Chalmers Johnson; Norm Jukes; Leo photographs for this volume, the Kohn; Dave Lucabaugh; Thomas authors attempted to find the great- Wm. McGarry; Michael H. Marlow; est variety of paint schemes and as Glenn 1. Martin Maryland Aviation (GLMMAM); Robert many original delivery customer air- Museum craft as possible. Many photogra- O'Dell; Linda and Dan O'Hara; Douphers dug deep to provide the images glas Olson; Milo Peltzer; Leslie and seen on these pages, and we wish to Stan Piet; Kathy Ponce - NASA Ames offer thanks to: Kelly and Ian Abbott; Research Center Technical Library; Henry Arnold; Caroline and Ray Jon Proctor; Kelly and Taigh Ramey;
W
Graham Robson; Rhonda and Doug Scroggins - Scrogginsaviation.com; J.D. Scroggins; Bill Slate; Lawrence Smalley; William Steeneck; Ron Strong; Kenneth Sumney; Arne Szura; Norm Taylor; Sandy Thacker, daughter of Convair-Liner project engineer Leo pfankuch; Scatt Thompson; Betty S. Veronica; Karen and Armand H. Veronica; Tony Veronica; John Wegg; the library of the Northern California Chapter of the American Aviation Historical Society; and the staff of Specialty Press. Nicholas A. Veronico San Carlos, California William T. Larkins Pleasant Hill, California
AL594 was one of 165 Liberator Mk. IIs built for the British, and was reverse lend-leased to the U.S. Army Air Forces and flown by the Air Transport Command (ATe). The aircraft is seen in storage on Feb. 7, 1947, at Kingman, Arizona. On contract, Consolidated flew Liberators for the ATC on its Pacific routes. The aircraft manufacturer named its charter operation "Consairways." Experience gained by flying Liberators on scheduled service was incorporated into the design of the Convair-Liner. (William T. Larkins)
4
AIRLllVERTECH
•
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INTRODUCTION orld War II saw a tremendous number of advances in aviation technology, from leading-edge slots (or slats) for low-speed maneuverability - as first demonstrated in 1923 on the Handley Page H.P.21 fighter and later built into the mass-produced Messerschmitt Bf-109s - to robust pressurization systems as flown on the B-29, to the production and implementation of the first jet engines. Long-range navigation also saw technical advancements. Even further advancements were made to the aircraft that flew bombs as well as those that transported men and equipment to remote outposts. When America entered the war, its long-range transports consisted of a
W
variety of bomber aircraft converted for the new role. Consolidated's B-24 Liberator bomber was built in the C87 cargo and C-109 fuel-transporter versions, while the XC-108 - a cargo version of the B-17 - was also attempted. Medium-range transports were based around converted airliner types from the DC-3/C-47 to the larger Curtiss CW-20/C-46. These transports were developed prior to World War II, and were built in significant numbers during the conflict. War on a global scale drove the development of larger, longer-range, four-engine transports. Lockheed's C69 became the postwar Constellation, and Douglas' C-54 evolved to become the postwar DC-4, DC-6, and DC-7,
while Boeing's C-97 set a new postwar standard for luxury air travel when it was built as the commercial Model 377 Stratocruiser (see AirlinerTech Vol. 9 - Boeing B377 Stratocruiser). The military's focus on long-range transports and its satisfaction with the C-46 and C-47 saw a complete abandonment of further medium-range transport development. So successful were the C-46 and C-47 designs that a number of both types were still employed hauling cargo in South America or passengers on sight-seeing flights in Alaska and the Caribbean more than 55 years after the end of the war. In the days following the December 7, 1941 attack on Pearl Harbor, the need to move men and priority
The Curtiss C-46 was highly sought after by non-scheduled can'iers and the major airlines alike. The aircraft's ability to carry 13,500 lbs over a distance of 1,700 miles made it a money-maker. National Airlines' C-46F-1-CU, serial number 44-78721, was leased by National on July 2, 1948, registered N1661M, and is seen here at Oakland in the early 1950s. This Curtiss Commando crashed in South America on May 28, 1972. (William T Larkins)
CONVAIR TWINS
PISTON CONVAIR-LINERS PROP-JET TURBO-LINERS
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N90915, msn 35929, was typical of the many war-surplus transports available to start-up airlines after the war. Built for the Army Air Forces as C-54G-1-DO, serial number 45-0476, the aircraft was delivered on June 30, 1945, too late to see war service. The aircraft was subsequently leased to American Overseas Airlines as Flagship Gander in 1946. In 1950, Alaska Airlines leased the plane from the Air Force, and in 1953 the plane was leased to Transocean Air Lines. Named Taloa Panama, the aircraft flew non-scheduled service from Transocean's Oakland home base for two years before being returned to the Air Force. (William T Larkins)
equipment across the North Atlantic and the vast Pacific became readily apparent. Gen. Douglas MacArthur moved his headquarters from the archipelago to Australia after fall of the Philippines. Japanese conquests of territory and its marauding submarines solidified the need for a scheduled air route between the west coast of the United States and Australia. To assist the Army's Air Transport Command in flying cargo and personnel, two contracts were awarded one to Pan American Airways for the trans-Atlantic routes and the other to Consolidated Vultee, manufacturer of the B-24, for trans-Pacific operations. The aircraft manufacturer formed a subsidiary called Consolidated Airways, Inc., which later became known as "Consairways." Consairways began flights on April 23, 1942, and flew regularly scheduled trips through the end of the war. From its stateside bases at San Diego, and later Suisun-Fairfield Army Air Field (now Travis Air Force Base, California), Consairways crews flew to Brisbane, Australia (via Hawaii, Christmas Island, Canton Island, Nandi, and Noumea), to Guadalcanal and Nadzab, New Guinea (via Hawaii, Canton Island, and Nanomea), and
6
later to Manila (via Hawaii, Johnston Island, Tarawa, Kwajalein, and Guam). On December 30, 1945, three months after the victory over Japan, Consairways ceased operations. The postwar, long-range transport market saw Boeing, Douglas, and
Lockheed enter a sales frenzy in which manufacturers courted customers and formed the basis of decades-long relationships. However, the mediumrange transport market appeared neglected. A number of aircraft manufacturers avoided the market antici-
Boeing's model 377 Stratocruiser also emerged from a military requirement for a long-range transport aircraft. Stratocruisers set the standard for postwar luxury air travel. (Boeing)
AIRLINER TECH . C; ..
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Consolidated Vultee incorporated many of the lessons learned while operating an airlinestyle service for the U.S. military during World War II into the company's postwar designs. The recipient of such operating lessons was the company's twin-engine, 3D-seat Model 110, and later its Model 240, shown in an artist's conception of what the aircraft would look like in airline service. (Consolidated Vultee via Scroggins collection)
pating that a glut of surplus C-46s and boom. It was anticipated that these C-47s would be released to the pub- men, having ridden into battle in lic through the War Assets Adminis- unpressurized, noisy C-46s and -47s, tration (WAA). After the war, the WAA would prefer a mom luxurious mode sold surplus C-47s for as low as of transportation. That perceived $25,000, or leased them for· $3,000 need drove Boeing, Consolidated per month. Those C-46s and C-47s Vultee, Curtiss, Douglas, and Martin sold surplus were quickly snapped up to propose a new series of mediumby GIs, starting what became known range airliners. as "non-skeds" - airlines that providConsolidated Vultee's operation ed cargo and passenger service on a of an airline during the war years non-scheduled basis. The non-skeds came to have major significance in the quickly sewed up the under-20-pas- postwar period. Lessons learned from senger market, leaving a void in air- its Consairways operations were craft to serve the 24- to 44-seat incorporated into the company's new passenger market. Most C-46, DC- Model 110 design, which later became 3/C-47, and later surplus DC-4 oper- the Model 240. This new design ators were designated Large Irregular accommodated 30 passengers and Carriers, and by the end of 1946, near- featured under-the-tail, rear, passenly 150 had applied to the Civil Aero- ger entry stairs, dual-wheel tricycle nautics Board for registration. landing gear, and twin Pratt & WhitReturning GIs, having experi- ney 2,100-hp R-2800 Double Wasp enced air travel to distant lands, were engines with reversible pitch proexpected to fuel a postwar travel pellers, and it could cruise at 275
CONVAIR TWINS
PISTON CONVAIR-LINERS PROP-JET TURBO-LINERS
mph. One lesson learned while the company was flying its Liberator variants across the Pacific came from the B-24's cowling. To remove the cowling, a mechanic had to disassemble nearly a dozen pieces, which was cumbersome, and removing or installing it added time during turn-arounds. From this lesson, the Model 110 incorporated what became known as the "orange peel" cowl, which separated from the engine in four parts, hinged at the firewall, and was quite an innovation for 1945. Consolidated Vultee and Martin had each put its designs out for inspection by the airlines. Martin was off to a great sales start, while Consolidated Vultee began to market its Model 110. It was now only a matter of attracting customers. And in sales, listerring to a customer's needs is the biggest part of making the sale.
7
DEVELOPMENT OF -tmE 240, 340, 440 uring the opening days of World War II, nearly half of all DC-3s in airline service were conscripted by the military. In the waning days of the war, most airlines were contemplating how they were going to meet the anticipated demand of the traveling public. The carriers did not want their conscripted DC-3s back, and most were searching for an updated, larger alternative to the venerable Douglas twin. Most airlines had postwar plans for the DC-4 and pressurized DC-6 on their long-haul routes, but none had seen an attractive, medium-range transport. While the carriers were contemplating how they were going to meet the anticipated travel boom, airframe manufacturers were simultaneously attempting to anticipate the needs of their customers. Each had been working on "paper" airplanes designs that seemed good on the drafting table, but had not yet taken flight. Of the major airframe manufacturers, Boeing, Consolidated Vul- Boeing tried entering the medium-range airliner market with its 17-passenger Model tee, Curtiss, Douglas, Lockheed, and 417, depicted, and 30-seat Model 431. The lines of the aircraft around the cockpit Martin had all been working on air- certainly reflect its Stratocruiser heritage. (Boeing via Jon Proctor) liner designs for the postwar market. To find a suitable medium-range Martin's entrant transport for its fleet, American Airlines into the postwar invited all the airframe manufacturers medium-range to submit designs. North American was airliner market too involved in building military airwas its Model craft and elected not to respond to 202 design. The American's call for design submissions. unpressurized Lockheed was busy selling and buildaircraft met with ing its Constellation; however, the significant sales company was working on a short-haul success and was airliner, the Saturn, which proved too a direct small to meet American's needs. Lockcompetitor for heed believed a substantial foreign sales to Convair's market (for more than 500 aircraft) ModelllO and existed for its high-wing, 14-passenger later the Model 240. (Glenn 1. Martin Maryland Aviation Museum via Stan Piet)
D
8
AIRLINER TECH
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Here is Consolidated's Model 110 in flight over the hills near San Diego, California. (Otto Menge/Consolidated Vultee Aircraft)
Saturn. Two prototypes were built, the first flying in June 1946. The Saturn had a 74-ft wingspan and a length of 51 ft, 6 in. The original cost of the Saturn was advertised at $85,000; however, by the time of its first flight, the plane's price had inflated to more than $100,000. Due to the combination of cost, increased gross weight, a lack of sufficient power, and the glut of small, ex-military transports available on the market, Lockheed cancelled the Saturn and scrapped both prototypes. The remaining five firms delivered airliner designs to American Airlines for their consideration. In November 1945, American's management gave its employees sketches of the aircraft, data sheets, and a survey on which to judge the merits of each design. Of the submissions, American's employees placed Douglas' airliner first, followed by Consolidated Vultee's, with Martin's twin-engine design rounding out the top three. Boeing had submitted both its Model 417-42 (17-passenger) and Model 431-16 (30-passenger) airliner con-
cepts, which had the lines of their bigger brother, the Stratocruiser. American's management immediately threw out the high-wing designs as unacceptable, thus Boeing was quickly out
of contention. Neither Boeing design could find a place in the market having to compete with inexpensive surplus transports, and they were both shelved. Curtiss had proposed its CW-
Artist's conception of how the Model 240 would look in American Airlines colors. (Consolidated Vultee Aircraft)
CONVAIR TWINS
PISTON CONVAIR-LINERS PROP-JET TURBO-LINERS
9
American Airlines places order for 100 revolutionary new Consolidated Vultee airliners!
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