Convairliners - The Perilous Pioneers
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- Опубликовано: 17 май 2024
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During the period immediately following World War II, the race was on to develop a suitable successor to the Douglas DC-3, ironing out many of its design limitations and create an airliner that would take the global market by storm going into the late 1940s.
Convair, a company established through the wartime merger of Consolidated and Vultee, answered the call by way of the Convairliners, which included the CV-240, -340 and -440, all of which presented a versatile and practical airframe that would go on to become one of the most successful airliner designs in history, and truly a worthy successor to the DC-3.
However, despite their achievements, the Convairliners are better known today for their horrendous safety record, an unfortunate trait that is owed less to any design flaws, and more to the fact that due to their sheer numbers, a long trail of accidents unrelated to the airliner's build itself would naturally follow.
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The Convairs were used by Frontier Airlines through the 1980s for many of its less traveled routes most notably between Denver and Durango CO. This route cuts through the heart of the Colorado Rockies for 250 flight miles almost all over terrain ranging up to 14.500 feet. I took this route dozens of times. The planes were old and the weather often turbulent. The plane squeaked like an old bus as it rattled through the Colorado sky. Not smooth but dramatic.
Frontier operated the 580 from 1964 to 1982. It inherited some Convair 600s when it purchased Central Airlines in October 1967. Although the 600 was much smoother and quieter in flight, Frontier soon parked and eventually sold them because they lacked the high-altitude performance required for service in the Rocky Mountains. The 580 was named the Mountain Master for its ability to haul heavy loads into and out of the highest airports in all kinds of weather. The noise and vibration were no fun to endure, but you were always safe in a Frontier 580
Around 73 or 74, I flew from Salina, Ks to Denver on one. It's about 400 miles, but with 3 stops, it was the epitome of a puddle-jumper. As we were descending for the final stop at Garden City, I was watching for the ground to appear. The ceiling had been pretty low at the first two places, and when we kept dropping with no sign of any breaks in the clouds, I started getting a bit nervous. Then, the pilot stood us on the tail and shoved the throttles to full power, and as that was happening, I finally saw the ground and we were almost in it. There was a radar unit next to the glide path, and I could darned near count the rivets.
The pilot calmly announced that we were proceeding directly to Denver without making that stop.
Also flew on the Frontier Convairs while living near Denver and going to college in Nebraska. It was creaky and squeaky as we took off from Stapleton & then landed in North Platte, Kearney, Grand Island & finally Lincoln. Never enough time in level flight for the FA to make a pot of coffee. Later, I had lots of fun flying back & forth from Denver to Rock Springs in our turbulent winters and springs. Good pilots & maintenance staff at Frontier kept the old girls up in the air regardless of weather.
I remember seeing them at Stapleton.
My Father worked for Frontier Airlines during the 60s and 70s. There were 2 aircraft that were the money makers. Boeing 737-100 and 200's and the Convair 580. We use to fly both aircraft types between DEN and OMA. Sometimes we got the special flight from DEN -> Scottsbluff -> Grand Island -> Lincoln -> OMA, and yes even the 737s, where they would do POWER BACKS in towns like Scottsbluff. We lived in DEN but were HUSKERS!!!
Crashed in fog,fuel starvation,pilot fatigue,counterfeit hardware,poor maintenance.....I don't see how any of these affect the planes reputation.It's not like the doors are blowing off after all.Great vid as always.Thanks!
Exactly! Non of those crashes were the result of any inherent flaws in the aircraft.
The comments on the Lynyrd Skynyrd video were interesting. Apparently the fuel gauges were not very linear and drop off rapidly at lower fuel levels.
@@naughtiusmaximus830 All my cars do that too...
Good points!
What made the Convair 580 an outstandingly good airplane was their turboprop engines. So equipped, the 580 could take off fully loaded and fly on one engine. They were one of the best airplanes for mountain flying ever built. I was on a 580 that encountered extremely severe clear air turbulence in Colorado that would have broken a modern "commuter" aircraft in two. The Convair 580 lost about a hundred rivets on the starboard wing and suffered a bent starboard prop. The pilot feathered that prop and we flew on to the airport on one engine. And, yes, we didn't crash--I'm still here. The 580's downfall was just their relatively poor fuel efficiency for its passenger capacity. I flew on the 580s well over a hundred times. They were like cruising in a pickup truck--relatively slow, noisy, bumpy, but incredibly tough.
I flew the CV580 for Frontier Commuter near the last couple of years of Fronteir Airlines. I had previously flown the CV 640 which was the same airframe, but with the RR Dart engines and Dowty Rotal props. Yes, a very tough airframe. It had to be to hang those Allison 501 D-13 engines on it. The same "Jet Prop" engines that are on the C-130 and the Lockheed Electra. 4000 HP a piece compared to the modest 2500 HP on the RR Darts on the CV640 and they had close to the same max takeoff weight, basically meaning the 580 was dramatically overpowered. It was "relatively slow" compared to the 737s that Frontier flew, but, certainly 100 mph faster than any other "commuter aircraft" of that era. It was a complex, analog, brute power aircraft and we loved it. The digital, regional jet pilots of today would get eaten alive flying this aircraft. Not for the feint of heart.
@@brucejacobs5286 Since you flew for Frontier, I'll share this story. Way back in the '70's I was flying on Frontier from Denver to Gunnison--a trip that I made regularly back then. Normally, the route took us over the Collegiate Range into Taylor Park, then roughly down the Taylor River canyon until just outside of Gunnison, over Fossil Ridge to the Tomichi River valley to the Gunnison runway approach. Well, on this particular flight, the pilot dropped the 580 clear down INTO Taylor Canyon (looking out, not down, at the canyon walls from the plane), basically "driving" that 580 down the serpentine canyon the way would would drive a station wagon down the canyon. It was wild. When we came to Fossil Ridge, we only cleared it by, maybe, 200 feet. When we arrived at Gunnison, I asked the stewardess why the pilot had done that. She said that the pilot was coming up to the Gunnison/Taylor Park area to elk hunt in a day or so and he was scouting for elk. Ah, those WWII bomber pilots that flew for Frontier back then . . .
@@rockymountainjazzfan1822 Such a good story. Couldn't happen today. In 1980-83 I flew for Rocky Mountain. We would do the same type of "sight seeing" in the Twin Otter over the Sangre de Christos, drop down over the sand dunes and chug into Alamosa. Same in the Dash 7 going into Aspen. We'd drop down VFR (visual flight rules as everything into Aspen was in those days prior to radar coverage below 17 thousand feet, except for our own, not for public use, instrument approach) over Rudi Reservoir, cross the ridge and follow the Frying Pan River into the airport. Those were short takeoff and landing aircraft. The 580 was a beast. We cruised at 320 mph. The Twin Otter maybe 160 mph and the Dash 7 220 or so. They were like hot air balloons compared to the 580.
I am a frankly biased Convair propjet fan. I travelled on Allegheny airlines frequently in the early 1970s who flew these marvelous planes in my area of the country. The Convair was spacious, smooth riding and quiet. The start up was always fun to experience and listen to. As. Private pilot, I enjoyed its simplicity. Terrific plane.
Great info, but you got one fact wrong. The first airline to put the Convair 600 into service with its RR Dart Ada-10 engines was not Trans Texas, but Fort Worth-based Central Airlines. I was a Central mechanic at Dallas Love Field when N74858 arrived from its conversion at Convair San Diego. Trans Texas chose to do their own 240 to 600 conversions in Houston, and understandably took some delays in completing the first airplane. When a Trans Texas mechanic at Love Field was asked what he heard about the slow progress of the first conversion, he replied, "Oh, it is going all right. They got one mechanic driving rivets, one mechanic bucking rivets, and one mechanic drilling them back out." Eventually, they got all the rivets in the right places.
Good stuff. Love the Convair liners. Their bad reputation stems mostly from false use. They worked well.
Thank you! I used to travel in the 440 and 880s run by Allegheny, puddle-jumping back to college from Boston, stopping at Windsor Locks, LaGuardia, Philadelphia, Scranton, Harrisburg, Altoona, eventually landing in Pittsburgh. Marginally faster than the train.
I think you might be referring to Allegheny’s 580s which were turboprops. The 880’s were quad-turbojet 707 & DC-8 competitors, faster than both but ravenously fuel hungry. Allegheny didn’t have 880’s, though American, Delta, and TWA operated them until the 1973 oil crisis.
@@kcindc5539 Thank you! It was a long time ago. That journey was like a day in an elevator.
@@pmichael73 I lived right next to Greater Pitt Int’l Airport and found myself on a few too many of those “thirteen stops and you’re there!” trips from PIT to upstate NY or New England. They didn’t call it Agony Airlines for nothing!
@@kcindc5539I am from Uruguay. The Convair 880 jet was followed by the 990 "Coronado". Used by Swissair into MVD in the 60s.
@@ivanlussich8146 yeah the Coronado was a beast of an airplane. Unfortunately it burned so much fuel no one could make a profit flying it after 1973.
From the facts presented, it would seem that the vast majority of accidents attributed to this airframe are a direct result of shoddy maintenance, and not due to any inherent flaw in the design. The accident presented as a result of pilot error? Who really knows. The Convair liners are still handsome examples of twin engine airliner design. Thank you for the fine look at this iconic airplane
over 70 years of flying and it seems no incidents relating to the actual design of the airplane is quite impressive. Especially given its pedigree of "early pioneer into pressurised flight" which panned out very differently for the Comet. I will always be a fan of the Convair B-58 too!
The plane crash in Mississippi happened on my grandma's land. My mum used to tell me the story of that plane crash but it wasn't until later in life that I learned of who was involved in the crash.
Where it crashed was a rural area and all a sudden emergency vehicle and news crews descended on this area people otherwise wouldn't think about.
The CV-440 was a reliable workhorse for SAS on the carriers domestic routes for some 20 years. The last remaining planes were retired in 1976. As of 2002 it is the only type operated by SAS to never have had a single accident. Still remember the magnificent sound of those P&W R-2800s when a 440 regularly passed over our house in the 70s.
Beautiful plane. Cheers from GC Australia all.
6 turning and four burning, what a very 1950s idea.
It worked.
The Convairs used by Air Chathams were retired a couple years ago. Replaced by ATR 72 and Saab 340 aircraft.
I also like the statement of them being Auckland based and the picture is from my local Wellington Airport. :P
Such a shame I missed flying on these to the Chathams. I would have loved to fly on it. ATR are not as interesting sadly
Sir your research and accuracy is absolutely second to none. Bravo sir !!!!!
And your pronunciation"!
I used to 'plane spot' at the then London Airport' in the early 1960s. They were often to be seen and I thought the 440s very handsome.
My first airplane ride was on a Convair CV-240 in December of 1971 from Atlanta, GA, to Jacksonville, FL, and back. It was a corporate plane, outfitted with sofas, lamps, tables, etc. We flew through a thunderstorm on the way back; the plane was a solid as a rock.
I remember North Central CV 580's. Dang I loved em. Cochise Airlines also operated the 440 out of Tucson for a few years.
I as well remember North Central flew Convairs out of our little northern airport for many years.
Had the opportunity to see and photograph VH-PAL CV-580, can't remember if at Wellington or Queenstown in New Zealand, in early 2009. Most probably chartered for some sort of private tour. Thanks for the video!
Had a ride in US Corps of Engineers turbo Convair back in the 8-0's in Saudi Arabia. A very comfortable aircraft.
Great video! Looking forward to your videos on the Constellation and Peacemaker!
Listening to the cause of crashes makes it abundantly clear that the aircraft design and manufacture were not at fault. "Fuel starvation, pilot error, fuel contamination, fouled spark plugs, unapproved parts, landing attempt in fog" are just some examples. Convair did an excellent job with this aircraft series and should not be judged based on accidents.
This was surprisingly enjoyable... a very good job. MY very first flight was on a CV-580 from KLNK to KOMA for the grand fare of $12.00. I will never forget the flight...which, by the way, I could "barely hear myself think"... those turbo engines were incredibly noisy.... oh my goodness but now in my late 60's all is relegated to a set of very fond memories. Thank you so much,
I had the chance to fly on a Convair 580 twice in 1985 with Air Ontario from YUL ( London Ontario Canada ) to YYZ ( Toronto Pearson ) as part of a connecting flight. The sound of those Allison turboprops was a sound to behold.
I rode in 340's and 580's for years. Reliable, comfortable and dependable. The 580's are in use as Airtankers now. I still see them in Canada and Argentina.
Well done. I also liked your Shorts Belfast, the quad jets and the BAC311 presentations. Keep up the good work. I look forward to hearing more about aviation.
What funny timing. I was doing research on airline's historical fleets last night and not knowing much about airliners from that age, I was surprised how many of them had Convairs. And then you show up with this this morning. haha. I love the internet some days. :)
Another outstanding video! Fact based presentation that other channels should learn from. Cheers.
It was probably a Convair 440 flown by Mohawk Airlines that my 1964 high school graduating class flew from Syracuse, NY, to NYC for the World's Fair.
Despite the 1977 Lynyrd Skynyrd crash, REO Speedwagon was using a 240 or similar for touring in 1980 - I took a picture of it at the Bridgeport CT airport, with the “9 Lives Tour” catgirl logo painted on the tail.
Great work, what a fascinating aircraft.
The National Research Council of Canada still operates a CV-580 (C-FNRC) as a research aircraft.
Excellent as always, thanks again.
Seems that most of the accidents were the result of poor maintenance or pilot error, and not inherently the plane itself.
I.e., Texas International flight 655 - September 1973, a scud running captain flying VFR in the dark - those RR Darts did their jobs perfectly right up to impact with Black Fork Mountain( Convair 600,N94230), near Mena, AR.
Good documentary, I wonder if the 'perilous' safety record takes into account the number of planes and years in service.
It was a safe aircraft and like most accidents in the days before the knowledge of wind shear, thunderstorms, pilot rest requirement and meticulous maintenance, they did pretty good. It was less aircraft problems than environmental and human problems.
I'm surprised I didn't see any posts from ground personnel involved in runups of those Dart engines. The incredible shriek produced by the compressors would indeed try to deafen you. Earplugs AND muffs, didn't matter. That particular frequency cut right through both. To this day, I believe my years with those things caused my constant ear-ringing....at just about the same pitch. Noisy bastards, but only from in FRONT of the aircraft. Relative peace and tranquility behind them.
My dad flew in the flight test programs for everything from the R3Y flying boat to the 240, 340, etc. and 880 & 990.
The kingdom of Tonga used at least one Convair through Air Chatham into the early 2000s, and maybe still do. Used it for island hopping, which is where I got to fly in one. I think it was a 580, but can't be certain. As for the crash in Munich: my parents told me about that when I was a child as they lived not too far away in the city at that time. It's been years and years, but I have this image in my mind about them taking us to the site and gesticulating. My dad passed but I need to ask my mum if she remembers.
It may have been a DC3 too. That is where Air Chathams got their DC3 which is still flying. Id loved to have gone on the Convair in the Islands. I flew on the DC3 on a 30 sight seeing flight out of Paraparaumu. Thank you for sharing this.❤
My dad was captain on the 440 for Delta for a short while. He then went to San Diego for initial training as captain on the 880. He flew the 880 from 1959 to 1971. His favorite jet. I rode jump seat tripping on acid mia to ord. Sorry. But how cool that was.
My father flew Convair 440's for Eastern Airlines among other models
Excellent production as always
Another great video. Thankyou.
1990s 40 hunters,with 2 caribou each packed to the gills,meat frozen in boxes on the aisle ,leaving,northern Quebec,foggy ,sleet,pilot brake torqued that 580,as it hopped off the ground,no problem,landed safely in Montreal!
Fantastic video awesome as always
The examples of crashes sound like operational errors rather than errors with the aircraft itself.
Excellent Presentation Thankyou
Great video. As a kid in the early to mid 1960s in Little Rock AR Convairs were the mainstay in the business commuter runs to Dallas Love or St. Louis Lambert. The Convair helped create a lifelong adoration of aircraft for me before the 727, 737 or DC-9s.
In 1969, I flew from Fort Polk army base after completing basic and advanced training. The aircraft was a Convair via Trans Texas to Houston. I remember noting the Rolls logo on the engines.
My first flight on an airliner was in October 1972. It was a short round trip from Chicago (ORD) to Milwaukee and back on board a North Central Airlines Convair 580. The airfare for the trips was a total of $32.00. Before I took the flights my uncle Don asked me how much it was going to cost and when I told him he then said slowly, "Je-sus Christ!" as he shook his head in disbelief. In all honesty, it was a bit of a high price for an airline ticket in the pre-deregulation days. Nice story on the Convairliners and thanks for sharing!
The Convair 580 replaced Douglas DC-3s into/out of Vernal Airport (eastern Utah). The difference in noise levels at takeoff was dramatic, and residents under the departure flightpath were understandably grateful each time.
Back in '79 (I think) My family and I flew from Frankfurt-am-Main to Brussels on a Delta Convair radial. I was somewhat alarmed when they started the starboard engine and a mass of what I assumed to be oil fell from the nacelle. I remember the plain rectangular exhaust. There was bad weather, and it was a hell of a ride. I was glad when we got to Zaventem.
My father flew on Allegheny Airlines Convairliners in the early 1960's between Philadelphia and Pittsburgh. These were very flashy aircraft at that time.
That 240 was an elegant looking plane in its art-deco livery. A friend of mine was flying Convair mail planes in New Zealand between Auckland and places further south in the 1990s. I believe these were still going until the early 2000s.
None of these were perilous, instead they were a safe and reliable airframe. Where planes get bad reputations is usually due to being relegated to marginal operators which may not have maintenance and safe operations as their top priority, simple pilot error, or other factors unrelated to the original design.
Excellent presentatiion!
I had one flight on a CV-600. Flew from Tulsa, OK to Houston, TX with Texas International back in 1972 (I was a junior high school). Rolls Royce engines. Smooth flight. With my parents, I had previously flown on a few Boeing 727s (Eastern and Braniff) and a Douglas Super DC-8 (KLM to Europe in 1968). I thought the CV-600 was a nice airplane. They seemed to have served Texas International well back in their day.
You could have mentioned the Convair 640 Rolls-Royce Dart conversion of the 340 and 440. I had several flights on 640s operated by Canadian regional carrier Pacific Western Airlines in the late 1960s. Also had several flights on 580s of North Central and Canadian carrier Time Air. The Convarliner series was a very reliable and successful aircraft. I've never heard it referred to as being associated with a high accident rate. Few accidents had anything to do with the aircraft. They were more related to maintenance and the type of operations into many small airports, often in remote mountainous areas. United Airlines operated their large 340 fleet for many years with a perfect safety record. By the way, your mispronunciation of "Okanagan" at 9:58, the valley and large lake in southern British Columbia where the city of Kelowna is located, was very amusing! It's "oh-kuh-NOG-an" with emphasis on "NOG" not on "KA". Sounded like you said "oh-CANNY-gun."
I believe the 1980’s Guru Maharishi Bhagwan Rajneesh Shree had a Convair 440 at his private airport in Antelope Oregon. Now I know more about thank you for the great video
I believe one of those "Rajneesh Shree," Convairs ended up at the aviation maintenance school at Lewis College at Lockport, IL. It was eventually scraped and replaced with a United Boeing 737-200.
Great video TY
very interesting to learn, thanks a lot!
Im praying for all those that lost their lives on these aircraft, its all i can do, rest in peace my fellow humans.
Another,beastly beauty,a Super Constellation,had one based with us at Midway Airport,in the early 1970s,you ain’t experienced nothing till you sit on a wing,in January,and put oil in each Engine,that hold 60 gallons each,one gallon at a time,and some time One quart at a time!How I got frost bite the first time!Thomas A.Filipiak,Midway Airport Chicago,Butler Aviation,Signature Flight Support,1970 till 2016!
Great vlog as always! I saw LN-PAA take off. Two hours later it was on the news that it was missing. The people onboard was on the way to HAM for a ship christaning. They all worked for WWL. Sad, sad, sad.
Very nice video
GREAT video and you've got me as a subscriber in the first few minutes! Small corrections: the F-102 and F-106 were both pure interceptors and NOT "fighters".
Very interesting and informative video.
Thanks for sharing.
🙈🙉🙊 😎 🇺🇸
I worked on Convair 240’s, 340’s, 440’s, and 580s first as a ships cleaner and then mechanic for several operators. It was a rugged and reliable airplane with an EXCELLENT safety record. All the examples of crashes cited were NOT the result of improper or inferior design.
Convair 580 (Allegheny) flew out of Elmira/Corning Regional in the 60's and 70's. ELM is in a valley with hills immediately behind it to the North. When those engines were started and the planes taxied, they could be heard clearly up and down that valley. Soundtrack of my childhood. My dad flew them many times for business.
Oh....and the 5800s with digital avionics and glass cockpits were simply magnificent airplanes....
Air Chatams retired them finally a few years ago. They were replaced with ATR-72 500s
Used to fly on CV-580s from Tricity airport in SE Kansas on Frontier. Lots of good Lockheed Electra like sounds when taxiing.
The Constellation begun as a passenger airliner that got converted into a military transporter.
Wasn't the Constellation a Lockeed aircraft?
@@WilliamMurphy-uv9pm Yes it was.
Not mentioned are the Convairs flown by Hawaiian Airlines. They used the 340 and 440, with the latter being re-engined with turboprops in 1965-67. They were replaced by DC-9s starting in 1974. Flown many a flight between the islands as a kid.
I believe Hawaiian also operated the Japanese built YS-11 turboprop airliner.
In Uruguay Aerolíneas Colonia have 3 240 second hand from 1973 to 1977. It,s for services from Colonia (Uruguay) to Buenos Aires (Argentina). These airliners was replaced for a 440 from 1977 to 1981, and a 660 from 1981 to 1986, when the airline stop the services.
I flew in one between Zurich and Geneva as a kid in the sixties. 😊
So it was apparently a 340 Dad took me on when young. My first time leaving the surface of the earth. Must have been addictive, became a private pilot about ten years later much to Dad's delight.
My dad worked for Delta Airlines long ago. He told me that the Delta pilots loved the 880 because it was so fast, and they used to "race" each other to see who could complete a route the fastest.
loved the 580 🙂
They are a pretty plane if you ever get to see one.
I flew Allegheny 440's and 580's between PHB and EWR during my time at Penn State.
Shame to neglect mentioning their contribution to aerial firefighting, past and present.
The Partnair crash was especially saddening because on board were 50 people from the same company who won the trip to name a new company ship.
PS Pan AM flew Convair flying boat airliners in the 1930's, the first modern long range airliner. Compare to Sikorsky's S40 " A collection of airplane parts flying in formation ".
Rode the CV 580s from Detroit to Lansing '69 to '71. North Central AL.
We had some 580's flying freight here for years.
I only recall Spain (Spantax) bought a lot of Convair jet liners , but not for everyone. The jets were faster, heavy on fuel , with a bit less capacity. Pilots plane I guess, but not for accountants. Guessing the military builds were hard to shake.
1:23: There may've been 18,000 B-24's made, but Consolidated did NOT make all of them. Ford made a large number of them at their new Willow Run factory, which was almost next to the Detroit airport. Ford made some 7,000 of them, and Douglass also made B-24's.
You forgot to mention convair 580's operated by air cape in south africa and namib air namibia during the 80's
B24 decent record against Uboats.fw 200s and Mavis flying boats among other stuff. Most versatile bomber of the entire war. Thanks.
Video request : Passenger kill ratio Convair vs Viscount
Sounds like there was not a lot wrong with their aircraft but instead poor maintenance and piloting causing the accidents.
Same thing happening today.
To be honest, the bad reputation wasn’t deserved. As (in my opinion) the highlighted accidents don’t appear to be the fault of the aircraft or its design
It seems that many of the crashes came from either human error or bad fuel/weather. I think the Hustler was very under rated and under utilized. That was one scary aircraft, to the enemy. Also Elvis owned an 880 I believe. The fastest commercial jet liner of the day.
The 990 held the speed record in the early 1960s . Very fast, but trans sonic speeds burn much more fuel . Economy not speed rule . The SST may have been the only passenger jet faster .
The Lynyrd Skynyrd killer plane
1:19 That' brutal. Droping the bombs and being shot down in one recording.
Why is the CV 640 never mentioned, It is a Airliner used by Pacific western Airlines in Canada during the 1960's and early 1970's.
I used o fly to Work on one of these for two years.
Seems that the Convair series' accidents were not due to any aircraft deficiencies...only in in its operators.
The accidents you listed were not due to a fault of the aircraft.
i bet few know that howard huges was responsible for the 880-990 debacle. they built the 880 to his exact specs but buy the time the 880 was actually comming off the assebly line -huges had been removed from the board of directors from his own company. TWA then refused to buy the 880 and went with 707 and dc8,s. this left convair with a white elephant airliner that few wanted mostly due to the 5 across vs 6 across seating. convair tried to save the plane by re purposing the 880 as the 990 with changes they hoped would enable the 990 to fly coast to coast in the usa. the 990 couldnt quite pull this feat off
I've flown 240BN. The 240 series Convairs were one of the best aircraft in its class. It's completely unfair to characterise it as deficient in some way.I've also flown the HS 748. If you're looking for a complete POS right off the board, there's your airplane.
My late Uncle Tom was sent to the USA post WW2 as part of the TAA team which took delivery of a number of Convair aircraft (240 I think) to be ferried eastward across the Atlantic and onward to finally be put into passenger service in Australia. The limited range required good planning for the ferry flight, particularly to safely cross the Atlantic.
@@noelerbs388 The range was appropriate to the type of operation the aircraft was designed for. It was fast - faster than anything in its class. It wasn't made to cross oceans. Anything designed today for the same mission requires a similar routing today.
A straight 240 would cruise at 220 true, and that gave it a range, with reserves, of aver 1200 NM. This aircraft was designed to operate flights one to three hours in length, and it did that extremely well. Its weather capability was streets ahead of anything else flying at the time. It was a well mannered aircraft, with no inherent vices, and it had no design flaws. Every accident it was involved in was down to either pilot error, or poor maintenance. Take a look at the competition - the F-27 has some very bad habits indeed, not least of which was an extreme sensitivity to anything by an ideal CG. While that's not what I would call a design flaw, exactly, it did mean that any error in loading could be fatal. This, indeed, proved to be the case, with a considerable number being lost when a slightly aft CG caused sudden loss of control when theflaps were extended.
As for a ration of airfrmes to accidents, have a look at the Viscount. Even by British standards this thing was a piece of garbage. I know a few guys who flew them , and while they though it interesting to fly, its Heath Robinson systems and poorly thought out cockpit were the bane of their existence. Large numbers were lost due to design flaws.
To make a long story even longer, the title of this video is disingenuous click-bait.
CV 580 Built Allegheny and North Central airlines