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Aviation History
1957
1957 - 1616.PDF
3O 8*J o itlj C 1\ V SPACE PAYLOAD LIMIT -88 PASSENGERS LONG RANGE 35,000 Ir/ / CRUISE : 3 5O E 3 OO f 1- < 2 SO a.< a. UJ a 2-OOg _ 1 5O a 5OO 1OOO 15OO 2OOO 2.SOO 3POO 35OO 4000 RANGE (n.m.) 704 FLIGHT, 1 November 1957 AIRLINERS OF THE WORLD CONVAIR 880 . . . ing comprises rows of double (44in) and triple (65in) units, witha 19in aisle. When the lounge is dispensed with, this seating provides for 109 passengers.In all versions the fore and aft ends of the usable space are similar. At the front is the main forward entrance, to port,flanked by coat stowage, a tip-up stewardess seat and toilet. Opposite, to starboard, is a service door/emergency exit flankedon each side by the food buffet. Aft is the rear main entrance, also to port, immediately to the rear of the back bulkhead of thecabin. On this bulkhead are mounted two further stewardess seats. To starboard is a second service door and to the rear are theliquid buffets and two toilets. Interior design has been assigned to The Harley Earl Corpn., and Dorothy Draper, Inc., is in chargeof styling. All seating in the main cabin will be reclining and will be provided with a folding table (relatively rare in U.S. service);Hardman will supply most of the seat units. Except in the "all- coach" configuration, coat stowage is provided on both sides abovethe wing, to break up the apparent length of the cabin. Under the floor is a total of 850 cu ft of usable volume for bag-gage and freight purposes. One hold is ahead of the wing, between the electric/electronics bay and the cabin-conditioning system.The larger hold is behind the wing. Special efforts have been made to reduce turn-round time, and this is now considered to benot more than 25 min. Air-stairs are not used, but standard pas- senger ramps are applicable to the aircraft. The diagram depicts ground-servicing arrangements evolved for the 880. Although integral stairways are not incorporated, facilities for "turn- around" are such that the time should be reduced to about 25 minutes. Payload-range (upper) and direct operating cost for the overwater Convair 880. Full lines represent take-off weight of 178,000 Ib, and 10,770 U.S. gal tankage; broken lines represent max. take-off weight of 186,500 Ib, and 12,770 U.S. gal tankage. Reserves for 2 hr holding and 200 n.m. diversion (18,400 Ib); still air; I.S.A. conditions. Similar reserves apply to the cost curves (1955 A.T.A. method). In common with the other American turbine-driven transports, new designs of seating and special interior apartments are being evolved for the CV-880. This artist's impression shows "standard" seating. COMMERCIAL HISTORY As the latest of the Americantransport family to come on to the market, and a machine de- signed for a particularly difficult and keenly competitive field,the 880 has so far not sold very widely. Its announcement was coupled with the names of T.W.A. and Delta, and these majordomestic operators have signed for 30 and 10 aircraft, respec- tively. In March the new Argentine operator Transcontinental,S.A., announced the purchase of four machines, under the auspices of California Eastern (who have a considerable interestin the S. American line). The latest firm order is for four aircraft •• placed earlier this year by REAL (Brazil). As we go to press,there is still no confirmation of the large anticipated order by United, who are reported to have requested a fuselage extensionto accommodate an additional row of seats. Convair have erected a completely new mock-up building,costing $225,000, adjacent to Plant I in San Diego where the 880 work is concentrated. Here are to be found a full-scale,mock-up which includes the fuselage, tail, port wing and port undercarriage and engine nacelles. Other mock-ups feature thepassenger compartments and the 12-seat lounge. As stated at the outset, actual construction of the first 880 began this summer.Mating is due to take place next September and the machine is scheduled to fly in January 1959. Four aircraft will be used in thecertification programme. First delivery (to T.W.A. for training) is scheduled for November of that year, and commercial servicesare due to be inaugurated in the spring of 1960 (certification is scheduled for May 1960), and all existing orders are to be ful-filled before December of that year. Convair state that there is no reason to doubt that this schedule will be met. ' The CV-880 fuselage test-section below is currently being employed in the development of the cabin air-conditioning and sound-proofing, and it is being subjected to extremes of temperature and noise.
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