It was General Dynamics (Convair Division) determination to break into the burgeoning late 1950's world market for first generation civil jetliners which saw both the CV880 and CV990 produced. Desperation to succeed within the lucrative civil aviation market also lured this respected aerospace manufacturer into one of the greatest financial losses in US corporate history.
Although a technical triumph with a fine reputation for speed and comfort, CV880 jetliners were constantly disadvantaged by the restricted capacity of their narrow fuselage and associated higher operating costs, along with late service entry into a world market already being dominated by B707's and DC8's. From the outset of its jetliner project Convair correctly recognised existence of a niche market for high speed luxury air travel .... PAX willing to pay higher premiums for the benefit of reduced travelling time (as Concorde proved more than a decade later), as well as airlines willing to cater accordingly in order to get ahead of their competitors. Despite having already sustained significant losses through the CV880's lack of appeal among world airlines, Convair rather than cut its losses at this early stage, was determined to try to make the aircraft more competitive. Greater power, speed, range, and capacity were all logical solutions .... from which a markedly different aircraft began to evolve.
This new aircraft was launched during 1958 under the "MODEL 30" type designation though it initially seemed to suffer a similar identity crisis to that which originally afflicted the CV880 .... being first redesignated "CONVAIR 600" (also once applied to the 880), then "MODEL 990" (recognising the aircrafts projected speed in feet per second), and finally "CORONADO" (in honour of General Dynamics/Convair San Diego abode). World civil aviation would ultimately come to know the new jetliner as "CONVAIR 990 CORONADO" .... or simply "CV990".
The CV990 retained the 880's fuselage diameter but featured a 114in fuselage stretch for a total length of 139ft 5in and capacity for 122-137 PAX (depending on airline configuration). In later years some carriers further increased capacity through installation of redesigned seats. The new aircrafts wingspan also remained the same as CV880 .... 120ft 4in .... but with slightly increased area. Higher cruising speeds required area ruling concepts being applied to the wing design and manifested in the form of 2 raised cones/anti shock bodies located along the upper trailing edges of each of both main wing surfaces. These devices additionally served as integral fuel tanks and became a major distinguishing feature of the CV990. The new jetliner had a MTOW of 239,000 lbs and intended trancontinental range. To contend with higher operating weights the aircraft featured strengthened landing gear. It also became the first civil jetliner to be equipped with the Proportional Anti-Skid Braking System. General Electric, considered some 2 years in advance of competing jet engine development, once again became the engine of choice for the CV990, this time utilising revolutionary new fanjet technology of much superior performance, economy, and environmental acceptability. Each of the aircrafts new GE CJ805 23 Aft-Fan fanjet engines were rated at 15,800 lb/st (the later -23B version was rated at 16,050 lb/st) and represented a ducted fan type upgrade of the CV880's CJ805 series turbojet powerplant with the fan located at the rear rather than front end of the engine. This configuration among other enhancements promoted some 40% greater power for 10-15% less fuel burn.
Wanting to inaugurate high speed transcontinental services up to 1 hour faster than its opposition, American Airlines became launch customer for the CV990 during August 1958 with an order for 25 aircraft. The first overseas orders for the new jetliner came from SAS, and Swissair. Both Continental Airlines, and Pan American World Airways initially fostered interest in the CV990 but eventually committed to B720's. Early KLM, and TCA enthusiuasm also similarly evaporated in favor of DC8's. A Howard HUGHES/Toolco order for 13 CV990's lapsed and was eventually cancelled whilst VARIG Brasilian Airlines reluctantly inherited a REAL Aerovias order for 3 CV990's. By 1961 American, SAS, Swissair, and VARIG were Convair's only confirmed CV990 client airlines for a total of just 37 airframes. SAS later cancelled in favour of a leasing 2 aircraft from Swissair. Indeed history seemed to be repeating itself .... Convair's niche market for high speed luxury jetliners was steadily eroding even before the first aircraft had ever flown.
CV990 "Ship One", N5601, was rolled-out at San Diego Lindbergh Field on November 23rd 1960 and first flew on January 24th 1961. During test flying and the gradual work-up to full speed .... a garunteed 635 mph .... problems resulting from excessive drag began to emerge. At high speed the aircrafts elevators also lacked effectiveness and its outboard engine pylons vibrated considerably .... restricting maximum cruising speed to 580 mph .... some 55 mph below Convair's garunteed performance. This saw "Ship One" undergo 6 weeks of modifications which resulted in new slats being fitted, as well as shortening of each of the outboard engine pylons in order to resolve initial problems. During this period "Ship Two" continued ground and systems testing in support of the certification process. A modified "Ship One" then took to the skies again during April 1961 and successfully flew at Mach 0.97 without reocurrence of the original problems. Further airframe enhancement was however necessary and resulted in alterations to the rear of each of the aircrafts 4 engine nacelles, along with new Kruger Flaps and wing leading edge, and revised wing/fuselage fillet panels (which also required new fuselage framing and reskinning) all being fitted. Despite these modifications and subsequent performance gains it became obvious the CV990's high cruising speed could only ever be attained at the undesirable expence of excessive fuel burn .... reducing both the aircrafts profitability, range, and as a result its appeal to most airlines.
The FAA type/operating certificate for the original/standard CV990 was approved on December 15th 1961, followed by certification for the modified "CV990-A" issued on October 10th 1962. Aircraft upgraded to "A" specification had a garunteed maximum speed of 621 mph .... still 14 mph short of Convair's original garunteed performance .... but sufficient to promote the CV990 as "the worlds fastest jetliner". By the time production of all 37 airframes was complete only 9 aircraft were built to pure CV990-A specification whilst the remaining 28 were all upgraded between 1962 and 1964 whilst in service and at Convair expence. 3 sub versions of the CV990-A were built .... the model 30A-5, 30A-6, and 30A-8 ....each varying slightly in fuel capacity, engine model, and MTOW according to airline preference. MTOW for the CV990-A was increased to 244,200 lbs with range varying between 3,100 to 3,500 miles. By early 1962 the first CV990 had yet to be delivered. With aircraft failing to meet original performance garuntees, long delays resolving defficiencies, and much higher than anticipated operating costs significant harm had by this time been done to the entire project .... to the extent that B707 and DC8 jetliners became more firmly established among airlines of the world as all but the 4 major carriers with confirmed CV990 orders began avoiding the new jetliner completly.
When American Airlines ordered CV990's during 1958 it intended operating high speed non-stop transcontinental/coast to coast "Blue Streak" services across the USA. Failure of the aircraft to meet both speed and range expectations forced abandonment of these plans along with a revised purchase agreement (reduced to 20 aircraft), compensation for the airline, and right to abandon the contract completly should Convair be unable to modify the CV990 by mid 1963 to meet a minimum cruising speed of 620 mph. These conditions eventually being met all 20 aircraft were delivered between January 7th 1962 and early 1963. Only the airlines last 5 aircraft were delivered as CV990-A's whilst its first 15 were progressively upgraded to "A" specification on-the-line and by late 1964. Instead of operating transcontinental services American's CV990's were relegated to medium haul routes. Originally configured for 99 PAX in a dual First/Economy Class (42/57) cabin capacity was later revised to 101 (34/67). American Airlines commenced disposal of its CV990 fleet from as early as 1965 though the type remained in service until 1968 as aircraft were sold or leased to other operators. Despite never fulfilling original service ambitions these aircraft none-the-less provided 6 years of stirling service to the airline .... even so American Airlines then president (CR SMITH) is much later recorded having said "my only bad equipment decisions were the CV990 and BAC 1-11.
Financial difficulties rather than concern regarding the CV990's performance defficiencies was the reason for SAS cancelling its 2 aircraft purchase. Instead the airline negotiated leasing 2 CV990's from Swissair. Both aircraft were delivered to the airline factory fresh from the Convair/San Diego production line and in definitive SAS period livery on February 23rd and April 10th 1962. These operated the airlines Copenhagen/Tokyo route with a dual First/Economy class configuration (42/87) until March 27th 1966 when both aircraft were returned to Swissair at the conclusion of their lease.
A co-operative agreement with Thai Airways International also saw SAS CV990-A SE-DAZ "Ring Viking" sub-leased to Thai where the aircraft became HS-TGE "Srisuriyothai". It was operated in dual Thai/SAS livery on port and starboard sides from May 17th 1962 until December 21st 1963. During this period some Thai services were also operated by SE-DAY "Adils Viking" in full definitive SAS livery.
VARIG Brasilian Airlines only became a CV990 operator by default .... inheriting a REAL Aerovias order for 3 CV880's (later renegotiated for CV990's) when the 2 airlines merged during 1960. Upon realisation of the CV990's under performance and whilst both American Airlines and Swissair successfully renegotiated revised contracts and compensation, VARIG flatly refused accepting its 3 aircraft modified to any standard less than Convair's original garunteed performance. This situation was not resolved until early 1963 when a series of CV990 proving flights were operated along VARIG routes. All 3 VARIG aircraft were finally accepted on March 1st 1963 and employed on the airlines Bogota, Lima, Los Angeles, and Puerto Alegre serivces from both Rio de Janeiro, and Sao Paulo. These 3 aircraft were also among the few built to pure CV990-A specification and remained in service with the airline until July 1971 when they were sold to other operators. As a result of its 1965 takeover of Panair do Brasil, VARIG Brasilian Airlines became the only airline in the world to ever operate a combined fleet of B707, CV990, and DC8 jetliners.
Undoubtedly the most successful CV990 operations by a major scheduled carrier were those of Swissair which acquired a fleet of 8 aircraft between January 12th 1962 and March 27th 1966. In Swissair service the name "CORONADO" was popularised becomming a synonym for the CV990 throughout the civil aviation world. The airline also earned distinction for becomming the first airline in the world to place CV990's into scheduled service .... from March 7th 1962 .... featuring a dual First/Economy Class cabin configured for 16/84 PAX respectively (later revised to a 14/102 seat layout). With aircraft deliveries delayed some 10 months pending modifications, the airline negotiated similar terms of acceptance as those already agreed between American and Convair. Swissair's CORONADO's were all delivered unmodified and progressively upgraded by the airline .... reimbursed by Convair. The airlines CORONADO's operated from Zurich to most European destinations, throughout the middle East and to Asia, along with both African and South American ports. Swissair CORONADO's were occasionally leased to Air Afrique, Air Ceylon, Balair, El Al, Ghana Airways, SAS and Thai Airways International for various durations and 1 aircraft even operated a vatican charter during the 1969 papal visit to Geneva. The last Swissair CORONADO service operated between Zurich and Nice on January 7th 1975 concluding 13 years of completly satisfactory CV990 operations. Upon their withdrawal from service 4 were sold to other carriers whilst most were eventually scrapped. 1 aircraft (HB-ICC "St.Gallen") was preserved and is today a rare and prized exhibit on permanant public display inside the Swiss Transport Museum at Lucerne.
Between 1968 and 1974 Swissair charter subsidiary Balair operated CORONADO's to holiday destinations throughout continental Europe, the UK and some Caribbean charters. These aircraft were reconfigured with a Super Economy Class cabin with capacity for 137 PAX.
Of the 37 CV990's produced, 31 were delivered directly to airline operators whilst the remaining 6 aircraft (surplus from the original 1958 American Airlines order for 25) were initially unplaced. These were eventually sold to other carriers, and aircraft brokers for onward lease from 1963.
Garuda Indonesian Airways took delivery of 3 surplus CV990-A's between September 3rd 1963 and January 24th 1964. These became Garuda's first jet equipment and operated the airlines "Emerald Service" from Jakarta to Amsterdam, Bankok, Bombay, Cairo, Hong Kong, Manila, Melbourne, Perth, Rome, and Sydney until 1972 when they were replaced by DC8's.
2 surplus CV990's were also acquired by aircraft broker FB Ayer & Associates and leased to Aerolineas Perunanas (APSA). The first aircraft was delivered to the airline on November 15th 1963 ushering APSA into the jet age and a period of rapid expansion. A 2nd aircraft was similarly leased from February 1st 1965, followed by a 3rd formerly Northeast Airlines CV990-A during June 1968 .... also leased through FB Ayer. All 3 aircraft were operated on lease to purchase contracts and configured for 119 PAX. Based from Miami APSA's CV990 fleet serviced Asuncion, Buenos Aires, Bogota, Guayaquil, La Paz, Lima, Los Angeles, Mexico City, Montivideo, Panama, Rio de Janeiro, and Sao Paulo. During 1968 the airline also attempted to pentrate European markets with a leased DC8-50 but ran itself excessively into debt. APSA was consequently forced to shutdown during August l973 when all 3 CV990's were repossesed.
The remaining unplaced CV990-A airframe .... originally "Ship One" .... was eventually acquired by NASA on November 17th 1964. This particular aircraft (N711NA "Galeleo") became an airborne scientific laboratory/research platform modified with additional viewing ports along its upper fuselage, along with a host of high tech recording/data processing equipment installed within its main cabin, and capacity for up to 30 scientists. The aircraft operated from the AMES Research Center at Moffet Field California between 1964 and 1973, flying a variety of scientific research missions ranging from the observation of solar eclipses to other more advanced atmospheric research. Between June 1973 and May 1975 a further 2 CV990's passed through NASA. The last of these (N810NA) was extensively modified during 1988 to undertake development work in support of the Space Shuttle program. It was finally retired from service on August 11th 1995.
A need to modernize in order to remain competitive saw Lebanese International Airlines (LIA) lease 2 CV990's from American Airlines. LIA's first CV990-A was delivered to the airline on October 19th 1965 followed by a 2nd aircraft on February 21st 1966. These became LIA's first jet equipment and operated from Beiruit throughout the Middle East and to European destinations. LIA was violently forced out of service when both its CV990's were destroyed during an Israeli ground attack on Beiruit International Airport on the evening of December 28th 1968 .... alledgedly in response to an earlier PLF assault on an EL Al B707 at Athens.
Also leased from American Airlines was a fleet of 6 CV990-A's operated by Middle East Airlines (MEA). Delivered between June 1967 and March 1972 these briefly operated MEA's "Ceder Jet" services between Beiruit and Ankara, Aman, Cairo, Copenhagen, Frankfurt, Geneva, Instanbul, Milan, Paris, Vienna, and Zurich. Despite lease to purchase contracts MEA traded all 6 CV990's back to American Airlines between December 1970 and March 1972 in favor of B720-B's.
Northeast Airlines became 1 of only 2 airlines to operate both CV880 and CV990 jetliners when it leased a CV990-A from FB Ayer & Associates. Named "Flagship Rita" and operated in definitive Northeast "Yellow Bird" livery, this aircraft was employed on the airlines New York/Miami route from January 20th 1967 until April 30th l968.
The only other carrier to operate both Convair jetliners was Alaska Airlines which purchased an ex VARIG Brasilian Airlines CV990-A during May 1967. This aircraft operated the airlines "Gold Nugget Services" until March 1968 when it was leased to Aerovias Ecuatorianas (AREA Ecuador).
Operating in definitive AREA Ecuador livery the CV990 serviced Asuncion, Bogota, La Paz, Miami, and Montivideo from Guayaquil until October 1969.
Charter airline Modern Air Transport (owned by Gulf American Corporation) purchased 5 CV990-A's from American Airlines. These were delivered between January 4th 1967 and February 1st 1968 each configured for 139 PAX .... though capacity was later increased to 149. Modern Air's first 2 CV990's entered service featuring the airlines original natural metal "Silver Palace" livery. Between March 1968 and July 1971 the airline purchased another 5 CV990's from both American Airlines, and VARIG Brasilian Airlines .... the airline by this time boasting the worlds largest CV990 fleet. Based from Miami these operated charters between the states of Florida and Arizona for prospective investors in Gulf American Land Corporation development projects. Tourist charters to other North and Central American holiday destinations were also undertaken and during the late 1960's the airline commenced trans-atlantic charters from Montreal. Some aircraft were also later based in West Berlin/Tegel servicing the European continent and destinations as far afield as Bankok, and Johannesburg. Possibly the airlines greatest exploits were 2 around the world trans-polar luxury charters during 1968 and 1970. These saw a CV990 (N5612 "Polar Byrd 1") become the first civil jetliner to use the ice runway at McMurdo Sound Antarctica, and Modern Air the first US airline to operate a charter into the then Soviet Union. A change in parent company management and associated philosophy during 1971 saw the airline base all services from West Berlin and a major downturn in properity. From 1972 Modern air was forced to seek "Bankruptsy Protection" .... loosing all its lucrative package tour trade as a result. Limited US based services were reinstated during 1972 but all European operations ceased from 1974. The CAB finally cancelled Modern Air's operating certificate on October 6th 1975 when Gulf American Corporation declined investing any further finance in the carrier.
For 20 years the CV990 was both workhorse and a fleet icon for Spanish charter carrier SPANTAX. The airline began modernising with jets during 1967 when it purchased 2 CV990-A's from American Airlines .... delivered on February 19th and May 5th. A further 8 ex American Airlines aircraft were also acquired between January 29th 1968 and May 8 1972, followed by 4 ex Swissair aircraft delivered between April 5th and June 7th 1975 .... SPANTAX by this time accumulating what ultimately became both the largest and last great CV990 fleet in the world. SPANTAX aircraft were all configured for 149 PAX and operated inclusive tour services between continental Europe and Scandinavia to both Baleares and Canary Islands tourist destinations. Fast, strong, and classy .... in SPANTAX service the CV990 was affectionately referred to as "the Maseratti of the skies".... although the oil price shock of the early 1970's imposed reductions in cruising speed to promote fuel economy but which also resulted in significant range improvemment. From 1981 the airline began the innevitable withdrawal of its CV990 fleet in attempt to remain economically competitive as both DC8 and DC9 equipment were introduced. The last SPANTAX CV990 service was operated by EC-BZO during March 1987 .... finally concluding the longest and most successful CV990 operations by a charter airline. Most of the airlines redundant aircraft were scrapped between 1987 and 1991.
As occurred with the CV880 charter airlines and travel clubs took advantage of the early availabiity of surplus CV990's from the late 1960's in order to transition into the jet age .... some for the better and others for worse.
Danish charter operator Internord leased 3 CV990-A's from American Airlines. Its first 2 aircraft were delivered on June 23rd and December 12th 1967, followed by the 3rd on March 10th 1968. All 3 CV990's operated inclusive tours/charters throughout Scandinavian and Mediterranean regions, and to the Canary Islands. Internord's financial difficulties forced American Airlines to repossess all 3 aircraft on October 30th 1968 and the subsequent demise of the carrier.
Nomads Travel Club purchased an ex Modern Air Transport CV990-A on August 1st 1975 .... in celebration of its 10th anniversary. This aircraft operated Caribbean, and around the world charters, along with other excursion trips for club membership until 1981.
A fleet of 7 CV990-A's was eventually accumulated by Denver Ports Of Call Travel Club between October 23rd 1973 and August 25th 1976. Only 5 of these ever entered service whilst the remaining 2 were cannabalised for spares. The carrier specialised in around the world tourist/charter flights for club membership. Ports of Call Denver commenced the slow retirement its CV990 fleet from 1980. The carriers last 2 aircraft being withdrawn from service on December 31st 1984 in compliance with FAA noise regulations.
Among less common charters flown by CV990 aircraft were gambling excursions operated by Consolidated Components/Galaxy Airlines. This company acquired a single CV990-A on March 16th 1984 operating from Fort Lauderdale to both The Bahamas and Reno until 1985. The same aircraft (N990E) was also later acquired by El Paso Texas based Christ Is The Answer during 1990 for intended missionary flights which never came to fruition. The aircraft was finally scrapped during 1991.
The worlds last ever civil CV990 service was operated during 1988 by shortlived Ciskei International Airways .... a US registered carrier and airline of the independant Central African state of Ciskei. Acquiring an ex Denver Ports Of Call CV990-A on January 16th 1988 the airline operated a single proving flight to Johannesburg but failed to obtain an operating licence and never became commercially airborne. The aircraft returned to the USA during 1991 after a period of storage in Ostend Belgium.
Of the 37 CV990's built less than a handful remain today .... either preserved as prized museum exhibits or retained in storage still awaiting their final fate. The remainder having long since succumed to scrap merchants. For General Dynamics (Convair Division) production of the CV990 only inflated already huge losses sustained from its CV880 project .... to well in excess of $425 million by the time production ceased during 1962. Despite producing some of the worlds most successful high performance military jets of the 1950's, Convair's jetliner project, by comparason, was improperly managed with little apparent concept of the cost of designing and marketing an advanced civil jetliner. Although a monumental commercial failure the CV990 never-the-less earned a fine service reputation among pilots, PAX, and the few airlines which successfully operated this otherwise superb greyhound of the skies.
Mark CRANSTON
