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weight and performance calculations for the Convair CV990A Coronado
Swissair CV990A with test registration N8497H, it was delivered January 1962 to Swissair with registration HB-ICA, c/n 30-10-7
Convair CV990A Coronado
role : jet airliner
importance : **
first flight : 24 January 1961 operational : March 1962 (American Airlines)
country : United States of America
design :
production : 37 aircraft built between 1961 and 1963 at San Diego.
general information :
After the 880, Convair began developing a larger model, initially referred to as the Model 600. It had a 3.04m longer fuselage. It was equipped with by-pass engines from GE. It would have a range of 7380 km with max. payload and could accommodate 96 to 121 passengers. The speed would be even higher than that of the 880 and should be around 1021 km/h! The by-pass motor of the type CJ805-23 had the fan at the rear (Aft-fan motor). Whitcomb bodies were placed on the wing rear to reduce resistance according to the Area rule.
Convair sold 25 units to American Airlines, which only had to pay US$ 100 million for it. AA paid US$ 22.8 million in the form of 25 surplus DC-7s, representing a market value of only US$ 10 million. Swissair converted its order for 5 880's to 7 990's.
However, the 990 did not achieve the promised performance and AA and Swissair received a discount. The delivery was delayed, the 1st aircraft would be delivered to the Swissair as early as March 1961. There were problems with flutter and the flight characteristics at low speed. For example, Krueger flaps had to be fitted between the fuselage and the inner engine to improve the operation of the elevator. However, this provided significant resistance making the promised maximum speed could not be achieved.
In addition, fuel consumption was 500 kg/hour higher than planned. Convair suffered a loss of 96.5 million usd. The problems were solved with the 990A, but in the meantime the first 707s with turbofan had appeared on the market and the strong sales point of the 990, the fan engine was no longer unique. AA and Swissair entered service with the 990 in March 1962.
All 30 already built CV990's were converted to CV990A, so what really was in service was the CV990A and so in total only 37 CV990(A)'s were built.
On May 8, 1961, a 990 flew M0.97 at 22500ft.
The 990's from Swissair and VARIG differed slightly from the standard 990, they had CJ805-23B engines, could carry more fuel and were slightly heavier.
CV990 prototype, the two outside engines suffered from flutter, to remedy this the pylons were shortened on production aircraft, and got a distinctive dent.
After the 990's were taken out of service by the large airlines they were used by charter companies for years. The Spanish Spantax was the last major user of the Coronado, which took the last of 14 out of service in March 1987. They were all demolished on Palma except one that has been preserved.
NASA has used a total of 3 pieces for atmospheric, meteorological, astrological and solar
Experiments. One was used to test the landing gear of the Space Shuttle, this lasted until 1995.
Two 990's are stored in the Mojave Desert.
Construction similar to that of the 880M, but hull extended by 3.05m.
Aspect ratio 6.2, cord : 6.34m
primary users : Swissair, American Airlines, SAS, Garuda, VARIG, Spantax
Accommodation:
flight crew : 4 cabin crew : 5
flight crew consist of pilot, co-pilot, navigator and flight engineer
passengers : seating for 121 in all- coach class seats ( 34 -in pitch)
maximum seating capacity : 149 passengers
engine : 4 General Electric CJ805-23B turbofan engines of 71.39 [KN] (16049 [lbf])
Cabin length : 30.10m max.width : 3.25m height : 2.15m volume : 173.1 m3
Measured wing chord at root : 10.26 [m] and at tip : 3.19 [m]. Normal seating 96 – 121 passengers, high density seating possible up to 149 pax.
Length fuselage : 134’9” = 41.07m wheel track 19ft 11in = 6.07m wheel base : 17.43m. measured tail-angle : 11°
dimensions :
wingspan : 36.58 [m], length overall: 42.43 [m], length of fuselage : 41.07 [m] height :
12.04 [m] wing area gross : 209.0 [m^2] fuselage exterior width : 3.49 [m]
weights :
empty weight : 56500 [kg]
operating empty weight : 59170 [kg] max. structural payload : 13400 [kg]
Zero Fuel weight (ZFW) : 72570 [kg] max. landing weight (MLW) : 91625 [kg]
max. take-off weight : 114760 [kg] weight usable fuel : 46244 [kg] (58910 [litres])
performance :
Max. operating Mach number (Mmo) : 0.871 [Mach] (989 [km/hr]) at 6100 [m]
critical Mach speed : 0.88 [Mach]
max. cruising speed : 917 [km/hr] (Mach 0.86 ) at 10668 [m] (37 [%] power)
economic cruising speed : 896 [km/hr] (Mach 0.84 ) at 10668 [m]
service ceiling : 12500 [m]
range with max fuel and MTOW : 6115 [km] (ATA domestic fuel reserves - 370.0 [km]
alternate)
description :
*Cantilever low-wing monoplane with retractable landing gear with nose wheel
*Engines attached with pylons to the wing, main landing gear attached to the wings, fuel
tanks in the wings and fuselage
*Wings : all-metal two spar fail-safe wing structure with two Fowler flaps and one split fillet
flap on each wing with full span leading edge Kruger flaps ,with spoilers airfoil : NACA
average thickness/chord ratio : 12.0 [%], sweep angle 3/4 chord: 35.0 [°]
incidence at root : 2.00 [°], dihedral : 7.0 [°]
*Fuselage : Pressurized aluminium-alloy stressed-skin structure of elliptical 0 section
calculation : *1* (dimensions)
measured wing chord at root: 10.26 [m]
measured wing chord at tip : 3.19 [m]
taper ratio : 0.311 [ ]
mean wing chord : 5.71 [m]
wing aspect ratio : 6.40 []
Oswald factor (e): 0.669 []
seize (span*length*height) : 18687 [m^3]
Garuda CV990A PK-GJC in flight
calculation : *2* (fuel consumption)
oil consumption : 0.6 [kg/hr]
fuel consumption (econ. cruise speed) : 6389.4 [kg/hr] (8139.3 [litre/hr]) at 33 [%] power
distance flown for 1 kg fuel : 0.14 [km/kg] at 10668 [m] height, sfc : 68.0 [kg/KN/h]
total fuel capacity : 58910 [litre] (46244 [kg])
calculation : *3* (weight)
weight engine(s) dry : 6768.0 [kg] = 23.70 [kg/KN]
weight 11.5 litre oil tank : 0.98 [kg]
oil tank filled with 1.8 litre oil : 1.6 [kg]
oil in engine 3.5 litre oil : 3.1 [kg]
weight all fuel lines and pumps containing 77 litres fuel : 124.8 [kg]
weight engine cowling : 742.5 [kg]
weight double thrust reversers : 485.5 [kg]
total weight propulsion system : 8126 [kg](7.1 [%])
***************************************************************
Accommodation cabin facilities:
typical 1-class cabin layout for 121 passengers : economy : pitch : 86.4 [cm]34.0 [-in] ( 3+2 )
seating in 24.2 rows
weight passenger seats (width 55.4 [cm]) : 719.4 [kg]
weight cabin crew seats : 25.0 [kg]
weight flight crew seats : 84.0 [kg]
high density seating passengers : 149 [pax] at mainly 5 -abreast seating in 30.8 rows, pitch
83.8 [cm] 33.0 [-in]
pax density, normal seating : 0.809 [m2/pax], high density seating : 0.657 [m2/pax]
weight 4 lavatories : 113.0 [kg]
weight 4 galleys : 69.1 [kg]
EC-BZO Spantax CV990A interior, 2+3 seating
weight overhead stowage for hand luggage (total : 7.8 [m3] = 161 55x35x25cm carry-on
trolleys) : 121.1 [kg]
weight 5 wardrobe closets : 111.3 [kg]
weight 2 movie screens : 16.1 [kg]
weight 50 windows (47x38cm) made of acrylic glass: 214.2 [kg]
weight 2 (1.88 x 0.76 [m]) main entry doors : 151.9 [kg]
weight 2 (1.22 x 0.61 [m]) galley service doors : 79.1 [kg]
weight 2 (main door size : 1.04 x 1.22 [m]) freight doors (belly) : 146.6 [kg]*
total usable belly baggage/cargo hold volume : 26.3 [m3]
cabin volume (usable), excluding flight deck : 173 [m3]
passenger compartment volume : 128 [m3]
passenger cabin max width : 3.25 [m] cabin length : 30.10 [m] max cabin height : 2.15 [m]
floor area : 93.5 [m2]
weight cabin facilities : 1885.9 [kg]
safety facilities:
weight 2 type III over wing emergency exits (51x91 cm): 52.1 [kg]
evacuation time with 149 passengers : 56 [sec]
weight 4 hand fire extinguisher : 11 [kg]
weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 78.7 [kg]
weight emergency flare installation : 10 [kg]
weight 4 emergency evacuation slides : 96.0 [kg]
weight safety equipment & facilities : 248 [kg]
fuselage construction:
fuselage aluminium frame : 15268 [kg]
floor loading (payload/m2): 143 [kg/m2]
weight rear pressure bulkhead : 190.0 [kg]
fuselage covering ( 330.4 [m2] duraluminium 3.85 [mm]) : 3340.9 [kg]
weight paint fuselage : 69.4 [kg]
weight aluminium floor beams : 277.7 [kg]
weight cabin furbishing : 746.6 [kg]
weight cabin floor : 1377.8 [kg]
weight (sound proof) isolation : 434.4 [kg] TO-noise level : 116.0 [EPNdB]
weight 23796 [litre] main central fuel tank empty : 475.9 [kg]
weight empty 174 [litre] potable water tanks : 15.4 [kg]
weight empty waste tank : 8.7 [kg]
weight fuselage structure : 22205.1 [kg]
Avionics:
weight radio transceiver equipment : 7.0 [kg]
weight weather radar : 25.0 [kg]
weight Doppler & radio direction finding (RDF) equipment : 5.0 [kg]
Cockpit Swissair, HB-ICC 30-10-12A, the aircraft is on display at the Swiss Museum of Transport at Lucerne.
weight Sperry automatic flight control system, with SP-30 auto-pilot : 25.0 [kg]
weight Cat III auto-landing system : 15.0 [kg]
weight artificial horizons, compass, alti-meters : 7 [kg]
weight engine monitoring gauges & control switches : 28 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp. and rpm indicators : 15 [kg]
weight avionics : 133.0 [kg]
Systems:
Air-conditioning and pressurization system maintains sea level conditions up to 6775 [m]
and gives equivalent of 2000 [m] at 11600 [m]. pressure differential : 0.60 [bar] (kg/cm2)
pressurized fuselage volume : 305 [m3] cabin air refreshment time : 3.1 [min]
weight air-conditioning and pressurization system : 167 [kg]
weight APU / engine starter : 35.7 [kg]
weight lighting : 39.9 [kg]
weight 210 bar hydraulic system : 94.8 [kg]
weight engine-driven 40kVA electricity generators : 30.2 [kg]
weight 22Ah battery : 28.5 [kg]
weight controls : 17.6 [kg]
weight systems : 414.0 [kg]
total weight fuselage : 24886 [kg](21.7 [%])
***************************************************************
total weight aluminium ribs (38 ribs) : 3699 [kg]
weight engine mounts : 143 [kg]
weight 6 wing fuel tanks empty for total 35350 [litre] fuel : 530 [kg]
weight 236 [litre] vent surge tanks : 28 [kg]
weight wing covering (painted aluminium 4.44 [mm]) : 5015 [kg]
total weight aluminium spars (multi-cellular wing structure) : 4277 [kg]
weight wings : 12992 [kg]
weight wing/square meter : 62.16 [kg]
weight bleed air thermal leading-edge anti-icing : 40.2 [kg]
weight Withcomb aerodynamic anti-shock bodies "carrots" : 720.0 [kg]
weight ailerons (10.2 [m2]) : 319.1 [kg]
weight fin (19.8 [m2]) : 617.9 [kg]
weight rudder (7.6 [m2]) : 228.7 [kg]
weight tailplane (horizontal stabilizer) (32.0 [m2]): 1097.9 [kg]
weight elevators (7.6 [m2]): 127.7 [kg]
weight paint wing & tail surfaces : 109.6 [kg]
weight flight control hydraulic servo actuators: 31.1 [kg]
weight trailing-edge single slotted Fowler flaps (28.7 [m2]) : 584.5 [kg]
weight leading edge Kruger flaps (8.4 [m2]) : 127.6 [kg]
weight spoilers (9.6 [m2]) : 150.4 [kg]
total weight wing construction : 17848 [kg] (30.2 [%])
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tire pressure main wheels : 9.50 [Bar] (nitrogen), ply rating : 21 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 0.48 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 62 [ ]
Aircraft Classification Number (ACN), MTOW on rigid runway and medium subgrade
strength (B) : 32 [ ] Can also operate from unpaved runways subgrade B
wheel pressure : 12623.6 [kg]
wheel track : 6.07 [m] wheelbase : 17.43 [m]
weight 8 Dunlop 41.0 x 15.2 main wheels (1041 [mm] by 387 [mm]) : 800.8 [kg]
weight 2 nose wheels : 100.1 [kg]
weight multi-disc wheel-brakes : 85.4 [kg]
weight Hydro-air flywheel detector type anti-skid units : 9.0 [kg]
weight oleo-pneumatic shock absorbers : 96.8 [kg]
weight wheel hydraulic operated retraction system : 1386.5 [kg]
weight undercarriage struts (four-wheel bogies) with axle 4384.7 [kg]
total weight landing gear : 6863.2 [kg] (6.0 [%]
*******************************************************************
American Airlines CV990A N5618
********************************************************************
calculated empty weight : 57723 [kg](50.3 [%])
weight oil for 8.0 hours flying : 5.0 [kg]
unusable fuel in engine and tanks 235.6 litre fuel : 185.0 [kg]
weight lifejackets : 54.5 [kg]
weight 2 life rafts : 75.6 [kg]
weight catering : 111.3 [kg]
weight water : 153.6 [kg]
weight crew : 729 [kg]
weight crew luggage, navigation chards, flight docs (NOTOC), manuals, miscellaneous items
: 133 [kg]
operational weight empty : 59170 [kg] (51.6 [%])
********************************************************************
weight 121 passengers : 9317 [kg]
weight luggage : 1936 [kg]
weight cargo : 2147 [kg] (cargo + luggage/m3 belly : 120 [kg/m3])
zero fuel weight (ZFW): 72570 [kg](63.2 [%])
weight fuel for landing (3.0 hours flying) : 19055 [kg]
max. landing weight (MLW): 91625 [kg](79.8 [%])
max. fuel weight : 105414 [kg] (91.9 [%])
payload with max fuel : 100 passengers + luggage 9346 [kg]
published maximum take-off weight : 114760 [kg] (100.0 [%])
calculation : * 4 * (engine power)
power loading (Take-off) : 402 [kg/KN]
power loading (Take-off) 1 PUF: 536 [kg/KN]
max. total take-off power : 285.6 [KN]
calculation : *5* (loads)
manoeuvre load : 1.4 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.5 [g]
design flight time : 2.15 [hours]
design cycles : 27080 sorties, design hours : 58222 [hours]
max. wing loading (MTOW & flaps retracted) : 549 [kg/m2]
wing stress (2 g) during operation : 156 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.86 ["]
max. angle of attack (stalling angle, clean) : 13.97 ["]
max. angle of attack (full flaps) : 18.90 ["]
angle of attack at economic cruise speed : 2.68 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.20 [ ]
lift coefficient at max. angle of attack (clean): 1.28 [ ]
max. lift coefficient 30 [° ] flap setting : 1.96 [ ]
drag coefficient at max. speed : 0.0330 [ ]
drag coefficient at econ. cruise speed : 0.0382 [ ]
induced drag coefficient at econ. cruise speed : 0.0099 [ ]
The CV990 had Whitcomb bodies (carrots) on the wing trailing edge to “area rule” the aircraft and reduce drag at high subsonic speeds. Still it has a high drag coefficient compared to the Boeing 707 and Douglas DC-8. Seen here is Swissair HB-ICA in flight.
drag coefficient (zero lift) : 0.0283 [ ]
lift/drag ratio at econ. speed : 5.96 [ ]
calculation : *8* (speeds
minimum unstick speed (Vmu) at TO angle 13.0 ° : 281 [km/u] (152 [kt])
take-off decision speed (V1) : 293 [km/u] (158 [kt])
take-off rotation speed (VR) : 308 [km/u] (166 [kt])
lift-off speed (VLOF) : 326 [km/u] (176 [kt]) at pitch angle : 9.1 [°]
take-off safety speed (V2) : 329 [km/u] (177 [kt])
flap retraction speed (V3) at 500m (OW loaded : 108371 [kg]): 317 [km/u] (171 [kt])
steady initial climb speed (V4) : 354 [km/u] (191 [kt])
climb speed (to FL150 with 83 [%] power) : 558 [km/hr] (301 [kt])
Frosty SAS SE-DAZ “Ring Viking” c/n 30-10-17 at Stockholm – Arlanda airport, November 1965.
max. endurance speed (Vbe): 554 [km/u] min. fuel/hr : 5605 [kg/hr] at height : 7010 [m]
max. range speed (Vbr): 889 [km/u] (0.85 [mach]) min. fuel consumption : 6.79 [kg/km] at
cruise height : 11582 [m]
max. cruising speed : 917 [km/hr] (495 [kt]) at 10668 [m] (power:35 [%])
max. operational speed (Mmo) : 989 [km/hr] (Mach 0.87 ) at 6100 [m] (power:58 [%])
airflow at cruise speed per engine : 137.6 [kg/s]
speed of thrust jet : 1567 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.82
descent speed 7315 - 3048 [m]: 537 [km/u] (290 [kt])
approach speed 3048 - 500 [m] (clean): 463 [km/u] (250 [kt])
minimum control speed (MCS) Vmca (clean): 301 [km/u] (162 [kt])
stalling speed clean at 500 [m] height at Max.Landing Weight : 91625 [kg]): 273 [km/u] (148
[kt])
final approach speed (landing speed) at sea-level with full flaps VREF (max. landing weight):
261 [km/u] (141 [kt])
ICAO Aircraft Approach Category (APC) : D
stalling speed at sea-level with full flaps VSO (max. landing weight): 201 [km/u] (109 [kt]
rate of climb (max. continous power) at sea-level ROC (loaded, 83 % power) : 1140 [m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 945 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 83 % power on remaining engines)
: 494 [m/min]
can not stay on height 1000 [m] with 2 engines out, immediate emergency landing needed
rate of descent from FL240 to FL100 (7315m > 3048m): 914 [m/min] (2999 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers: 457
[m/min] (8 [m/s])
calculation : *9* (regarding various performances)
low wheel pressure, can also take off from unpaved runways
ICAO Aerodrome Reference Code : 4D
Brake kinetic energy capacity : 1924 [KW]
Aerolineas Peruanas OB-R-728 having a smokey take-off, the General Electric CJ805-23B turbofans were notorious for producing a lot of smoke.
FAR TO runway length (TOFL) requirement at TOW 114760 [kg] standard day at SL
(= ASDA) : 2636 [m]. According to Jane’s all the world aircraft 1964-65 : SR-422B T-O field length : 2985m. This is more than 300m longer than calculated, can be difference between SR-422B requirements and FAR requirements..
Take-off flap setting : 10 [° ]
+++ FAA certification landing distance : +++
landing weight : 91625 [kg], TE flap setting : 30 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
without use of thrust reversers, glideslope : 3.0 [°]
SR-422B landing field length at SL from 15 [m], dry runway : 1846 [m] (6056 [ft])
SR-422B landing field length at SL from 15 [m], wet runway: 2120 [m] (6956 [ft])
max. lift/drag ratio : 10.90 [ ]
Swissair CV990A HB-ICE c/n 30-14
climb to 5000 [m] with max payload : 4.06 [min]
climb to 10000 [m] with max payload : 12.48 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
max. ceiling fully loaded (mtow- 60 min.fuel): 108371 [kg] ) : 16300 [m]
ceiling limited by max. pressure differential 15200 [m]
max. theoretical ceiling (OWE + 60 min.fuel) : 18900 [m] with flying weight :65559 [kg]
calculation *10* (action radius & endurance)
range with max. payload: 5848 [km] with 13400.0 [kg] max. useful load (91.2 [%] fuel)*
range with high density pax: 5778 [km] with 149 passengers (90.2 [%] fuel)*
range with typical two-class pax: 6184 [km] with 121 passengers (95.9 [%] fuel)*
VARIG Convair CV990A PP-VJF at Miami, January 1969
range with max.fuel and MTOW : 6485 [km] with 9 crew and 100 passengers and 0 [kg]
cargo*
ferry range (calculated): 6853 [km] with 4 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 71669 [litre] fuel : 8114 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 841915 [paskm]
useful load with range 1000km : 13400 [kg]
useful load with range 1000km : 149 passengers
production (theor.max load): 12288 [tonkm/hour]
production (useful load): 12288 [tonkm/hour]
production (passengers): 131941 [paskm/hour]
none or very little cargo capability
oil and fuel consumption per tonkm : 0.520 [kg]
calculation *11* (operating cost)
fuel cost per hour (8139 [litre]):4883 [eur] (16 [pax-km/litre fuel])
fuel cost per seat 1000km flight (144 [pax] 2-class seating): 37.01 [eur/1000PK]
oil cost per hour: 2 [eur]
crew cost per hour : 1200 [eur]
list price 2024 : 120 [mln USD]
average flying hours in 1 year : 2700 [hours] technical life : 22 [year]
real average service life : 21 [years]
depreciation : 21 [years] to 10% residual value
financing interest per flying hour : 1000 [EUR]
write off per flying hour : 1759 [EUR]
mean time between engine failure (MTBF) : 10989 [hr]
can continue fly on 3 engines, low risk for emergency landing for PUF
Spantax CV990A EC-BQQ c/n 30-10-34 at the gate at Ringway, Manchester, England, June 1975. Many CV99s found a second life with charter airlines. Spantax operated 14 CV990A’s well into the 1980’s.
workhours per day : 9.98 [hr]
average flight hours till crash : 0.41 [mln hr] (151 service years)
safe flight hours till fatality : 8231 [hr] (3.0 service years)
reservation pax liability/flying hour : 15.65 [SDR*] (19.56 [eur])
insurance cost per hour : 1354 [eur] insurance rate : 8.2 [%]
engine maintenance cost per hour : 220.4 [eur]
wing maintenance cost per hour : 213.9 [eur]
fuselage maintenance cost per hour : 142.93 [eur]
tire life (time till worn out) : 91 [cycles]
maintenance cost per hour (excluding engines): 1070 [eur]
direct operating cost per hour: 11508 [eur], DOC per km : 12.84 [eur]
DOC per seat 1000km flight (144 [pax] 2-class seating): 87.22 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 84.23 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.94 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 5.38 [eur/pax]
airport landing fee / passenger : 5.38 [eur/pax]
retour ticket price 1000km trip : 262.67 [eur/pax]
price retour ticket Schiphol-Barcelona : 310.64 [eur/pax]
Lebanese Int'l Airways had 2 Coronados, OD-AEW and OD-AEX, but these were destroyed on the ground by Israeli commandos in 1968 during a retaliation raid against Lebanon for an Arab terrorist attack on a Boeing aircraft in Athens, 8 Israeli Air Force Super Frelon helicopters landed at Beirut International Airport at night. Commandos set fire to, and destroyed 14 Lebanese aircraft. Seen here is OD-AEW c/n 30-10-31
accidents with fatalities > see the accident file
Notes : lowest number of passengers in normal seating (1-class) : 121 of the 4-engined medium size classic airliners. But high density seating for 149 pax is equal to the Boeing 720.
Thickest skin of all classic jetliners : 3.85 [mm], made fuselage frame heavier, more then other jetliners, but can also be OWE is lower. Looks like reasonable compromise.
Lowest aspect ratio of its category : 6.40
Highest ticket price for Barcelona of the classic jetliners : 313.14 EUR
Biggest seat width : 55 [cm] and low passengers density, so must be comfortable, with enough space per seat.
Modern Air CV990A N5615 c/n 30-10-27
Literature :
Jane’s commercial transport aircraft page 91
Verkehrsflugzeuge page 53
Jane’s all the world aircraft 1964-1965 page 223
Verkeersvliegtuigen Moussault page 87,155,156
Verkeersvliegtuigen B. Van der Klaauw page 30
KIJK straalverkeersvliegtuigen page 44,45
Air International dec’98 page 380
Wat is dat voor een vliegtuig page 74
Convair 990 Coronado - Wikipedia
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
Swissair CV990A N8497H/HB-ICA c/n 30-10-7 in flight, later it flew for Ghana Airways under lease.
(c) B van der Zalm 14 April 2025 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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