Convair 580

Convair 580
SAS Scandinavian Airlines · Public domain · source
Name	Convair 580
Caption	Convair 580 in airline service
Role	Turboprop airliner
Manufacturer	Convair
First flight	1954 (Convair 340/440 family)
Introduced	1960s (580 conversions)

Convair 580 The Convair 580 is a twin-engined turboprop airliner conversion derived from the Convair CV-340 and Convair CV-440 family, developed during the 1960s by Convair and conversion firms to meet regional airline demand. It combined Allison T56 engines, enlarged propellers and structural modifications to serve carriers such as Frontier Airlines (1950–1986), Aloha Airlines, Western Airlines, United Airlines, and various regional airline operators across United States, Canada, Mexico, Australia, and South America. The type influenced short-haul operations alongside contemporaries like the Fokker F27 Friendship, Hawker Siddeley HS 748, Boeing 737-200 derivatives, and Douglas DC-3 conversions.

Design and Development

Convair began its family with the Convair 240 series, evolving into the Convair CV-340 and Convair CV-440 to address post‑war airline needs and competition from Lockheed L‑188 Electra, Douglas DC-6, and Vickers Viscount. The 580 conversion was conceived by firms including Allison Engine Company, Pacific Airmotive, Hawker Siddeley affiliates, and Field Aviation, installing Allison T56 turboprops similar to those on Lockheed C-130 Hercules airframes and using large four‑blade or six‑blade props akin to installations on Grumman S‑2 Tracker. Structural reinforcement, cabin pressurization retention from the CV‑440 lineage, and aerodynamic tweaks paralleled developments seen on British Aircraft Corporation and Short Brothers transports. Airlines such as Frontier Airlines (1950–1986), North Central Airlines, and Braniff International Airways ordered conversions to extend fleet life and improve dispatch reliability compared with piston‑powered peers like Pratt & Whitney R-2800 equipped types.

Technical Specifications

Typical 580 conversions featured two Allison T56-A-9 or similar turboprops, producing comparable shaft horsepower to powerplants used on Lockheed P-3 Orion, paired with Hartzell or Hamilton Standard propellers similar to units on Douglas DC-7. The cabin layout accommodated roughly 50 passengers in high‑density configurations, rivalling capacities of the Fokker F27 Friendship and Handley Page Dart Herald. Performance parameters—cruise speed, range, and service ceiling—aligned with regional operations alongside the de Havilland Canada DHC-6 Twin Otter and Short 330 for short‑to‑medium sectors. Avionics suites on many 580s were updated with navigation and communication packages from suppliers like Collins Radio and Honeywell International Inc. to comply with Federal Aviation Administration and Transport Canada regulations.

Operational History

The converted fleet entered service with carriers including Frontier Airlines (1950–1986), Aloha Airlines, Western Airlines, Hawaiian Airlines, Airborne Express, North Central Airlines, and international operators such as Avianca, Aerolineas Argentinas, LAN Chile, and Air Niugini. 580s operated in diverse environments from Denver International Airport altitudes to Honolulu International Airport island hops and South American feeder networks connecting to hubs like Ezeiza International Airport and El Dorado International Airport. The type proved popular in cargo conversion circles, paralleling roles undertaken by converted Douglas DC-6 and Boeing 727 freighters, and served military and government operators in liaison roles similar to missions flown by Beechcraft King Air variants. Over time, 580s were progressively replaced by regional jets such as the Bombardier CRJ200, Embraer ERJ 145, and newer turboprops like the ATR 42 and ATR 72.

Variants and Conversions

Major conversions included factory or aftermarket modifications by firms such as Field Aviation, Marshall Aerospace, and Eagle Aircraft Services, producing versions with cargo doors, seating reconfigurations, gravel kits, and upgraded avionics. Notable derivative classes in the wider Convair family encompassed the Convair CV-240 and Convair CV-440, while conversion philosophies resembled those applied to the Douglas DC-3 Super DC-3, Fokker F27 re-engining projects, and Britten-Norman Islander upgrades. Cargo conversions competed with freighter conversions of the Handley Page Herald and Hawker Siddeley Andover in express freight markets served by operators like FedEx and UPS Airlines.

Operators

Civilian and military operators spanned continents: North American carriers (United Airlines, Continental Airlines (1934–1982), Braniff International Airways, Southwest Airlines associate operators), South American airlines (Avianca, LAN Chile), Oceanic carriers (Air Niugini, Ansett Australia subsidiaries), and government agencies in United States and Canada. Cargo operators and charter companies included firms akin to Airborne Express and regional freight carriers operating into airports such as Chicago O'Hare International Airport, Los Angeles International Airport, Toronto Pearson International Airport, and various island aerodromes.

Accidents and Incidents

The Convair conversions experienced incidents documented in civil aviation records involving controlled flight into terrain, runway excursions, and maintenance‑related failures, comparable in frequency to contemporaries like the Hawker Siddeley HS 748 and Fokker F27. Notable events involved airline operators and occurred in regions monitored by agencies including the National Transportation Safety Board and Transportation Safety Board of Canada. Accident investigations often referenced human factors studied in reports by organizations such as International Civil Aviation Organization and regulatory responses from Federal Aviation Administration.

Preservation and Museum Aircraft

Several airframes have been preserved in museums and by historic flight organizations: examples appear in collections alongside types such as the Douglas DC-3, Boeing 247, and Lockheed Constellation at institutions like the Smithsonian National Air and Space Museum affiliates, regional aviation museums, and private warbird groups. Preserved 580s are displayed at venues comparable to Pima Air & Space Museum, Museum of Flight (Seattle), and specialty collections focusing on postwar airliner heritage, often maintained by volunteers connected to societies like the Experimental Aircraft Association.

Category:Convair aircraft Category:Propeller aircraft