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During February 1955, Ralph Bayless and his Convair associates produced the N-2 series of proposed transport designs for Howard Hughes' TWA. These appeared to satisfy the airline's requirements. By this time the commercial availability of the Pratt & Whitney JT-3 jet engine was certain, and that of JT-4 was probable. TWA could not afford to wait for the later availability of engines with truly adequate thrust such as the JT-4 because competing airlines were certain to deploy Boeing and Douglas jets powered by JT-3 engines significantly before the higher-powered jets could become available.
Boeing mounted what appeared to be an all-out campaign to get Howard Hughes and TWA to participate in its 707 program. However, Hughes was intent on not working with either Boeing and Douglas, and carried on with Convair's N-2 proposal. During the fall of 1955 both Douglas and Boeing offered JT-4-powered transports for international operations in response to airline pressure generated primarily by Pan American Airlines. The width of the fuselages was increased, matching that of the Convair N-2.
Howard adopted the long-range game plan of obtaining early delivery of a fleet of JT-3-powered Convairs for domestic and limited international use, followed as soon as possible by acquisition of a fleet of the JT-4-powered model for international and through-plane West Coast-Europe services. He of course understood that stops would be required on many of the JT-3-powered flights when deployed in over-ocean operations. Howard tabbed this plan "Southern Comfort." Convair called the airplane the Model 18.
During early March 1955, Howard requested the preparation of a contract and specifications for procurement of a fleet of domestic Convair Model 18 jets. Project managers were convinced the jets would pull passengers on board the way flowers attract bees, and after the jets were sold out, TWA would have an opportunity to book passengers on the pistons. Thus, it was considered extremely important for TWA's jets to be deployed at the earliest possible date.
Convair presented domestic and international versions of the N-2's with essentially common airframes. The domestic N-2's, with space for 101 five-abreast luxury seats or 123 six-abreast coach seats, were to be powered by four P & W JT-3s. The international model was to be configured identically except for a longer fuselage capable of accomodating up to 147 coach passengers, the installation of four JT-4s in lieu of JT-3s, and higher operating weights. The N-2 design schemes reflected TWA's joint efforts to develop advanced planes with unsurpassed competitive attributes: for instance, the wing sweep was greater than in the Boeing or Douglas jet transport designs for low drag at higher cruising speeds, and the diameter of the fuselage, tailored to comfortably accomodate six-abreast coach seating, was greater than then offered by Boeing or Douglas.
The Convair Model 18 was never produced, and instead, the project evolved into the Model 22, or "Skylark", which became known as the "Golden Arrow" and, finally, simply as the Convair 880.
Adapted from: Howard Hughes and TWA, Volume 87, by Robert W. Rummel
Boeing mounted what appeared to be an all-out campaign to get Howard Hughes and TWA to participate in its 707 program. However, Hughes was intent on not working with either Boeing and Douglas, and carried on with Convair's N-2 proposal. During the fall of 1955 both Douglas and Boeing offered JT-4-powered transports for international operations in response to airline pressure generated primarily by Pan American Airlines. The width of the fuselages was increased, matching that of the Convair N-2.
Howard adopted the long-range game plan of obtaining early delivery of a fleet of JT-3-powered Convairs for domestic and limited international use, followed as soon as possible by acquisition of a fleet of the JT-4-powered model for international and through-plane West Coast-Europe services. He of course understood that stops would be required on many of the JT-3-powered flights when deployed in over-ocean operations. Howard tabbed this plan "Southern Comfort." Convair called the airplane the Model 18.
During early March 1955, Howard requested the preparation of a contract and specifications for procurement of a fleet of domestic Convair Model 18 jets. Project managers were convinced the jets would pull passengers on board the way flowers attract bees, and after the jets were sold out, TWA would have an opportunity to book passengers on the pistons. Thus, it was considered extremely important for TWA's jets to be deployed at the earliest possible date.
Convair presented domestic and international versions of the N-2's with essentially common airframes. The domestic N-2's, with space for 101 five-abreast luxury seats or 123 six-abreast coach seats, were to be powered by four P & W JT-3s. The international model was to be configured identically except for a longer fuselage capable of accomodating up to 147 coach passengers, the installation of four JT-4s in lieu of JT-3s, and higher operating weights. The N-2 design schemes reflected TWA's joint efforts to develop advanced planes with unsurpassed competitive attributes: for instance, the wing sweep was greater than in the Boeing or Douglas jet transport designs for low drag at higher cruising speeds, and the diameter of the fuselage, tailored to comfortably accomodate six-abreast coach seating, was greater than then offered by Boeing or Douglas.
The Convair Model 18 was never produced, and instead, the project evolved into the Model 22, or "Skylark", which became known as the "Golden Arrow" and, finally, simply as the Convair 880.
Adapted from: Howard Hughes and TWA, Volume 87, by Robert W. Rummel
