|Quoting Rugger (Reply 1):|
I know Martin had problems with the predecessor aircraft the Martin 202. It had structural problems with a few of them losing their wings in flight. Maybe the reputation hindered future sales of the successor.
|Quoting Rugger (Reply 4):|
With a drop down tail stairway they were self contained for use in airports that didn't have stairways.
|Quoting Viscount724 (Reply 12):|
. I don't think many had the ventral stairs (Western Airlines was one), and I can only recall the no-airstairs option being chosen by Pan Am.
|Quoting BravoOne (Reply 8):|
There were two different conversions for the CV, One was the RR Dart and the other was the Allison 501. The CV240 could not handle the more powerful Allison and was restricted to Dart conversion. I had occasion to fly the prototype CV240 when it belonged to Litton Industries. They used it as a research platform. It had been a Dart conversion, but when Litton had it the Darts had been replaced by the PW2800'
|Quoting nikeherc (Reply 15):|
I was on a Piedmont 404 in the summer of 1967. The flight was a puddle jumper from GSO to ORF. It was a foggy, rainy night and shortly after takeoff from Rocky Mount, water vapor began condensing as it came out of the cabin air vents. An older woman shouted "We're on fire". The male flight attendant jokingly replied "Sure looks like it." He then proceeded to offer the traditional Piedmont choice of "coffee, tea or bullion."
|Quoting WA707atMSP (Reply 10):|
Quoting mkdavisA330 (Reply 9):
Martin began development of a turboprop version, designated 303.
The original Martin 303 wasn't a turboprop, it was a version of the 202 that United ordered. United cancelled their order before delivery, and switched to the Convair 340.
|Quoting sparky35805 (Reply 14):|
TWA and Eastern wanted an aircraft superior to the Convair 240.Convair told them that they would be happy to sell them 240s,so they turned to Martin.Martin agreed to build the 404 which was a stretched,pressurized version of the 202.They also sold TWA twelve 202s from unfinished airframes of cancelled orders.These had some improvements and higher weight than the standard 202 and were known as 202A's.They were available for Summer of 1950 delivery so TWA could retire their five 307 Stratoliners.The 404 deliveries started for both TWA and Eastern in 1951 .
Convair then decided that they would improve the 240 when United and Braniff came calling and the 340 was born.A great aircraft,but like the 240,it suffered from excessive cabin noise.This was improved with the 440,but it was still noisy in the cabin.
Eastern operated both type through here (HSV) .The Martins did not have weight restrictions from our 5000 ft runway,but in the summer,if take off was south over a hill,at least four seats would have to be empty on the 440.If you talked to ten pilots,five would tell you they liked the 440 and the other five,the Martin.Eastern had sixty Martins and Southern would later operate twenty five ex Eastern 404s from 1951-1962 for Eastern and 1961-1978 for Southern without a passenger fatality.With operations in all kind of weather,especially thunder storms in the south,and numerous take off and landings at small airports each day,not a bad saftey record.
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