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Aviation History
1999
1999 - 1499.PDF
an 717 represents over the DC-9. The fuselage and wing are carried over from the DC-9-30, but almost everything else has been changed. Using the DC-9-30's existing fuselage and wing design for die 717 has resulted in major development and certification savings which are reflected in die aircraft's $31.5 million 1999 listprice. The fuselage, manufactured by Alenia of Italy, is a three-frame stretch of the DC-9- 30's. Added forward of the wing, the frames allow for an extra row of seats while also increas ing the centre of gravity (CG) range. The pro duction wing will be manufactured by South Korea's Hyundai Space & Aircraft, and is essen tially unchanged from the baseline DC-9-30 design. In addition to obvious production sav ings, costs are further reduced when fatigue-life certification expenses are considered. The high-bypass-ratio BMW Rolls-Royce BR715 turbofan engines are the biggest exter nal difference between the 717 and its DC-9- series predecessors. The BR715 shares its core with the BR710, used on the Bombardier Global Express and GulfstreamVbusiness jets. Its 1.47m (58in)-diameter wide-chord fan and "The BR715s are the biggest external difference between the 717 and the DC-9." full-authority digital electronic control allow the BR715 to produce 18,5001b thrust (82kN) in standard form, with an optional maximum of 21,0001b. AirTran has bought the pin-selectable 21,0001b option for its initial 50 aircraft. While inherendy fuel efficient, the BR715's fuel flows have been running at about 1.5% less than predicted in flight test. Noise and emis sions levels are all well below current and pro jected regulatory limits. From the pilot's perspective, the biggest changes from the DC-9 are in the cockpit. Proven MD-11 technologies and designs were adapted to the 717 during its development. The new avionics are supplied by Honeywell. Six 200 x 200mm liquid-crystal displays (LCDs) comprising the forward instrument panel are powered by two redundant integrated avionics computers. Typically, two LCDs serve as pri mary flight displays (PFDs), two as navigation displays, and two as primary and secondary engine and alert displays (EADs). The automatic flight control system, incor porating both autopilot and autothrottles, is controlled through a glareshield-mounted con trol panel. The flight management system (FMS), programmed with aircraft performance information as well as navigation and airport data, is controlled by two pedestal-mounted multifunction control and display units. The result is a clutter-free cockpit that looks and • FLIGHT INTERNATIONAL 26 May - 1 June 1999 43
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