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Aviation History
2001
2001 - 3074.PDF
The majority of TriStars are operated by airlines as the trijet has failed to find a niche as a freighter 500s, with work involving a modification package that includes an enhanced standard of combustor and improved high- and low-pressure turbines, resulting in increased time on-wing and improved fuel consumption. Menanwhile, the Flying Hospital organisation is considering acquiring a second TriStarto operate as a medical evacuation aircraft for the US Department of Defense. Although no firm details of the pro posed medevac version of the L-1011 have been released, the Flying Hospital says the configuration will be "completely different" from its current L-1011-50 aircraft. Delivered: 249 In service: 155 Address - see Boeing Former MDC types are supported by Boeing's Long Beach plant in California. DC-8 After a first flight in May 1958, the DC-8 entered LOCKHEED TRtSTAR Length(m) Wingspan (m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) Max landing weight (kg) Operating empty weight (kg) Max zero fuel weight (kg) Max payload (kg) Powerplant - Standard fuel capacity (1) Normal operating speed (kt) Max cruise speed (kt/mach) Max cruising altitude (ft) Take-off field length (m)* Landing field length (m)* Accommodation (1-class) Accommodation (2-class) Accommodation (3-class) Design range /typical load Notes *Sea level/ISA "all Type A exi L-1011-1 54.17 47.34 16.87 320 -5.77 195,045 162,385 109,633 147,417 36,288 3 x 42,020lb *RB211-22B 89,450 375 520 42,000 2,423 1,737 400" 310 280 5,735km L-1011-100 54.17 47.34 16.87 320 5.77 211,375 166,920 111,675 153,315 41,640 3 x 42,020lb R-R RB211-22B 100,100 375 512 42,000 3,292 1,768 400" 310 280 7,030km /310 pax /310 pax s. 345 pax otherwise. L-1011-250 54.17 47.34 16.87 320 5.77 231,335 166,920 113,399 153,315 39,916 3 x 50,000lb R-RRB211-524B4 119,885 375 518 42,000 2,987 2,042 362 310 280 9,410km /280 pax L-1011-500 50.05 50.09 16.87 329 5.77 231,540 166,920 111,312 153,315 42,003 3 x 50,000lb R-RRB211-524B4 119,885 375 518 42,000 2,636 2,073 315 250 233 9,905km /250 pax service in September 1959. Over 240 of the 556 DC-8s delivered remain in commercial service. Most DC-8s are being operated as freighters. Cammacorp was set up in 1979 to oversee the CFM56 retrofit programme for the DC-8 Series 60, but the company no longer exists. In total, 110 air craft were re-engined with CFM56 turbofans, designated the DC-8 Series 70. Quiet Technology Venture (formerly Quiet Nacelle) has an FAA STC for its DC-8-50 P&W JT3D-3B Chapter 3 hushkit. Burbank Aeronautical II (BACII) s developing a Chapter 3 hushkit for the DC-8-50 and -61. After filing for bankruptcy, BAC is continuing with the final phase of certification tests of its hushkit, and expects to achieve FAA approval soon. The kit, which is virtually identical to that developed for the 707, is being offered for a market believed to extend to around 25 viable DC-8 and 707s. Delivered: 556 In service: 243 DC-9 The DC-9 had its first flight in February 1965 and the twinjet entered service with Delta Air Lines in December 1965. Produced in five main variants (-10, -20, -30, -40 and -50), with four different fuse lage lengths, 976 aircraft were delivered before the aircraft was superseded by the MD-80. Around 400 DC-9s have been upgraded with ABS Partnership's Stage 3 hushkits. The DC-9 is one of the types included in BAS-planned major cockpit upgrade programme to help airlines address the problem of how to comply with future air navigation requirements. Northwest Airlines is considering proposals for its DC-9 fleet. Delivered: 976 In service: 727 DC-10 The short-/medium-range DC-10-10 was the initial production version of the widebody trijet, making its first flight in August 1970 and entering service with American Airlines in August 1971. Longer-range derivatives, the GE CF6-powered -30 and P&W JT9D-powered -40, were introduced in November 1972 by Swissair and Northwest Airlines, respec tively. The -15, a "hot-and-high" derivative of the -10, was developed for the Mexican carriers Aeromexico and Mexicana, and entered service in June 1981. 60 DC-10-based KC-10 Extender tankers were delivered to the US Air Force. In 1996, MDC launched the MD-10 programme after an agreement with FedEx covering the conver sion ex-American Airlines and United Airlines DC-10-10s to cargo aircraft equipped with an MD-11-based two-crew cockpit. The first phase began in early 1997 with the con version of the ex-passenger aircraft to freighters. The freighter conversion involves structural strengthening to raise MTOW to 203t. Phase two of the programme, the installation of the Honeywell VIA 2000 advanced common flightdeck (ACF), received FAA certification in May 2000. A common type rating for the MD-11 and MD-10 was also approved. 70 4-10 SEPTEMBER 2001 FLIGHT INTERNATIONAL www.tlightinternational.com
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