The MD-11 was probably a bad idea. McAir came up with the aircraft because it was a bigger, meaner, DC-10. So much DC-10 that there originally was not going to be an MD-11, but a DC-10 stretch. There were two attempts at this aircraft: a DC-10-10 stretched by 40 feet, and a DC-10-30 stretched by 30 feet. Concurrently, McDonnell Douglas was concerned about the range of the 747-SP and began work on an ultra-long-range DC-10 Global.
This research lead to an aircraft series called the DC-10 Super 60. The DC-10 Super 60 was going to be a series. A simple stretch, an ultra-long-range variant, and an aircraft optimized for both range and capacity. Unfortunately for McDonnell Douglas, the American Airlines 191 crash happened – summarily executing the DC-10 program. It did not help that there was economic malaise going on at the time, either.
Many MD-11s have been converted to cargo duty. An example arriving at Kingsford-Smith Airport, Sydney. Photo – Bernie Leighton | AirlineReporter
Being the kings of iteration that they were, in 1981 they decided to revive the large trijet research. Leasing a DC-10-10 from Continental, they studied various winglet configurations in conjunction with NASA. For reasons of marketing, this project would be designated the MD-100. This was an interesting project as it actually offered more engine options than the final MD-11, in the form of the Rolls Royce RB.211. By November 1983, it was clear there was no interest in the MD-100. The board shuttered it. Continue reading The End of the (Passenger, Widebody) Trijet: Saying Goodbye to the MD-11
The right cuff-links for the occasion – Photo: Jeremy Dwyer-Lindgren | JDLMultimedia.com
When I moved to the USA in May of 2012, I packed up my entire life, left everything and everyone behind in Australia, and began a new life in Seattle. Pretty soon I was meeting up with all kinds of people, especially AvGeeks but even I didn’t think that less than two and a half years later I would be getting married.
It wasn’t just any wedding though, it was probably the most unique AvGeek wedding. How so? Well, my wife and I were married inside the very first 747 – the City of Everett locate at the Museum of Flight.
That’s me and my new wife Heidi, posing for our first photos as a married couple inside RA001, Photo: Jeremy Dwyer-Lindgren | JDLMultimedia.com
Yeah, you read that right, the first 747. Truth be told, I couldn’t believe at first that the Museum of Flight would let us use the first 747 (also known as RA001) like that. But we were extremely excited. Right now, you are probably thinking about my wife, “She let you do that?”. Well, the truth of the situation is that it was Heidi’s idea.
After trying to find intimate venues for a small wedding at low-to-zero cost, we just couldn’t find any. Parks in Seattle all require a permit to get married. These can cost anywhere from $200-400. Pass!
We spoke with our friends at the Future of Flight in Everett about perhaps getting married there; however, Heidi’s family are all based south of Seattle, so this would be a long way to go for them (unfortunately, my family was not able to make it over for the wedding).
I knew that the Museum of Flight had just finished refurbishing RA001 so I joked that we should just get married under it. My wife, being ever the smart one in our relationship, made a good point that it rains a lot in October – what would we do if it rained that day? Her idea was we get married inside. This excited her more than me, and I’m the AvGeek!
Continue reading A Unique AvGeek Wedding – Inside the First 747
Joe Sutter and Brien Wylge – Photo: Kris Hull
Recently, the Museum of Flight in Seattle finished the first phase of restoring the historic first 747 to its original 1969 appearance. To celebrate this accomplishment, they hosted an afternoon seminar with Joe Sutter, who led the engineering team and is credited as the “Father of the 747″, Brien Wygle, the former Boeing Chief Pilot in 1969 who was in the right seat during the first flight, and noted author Clive Irving, who wrote one of the authoritative books on the 747. Before the main events on October 18th, we had the opportunity to sit down and talk with Sutter, Wygle, and Irving.
The 747 was an aircraft that was developed quickly by today’s standards, according to Sutter. “I was asked to investigate large aircraft designs in April 1965, Pan Am placed its first order in 1966, and we rolled out the first aircraft in 1968, with first flight in 1969, followed by entry into service in early 1970.” For an aircraft the size of the 747, three years from initial concept to rollout of the first model is still today unprecedented.
According to Irving, “It was a large program, and Joe was in the middle of the chain of command, and whenever there was a critical decision to be made, and no one else wanted to make it, Joe made it. He was the one in the end who signed off on everything, and took full responsibility.
Roll out of RA001, the first 747 – Photo: Boeing
You will not find that speed in today’s environment.”It was a massive undertaking, and at one point, we were spending $5 million a day on the project. I was directed to cut 1,000 engineers by leadership, and I polled my crew and asked what they can do without; they said, ‘nothing, we need 800 additional engineers!'” said Sutter. “We were relegated to an old warehouse on the Duwamish River before the Everett factory was built, while the team heading up the government-sponsored SST program were housed in brand-new offices and buildings.”
When asked about how he felt being “relegated to a side project” compared to the high-profile SST program, Sutter replied, “We had a job to do, and we were going to build an airplane that did that job. We were going to get our job done, and we had the attitude that if we did a good job, the plane would have a great future.”
Continue reading The Legendary Men Behind the Historic Boeing 747
Media can make things get out of control – Image: Original photo via ChameleonsEye | Shutterstock.com
Full story originally posted on CrankyFlier.com via Brett Snyder…
Had I said to you a month ago that your flight was quarantined because of an Ebola scare, you would have laughed out loud (unless, of course, you’re from Western Africa). But today, that’s the reality. We’re seeing a level of paranoia that is completely unwarranted, and I’m afraid it’s only going to get worse. So, how about we dispel some of these myths? I’ve put together some incredibly useful tips to help.
Yes, there are a couple of cases of Ebola in the US, but in its current state, it’s just really hard to catch the disease. That hasn’t prevented people from freaking out, of course. We can thank the media for that panic with a frenzied level of coverage. On Friday, Delta had a flight quarantined in Vegas. It was United’s turn on Sunday in LA. And you know we’re just going to see more of these.
I’m not a doctor, but I can read. And I know that the Center for Disease Control and the World Health Organization both have websites. That’s enough to qualify me as being able to understand the basics of how this thing works. (You can too unless, of course, you’re a conspiracy theorist who doesn’t believe anything. In that case, enjoy your underground bunker.)
One of the problems with Ebola is that the symptoms start out just like a flu. So as we move into flu season, half the US is going to decide it has contracted Ebola. Airline planners – you might want to start padding your schedules to account for the inevitable quarantines on every other flight. This is not going to work out well unless people take a deep breath and get educated.
Continue reading Let’s Avoid Ebola Paranoia and Stop All These Airplane Quarantines with Some Handy Tips on CrankyFlier.com