Airbus A300-600ST Beluga ~ Tom Ruth

The A300-600ST Super Transporter was designed to replace Airbus Industrie's Super Guppy transports, used by the consortium to ferry oversize components such as wings and fuselage sections between Airbus' partners' plants throughout western Europe.

Development of the A300-600ST, nicknamed Beluga and also Super Flipper, began in August 1991. The A300-600ST's tight development program - for what in many ways is effectively a new aircraft - saw the transport rolled out in June 1994, with first flight on September 13 that year. The A300-600ST then entered a 400 hour flight test program which culminated in mid 1995, with certification awarded that September and with delivery and entry into service with Airbus in January 1996. All of the first four on order had been delivered by mid 1998 (allowing the Super Guppy's retirement in October 1997). The fifth Super Transporter is scheduled to be delivered in 2001.

The A300-600ST is based on the A300-600 airliner, with which it shares the wing, lower fuselage, main undercarriage and cockpit. The main differences are obvious - a bulged main deck, new forward lower fuselage, new enlarged tail with winglets and an upwards hinging main cargo door. A design study of a similarly configured A340, the A340ST Mega Transporter, to carry A3XX components is underway.

Program management of the A300-600ST is the responsibility of the Special Aircraft Transport Company, or SATIC, an economic interest grouping formed on a 50/50 basis by Aerospatiale and DASA operating on behalf of Airbus Industrie. While much of the work on the aircraft is performed by the Airbus partners, other European companies are also involved in the program.

 

 

Beech D18S Amphibian/Float ~ Shupe & Co

Beech's most successful airliner, more than 9000 Beech 18s were built over an uninterrupted three decade long production run, and while many of those were built against wartime military contracts, vast numbers went on to see civil service.

The prototype Beech 18 first flew on January 15 1937. The design followed conventional design wisdom at the time, including twin radial engines, metal construction and taildragger undercarriage, while less common were the twin tail fins. Early production aircraft were either powered by two 225kW (300hp) Jacobs L6s or 260kW (350hp) Wright R760Es. The Pratt & Whitney Wasp Junior became the definitive engine from the prewar C18S onwards.

The demands of World War 2 significantly boosted the already successful Beech 18's fortunes, with 5000 built as C45s for the US Army Air Force for use as transports and multi engine pilot trainers.

Postwar, large numbers of C45s entered civil service, while Beech resumed production of the C18S. Progressive development resulted in the D18S of 1946, the Continental powered D18C of 1947, the E18S of 1954, the G18S from 1959 and the H18 with optional tricycle undercarriage from 1962. Beech production ceased in 1969.

The Beech 18 has also been the subject of numerous conversions. Volpar has offered tricycle undercarriage conversions, conversions with TPE331 turboprops and stretched and TPE331 powered conversions (described in the specifications above). Hamilton meanwhile converted Beech 18s as Westwinds with Pratt & Whitney Canada PT6 turboprops and also offered stretches.

 

 

 

Boeing 737-200 v2 ~ Tinmouse II

The 737-100 and 200 are the first generation production models of the world's most successful jet airliner family, Boeing's 737 twinjet.

The 737 was conceived as a short range small capacity airliner to round out the Boeing jet airliner family beneath the 727, 720 and 707. Announced in February 1965, the 737 was originally envisioned as a 60 to 85 seater, although following consultation with launch customer Lufthansa, a 100 seat design was settled upon. Design features included two underwing mounted turbofans and 60% structural and systems commonality with the 727, including the same fuselage cross section (making it wider than the competing five abreast DC-9 and BAC-111).

The 737-100 made its first flight on April 9 1967 and entered service in February 1968 with Lufthansa, while the last of 30 built was delivered to Malaysia-Singapore Airlines in October 1969.

By this time however the larger capacity 1.93m (6ft 4in) stretched 737-200 was in service after it had made its first flight on August 8 1967. First delivery, to United, was that December.

Developments of the -200 include the -200C convertible and quick change -200QC, while an unprepared airfield kit was also offered. The definitive Advanced 737-200 appeared in 1971, featuring minor aerodynamic refinements and other improvements.

Sales of the 737-200 far exceeded that of the shorter -100 and the 737-200 remained in production until 1988, by which time it had been superseded by the improved 737-300, after 1114 had been built. Many have been fitted with Stage 3 engine hushkits, and a number of passenger aircraft have been converted with cargo doors.

The USAF ordered 19 as navigation trainers, and some were later converted to standard transport aircraft as CT-43A. A few other air forces received 737-200s to serve in general transport, surveillance or VIP transport tasks.

 

 

 

 

Boeing 737-800w ~ Posky

Boeing's Next Generation 737-800 and 737-900 are the largest members of the strong selling 737 family. Unlike the other Next Generation 737s, the -800 and -900 introduce new fuselage lengths, extending 737 single class seating range out to 189, compared with 100 in the original 737-100.

Like the -600 and -700, the -800 and -900 feature the Next Generation improvements including more efficient CFM56-7B turbofans, the new wing with greater chord, span and wing area, larger tail surfaces and the 777 style EFIS flightdeck with six flat panel LCDs which can present information as on the 777 or as on the 737-300/400/500 series, the latter allowing a common pilot type rating for the two 737 families. A HUD is optional. BBJ style winglets are offered as an optional feature for the -800

Boeing 737-800SF ~ TDS

Aeronautical Engineers, Inc. (AEI) is pleased to announce that it
has formally launched both Passenger to Freighter and Passenger to Combi Conversion Programs
for the Boeing 737-800. Both programs have been studied for the past year and will be marketed
as B737-800SF (Special Freighter) and B737-800C (Combination Passenger and Freighter). The
program development costs are being fully funded by AEI. The modification touch labor will be per-
formed at Commercial Jet’s Miami Florida facility, which is one of five authorized AEI Conversion
Centers worldwide.

AEI will make both conversions available at all authorized AEI Conversion Centers shortly after is-
suance of the STC by the FAA and expects the initial development and certification to take two and
a half to three years. After the initial FAA STC issuance, AEI plans to certify both conversion pro-
grams with the EASA, CAAC, ANAC and Russian authorities.

Mr. Robert T. Convey, Vice President of Sales & Marketing, stated that “As with many successful
freighter conversion programs in the past, the 737-800 has now entered the “Zone of Conversion”
with the oldest units approaching 15 years of age.” He goes onto say: “This conversion program is
however unique when compared to past programs in that the 737-800 is still in production and its
replacement, the Boeing 737 MAX 8 is nearing entry into service. What this means is that owners
and operators will for the first time have access to modern narrowbody converted freighters.”

The AEI B737-800SF 12 Pallet Conversion will include;
- Twelve Main Deck Pallet Positions, Eleven 88”X125” full height AAA ULD’s plus one
53”X88”X64” Pallet or AEP/AEH or 60.4”X61.5” AKE/LD3 or 61.5”X88”X56”H AYY
- Up to 52,000 lb (23,587 kg) Main Deck Payload
- 86”x140” main deck cargo door
- Highest position weights in the industry
- Low profile 1.25” Ancra International Cargo Loading System
- 9g rigid cargo / smoke barrier with sliding door
- High reliability, 28VDC, independent hydraulic system
- Up to 5 Supernumerary Seats

The AEI B737-800C Conversion will include;
- Five Main Deck Pallet Positions 88”X125” full height AAA ULD’s
- 90 passengers in coach class configuration
- Up to 30,000 lb (13,608 kg) Main Deck Payload
- 86”x140” main deck cargo door
- Highest position weights in the industry
- Low profile 1.25” Ancra International Cargo Loading System
- 9g rigid cargo / smoke barrier with sliding door
- High reliability, 28VDC, independent hydraulic system
- Up to 5 Supernumerary Seats

Boeing 747-400ERF v4 ~ Posky

The 747-400 is the latest, longest ranging and best selling model of the 747 family.

Boeing launched the 747-400 in October 1985 and the first development aircraft first flew on April 29 1988. US certification (with PW-4000s) was awarded in January 1989.

The 747-400 externally resembles the -300, but it is a significantly improved aircraft. Changes include a new, two crew digital flightdeck with six large CRT displays, an increased span wing with winglets (the -400 was the first airliner to introduce winglets), new engines, recontoured wing/fuselage fairing, a new interior, lower basic but increased max takeoff weights, and greater range.

The -400ER incorporates the strengthened wing, body, and landing gear of the -400F, plus an auxiliary fuel tank in the forward cargo hold, and an optional second one. Operators who don't need these can remove them both, gaining additional cargo volume.

Boeing 777-200LRF ~ Posky

Boeing's advanced widebody 777 twin incorporates more advanced technologies than any other previous Boeing airliner, and has been progressively developed into increasingly longer range developments.

The 777 was originally conceived as a stretched 767, but Boeing instead adopted an all new design. Notable 777 design features include a unique fuselage cross section, Boeing's first application of fly-by-wire, an advanced technology glass flightdeck with five liquid crystal displays, comparatively large scale use of composites (10% by weight), and advanced and extremely powerful engines. The 777 was also offered with optional folding wings where the outer 6m/21ft of each would fold upwards for operations at space restricted airports.

The basic 777-200 as launched in October 1990 was offered in two versions, the basic 777-200 (initially A-Market) and the increased weight longer range 777-200IGW (Increased Gross Weight, initially B-Market). The IGW has since been redesignated 777-200ER.

The 777-200 first flew on June 12 1994, with FAA and JAA certification awarded on April 19 1995. The FAA awarded full 180 minutes ETOPS clearance for PW4074 -200s on May 30 that year. First customer delivery was to United Airlines in May 1995. The first 777-200IGW/ER was delivered to British Airways in February 1997.

The 777-100X was a proposed shortened ultra long range (16,000km/8635nm) model, dropped in favour of the 777-200LR (originally 777-200X) design study. Boeing claims the 777-200LR will be the longest ranging airliner, capable of flying 16,417km (8865nm) - 18 hours flying time. It will achieve this with awesomely powerful 489kN (110,000lb) thrust GE90-110B1 turbofans, a significantly increased max takeoff weight and optional auxiliary fuel tanks in the rear cargo hold. Other changes include 2m (6.5ft) raked wingtips, new main landing gear, structural strengthening and optional overhead crew and flight attendant rest stations above the cabin. The 777-200LR was launched in 2000

Boeing 787-800 ~ TDS

The Boeing 7E7 was announced on 29th January 2003 following the cancellation of the Sonic Cruiser. The aircraft was renamed the Boeing 787 in 2005.

This important design marked a major shift in technology for Boeing, which aimed for maximum fuel efficiency in a number of ways. Chief among these was a radical change of construction material, with much of the aircraft being built of carbon fibre reinforced plastic (CFRP). Additionally, the fuselage was produced as 'barrels' rather than sheets of material, reducing the number of fastenings required. This further increased the weight savings. Many of the aircraft's systems are now electrically operated, replacing the heavier hydraulic systems of earlier Boeing designs with lighter technology.

The engines are new designs with increased fuel efficiency. Both the General Electric GEnx and Rolls-Royce Trent 1000 designs are available. Boeing decided to use bleedless designs, another major change for aircraft of this class. Interestingly, Airbus decided not to use bleedless technology on its competing Airbus A350 design and it remains to be seen which approach offers the greatest benefits over the other. The rear engine nacelle has a distinctive rippled look which reduces noise as the engine exhaust and external air mix.

For passengers, there have been a number of technology improvements. Most noticeably, the windows are amongst the largest in a civil airliner and are lower on the fuselage than is usual, so that passengers have a better view downwards. The lighting system use LED technology allowing each customer great flexibility on the lighting schemes it can use. The pressurisation system features a lower cabin altitude than normal and allows increased humidity, both factors which will contribute to passenger comfort during a long flight.

With all these technology advances and a distributed manufacturing program that was very new to Boeing, it is not suprising that the program encountered a number of delays. However, the first aircraft was delivered to a customer, All Nippon Airways, in September 2011.

 

Bombardier CRJ-700ER ~ Posky

Bombardier's 70 seat Canadair CRJ-700 is the first significant development of its fast selling 50 seat Canadair Regional Jet series.

Definition and development work on the Series 700 commenced in 1995 when Bombardier began consultation with a 15 member airline advisory panel on what the airlines wanted in a 70 seat class regional jet. Prior to its January 1997 formal launch the Series 700 was dubbed the CRJ-X.

Construction of the first prototype Series 700 began in late 1998 and first flight took place in May 1999. The CRJ-700 entered service in February 2001 with French airline Brit Air.

Compared with the 50 seat CRJ Series 100/200, the Series 700 is stretched by 4.72m (15ft 6in) with plugs forward and aft of the wing, while the cabin is 6.02m (19ft 9in) longer, aided by moving the rear pressure bulkhead 1.29m (4ft 3in) aft. The cabin windows are raised by 12cm (5in), the cabin floor is lowered slightly and the ceiling raised to provide 1.90m (6ft 3in) headroom, and an underfloor baggage compartment under the forward fuselage is added. Other changes include relocating the APU to the rear fuselage and redesigned overhead stowage bins.

The wing too comes in for attention, with span increased by a 1.83m (6ft 0in) wing root plug, while the leading edge is extended and high lift devices added. The main undercarriage units are lengthened and fitted with new wheels, tyres and brakes.

Power is from two FADEC equipped General Electric CF-34-8C1 turbofans (which were selected in February 1995), while the flightdeck is based on that in the earlier CRJs and features six CRT displays presenting information from the Collins Pro Line 4 EFIS avionics suite.

Like other Bombardier aircraft, the CRJ Series 700 is the product of a joint manufacturing effort. Canadair manufactures the wing and flightdeck and is responsible for final assembly, Mitsubishi builds the aft fuselage, Shorts is responsible for the fuselage and engine nacelles Avcorp the tail, and Westland the tailcone.

 

 

de Havilland Canada DHC-7 Combi

~ Milton Shupe (2012 version)

 

Despite being out of production for some years now, the four engine de Havilland Canada Dash 7 remains unrivalled because of its impressive STOL and low noise capabilities.

The Dash 7 (or DHC7) was designed as a STOL (short takeoff and landing) 50 seat regional airliner capable of operating from strips as short as 915m (3000ft) in length. The main design features to achieve such a capability were an advanced wing and four Pratt & Whitney PT6A turboprops. Double slotted trailing edge flaps run the entire span of the high mounted wing, dramatically increasing the lifting surface available for takeoff. Extra lift is also generated by the airflow over the wing from the relatively slow turning propellers. The wings also feature two pairs of spoilers each - the inboard pair also operate as lift dumpers, the outboard pair can act differentially in conjunction with the ailerons to boost roll control.

Financial backing from the Canadian Government allowed the launch of the DHC7 program in the early 1970s, resulting in the maiden flight of the first of two development aircraft on March 27 1975. The first production Dash 7 flew on March 3 1977, the type was certificated on May 2 1977 and it entered service with Rocky Mountain Airways on February 3 1978.

The standard passenger carrying Dash 7 is the Series 100, while the type was also offered in pure freighter form as the Series 101. The only major development of the Dash 7 was the Series 150, which featured a higher max takeoff weight and greater fuel capacity, boosting range. The Series 151 was the equivalent freighter. Production of the Dash 7 ended in 1988, following Boeing's takeover of de Havilland Canada.

 

 

 

 

Dornier Do228~ Premier Aircraft Design

The Dornier Do 228 is a small, German, twin turboprop STOL-utility aircraft manufactured by Dornier GmbH (later DASA Dornier, Fairchild-Dornier) from 1981, to 1998. In 1983, Hindustan Aeronautics bought a production licence and manufactures the 228 till this day. Approximately 270 Do 228 were built at Oberpfaffenhofen, Germany, and Kanpur, India. About 195 are still in service worldwide.

History
In the late 1970s Dornier GmbH developed a new kind of wing, the TNT ("Tragflügel neuer Technologie"), subsidized by the German government. Dornier tested it on a modified Dornier Do 28D-2 "Skyservant" and with Pratt & Whitney Canada PT6A-110 Turboprop engines. Finally Dornier changed the engine and tested the new aircraft, which was named Dornier Do 128, with two Garrett TPE 331-5 engines. The company developed a new fuselage for the TNT and TPE 331-5 in two variants (15/19 Passenger) and named both project-aircraft E-1 (later Do 228-100) and E-2 (later Do 228-200). At ILA '80 Dornier presented the new aircraft to the public. Both prototypes was flown on March 21, 1981, and May 9, 1981, for the first time. After the certification the first Do 228 entered service in the fleet of Norving Flyservice in February, 1982. Over the years Dornier offered the 228 in upgraded variants and with special equipment for special missions. In 1998, the production line was stopped for better development of the successor Dornier Do 328.

 

 

 

 

Basler BT-67 (Base Pack V2)

The Basler BT-67 is a fixed-wing aircraft produced by Basler Turbo Conversions of Oshkosh, Wisconsin. It is built on a retrofitted Douglas DC-3 airframe, with modifications designed to improve the DC-3's serviceable lifetime. The conversion includes fitting the airframe with Pratt & Whitney Canada PT6A-67R turboprop engines, lengthening the fuselage, strengthening the airframe, upgrading the avionics, and making modifications to the wings' leading edge and wing tip

 

 

 

 

 

 

 

 

Douglas C-117D

The Douglas C-117D Skytrooper (Super DC-3, R4D-8)

The C-117D Skytrooper or Super DC-3 was a medium-range transport serving with the U.S. Navy
and Marines. The package includes a VC adapted from the Basler BT-67. New model features
include a realistic slow radial engine start, a fuel and payload manager, and built-in engine stress
and battery failures. Sound is aliased to the default DC-3 (replacement sound pack recommended in
the readme). Historical research by John Detrick, models by Manfred Jahn, flight dynamics by
Alexander M. Metzger, gauges, animations, and failure conditions by Hansjoerg Naegele. Watch
those failure conditions!

In the official Flight Manual, the C-117D is described as "a medium-range, low-wing land aircraft
designed for use as a diversified cargo, personnel, or ambulance transport." Originally intended as a
DC-3 replacement, the Super 3 had a stretched fuselage, more powerful engines, a retractable tail
wheel, square-tipped slightly swept wings, and an enlarged fin and tailplane. While it could carry
significantly more payload at faster speeds, it proved no match for new-generation aircraft such as
the Convair 240. Only three Super 3s were commercially operated by Capital Airlines based in
Washington DC. However, one hundred U.S. Navy and Marines Skytroopers did see extended
service all over the world under the designations R4D-8 (early years) and C-117D (1962 onwards).
The last Marines C-117D was withdrawn from use in June 1982.

 

 

Embraer EMB-110 Bandeirante ~ AEROPROYECTO

The Embraer EMB-110 Bandeirante, or `Bandit', remains Embraer's most successful commercial aircraft program.

Design of the EMB-110 was undertaken in response to a Brazilian Ministry of Aeronautics specification for a general purpose light transport suitable for military and civilian duties. The new design was developed with the assistance of well known French designer Max Holste, and the first of three YC-95 prototypes flew for the first time on October 26 1968.

Embraer (or Empresa Brasilera de Aeronautica SA) was established the following year, and development and production of the C95 became one of the company's first responsibilities. The first production standard EMB-110 Bandeirante (Portuguese for Pioneer) flew on August 9 1972, and the first entered airline service in April 1973.

Bandeirante models include the 12 seat transport EMB-110, the aerial photography EMB-110B and maritime patrol EMB-111 for the Brazilian air force; the initial airline version, the 15 seat EMB-110C; the seven seat EMB110E executive transport; 18 seat enlarged EMB-110P; convertible passenger/freight EMB110P1 with larger rear door; the EMB-110PA which replaced the 110P as the standard passenger aircraft from 1983 and introduced dihedral to the tailplane among other minor improvements; the EMB-110P1K and EMB-110K SAR military equivalents to the P1A; the EMB-110P2 commuter with seating for up to 21; the EMB-110P2A which replaced the P2 and introduced the same changes as the P1A; and the EMB-110P1A/41 and EMBP2A/41 versions of the P1A and P2A recertificated to US FAA SFAR41 standards with higher weights.

Production of the Bandeirante ceased in May 1990, the final aircraft being delivered to the Brazilian Air Force. Today the Bandeirante's virtues of reliability and good operating economics means that it remains popular with its operators.

 

HS748 LFD ~ Rick Piper

Avro designed the 748 in a bid to re-enter the civil market in the 1950s in anticipation of a decline in its military aircraft business (following Britain's famous 1957 Defence White paper

Surfacing as the Avro 748 in 1958, the project became part of the Hawker Siddeley group when it formed in 1959 with the merger of several British aviation companies, including Armstrong Whitworth, Avro, Blackburn, De Havilland, Folland, Gloster, and Hawker. From July 1 1963 the separate identities disappeared.

The new aircraft made a successful maiden flight on June 24 1960, and four prototype aircraft (two for static testing) were built. The first production Series 1 flew on August 30 1961.

Series 1 production aircraft were powered by two 1400kW (1880ehp) Dart RDa.6 Mk 514 turboprops, and the first entered service in December 1961 with Skyways Airways. Only 20 (+4 in India) Series 1 were built however, as by that time the improved Series 2 was already flying.

The Series 2, in its 2, 2A and 2B variants, was the most successful of the line, the first flying on November 6 1961. The Series 2 differed from the 1 in having higher weights and more powerful engines. The Series 2B appeared in 1977, offering a range of aerodynamic and other improvements, including an increased wing span. Many Series 2A and 2B were equipped with a large forward fuselage freight door.

The most advanced 748 variant, the Super 748, was an improved version of the 2B and made its first flight in July 1984. Incorporating the improvements of the 2B, it also featured a modernised flightdeck, improved efficiency and hushkitted Dart engines, and new galley and internal fittings.

Hawker Siddeley, where the 748 was known as the HS-748, was merged into British Aerospace and from January 1 1978 the Hawker Siddeley name disappeared. Production of the aircraft type, now the BAe-748, ended in 1988 with the last flying that December (with delivery the following month).

The Indian Ministry of Defence had expressed an early interest in the 748 which resulted in an agreemnet to assemble and build the aircraft under licence. The first four aircraft, Series 1, were built by Kanpur (Indian Air Force Manufacturing Depot), with the first flight made on November 1 1961. Due to a poor production rate, the production was taken over from the fifth aircraft by Hindustan as the HAL-748, who first produced the Series 2 and later the Series 2M with the front fuselage freight door. The last one was delivered in September 1984, to the Indian Air Force.

A special military variant with a rear loading ramp and a "kneeling" undercarriage was the HS-780 (HS-748MF) which was known in British military service as the Andover C1. The standard HS-748 was named the Andover CC2. Later some C1s were converted for photo duties as the C1(PR) and radar calibration duties as the E3 and E3A. A few ex British and New Zealand military C1s entered commercial service.

The HS-748 proved to be a quite successful turboprop airliner and remains popular both as an airliner and freighter in civil and military use.

Lockheed Tristar ~ HJG

The Lockheed TriStar was the second widebody airliner to be launched, and although it was dogged with early financial and development problems, particularly with the engine, it went on to gain an excellent reputation in service for its reliability, economy of operation and low noise emissions.

The L-1011 TriStar was the last Lockheed airliner to be developed and was launched in March 1968 in response to an American Airlines requirement (that also resulted in the DC-10) for a large capacity medium range airliner. Lockheed initially studied a twin engined layout, but it was decided that three engines would be necessary to ensure it could takeoff at max weights from existing runways.

Work on the L-1011 prototype began early in 1969, resulting in a November 16 1970 first flight. The engine choice of Rolls-Royce's advanced three shaft design RB211 however dogged the TriStar's early career. Rolls-Royce went bankrupt in February 1970 largely due to higher than estimated RB211 development costs, severely harming both Lockheed and the TriStar sales program. The problems were able to be resolved after the British government nationalised Rolls-Royce, guaranteeing the supply of production engines. Despite the initial problems the RB211 proved to be extremely reliable and efficient in service and grew into a family of variants.

The first L-1011 model that entered service with Eastern and TWA in April 1972 was the initial domestic L-1011-1 (which was built in greater numbers than any other TriStar variant). Subsequent models to be developed were the -100 with more fuel and higher weights, the -200 with higher thrust engines, and the long range shorter fuselage -500, described separately.

Production ceased in 1983, when 250 had been built. The prototype was sold to be broken up for spares in 1986.

Many aircraft were converted to improved models: the -50 with a higher MTOW and strengthened fuselage, wings, and undercarriage, the -150 with a higher MTOW, the -250 with RB211-524B4 engines (as on the 500) for US carrier Delta, a small number to freighters with a large cargo door as -1(F) and -200(F), and quite a few to -100 and -200.

An ex Air Canada TriStar 100 was converted in 1992 by Marshall of Cambridge (Engineering) Ltd for Orbital Sciences Corporation as the "Stargazer" flying satellite launcher. After launching the Pegasus Air-Launched Space Booster from the TriStar, the Pegasus itself launched a satellite into low Earth orbit.

Another TriStar 100, ex Worldways Canada, was converted in 1995/1996 by Lockheed Aeromod Center to a flying hospital for Operation Blessing International Relief & Development Corporation, a non-profit humanitarian organisation. Apart from the hospital equipment, the aircraft is fitted with systems to be independent from local ground-based equipment.

Approximately 156 TriStars remained in service in 1998, of which 122 were standard fuselage models. In 2000 this number had gone down to about 137, of which 109 standard fuselage models, and at the end of 2002 this had further dropped to 51 active TriStars, of which 23 standard fuselage ones.

 

 

 

 

 

Lockheed L188 Electra II ~ KBT

Lockheed's Electra provided a number of airlines with their introduction to turbine powered aircraft. Today it remains popular with freight operators.

The Lockheed L-188 Electra was developed to meet a 1954 American Airlines requirement for a domestic short to medium range 75 to 100 seat airliner. In June 1955 American awarded Lockheed an order for 35 such aircraft. Lockheed's design, the L-188, was a low wing, four turboprop powered aircraft. Many other airlines shared American's interest in the L-188, and by the time the first prototype flew on December 6 1957, the order book stood at 144. Service entry was with Eastern Airlines (due to a pilot's strike at American) on January 12 1959.

However, any optimism Lockheed felt about a strong sales future would have been short lived, as a number of crashes in 1959 and 1960 (two of which where the aircraft broke up in flight) contributed to a number of order cancellations.

As an interim measure following the crashes, speed restrictions were imposed on Electras. Investigations uncovered a design defect with the engine mountings where the wing would shake and eventually break up. Lockheed undertook a significant modification program where the nacelles, nacelle mountings and wing structure were strengthened, and the speed restrictions were eventually lifted in 1961. After that the Electra proved reliable and popular in service, but the damage had been done and production wound up in 1961 after 170 had been built.

Lockheed built two basic versions of the Electra. The L-188A was the basic production aircraft, and accounted for most Electra sales. The L-188C entered service with KLM in 1959 and had greater fuel capacity and higher weights, and thus improved payload range performance.

The Electra also forms the basis for the hugely successful P-3 Orion long range maritime surveillance aircraft of which more than 600 have been built.

Most Electras currently in service are configured as freighters. From 1967 Lockheed converted 41 Electras to freighters or convertible freighter/passenger aircraft, fitting a strengthened floor and a large cargo door forward of the wing on the left side. Other companies have also converted Electras to freighters. However, a small number remain in passenger service.

 

 

NAMC YS-11 ~ AFG

The only Japanese airliner to enter production since WW2, the YS11 achieved a degree of success in its domestic market and in North America.

The YS11 was a product of the Nihon Aircraft Manufacturing Company (or NAMC), a consortium of Fuji, Kawasaki, Mitsubishi, Nippi, Shin Meiwa (now Shin Maywa) and Showa. NAMC formed on June 1 1959 to design and develop a short to medium range airliner, with particular attention being paid to meeting the specific operating requirements of the Japanese domestic airlines.

NAMC selected the RollsRoyce Dart over the Allison 501 to power the new airliner. Fuji was given responsibility for the tail unit, Kawasaki the wings and engine nacelles, Mitsubishi the forward fuselage and final assembly, Nippi the ailerons and flaps, Shin Meiwa the rear fuselage and Showa the light alloy honeycomb structural components.

The YS11 first flew on August 30 1962 (a second prototype flew that December), and was awarded Japanese certification in August 1964. By that time the first production aircraft were under construction, and the type entered service with Toa Airways (now JAS) in April 1965. Initial production was of the YS11100, the follow up YS11A200 (first flight November 1967) was designed for export markets and featured an increased max takeoff weight. The YS11A300 was a combi passenger/freight model, while the YS11A400 was a pure freighter with a forward freight door.

The YS11A500, 600 and 700 were equivalent to the 200, 300 and 400, but with a 500kg (1100lb) greater max takeoff weight. Production ceased in February 1974.

By late 1998 66 YS11s remained in commercial service. The largest operators were All Nippon (6) and Japan Air Commuter (12).

 

Shorts 360 ~ Premier Aircraft Design

 

The Short 360 is a stretched, larger capacity and improved 36 seat derivative of the 30 seat Short 330.

The relative success of the rugged Short 330 prompted the Northern Ireland based manufacturer to study and subsequently develop a stretched derivative. Short announced it was developing the new airliner in mid 1980, and a prototype 360 flew for the first time almost a year later on June 1 1981.

The first production 360 flew in August 1982 and certification was awarded on September 3 that year. The 360 entered service with Suburban Airlines in the US in November 1982.

The two Short airliners are very close in overall dimensions and size, but the later 360 is easily identified by its new conventional tail unit mounted on a revised rear fuselage. The 360 is also 91cm (3ft) longer than the 330, allowing two more seat rows and six extra passengers to be carried, while the extra length reduces drag. Power is supplied by two Pratt & Whitney PT6A65Rs, and the 360's wing span is slightly greater. Otherwise the 330 and 360 are very similar, and share a high degree of commonality.

Short marketed a number of 360 developments, the first of which was the 360 Advanced with 1062kW (1424shp) PT6A65ARs. The 360 Advanced was introduced in late 1985, but was soon followed by the further improved 360300, which entered service in March 1987. The 360300 introduced advanced six blade propellers, more powerful PT6A67R engines giving a higher cruise speed and improved hot and high performance, plus other aerodynamic improvements. The 360300 was also built in 360300F freighter form.