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Saturday, May 9, 2009

Bell 430

Bell 430

Features

unparalledled speed and ride quality advanced digital avionics
bearingless composite main rotor design

open, spacious cabin

full glass cockpit ergonomic control systems

Performance (Projected)

max gross weight 9,300 lbs 4,218 kg
useful load 3,964 lbs 1,800 kg
Vne (never exceed speed) 150 kn 278 km/hr
engine take-off (2) 1,616 hp 1,205 kw
max range 353 nm 654 km

Mission profiles

Corporate: hand-stitched leather seating, limousine privacy windows, infrared sound system
EMS: large 159-cu-ft cabin, optional litter door kit for easier gurney loading, skid or wheeled landing gear
Utility: 3,975-lb useful payload, low DOC, flexible cabin space, nine-passenger capacity
Law Enforcement: smooth hover, quiet ride, nimble handling, cutting-edge avionics and surveillance capabilities

Range

With Skid Gear 353 nm 654 km
Without Skid Gear 275 nm 510 km

Safety Features

  • Composite hub & rotor system
  • Rollover prevention wings
  • High OEI ratings:
    • 940 SHP 30 second OEI
    • 880 SHP 2 minute OEI
    • 835 SHP 30 minute OEI
    • 808 SHP continuous OEI
  • Optional external popout life raft
  • Shoulder harness for all seats
  • Energy attenuating seats for crew (optional passenger seats)
  • Tail rotor guard
  • Glass windshields with wipers standard
  • Integrated Instrument Display (IIDS)
  • Collective mounted throttles
  • Optional particle separator
  • Rollover bulkheads
  • Rupture resistant fuel system with self sealing breakaway fittings
  • Torque stick shaker
  • Popout cabin windows
  • FADEC – 30 second ratings exceedance monitoring

Bell 429

Bell 429

Features

best-in-class range seating for up to eight full glass cockpit
spacious flat-floor cabin cutting-edge digital avionics exceptional cost efficiency

Specs & Performance (Projected)

max gross weight 7,000 lbs 3,175 kg
useful load 2,700 lbs 1,225 kg
max cruise speed 142 kn 264 km/h
max range 350 nm 648 km
empty weight 4,300 lbs 1,950 kg
standard fuel capacity 215 usg 814 l
Vh (skid gear configuration) 142 kts 264 km/hr
Vh (wheel gear configuration) 147 kts 273 km/hr
HIGE (ISA) 12,000 ft 3,658 M
HOGE (ISA) 11,000 ft 2,835 M
Range (LRC) 350 nm 676 km
Endurance 2.25 hr (at Vh)

Mission Profiles

Corporate: luxurious amenities; leather seating; smooth, quiet ride
EMS: massive flat-floor cabin, optional rear clamshell doors, flexible configurations for two litters and medical crew
Utility: superior load capacity, low DOC, quick to jobsite
Law Enforcement smooth hover and ride, advanced surveillance capabilities, precise control

Safety Features

  • Composite hub & rotor system
  • Rollover bulkheads
  • Direct engine input to transmission
  • Energy attenuating seats (FAR/JAR 27)
  • FADEC for responsiveness
  • Engine exceedance monitoring & recording
  • Energy attenuating skid landing gear
  • Collective mounted throttles
  • Rupture resistant fuel system
  • Integrated Instrument Display System (IIDS) to reduce pilot workload

Bell 427

Bell 427

Maximum Gross Weight

Internal 6550 lb 2971 kg
External 6550 lb 2971 kg

Useful Load

Internal 2960 lb 1220 kg
Max External 3000 lb 1361 kg

Speed & Range

Max Cruise Speed 138 kn 225 km/h
Maximum Range 290 nm 537 km

Safety Features

  • Composite hub & rotor system
  • Rollover bulkheads
  • Direct engine input to transmission
  • Energy attenuating seats (FAR/JAR 27)
  • FADEC for responsiveness
  • Engine exceedance monitoring & recording
  • Energy attenuating skid landing gear
  • Collective mounted throttles
  • Rupture resistant fuel system
  • Integrated Instrument Display System (IIDS) to reduce pilot workload

Bell 412

Bell 412


Maximum Gross Weight

External 11900 lb 5398 kg

Useful Load

Standard VFR 5039 lb 2286 kg
Max External 4500 lb 2041 kg
Internal 5068 lb 2299 kg

Speed & Range

Max Cruise Speed 122 kn 226 km/h
Maximum Range 356 nm 659 km

Safety Features

  • Tail rotor clearance 2 Meters (6.5 Feet)
  • Main rotor clearance 2.6 Meters (8.6 Feet)
  • Rupture resistant fuel system
  • Jettisonable crew doors
  • Sturdy structure and bulkheads for roll over protection
  • Optional wire strike protection system
  • Emergency cabin egress through 4 push-out windows
  • Collective mounted engine controls
  • 166,700 hours mean time between inflight shutdowns
  • Dual electrical, hydraulic and fuel systems
  • Dual digital automatic flight control system

Bell 407

Bell 407

Maximum Gross Weight

Internal 5000 lb 2268 kg
External 6000 lb 2722 kg

Useful Load

Internal 2347 lb 1065 kg
Max External 2646 lb 1200 kg

Speed & Range

Max Cruise Speed 133 kn 246 km/h
Maximum Range 330 nm 612 km

Safety Features

  • FADEC for responsiveness
  • Shoulder harness for all seats
  • Pilot exceedances warnings
  • Rupture resistant fuel system
  • Powerful transmission ratings
  • Collective mounted throttle
  • Composite hub and rotor system
  • Improved engine margins
  • Rollover bulkheads
  • Rugged energy attenuating skid landing gear

Bell 210

Bell 210


Maximum Gross Weight
Internal 10,500 lb 4763 kg
External 11,200 lb 5080 kg

Useful Load
Internal 5034 lb 2284 kg
Max External 5000 lb 2268 kg
Speed & Range (at 10,500 lbs)
Max Cruise Speed 106 kn 196 km/h
Maximum Range 225 nm 416 km

Safety Features

* Throttle on collective
* High inertia rotor for safe autorotation
* Rupture resistant fuel cells
* Rugged energy attenuating skid gear
* Sturdy cabin structure for rollover protection
* Optional wirestrike protection

Bell 206B3 Jetranger III

Bell 206B3 Jetranger III




Features

lowest operating costs in class superior autorotation characteristics
robust cabin structure collective mounted throttle
rupture resistant fuel cells shoulder harnesses

Performance

standard max gross weight 3,350 lbs 1,519kg
standard useful load 1,487lbs 674kg
Vne (never-exceed speed) 122kn 226km/h
engine take-off power 420shp 313kW
max range 374nm 694km

Mission Profiles

Corporate Plenty of room for 4 passengers and 1 pilot, powerful and dependable turbine engine, best safety record in its class

Law Enforcement Max. range of 374 nautical miles at max. cruise speed,
endurance of 4.5 hours at loiter speed, low acquisition
costs, economical operating costs and great resale value.

Utility
External loads of up to 1,500 lb., Rolls-Royce 250-C20J engine,
rated at 420 SHP, power for speeds to 122 kts. margin-of-safety
features include collective-mounted twist-grip engine throttle
control and rupture-resistant fuel system.

Safety Features

* Optional wire strike protection
* High inertia rotor for safe autorotation
* Rugged energy attenuating skid gear
* Sturdy cabin structure (rollover protection)
* Throttle on collective
* Rupture resistant fuel cells

Bell 206L4 Longranger IV

Bell 206L4 Longranger IV




Features

lowest operating costs in class superior autorotation characteristics
robust cabin structure collective mounted throttle
rupture resistant fuel cells shoulder harnesses

Performance

standard gross weight (internal) 4450 lbs 2018kg
standard max gross weight (external) 4550 lbs 2064kg
standard useful load (internal) 2123lbs 963kg
standard useful load (max. external) 2000lbs 907kg
Vne (never-exceed speed) 130kn 241km/h
engine take-off power 726shp 541kW
max range 324nm 600km

Corporate

Plenty of room for 6 passengers and 1 pilot, powerful and dependable turbine engine, best safety record in its class

Law Enforcement

Max. range of 324 nautical miles at long range cruise speed, endurance of 3.7 hours at best endurance speed, low acquisition costs, economical operating costs and great resale value.

Utility

External loads of up to 2000 lb., Rolls-Royce 250-C30P engine, rated at 726 SHP, power for speeds to 130 kts. margin-of-safety features include collective-mounted twist-grip engine throttle control and rupture-resistant fuel system.

Safety Features

* Optional wire strike protection
* High inertia rotor for safe autorotation
* Rugged energy attenuating skid gear
* Sturdy cabin structure (rollover protection)
* Throttle on collective
* Rupture resistant fuel cells

Bell 430

Bell 430




• DUAL PILOT IFR DUAL AFCS 4 TUBE EFIS
• DUAL CONTROL
• AC INVERTER #2
• GOLD CROWN HARNESS (EFIS )
• VHF COMM #2
• CO PILOT ICS (KMA 24H-71)
• DME with EFIS
• TRANSPONDER MODE S (AFCS with FLIGHT DIRECTOR)
• ADF
• NAV #1 with EFIS
• NAV #2 with EFIS
• RADAR ALTIMETER/VERTICAL SPEED WITH AFCS
• CO PILOT EFIS
• GYRO WITH 4 TUBES EFIS
• ATTITUDE INDICATOR 3”
• BATTERY 28 AMPERE-HOUR NICKEL CADMIUN
• ROTOR BRAKE
• PARTICLE SEPARATOR
• AUXILIARY FUEL TANK (48 GAL.)
• RETRACTABLE LANDING GEAR
• ECS – ENVIROMENTAL CONTROL SYSTEM
• CO PILOT WHEEL BRAKES
• WINDS HIELD, BIRDP ROOF
• CABIN READING LIGHTS (4EA)
• DOOR ACTIVED LIGHT DIMMING
• EGPWS (HONEYWELL-MARK XXII ) PROVISIONS
• DIGITAL FUEL FLOW INDICATOR SYST EM (SHADIN )
• SUPLEMENTAL ST ROBE LIGHT (FIN LETS )
• KMD 850 MULTI FUN CTION DISPLAY (WEATHER RADAR/TCAS /MOVIE MAP/STORMS COPE)
• RDR 2000 WEATHER RADA R
• TCAS KTA 870
• RADAR ALTIM ETER KRA10A STAND ALONE
• WX-500 STORMS COPE
• JVC REMOTE CD CHANGER MUSIC SYSTEM
•CASSETE RECEIVER KS-FX470 AM /FM RADIO
• KNL 90B WITH AFCS
• GARMIN 500 WITH AFCS

Bell 47-G2

Bell 206B3

Bell 206B3





OPTIONAL EQUIPMENT

Cargo hook Long Side Steps
Sandfilter Maintenance Steps
DK Litter Door/Ambulance Door
Bleed Air cabin Heating

AVIONICS
VHF, KY196 TSO 4 PAX I/C
ADF, BX2000 TSO GSM TEL
GPS, Garmin 295
XPDR, KT 76A Mode C
406 ELT

Interior:
Standard

Exterior:
White

Augusta AW 139 Pininfarina Edition

Agusta 109S Grand

Agusta 109S Grand



Equipment

213 gallon aux fuel tank
Pilot and copilot headsets
Pilot and copilot shoulder harness with inertia reel
Baggage compartment light
Crew open door actuators
Quick disconnecting chip detectors
Portable fire extinguisher
Weather radar
Engine fire extinguisher
Flight director
AFCS
Fuel drain electrical valves
Tail boom strake
First aid kit
Airframe hour meter
Rotor brake
450 W Retractable/Rotating landing light
Dual controls
Air intake/exhaust covers
Pitot tubes covers
Tie-down fittings provisions
Rotorcraft Flight Manual and technical publications
Ground tools kit (including tow bar, lifting tool, wheel chocks)
Metallic colour series 500
Paulstra soundproofing
Reinforced pilot/copilot windshield
Weather radar (presented on pilot/copilot EHSI) RDR 2000 Bendix/King
Pilot and copilot windshield wipers with wiper switch on cyclic grip
Engine compartment fire extinguishers
Baggage compartment extension (to 1.9 m)
Pulsed chip detectors (engines. main and tail gearboxes)
Baggage compartment extension (2.3 m)


Avionics

"Single Pilot IFR"
Garmin-Bendix/King Avionics
Pilot navigation instruments (LCD EADI and EHSI. stand-by ADI)
Gyrocompass C14 Honeywell
Vertical gyro #1 46060-11 Flightline System
Vertical gyro #2 VG-208 JET Electronics.
3-axis duplex AFCS SP711 Honeywell
ADF KR-87 Bendix/King
Transponder (mode S) KT-73 Bendix/King
VHF #1 COM/NAV/GPS GNS530 Garmin
VHF #2 COM/NAV/GPS GNS430 Garmin
EFIS pilot/copilot in command switch
Pilot ICS (including pilot/copilot control panel. mode controller. audio cabin control)
DME KDM706A Bendix/King
Marker beacon KMR675 Bendix/King
AC power supply system (two inverters)
Copilot flight/navigation instruments (LCD EADI and EHSI barometric altimeter
airspeed indicator VSI)
Flight director FZ 702 Honeywell with autotrim
Radio altimeter AA 300 Honeywell
ELT C406-2HM Artex
Moving map KMD 550 Bendix/King
Radio master switch with ground function


Interior

Corporate VIP 5/6 Passenger Interior with optional bar cabinet unit
Silent soundproofing
Cream Leather Seats
3-seat aft facing central bench with see-through foldable armrest
3-seat fwd facing aft bench with foldable armrest
All seats crash-resistant VIP model covered with leather
4-point shoulder harness with inertia reels and safety belts on all seats
Advisory / reading lights
Leather bellows on flight controls
Floor carpeting
Cabin double layer acrylic windows
8 Active Noise Reduction (ANR) headsets
Customized passenger cabin finishing
Carpeting protection
Air conditioning ECU Garret
Primer finished cabin walls
Passive vibration absorber


Exterior

Black with Gold accent strip

Agusta A109E Power Elite

Agusta A109E Power Elite






Engines


Pratt & Whitney PW206C
Total Time: 490.33
Landings: 881

Avionics

IFR/ENAC-FAA (Collins Proline II)
Alternating Current (2 Inverters)
Pilot Navigation Instruments including: LCD EADI & EHSI, Stand by ADI
Compass Swing C14 Honeywell
Vertical Gyro 46060-II Flightline System
Vertical Gyro VG208 Jet Electronics
Autopilot (AFCS) 3 Axis, Bi-Channel SP711Honeywell King KR87 ADF
King KT70 Transponder
King KX 165 VHF COM/NAV
Pilot & Co-Pilot ICS Interphone – AG-06-IU Agusta Gemelli
King KDM 706 DME
King KMR 675 Marker Beacon
Additional Avionics:
Copilot flight navigation instruments including LCD, EADI & EHSI Pressure Altimeter, Airspeed Indicator, Vertical Speed Indicator.
Honeywell FZ702 Flight Director
Honeywell AA300 Radio Altimeter
Artex C406-2HM ELT (3 Frequencies) BF Goodrich Sky 497 TCAS
U.P.S. (Interfaced with HIS) with function BRNAV 2101 00 TRM
Pilot/Copilot EFIS on Cycle
Bendix King KDM 550 Digital Map
Bendix King LCD RDR200 Weather Radar Visualized on Display

Features & Additional Equipment

Passenger Cabin Sliding Doors
STC FAA 300KG MTOW
Double Command
Rotor Brake
Landing Light (450W)
Pilot/Copilot Windshield & Wipers
Windshield Wiper Control on Cycle Grip
Fire Extinguisher Engine Bay
General Radio Switch
Airframe Hour Meter Extended Baggage Compartment (2.3 )
Reinforced Windshield
221 US Gallons Fuel System
Cabin Electric Step Passenger Right Side
Chip Detector (Engine & Transmission)
Vibration Dampers Installation (Lord)
Emergency Floats Provision
Locking Fuel Cap
Taxi and Landing Lights positioned on Sponsor

Interior

Air Conditioning Garret ECU
Passenger Cabin with Tilt Bulkhead
Paulstra Soundproofing
Panels covered in half-leather
Three VVIP Seats facing Aft with capability to remove center seat
Refrigerator door placed under center seat
Two VVIP Seats facing forward with mobile bar between the two seats
Pilot/Copilot seats coordinated with VVIP headrest
Pilot document holder Pilot miscellaneous container
Protective Seat Covers
Six Noise Control Headsets
Passenger Lights “On/Off” ICS
Reading Lights
Warning Lights
Floor Lights
Floor Carpet
Floor Mats to Protect Carpet
Boot in Leather, Cyclic Flight Stick

Miscellaneous

Engine Air Inlet Covers
Pitot Tube Boots
Main Rotor Blade Tie Down
Loose Equipment List Plus Tow Bar and
Sling for raising helicopter, Wheel Chocks
Refrigerator Door/Chiller Drawer
Mobile Frigobar Personalized Installation for Passengers IPOD Headset
Emergency Flotation
Solar Protectors
Passenger Floors in Leather Padded
Passenger Wall Panels covered in Leather with Pockets

Agusta 109E Power

Agusta A109C

Agusta A109C






ENGINES

#1 Engine 2300.6 TSN
#2 Engine 2315.0 TSN

Avionics
Dual Collins VHF-22A Comms
Dual Collins VIR-32 Navs
Collins DME-42 DME
Collins ADF-60
Two Tube EFIS
Provisions for Sat Phone
Sperry/Honeywell AFCS Duplex
3 Axis Autopilot with Flt. Director
AA-300 Radar Altimeter
Coupled King KLN900 GPS
NAT AA82 Intercom interfaced
Garmin 496 with Weather & XM

Features & Additional Equipment
Freon Air
Dual Controls
Rotor Brake
Baggage Enlargement Mod
Bleed Air Heater
Co-Pilot Instruments
Bose Headsets
Single Pilot IFR
Concord Lead Acid Battery
Auxiliary Fuel Tank
Engine Fire Extinguishers
Door Actuators
115 Volt 60 Hz Outlet in Cabin
Aft Facing Console

Exterior & Interior
Exterior Paint NEW 2006, Starport Aviation Orlando Florida. Overall Metallic Blue with Gold Accent
Interior NEW 2006, Starport Aviation Orlando Florida Blue Leather Seats with Cream Leather Trim & Gray Carpet, White Burl Ash Wood & Nickel Plating.

Agusta A109AII

Agusta A109AII


Aircraft Type: Agusta A109AII
Engine Specification: Rolls-Royce 250-C20B Left Engine: TTAF: 1333।4 MIDLIFE: 212.8 Right Engine: TTAF: 1333.4 MIDLIFE: 212.8

Avionics/Radios: Dual CollinsVHF-20A Comms Dual Collins VIR-31A Nays Collins ADF-60A Collins TDR 90 Transponder Honeywell Radar Altimeter Collins DME-40 Dual Collins RMI-36 Garmin GPS 400 Sperry Simplex 3 axis autopilot with dual SAS

Interior/Exterior: Exterior New paint in 12/2006. White over red with sky-blue accents. Interior Six passenger air conditioned interior is in excellent condition. Top of the line Bose headsets through out the cabin. Refurbished in 12/2006.

Additional Equipment: Davtron clock with OAT and digital volt meter IFS Freon air conditioner Tedeco Zapper chip detector kit Dual controls Top of the line Bose headsets through out the cabin. New Intercom with I-POD jack.

Inspection Status:
It has had the best maintenance with no expense spared to keep it in top condition। Paint and Interior by Helidyne, 12-06; Main landing gear actuators replaced, 12-06; Both engines 212.8 hrs since Midlife Inspection of compressor and turbine with PT Enhancements, and visual inspection of the gearbox; Main rotor hub 2400 hr, 600 hr/4 year inspections and TB's (along with numerous upgrades) c/w by Agusta, 02-08; All main rotor flight control actuators overhauled, 02-08; All rotor dampers overhauled, 02-08; Nose gear actuator overhauled, 02-08.

2007 Agusta Grand

2007 Agusta Grand





Engines:

Two Pratt & Whitney 207C w/ FADEC

Interior:
Beautiful Factory New Five Passenger VIP Interior.

Features & Additional Equipment:
Air Conditioning
Passive Vibration Absorber
Metallic Colour Series 500
Paulstra Soundproofing
RDR 2000 Bendix/King Weather Radar
LH & RH Electric Passenger Steps
213 USG Crash Resistent Fuel System
Baggage Compartment Extension (2.3m)
Pulsed Chip Detectors (Engines, Main and Tail Gearboxes)
2 Seat Crash-Resistant Aft Forward Facing Bench with Central Cabinet/Bar

Friday, April 3, 2009

Boeing MD-90

Boeing MD-90

The Boeing MD-90 is an advanced mid-size, medium-range airliner that serves the needs of travelers and airlines today and well into the 21st century. The aircraft, one of the quietest large commercial jetliners in the skies, belongs to the twinjet family of aircraft that started with the DC-9 and includes the Boeing 717 and MD-80.

Following its launch in November 1989, the MD-90 first flew on February 22, 1993. After FAA certification in late 1994, the first delivery was made to launch customer Delta Air Lines in February 1995. The aircraft entered revenue service in April 1995.

The MD-90 was designed to be technically and economically competitive by incorporating many cost-effective technologies. It offers an advanced flight deck, including an electronic flight instrument system (EFIS), a full flight management system (FMS), a state-of-the-art inertial reference system, and LED dot-matrix displays for engine and system monitoring.

The MD-90 is powered by two International Aero Engines V2500 engines designed to be more fuel efficient as well as environmentally friendly by greatly reducing emission and noise levels.

The MD-90 retains the popular five-abreast interior arrangement and offers travelers high comfort levels and low interior noise levels. The passenger-pleasing innovation features wide seats, fewer center seats and more aisle and window seats.

Other features of the MD-90 include an advanced interior design, vacuum lavatories, new electrical and auxiliary power systems, an upgraded digital environmental control system, lightweight carbon brakes with digital anti-skid system, and significant improvements to the aircraft hydraulic system.

The MD-90 has an overall length of 152 feet, 7 inches (46.5 m) and a wing span of 107 feet, 10 inches (32.87 m). The fuselage provides a cargo volume of 1,300 cubic feet (36.8 cu m). Long-range cruising speed is Mach 0.76, or approximately 500 mph (812 km/hr).

The MD-90-30, with a maximum takeoff gross weight of 156,000 pounds (70,760 kg), will carry 155 passengers, in a typical mixed-class interior arrangement, approximately 2,400 statute miles. The MD-90-30ER increases the maximum gross weight to 166,000 pounds, providing a range increase to 2,500 statute miles, or, with the addition of a 565-gallon auxiliary fuel tank, an increase to 2,750 statute miles.

With a takeoff thrust of 25,000 pounds, the MD-90-30 can use runways as short as 5,000 feet (1,524 m) on a typical 550-statute-mile (885 km) operation with a full passenger load. At the maximum takeoff gross weight, the MD-90-30 requires only 7,100 feet (2,165 m) of runway. A 28,000-pound optional takeoff thrust rating is available for operators in need of special takeoff performance.

Boeing MD-80

Boeing MD-80


The Boeing MD-80, a quiet, fuel-efficient twinjet, was certified by the Federal Aviation Administration in August 1980 and entered airline service in October 1980. Its Pratt & Whitney JT8D-200 engines, combined with its efficient aerodynamic design, allow the MD-80 to meet all current noise regulations while producing operating costs among the lowest in commercial aviation.

Four MD-80 models -- the MD-81, MD-82, MD-83, and MD-88 -- are 147 feet, 10 inches (45.08 meters) long and accommodate a maximum of 172 passengers. The MD-87 is 130.4 feet (39.76 m) in length, with a maximum passenger capacity of 139. Wingspan for all models is 107 feet, 10 inches (32.88 m). The MD-80 was produced at the Long Beach Division of Boeing Commercial Airplanes until December 1999.

The MD-80's nonstop range is from 1,500 to 2,700 statute miles (2,410 to 4,345 kilometers), depending on the model. The MD-81's maximum takeoff weight is 140,000 pounds (63,503 kg); the MD-82's and the MD-88's are 149,500 pounds (67,812 kg). The longer range MD-83 has a takeoff weight of 160,000 pounds (72,575 kg). The MD-87's maximum takeoff gross weight is 140,000 pounds (63,503 kg), with an option to 149,500 pounds (67,812 kg).

Operators range from the largest foreign and domestic trunk carriers to new startup airlines and charter operators. Swissair and Austrian Airlines began the first service, while American Airlines operates the largest number of MD-80s, a fleet of 275. In addition, 35 MD-80 airplanes were assembled and are operating in the People's Republic of China.


Boeing MD-11

Boeing MD-11


The MD-11, the world's only modern large, wide-cabin trijet, offers a highly sophisticated flight deck and advanced automatic system controls that substantially reduce pilot workload. In service with customers in all parts of the world, the MD-11 was produced in Long Beach, California, at the Douglas Products Division of the Boeing Commercial Airplanes until February 2001. A worldwide network of subcontractors and suppliers supported the assembly line.

The MD-11 was available in four models -- passenger, all freighter, convertible freighter and "combi," where passengers and freight are carried on the main deck with additional freight carried below the deck. An extended-range (ER) feature was available on all versions.

Seating capacities on the standard airplane vary from 285 in a three-class arrangement to 410 in an all-economy configuration. Below the main deck, the MD-11 provides more space for containerized or palletized cargo after passenger bags are loaded than any other jetliner, yielding important additional revenue for its operators.

Advances in aerodynamics, propulsion, aircraft systems, cockpit avionics and interior design contribute to the performance and operating economy of all MD-11 models. Aerodynamic improvements include winglets and a redesigned wing trailing edge, a smaller horizontal tail with integral fuel tanks and an extended tail cone. These features reduce drag, save fuel and add range.

The nonstop range of the standard MD-11 operating at a maximum takeoff weight of 602,500 pounds (273,290 kg) is approximately 7,630 statute miles (12,270 km) with 285 passengers and their bags. The extended-range version of the MD-11, equipped with an auxiliary fuel tank and operating at a higher maximum takeoff weight of 630,500 pounds (285,990 kg), has a range of approximately 8,225 statute miles (13,230 km).

Three engines -- General Electric CF6-80C2, Pratt & Whitney 4460, and Pratt & Whitney 4462 -- are offered to power the MD-11, providing maximum efficiency in their thrust class.

The advanced flight deck features six cathode ray tube displays, digital instrumentation, wind-shear detection and guidance devices, a dual flight management system that helps conserve fuel and a dual digital automatic flight control system (autopilot) with fail operational capability. Computerized system controllers perform automated normal, abnormal and emergency checklist duties for major systems, reducing flight crew requirements from three to two persons. Industry-standard interlinked wheel-and-column controls enhance crew communications and situation awareness at all times.

The MD-11 was launched on Dec. 30, 1986. Assembly of the first unit began March 9, 1988. First flight was on Jan. 10, 1990. Certification occurred Nov. 8, 1990, with first delivery on Dec. 7. For comparison, the MD-11 is 200 feet 10 inches (61.2 m) long, or 18.6 feet (5.66 m) longer than the earlier DC-10 trijet, and carries about 50 more passengers.


Boeing DC-10

Boeing DC-10

A new category of airplane was added to the world's air transportation system when the DC-10 entered scheduled airline service. It has been demonstrating its value to airlines and air travelers since then, winning world recognition for its reliability, comfort and efficiency in more than 25 million hours of revenue flight.

In addition to the luxury and spaciousness inherent in its wide cabin, the three-engine DC-10 incorporated improvements in propulsion, aerodynamics, structure, avionics, flight control systems and environmental compatibility that advanced industry standards.

The multirange DC-10 was designed and built in Long Beach, California, by Douglas Aircraft Company, now the Long Beach Division of Boeing Commercial Airplanes. Production was started in January 1968 and first deliveries were in 1971. In a production run extending to 1989, 386 commercial DC-10s were delivered, plus 60 KC-10 tanker/cargo models built for the U.S. Air Force.

Boeing DC-9

Boeing DC-9


The DC-9 was designed specifically to operate from short runways and on short- to medium-range routes so that the speed, comfort and reliability of jet transportation could be extended to hundreds of communities previously served only by propeller-driven airliners.

Smaller than the DC-8, the trim DC-9 has a distinctive high-level horizontal stabilizer atop the rudder, commonly called a "T" tail. Two engines mounted on the aft fuselage power the aircraft at cruising speeds exceeding 500 mph (800 km/h) and altitudes over 30,000 feet (9,144 m).

Design, development and production of the DC-9 was centered in Long Beach, Calif., at what is now the Long Beach Division of Boeing Commercial Airplanes, where 976 of the twin jets were built during an 18-year production run. The first flight was Feb. 25, 1965; the final DC-9 was delivered in October 1982.

There are five basic DC-9 versions, designated Series 10, Series 20, Series 30, Series 40 and Series 50. Several models in each series provide operators maximum efficiency for diverse combinations of traffic density, cargo volume and route distances to more than 2,000 miles (3,218 km). All models use variants of the reliable workhorse Pratt & Whitney JT8D engine.

Series 10: The first in the twinjet family, the fuselage length of the Series 10 DC-9 is 104.4 feet (31.8 m), accommodating up to 90 passengers with 600 cubic feet (16.9 m3) of cargo space below the floor. Wingspan is 89.4 feet (27.2 m). Engines can be JT8D-5s or JT8D-7s, with takeoff thrust ratings up to 14,000 pounds.

Series 20: The DC-9 Series 20, although numbered second in the sequence of models, actually is the fourth member of the family. This high-performance version was announced in December 1966, and the first delivery was made in December 1968. The Series 20 is designed for operation from very short runways. It combines the fuselage of the DC-9 Series 10 with a high-lift wing developed for the Series 30. Power is provided by two JT8D-9s with 14,500 pounds thrust each, or 15,000-pound JT8D-11s.

Series 30: Fuselage of the Series 30 DC-9, actually second developed, is nearly 15 feet longer than the Series 10, at 119.3 feet (36.3 m), providing seats for up to 115 passengers and cargo space to 895 cubic feet (25.3 m3). Series 30 wingspan was increased to 93.3 feet (28.4 m), and a high-lift wing system of leading edge slats gives the Series 30 excellent short-field performance. The first of the type began airline service in February 1967.

Most of the Series 30s are powered by either JT8D-7 or JT8D-9 engines. Others are equipped with JT8D-11 or the JT8D-15, with 15,500 pounds of thrust. The Series 30 is the most widely used member of the DC-9 family, accounting for approximately 60 percent of the entire fleet.

Series 40: To again meet airline demands for a DC-9 with more capacity, the Series 40 was developed with a fuselage length of 125.6 feet (38.3 m). Seating is available for up to 125 passengers, 10 more than the popular Series 30s. Below-floor cargo space totals 1,019 cubic feet (28.8 m3). The Series 40 uses the same wing as the Series 30. Series 40 engines are JT8D-9s, JT8D-11s or JT8D-15s. The model entered service in March 1968.

Series 50: The fifth and largest DC-9 version is extended to 133.6 feet (40.7 m) long, permitting installation of five more rows of seats than the Series 30. Maximum passenger capacity is up to 139, with cargo capacity increased similarly. Wingspan is the same as for the Series 30. Engines are either JT8D-15s or JT8D-17s, which are rated at 16,000 pounds. Airline operations with the Series 50 began in August 1975.

All Models: Common to all versions of the DC-9 are the features that make them ideal for short- and medium-range flights providing direct service between small or large airports. All have built-in boarding stairs for use where jetways are not available. The low ground clearance puts the lower deck cargo bays at waist height, to allow loading and unloading without a conveyor or loading platform. The cockpit is designed for a two-member crew.

Passenger cabins of the DC-9s are designed for optimum passenger comfort and convenience. Economy class seating is five across -- an arrangement consistently preferred in passenger surveys to the six-across seating in other single-aisle jetliners. A "wide look" interior introduced in 1973 provides a greater feeling of spaciousness than in earlier models and offers enclosed overhead racks for carry-on bags.

Thirty years after beginning operations and more than a decade after the final aircraft rolled off the assembly line, DC-9s remain a mainstay in many airlines, still building a worldwide reputation for reliability and durability unmatched by any other aircraft. The fleet makes more than 3,500 flights per day, with each aircraft averaging more than five hours of revenue service daily.

Boeing DC-8

Boeing DC-8


The DC-8 is one of the earliest jet-powered commercial passenger aircraft. In the decade following its maiden flight, the DC-8 established commercial transport world records for speed, altitude, distance and payload.

From its inception, the four-engine DC-8 embodied advanced aerodynamic and structural concepts, as well as internal systems designed for maximum service reliability, operational convenience and passenger comfort.

A capacity for improved power, payload and range capabilities was inherent in the DC-8 design. Four basic models were produced: the Series 10 through 50, in passenger, freighter and convertible freighter versions; and the Super 60 Series 61, 62 and 63, with freighter models of each. The last of 556 aircraft was delivered on May 13, 1972, marking the end of 15 years of production, at which time there were 48 operators in 28 nations.

Development of the Super 60 Series in 1965, with increased size, capacity and efficiency, demonstrated the capacity for growth in the DC-8 design. The Super 61 & 62 can carry up to 258 passengers. The Super 63, which combined the fuselage extension and payload capacity of the Super 61 with the long-range, aerodynamic and power plant improvements of the Super 62, carries a maximum capacity of 259 passengers and baggage 4,500 statute miles (7,242 km), or lesser loads even greater distances. The DC8 Super 63F/63CF is able to carry up to 116,000 pounds (52,617 kg) of freight.

The DC-8 Series 70 is a re-engined version of the popular Super 60 Series, substituting CFM56 engines for the latter's Pratt & Whitney engines. The result is an aircraft that retains the Super 60 operating weights, but with a longer range due to the newer, more fuel-efficient turbofans. The Series 70 was also able to meet later, more stringent noise regulation that were implemented in the 1980s.

The DC-8 jetliner represents a significant chapter in the evolution of commercial air transport design.


Boeing 757

Boeing 757



The Boeing 757 is a twin-engine short-to-medium-range jetliner incorporating advanced technology for exceptional fuel efficiency, low noise levels, increased passenger comfort and top operating performance. The 757 offers other virtues as well, including great versatility by reducing airport congestion. It can fly both long- and short-range routes and its broad use effectively lends itself to "hub-and-spoke" planning.

On Nov. 28, 2005, Boeing concluded the remarkable 23-year run of the 757 passenger airplane by delivering the final one to Shanghai Airlines. The airplane is the 1,050th Boeing 757. The 757 is one of seven commercial models that have sold more than 1,000 airplanes, and more than 1,030 of the 757s are still in service.

Boeing 727

Boeing 727


The versatility and reliability of the Boeing 727 -- first trijet introduced into commercial service -- made it the best-selling airliner in the world during the first 30 years of jet transport service. The jet age essentially began in 1952 with the introduction of the British-designed de Havilland Comet. Several jetliners, including the Boeing 707, were developed before the 727, but none came close to its sales record.

Production of the 727 extended from the early 1960s to August 1984 -- a remarkable length of time, considering the original market forecast was for 250 airplanes. As it turned out, 1,831 were delivered. Twenty years later, when the last 727 was delivered, this versatile fleet was carrying 13 million passengers each month. As of January 2001, nearly 1,300 of the reliable aircraft were still in service.

On Jan. 13, 1991, the first 727 built -- which had been in continual service with United Airlines since 1964 -- finally made its last commercial flight and was donated to the Museum of Flight in Seattle.

Introduced into service in February 1964, the 727 trijet became an immediate hit with flight crews and passengers alike. With a fuselage width the same as the 707 (and the later 737 and 757), it provided jet luxury on shorter routes. With sophisticated, triple-slotted trailing edge flaps and new leading-edge slats, the 727 had unprecedented low-speed landing and takeoff performance for a commercial jet and could be accommodated by smaller airports than the 707 required.

The 727, like all Boeing jetliners, was continually modified to fit the changing market. It began with the -100 series, of which 407 were sold. This was followed by the -100C convertible that featured a main-deck side cargo door, allowing it to carry either cargo pallets or passengers -- or a combination of both -- on the main deck. Boeing built 164 of these.

The 727-200, introduced in December 1967, had increased gross weight and a 20-foot longer fuselage that could accommodate as many as 189 passengers in an all-tourist configuration. In all its variations, 1,245 of the -200s were sold. The last version, the 727-200F, had a 58,000-pound, 11-pallet cargo capability. Fifteen of these were sold to Federal Express.

Structural improvements, a more powerful engine and greater fuel capacity led to the Advanced 727-200 in May 1971. This advanced series had improved payload/range capability, better runway performance and a completely restyled "widebody look" as standard equipment.

Lufthansa German Airlines and Air Algerie put 727s with the new interior into service in April 1971. Passenger response was enthusiastic, and by November 1972, this spacious interior was standard equipment on all production 707, 727 and 737 aircraft, and was offered for retrofit as well.

Later performance improvements for the 727 included another gross weight boost, from a maximum 170,000 pounds (77,122 kg) to 191,000 pounds (86,600 kg) for the Advanced version. On February 3, 1972, another increase to 208,000 pounds (94,348 kg) was announced, together with the purchase of three of the "heavyweights" by Sterling Airways of Denmark. The 727's highest gross weight was eventually raised to 210,000 pounds (95,300 kg).

The 727 became the best-selling airliner in history when orders passed the 1,000 mark in September 1972. By January 1983, orders reached 1,831. One Boeing-owned test airplane brought the grand total to 1,832. Today, the Boeing 737 has surpassed that total, but the 727 holds a permanent place in the annals of aviation as one of the most significant airplanes in the development of the world's jet transportation system.

On Dec. 5, 1977, the worldwide 727 fleet carried its one billionth (1,000,000,000) passenger -- a mark never attained before by a commercial aircraft. Today, the number has reached well over 4 billion.

One hundred and one customers purchased new 727s from Boeing, although dozens more have placed the airplane type into service as "second tier" operators. More than 300 727s built as passenger airplanes have been converted to freighters, a process that continues today.


Boeing 717

Boeing 717


On On May 23, 2006, Boeing delivered its final two 717 airplanes to Midwest Airlines and AirTran Airways in a ceremony before thousands of employees, retirees and dignitaries in Long Beach, Calif. The deliveries conclude commercial airplane production in Southern California that began in the 1920s with the Douglas Aircraft Co.

The 717 program, which produced 156 airplanes, pioneered breakthrough business and manufacturing processes for Boeing Commercial Airplanes.

The program was launched by an order from AirTran Airways in 1995, and the airplane quickly became renowned by customers for its excellent economics, performance and reliability. Based on the Douglas DC-9 and launched as the McDonnell Douglas MD-95, the 100-seater was renamed the Boeing 717 after McDonnell Douglas and Boeing merged in 1997.

The 717 will continue to deliver unsurpassed economy and value to our airline customers for years to come. Boeing will continue to provide the outstanding customer service support for the 717s operating at carriers worldwide.

Douglas opened the Long Beach factory in 1941 as part of President Roosevelt's Arsenal of Democracy -- a request to the nation's industries to halt civilian production and assist in making wartime equipment. The facility produced almost 10,000 airplanes for World War II before transitioning to commercial airplane production after the war. Douglas merged with the McDonnell Aircraft Company in 1967, forming the McDonnell Douglas Corporation.

More than 15,000 airplanes have been produced in the Long Beach factory.

Boeing 707

Boeing 707

America entered the age of the jet transport on July 15, 1954, when the Boeing 707 prototype, the model 367-80, made its maiden flight from Renton Field, south of Seattle. Forerunner of the more than 14,000 Boeing jetliners built since, the prototype, nicknamed the "Dash 80," served 18 years as a flying test laboratory before it was turned over to the Smithsonian Air and Space Museum in May 1972.

In May 1990, under an arrangement with the Smithsonian, Boeing returned the airplane to Seattle for full restoration after it spent 18 years in the Arizona desert. The refurbished Dash 80 made a special fly-over of the five Boeing facilities in the Puget Sound area on July 15, 1991, to commemorate the 75th anniversary of The Boeing Company and the 37th anniversary of its own first flight.

Production go-ahead for the Dash 80 was announced by Boeing Aug. 30, 1952, as a company-financed $16 million investment. The airplane rolled from the factory less than two years later, on May 14, 1954. Its first flight that July marked the 38th anniversary of The Boeing Company.

Powered then by four Pratt & Whitney JT3 turbojets, mounted under wings swept back 35 degrees, the Dash 80 established the classic configuration for jetliners to come. It also set new speed records each time it flew. This was illustrated March 11, 1957, when it streaked nonstop on a press demonstration flight from Seattle to Baltimore in 3 hours 48 minutes at an average speed of 612 mph.

The Dash 80 was retained as a Boeing test aircraft and underwent major structural and aerodynamic changes in the course of developing and testing advanced aircraft features. Many test programs were aimed far beyond aircraft flying today, such as airborne simulation of flight characteristics and systems concepts for a U.S. supersonic transport.

The Dash 80 flew with a fifth engine mounted on the aft fuselage to test installation feasibility for the trijet 727 and with three different types of engines installed at the same time. It investigated engine-thrust reversers, engine sound suppressers, rigs designed to cause in-flight engine icing conditions, air conditioners, and wing flap and slat modifications.

It was also used to test radar and radar antennas, and even different paints. In one test series for landing gear, the 707 prototype was outfitted with oversized tires; it landed and took off from mud fields barely able to support the weight of passenger automobiles.

The 707 prototype also flew special landing-approach studies at Moffett Field, California, for the National Aeronautics and Space Administration. A high-lift, slow speed system featuring special wing flaps for direct-lift control was used in steeper-than-usual landing approaches designed to alleviate community noise in airport areas.

During its early years, the airplane was the center of attraction in the aviation world, giving many airline pilots, airline executives, and military and government officials their first taste of jet flying. It has approximately 3,000 hours of flight recorded in its logbook.

The prototype led to a revolution in air transportation. Although it never entered commercial service itself, it gave birth to the 707 series of jetliners. Much larger, faster and smoother than the propeller airplanes it was replacing, it quickly changed the face of international travel.

Commercial history was made Oct. 26, 1958, when Pan American World Airways inaugurated trans-Atlantic 707 jet service between New York and Paris; jetliners then rapidly entered service throughout the world.

The first commercial 707s, labeled the 707-120 series, had a larger cabin and other improvements compared to the prototype. Powered by early Pratt & Whitney turbojet engines, these initial 707s had range capability that was barely sufficient for the Atlantic Ocean. A number of variants were developed for special use, including shorter-bodied airplanes and the 720 series, which was lighter and faster with better runway performance.

Boeing quickly developed the larger 707-320 Intercontinental series with a longer fuselage, bigger wing and higher-powered engines. With these improvements, which allowed increased fuel capacity from 15,000 gallons to more than 23,000 gallons, the 707 had truly intercontinental range of over 4,000 miles in a 141-seat (mixed class) seating configuration.

Early in the 1960s, the Pratt & Whitney JT3D turbofan engines were fitted to provide lower fuel consumption, reduce noise and further increase range to about 6,000 miles.

Boeing 767

Boeing 767

You can breathe easy with the 767 family. 767s produce less pollutant emissions per pound of fuel than any comparably sized jetliner. When combined with the fact that the 767 also burns significantly less fuel, the 767 is truly the "clear" winner. The 767 family is cleaner than industry standards for all categories of emissions -- nitrogen oxides, hydrocarbons, smoke and carbon monoxide.

The 767 family of airplanes is the right size for the middle airplane market (200-250 seat airplanes). Lighter and more efficient than competing jetliners, the 767 family burns less fuel, for better environmental performance and improved operating economics.

Boeing C-17 Globemaster

Boeing C-17 Globemaster



The Boeing C-17 Globemaster III is designed to fulfill military and humanitarian airlift needs well into the 21st century. A high-wing, four-engine, T-tailed aircraft with a rear-loading ramp, the C-17 can carry large combat equipment and troops or humanitarian aid across international distances directly to small austere airfields anywhere in the world.

With a payload of 160,000 pounds, the C-17 can take off from a 7,600-foot airfield, fly 2,400 nautical miles, and land on a small, austere airfield in 3,000 feet or less. The C-17 is equipped with an externally blown flap system that allows a steep, low-speed final approach and low-landing speeds for routine short-field landings.

Worldwide, there are currently a total of 199 C-17s in service. Boeing is under contract with the U.S. Air Force to design, build and deliver 205 C-17s through mid-2010. Boeing has delivered 185 C-17s to the Air Force as of April, 2009.

There are 14 C-17s in service internationally. The RAF has acquired six, the Royal Australian Air Force and Canadian Defence Forces have each received four C-17s. The 12-nation Strategic Airlift Capability consortium--members of NATO and Partnership for Peace--will take delivery of three C-17s in 2009. On February 24, 2009, the United Arab Emirates announced its intention to acquire four C-17s. Qatar, the first Middle East customer to order C-17s, will take delivery of two of the advanced airlifters in 2009.