Airplanes mcdonnell douglas. McDonnell Douglas - brand history
aircraft manufacturing, mechanical engineering
regional passenger aircraft, business aircraft, training aircraft
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63 thousand people
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McDonnell Douglas was an aircraft manufacturing company based in St. Louis, Missouri, United States. In the second half of the 20th century, this corporation was a major manufacturer of military aircraft and one of the largest manufacturers of commercial airliners. McDonnell Douglas and Boeing merged to form The Boeing Company, the world's largest aerospace corporation.
Story
In the 1980s, the share of commercial aircraft in the company's total turnover was only a quarter. With the end of the Cold War and a decline in military orders, McDonnell Douglas fell on hard times. From 1994, the company's turnover fell by 25%. This forced her to quickly turn to the commercial aircraft market. At this time, the line of such machines consisted of:
- wide-body three-engine MD-11, capable of carrying up to 410 passengers over long distances;
- The MD-80 is a small short-to-medium range aircraft that entered service in 1980, and
- MD-90, a medium-range airliner that began production in .
Divisions
Corporation McDonnell Douglas consisted of several divisions:
- McDonnell Douglas Aerospace- a special unit for defense orders, from 1996 to 1996.
- McDonnell Douglas Hughes Helicopters- helicopter unit, from to 1996.
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Excerpt describing McDonnell Douglas
– Be careful!!! – Stella suddenly screamed wildly.I was flattened on the ground like a big frog, and I just had time to feel as if a huge, terribly stinking thing was falling on me. mountain... Something was puffing, slurping and snorting, emitting a disgusting smell of rot and rotten meat. My stomach almost turned out - it’s good that we “walked” here only as entities, without physical bodies. Otherwise, I would probably get into the most unpleasant troubles.....
- Get out! Well, get out!!! - the frightened girl squealed.
But, unfortunately, this was easier said than done... The fetid carcass fell on me with all the terrible weight of its huge body and was already, apparently, ready to feast on my fresh vitality... But, as luck would have it, I couldn’t I couldn’t free myself from it, and panic was already starting to squeak treacherously in my soul, compressed by fear...
- Come on! – Stella shouted again. Then she suddenly hit the monster with some bright ray and screamed again: “Run!!!”
I felt that it became a little easier, and with all my might I energetically pushed the carcass hanging over me. Stella ran around and fearlessly hit the already weakening horror from all sides. I somehow got out, gasping for air out of habit, and was truly horrified by what I saw!.. Right in front of me lay a huge spiky carcass, all covered with some kind of sharply stinking mucus, with a huge, curved horn on a wide, warty head .
- Let's run! – Stella screamed again. – He’s still alive!..
It was as if the wind had blown me away... I didn’t remember at all where I was blown... But, I must say, it was carried very quickly.
“Well, you’re running...,” the little girl squeezed out, out of breath, barely pronouncing the words.
- Oh, please forgive me! – I exclaimed, ashamed. “You screamed so much that I ran away in fright, wherever my eyes were looking...
- Well, it’s okay, next time we’ll be more careful. – Stella calmed down.
This statement made my eyes pop out of my head!..
– Will there be a “next” time??? “I asked cautiously, hoping for a “no.”
- Well, of course! They live here! – the brave girl “reassured” me in a friendly manner.
– What are we doing here then?..
- We are saving someone, have you forgotten? – Stella was sincerely surprised.
And apparently, from all this horror, our “rescue expedition” completely slipped my mind. But I immediately tried to pull myself together as quickly as possible, so as not to show Stella that I was really, really scared.
“Don’t think so, after the first time my braids stood on end all day!” – the little girl said more cheerfully.
I just wanted to kiss her! Somehow, seeing that I was ashamed of my weakness, she managed to make me feel good again immediately.
“Do you really think that little Leah’s dad and brother could be here?..,” I asked her again, surprised from the bottom of my heart.
- Certainly! They could simply have been stolen. – Stella answered quite calmly.
- How to steal? And who?..
But the little girl didn’t have time to answer... Something worse than our first “acquaintance” jumped out from behind the dense trees. It was something incredibly nimble and strong, with a small but very powerful body, every second throwing out a strange sticky “net” from its hairy belly. We didn’t even have time to utter a word when we both fell into it... Frightened, Stella began to look like a small disheveled owlet - her big blue eyes looked like two huge saucers, with splashes of horror in the middle.
I had to urgently come up with something, but for some reason my head was completely empty, no matter how hard I tried to find something sensible there... And the “spider” (we will continue to call it that, for lack of a better one) in the meantime was quite apparently dragged us into his nest, preparing to “supper”...
-Where are the people? – I asked, almost out of breath.
- Oh, you saw - there are a lot of people here. More than anywhere... But they, for the most part, are worse than these animals... And they will not help us.
- So what should we do now? – I asked mentally “chattering my teeth”.
– Remember when you showed me your first monsters, you hit them with a green beam? – Once again, her eyes sparkling mischievously (again, she came to her senses faster than me!), Stella asked cheerfully. - Let `s together?..
I realized that, fortunately, she was still going to give up. And I decided to try it, because we had nothing to lose anyway...
But we didn’t have time to hit, because at that moment the spider suddenly stopped and we, feeling a strong push, plopped down to the ground with all our might... Apparently, he dragged us to his home much earlier than we expected...
We found ourselves in a very strange room (if, of course, you could call it that). It was dark inside and there was complete silence... There was a strong smell of mold, smoke and the bark of some unusual tree. And only from time to time some faint sounds were heard, similar to groans. It was as if the “sufferers” had no strength left...
– Can’t you illuminate this somehow? – I asked Stella quietly.
The beginning of the 80s of the 20th century was the new dawn of vertical take-off aircraft. The problems faced by these aircraft in the 60s and 70s were successfully solved by new technologies such as the introduction of computer control, new alloys and many others. All this allowed us to hope that it would soon be possible to create full-fledged vertical take-off combat aircraft, not inferior in basic characteristics to their conventional counterparts. In 1980, McDonnell Douglas finally managed to push its Harrier upgrade, the AV-8B Harrier II, into service. This success prompted the company to begin work on a completely new aircraft - a supersonic vertical take-off aircraft in terms of performance that is not inferior to fourth-generation fighters. The program received the internal name Model 279 and was carried out proactively with funds from McDonnell Douglas, however, its results were observed in the Navy and Marine Corps, although after the failure with the Rockwell XFV-12 they were in no hurry to invest their money.
Initially, work on the Model 279 was carried out jointly with British Aerospace, as in the Harrier II program - it was assumed that the created aircraft would enter service with both the United States and Britain. It was then that the basic appearance of the aircraft was formed - a canard design with an all-moving front horizontal tail. The plane was statically unstable due to the asymmetry of the tail, so the piloting used a fly-by-wire control system controlled by on-board computers. Almost unchanged from the Harrier, the vertical take-off system was borrowed, using one turbofan engine with four rotating nozzles located under the center section and in the aft section: the former create thrust with cold compressed air from the second circuit of the engine, the latter with the hot exhaust of the primary circuit. It was supposed to be used on the plane new engine Pratt & Whitney STF561-C2 with a static thrust of 15500 kilograms, which is a further development of the Rolls-Royce Pegasus.
McDonnell Douglas Model 279-1.
The placement of a large rectangular air intake under the fuselage was interesting - this was due to the need to provide the engine with a proper flow of air at high speeds, and since the aircraft was planned to be used from aircraft carriers and landing ships, the possibility of debris getting into the air intake was neglected. As a result, the aircraft was expected to achieve a speed of Mach 2 at an altitude of three kilometers, a combat load of 4 tons (when taking off horizontally from a springboard) and a maximum combat radius of 300 kilometers (also when taking off horizontally from a springboard). When taking off vertically, the combat load was reduced to 900 kilograms, and the combat radius was reduced to 170 kilometers. The aircraft had four mounting points for missile weapons (two on the wingtips and two under the air intake) and four additional points for bombs, equipment or fuel tanks.
Projections of McDonnell Douglas Model 279-1.
The aircraft had to be made with extensive use of composite materials, which would significantly reduce weight while maintaining the necessary structural strength. One of the interesting design decisions was the active borrowing of design elements not only from the Harrier but also from the F-15, so the wing design was almost entirely taken from the Eagle. In addition to the usual version of the Model 279, work was carried out on a two-seat training aircraft and on adapting the machine for takeoff from an aircraft carrier catapult. As a result, by mid-1981, the Model 279 project was initially developed, and McDonnell Douglas was ready to try to sell it to the military. But at this moment there was a serious disagreement with British Aerospace, who wanted to gain the right to produce the aircraft themselves and export it. The cooperation was broken off and both companies continued to work independently, while maintaining a partnership on Harrier II.
McDonnell Douglas Model 279-2.
McDonnell Douglas began designing a second variant of the Model 279 using exclusively American parts. In addition, a number of improvements were made to the design to increase the maneuverability and speed of the aircraft. Externally, Model 279-2 was very similar to the first version - the main visible difference was the new shape of the air intake, more suitable for supersonic flight. Two rotating nozzles with hot exhaust were replaced with one rotating one, which also made it possible to increase the speed of the aircraft. The main “invisible” change was the new on-board computer, which uses not only the control planes for maneuvering, but also the rotation of the nozzles, which significantly increased the maneuverability of the aircraft. Work on the Model 279-2 did not last long, and already in the fall of 1981 the project was presented to the Navy and Marine Corps.
Air Tube Purge Model McDonnell Douglas Model 279-3.
The military did not express any particular interest in the project. The Marines were quite satisfied with the characteristics of the AV-8B, and simply did not have extra funds for supersonic fighters, and although the Navy was interested in such a machine, it was not ready to provide direct financing. But nevertheless, naval specialists issued McDonnell Douglas a number of comments on the project, after eliminating which, the issue of financing the work could be reconsidered. Thus, the placement of air intakes under the fuselage, the small flight radius of the aircraft due to the small size of the internal tanks, and the poor placement of weapons suspension points were criticized. In addition, the Navy recommended that the developers ensure greater continuity of the project with the Harrier, to reduce the cost of creating the aircraft and simplify the retraining of pilots. As a result, McDonnell Douglas had to remake the aircraft almost from scratch, and this had to be done in an extremely short time, since competitors were not asleep. Then it was decided to turn to NASA for help and use their extensive developments and test benches to speed up the design.
Projections, placement of suspension points and tanks in the McDonnell Douglas Model 279-3.
The third version of the Model 279 was much more reminiscent of the Harrier than the previous two. There were two air intakes, their shape and placement were directly borrowed from the Harrier and only slightly modified to meet the requirements of supersonic flight. The two-post bicycle chassis also migrated from there; the designs of the weapon suspension points and rotary nozzles (of which there were again four) were directly taken. The plane itself became larger and heavier, but at the same time received a larger payload and combat radius. With a horizontal take-off from a springboard, the combat load was 5 tons and the radius was 350 kilometers; with a vertical take-off, the load was 1,200 kilograms and the range was 190 kilometers. The aircraft also received a new flight computer and a more powerful radar. Several new interesting solutions were also applied to the Model 279-3 - the air intakes were equipped with a valve to release excess air, which made it possible to more accurately control engine power. In addition, the fuselage structure was strengthened through the use of titanium, and the aircraft became capable of withstanding a belly landing.
McDonnell Douglas Model 279-3. The air release valve in the air intake is visible.
Interior of McDonnell Douglas Model 279-3.
Tests conducted by NASA employees generally confirmed the possibility of achieving all of the specified characteristics, in addition, a number of improvements were made to the design. Thus, it was proposed to replace the round rotary nozzles with more efficient rectangular ones developed by NASA. Also, based on the results of the tests, a scheme for placing suspension points was developed. The designers abandoned the original version, which came with the Model 279-1 - only additional sighting systems or cannon containers could now be placed on the ventral points. There were six underwing hardpoints, and now they were universal; they could accommodate both guided missiles and bomb weapons or external fuel tanks. By the summer of 1982, the Model 279-3 project was completed and presented to the press. The prototype's construction date was pushed back to 1986, but McDonnell Douglas considered the project promising both for its armed forces and for export sales.
McDonnell Douglas Model 279-3 with new rotary nozzles.
Preparing for testing of the McDonnell Douglas Model 279-3 at NASA.
Work was also underway on additional variants of the aircraft. Thus, together with NASA, the Model 279-3JF project was created, in which jet flaps on the wing were used, including those used for vertical or short take-off. Their use made it possible to increase the flight range of the vehicle with maximum load and during vertical takeoff to 240 kilometers. In addition, the Model 279-3JF was supposed to test a single rotary nozzle, work on which had long been carried out at NASA. It was assumed that the Model 279-3JF would be built together with the first prototypes of the Model 279-3 and would undergo joint testing with them.
McDonnell Douglas Model 279-3JF.
McDonnell Douglas also designed a weighted twin-engine, two-seat version of the aircraft - Model 279-4. It used two Pratt & Whitney STF561-C2 engines, which compensated for the seriously increased weight of the aircraft. Due to the increase in flight speed to Mach 2.4, the shape of the air intakes was changed to be similar to the air intakes of the F-15. This option was considered for placement on conventional aircraft carriers and could be launched from a catapult. In total, Model 279-4 could carry up to 7 tons of combat load with a radius of 420 kilometers. It was believed that this option was quite capable of combining the main advantages of two-seat carrier-based aircraft with the possibility of vertical take-off. Also on the Model 279-4, it was planned to test the replacement of four deflectable nozzles with two, simultaneously capable of creating thrust with both cold air from the primary circuit and hot exhaust from the secondary circuit of the engine.
McDonnell Douglas Model 279-4.
McDonnell Douglas Model 279-4 for testing engine thrust.
The final design of the Model 279-3 continued until 1984; in parallel, the aircraft was presented at several aviation exhibitions in model form, and numerous interviews were given to the specialized press. McDonnell Douglas hoped that after concluding a contract with the Navy, the project would be able to be sold for export; the Italian Navy had already expressed preliminary interest. But these plans were not destined to come true. By 1984, the Model 279 project was already obsolete. The fleet sharply criticized the high radar signature of the aircraft, insufficient flight range, while in conjunction with a sufficient at great cost project and a long development period (the prototype was supposed to be built already in 1987). In the fall of 1984, McDonnell Douglas was finally denied funding. Also, none of the possible foreign customers would be able to pull off such a project, and finally, in the winter of 1985, the Model 279 project was closed.
McDonnell Douglas Model 279-3 diagram.
It's funny to compare the fate of the Model 279 and its counterpart on the other side of the ocean - the British Aerospace P.1216. Development of the P.1216 began after the breakup of the joint program with McDonnell Douglas (although options had been under development since 1976) and the aircraft went through almost the same stages as the Model 279, also becoming obsolete during the design period.
Sources:
FLIGHT International, 04-1984.
FLIGHT International, 02-1982.
NASA Technical Memorandum 85938. V/STOL Concepts in the United States—Past, Present, and Future.
NASA CONTRACTOR REPORT 166269.
Hot Gas Ingestion Test Results of a Two Poster Vectored Thrust Concept With Flow Visualization.
THE PERFORMANCE EVALUATION OF A JET FLAP ON AN ADVANCED SUPERSONIC HARRIER.
secretprojects.co.uk.
McDonnell Douglas Corporation was an aircraft manufacturing company based in St. Louis, Missouri. In the second half of the 20th century, this corporation was a major manufacturer of military aircraft and one of the largest manufacturers of commercial airliners. In 1997, McDonnell Douglas and Boeing merged into a single company called the Boeing Company, the world's largest aerospace corporation.
McDonnell Douglas was founded in 1967 as a result of the merger of the aircraft manufacturing companies McDonnell Company and Douglas Aircraft Company.
Douglas Aircraft was founded in 1920 by engineer Donald W. Douglas. The company produced a large number of well-proven aircraft, including the legendary DC-3 (DC-3), which appeared on the airways in 1935 and made passenger air travel profitable for the first time. Before the outbreak of World War II, the world fleet of commercial airliners consisted of 80% DC-3. In 1953, the DC-7 began commercial flights; it was one of the first airliners capable of non-stop flights throughout the United States, and only the DC-7 at that time could fly with East Coast USA to Western, moving towards the prevailing winds. In the late 1950s and early 1960s, Douglas could not withstand competition from Boeing, and by 1966 the company became unprofitable.
McDonnell Airlines, founded in 1939 by engineer James McDonnell, became one of the leading suppliers of combat aircraft to the US Army during World War II. It was this company that gave birth to such famous examples of aviation technology as one of the first jet fighters, the F2H Banshee (1947), the F-101 Voodoo jet fighter (1954), and the phenomenally successful F-4 Phantom II (1958). McDonnell also built the Mercury and Gemini capsules, which carried the first American astronauts during space flights in the early 1960s.
After the merger of the two companies in 1967, a military-industrial giant was formed, which supplied armies around the world with combat aircraft. McDonnell Douglas developed and began producing the famous F-15, a fighter that became the main combat aircraft of the US Air Force.
In 1970, the company introduced the DC-10 airliner. McDonnell Douglas was also the primary designer of the American space station Skylab, which was launched into orbit in 1973. In 1984, the company bought Hughes Helicopters, which produced the Apache attack helicopter.
In the 1980s, commercial aircraft accounted for only a quarter of the company's total turnover. With the end of the Cold War and the decline in military orders, McDonnell Douglas fell on hard times. From 1990 to 1994, the company's turnover fell by 25%. This forced her to quickly turn to the commercial aircraft market. At this time, the line of such machines consisted of:
wide-body three-engine MD-11, capable of carrying up to 410 passengers over long distances;
MD-80 is a small aircraft designed for local routes, which entered service in 1980, and
MD-90, a medium-haul airliner, production of which began in 1995.
In addition, in 1995, the company began accepting orders for the MD-95, a small twin-engine aircraft designed to serve short and medium-haul lines, which was produced by Boeing as the Boeing 717.
In 1996, McDonnell Douglas announced that the company did not have the funds to continue work on the next generation wide-body airliner, which sharply reduced the company's options in the crowded commercial airliner market. The next devastating blow for the company was the Department of Defense's decision to exclude McDonnell Douglas from the list of companies taking part in the competition for the next generation fighter jet for the US Air Force, which promised to generate billions of dollars in profits. In this state, without clear prospects for the future, the company began negotiations with Boeing. At the end of 1996, the two companies announced their merger - the largest in the history of the aircraft industry. This deal was approved by federal authorities in 1997.
McDONNELL – DOUGLAS MD 500
LIGHT MULTI-PURPOSE AND ANTI-TANK HELICOPTER
Advanced reconnaissance helicopter Hughes OH-6D "Super Scout"
Light reconnaissance and communications helicopter Hughes OH-6A "Keyuz"
Police helicopters MD 500 MD "Scout Defender"
The McDonnell-Douglas MD 500 helicopter is a development of the Hughes 500 and OH-6 helicopters; its development began in 1961 as part of a US Army competition for a light reconnaissance and communications helicopter under the LOH (Light Observed Helicopter) program. The requirements for the LOH helicopter included: a crew of two people (pilot and observer), power point from one gas turbine engine, static ceiling 30 m at an ambient temperature of 35 ° C, cruising speed 60 km/h and flight duration 3 hours.
The OH-6L Cayuse helicopter, which made its first flight in 1963, was recognized as the best in a competition that also included Bell OH-4 and Fairchild-Hiller OH-5 helicopters, and was mass-produced in 1966-1971; 1,434 helicopters were built. In 1966, the OH-6A helicopter set 23 international records, including absolute records range in a straight line 3561 km and in a closed circle 2800 km.
The OH-6A helicopter and its civilian version, the Hughes 500A, with one Allison 250-C18 gas turbine engine with a power of 236 kW/317 hp. With. became the basis for a large number of their military and civilian modifications. More than 4,000 helicopters of all modifications were built.
The OH-6S helicopter and its civilian version, the Hughes 500 S, were equipped with a 250-S20 gas turbine engine with an increased power of 280 kW/375 hp. With. and had improved altitude characteristics. They were mass-produced together with the OH-6A and 500 A helicopters.
McDonnell-Douglas MD 500E multi-role light helicopter
The OH-6D "Super Scout" was equipped with an Allison 250-S20V gas turbine engine with a power of 317 kW / 425 hp. pp., five-blade main rotor and T-shaped tail; featured increased load capacity and greater take-off weight; was offered under the ASH (Advanced Scout Helicopter) program. Made its first flight in 1974, was mass-produced in the USA in 1975-1983, and also under license in Argentina, Italy, South Korea and Japan. The civilian versions of the Hughes 500D and 500E, after the acquisition of the Hughes company by McDonnell-Douglas, received the designations MD 500D and MD 500E.
MD 500MD "Scout Defender" - light multi-purpose and anti-tank helicopter; equipped with pylons for mounting ATGMs, NARs or machine guns in containers.
MD 500D "Toe Defender" - light anti-tank helicopter; can carry 4 Tou ATGMs; equipped with a sight in the forward part of the fuselage.
MD 500 ASW "Defender" - an anti-submarine helicopter can be armed with one or two Mk.46 anti-submarine torpedoes and carry a magaitometer.
MD 500 MG "Defender" is a light multi-purpose helicopter for police, patrol and rescue services, and combating drug trafficking. Used as combat (AN-6 C, G, F and J), multi-role (MH-6E, B, C, N and J) and electronic reconnaissance (EN-6B and E) in US Army special forces groups; 20 helicopters were delivered to the Philippine Air Force and four to the Colombian Air Force.
MD 500 MG “Nightfox” is a variant of the MD 500MG with the FLIR night vision system.
MD 530 F “Lifter” is a civilian version with an extended bow and an Allison 250-C30 gas turbine engine with a take-off power of 317 kW/425 hp. With. The diameter of the main rotor is increased by 0.3 m, the steering rotor by 0.05 m. The helicopter is equipped with a cargo hook designed for a force of 907 kg. The first flight was made in 1982. Deliveries began in 1984. A total of 109 MD 500/530 civil helicopters were delivered, in addition, 26 MD 530 helicopters were delivered to Iraq.
The MD 530 MG Defender is a multi-purpose and combat helicopter, a development of the civilian MD 530F Lifter helicopter. Designed to combat armored vehicles, but can be used for reconnaissance day and night. A marine version is being developed for over-the-horizon target detection.
Light anti-tank helicopter MD 500D "Toe Defender"
DESIGN. The helicopter is made according to a single-rotor design, with a tail rotor, one gas turbine engine and a ski landing gear.
The fuselage is semi-monocoque, drop-shaped, made of aluminum alloys. In the front part of the cabin there are seats for the pilot and gunner, or observer, in the rear there are 2-4 seats for passengers. It is possible to transport up to 7 people when installing 4 seats in the rear cabin or two stretchers on the sides of the fuselage (in the sanitary version), as well as transporting cargo up to 900 kg. There are 14 cargo securing points in the rear of the cabin, under the rear seats - luggage compartment volume 0.31 m? . The cabin has two doors on each side. Under the cabin floor in the front part there is a compartment for radio-electronic equipment, in the rear part there are fuel tanks. The tail of the helicopter is T-shaped, with vertical washers at the ends of the stabilizer, the keel area is 0.56 m? ; stabilizer area 0.61 m? .
The main rotor is five-blade, with hingeless mounting of the blades; in the first versions it is four-blade. The blades are rectangular in plan, all-metal, glued, with a C-shaped extruded spar made of aluminum alloy, attached to the hub using a package of steel tapes. Blade profile NACA-0015, blade chord 0.17 m.
The tail rotor is 1.65 m in diameter, two-bladed, with a common oblique horizontal hinge and a common torsion bar to which the blades are attached. The blades are rectangular in plan, have a steel spar and fiberglass casing. To reduce the noise level, a four-bladed tail rotor with a lower rotation speed, the blades of which are arranged in an X-shaped pattern, can be installed.
The power plant consists of a single Allison 250 engine located at an angle of 45° in the rear fuselage. The air intake is located in front of the rotor fairing. Fan air system cooling of the main gearbox and engine is attached directly to the engine output shaft. Dry engine weight 72 kg, oil tank capacity 5.7 l.
Advanced light combat helicopter MD 530MG with FLIR system
The transmission consists of a two-stage main gearbox with helical bevel gears and a tail rotor gearbox. The composite tail rotor drive shaft is made of aluminum alloy and operates at supercritical speeds. The estimated overhaul life of the most important units is 5000 hours. The gear ratio of the engine to the main rotor is 12.6:1, to the tail rotor 1.36:1.
The chassis is ski, made of aluminum alloy, with strut fairings and oil-pneumatic shock absorbers. The chassis track is 1.96 m. Installation of floats is possible.
The fuel system includes two protected tanks with a total capacity of 240 liters, located under the floor of the rear cabin. It is possible to install an additional fuel tank with a capacity of 80 liters.
Electronic equipment includes two Bendix/King KY 195 communication transceivers, a KX 175 navigation communication transceiver, a KX 85 automatic radio compass and a KT 76 transponder, two VNF-251 meter Collins radios, a VNF-251/351 meter navigation communication transceiver , navigation indicator IND-350, automatic radio compass ADF-650 and transponder TDR-950; SPU, headsets, microphones and radio broadcasting system.
Standard equipment includes an external temperature sensor, an eight-day winding clock, an engine hour meter, five sets of shoulder straps with an inertia lock, cargo tie-downs, a fire extinguisher, a first aid kit, passenger footrests, wheels for walking on the ground, an external power outlet , landing light, ANO, flashing lights.
At the customer's request, we install safety glass, a heating and anti-fogging system for windows, radios and SPU, a hygroscopic attitude indicator and gyrocompass, a rate of climb indicator, dual controls, a cargo hook, cargo racks, LDPE with a heating system, retractable wheels, a set of stretchers, emergency fillable floats and spotlight
The armament of the anti-tank version consists of four Hughes "Toe" 2 ATGMs in containers, which are suspended from the ends of the pylons on the sides of the fuselage. On the same pylons, four containers of 7 NAR with a caliber of 70 mm or two containers with 12 NAR each, two containers with six-barreled M-134 machine guns of 7.62 mm caliber with ammunition of 2000 rounds or machine guns of 12.7 mm caliber can be suspended.
The possibility of installing the HGS-30 system on the Defender helicopter, consisting of a 30 mm XM230 cannon with 600 rounds of ammunition and a collimator sight developed for the AN-64 helicopter, was studied. A sight is being developed to be installed above the main rotor hub.
Diagram of the MD 530 MG helicopter
The development of a ventral turret with a 25 mm cannon or a 7.62 mm machine gun was underway, providing all-round fire in azimuth and elevation angles from +5° to -60° (HGS-22 system).
The anti-submarine version of the Defender helicopter (take-off weight 1520 kg) is armed with two Mk.46 anti-submarine torpedoes. The helicopter is equipped with a search radar and a towed magnetometer ASQ-81.
CHARACTERISTICS OF THE MD 500E HELICOPTER
Dimensions, m:
helicopter length with rotating propellers 8.97
fuselage length 7.62
height 2.71
fuselage width 1.31
rotor diameter 8.05
swept area, m? 50.89
Engines: 1 GTE Allison 250-S20V take-off power, kW/l. With. 313/420
maximum continuous, kW/l. With. 261/350
Weights and loads, kg:
maximum takeoff 1610
normal takeoff 1360
empty 655
fuel 181
Flight data:
maximum speed, km/h 282
maximum cruising speed, km/h 248
maximum rate of climb, m/s 8.9
dynamic ceiling, m 4575
static ceiling, m:
taking into account the influence of the earth 2970
excluding earth influence 18,360
flight range, km 430
From the book Great Soviet Encyclopedia (DU) by the author TSB From the book Great Soviet Encyclopedia (CE) by the author TSB From the book Great Soviet Encyclopedia (MA) by the author TSB From the book Great Soviet Encyclopedia (FE) by the author TSB From the book Helicopters. Volume II author Ruzhitsky Evgeniy IvanovichMCDONNELL - DOUGLAS AN-64A "APACH" COMBAT HELICOPTER TO SUPPORT GROUND FORCES Having failed with the development of an improved combat rotorcraft Lockheed AN-56A "Cheyenne", carried out in 1962-1970. under the AAFSS program (advanced combat system for
From the book Encyclopedia of Modern Military Aviation 1945-2002: Part 2. Helicopters author Morozov V.P.McDONNELL DOUGLAS MD 520N AND MD 600N LIGHT MULTI-PURPOSE HELICOPTERS Light multi-role helicopter McDonnell-Douglas MD 520N with NOTAR systemIn 1975, the Hughes company, which later became part of the company, McDonnell-Douglas, began research on the NOTAR (No Tail Rotor) system. intended for use
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The idea of spending a day with the last flying DC-10 came to me out of the blue.
The news that Biman Bangladesh Airlines will perform farewell flights on this legendary aircraft at Birmingham Airport, UK, was read on the travel.ru website, for which special thanks go to its correspondent Yuri Plokhotnichenko, who is responsible for all materials on aviation.
Then the technical preparation began - buying tickets for the farewell flight, obtaining a visa, buying a ticket to London and organizing events on the spot. In all this, Sasha Terleev provided me with invaluable help. That’s what his friends and acquaintances call him, he has been in England for more than 3 years now and has been consulting on education in Britain for all ages and needs, quickly and effectively solving the most unusual problems, as I have personally been able to verify. He loves not only work, but also unusual travels, nightly intellectual games and Britain. He writes about all this in his free moments from work and hobbies on his blog.
There were difficulties in purchasing tickets for the DC-10, since Bangladeshi payment systems did not recognize Gazprombank cards.
But a solution was found and a ticket was purchased for 100 pounds; a seat was chosen in the aisle so that one could move freely around the cabin.
By the way, when I arrived at the airport, representatives of the airline quickly remembered me there, since they saw all my attempts to buy tickets from Russia and thanked me for my persistence, greeting me during check-in for the flight.
There were no problems with the visa and tickets; thanks to Terleev’s consultation, by February 15 I had everything ready for the trip.
I have already written about how I got to London, but I will tell you about my feelings and impressions about England and London a little later. Today my story will only be about this plane.
1. When we arrived at Birmingham airport, the plane was already making its first flight that day and we had a wonderful opportunity to film its landing and movements along the apron.
2. We found a place to film his landing right away, turning to the police for help, who showed us where to go and where aviation enthusiasts had been gathering since the very morning. To our question “Aren’t you going to drive?” we received a response that was touchingly simple: “This is a holiday for you, don’t disturb the order and everything will be fine!”
3. Having filmed its landing, we went to registration, where fans of this car from all over the world had already gathered. Terleev remained to watch our flight from the side, and I went towards the boarding gate, having gone through all the necessary pre-flight formalities.
4. Boarding the bus went quickly, a short excursion along the platform, and now we were already at the parking lot.
I was pleasantly surprised that access to the plane was practically free! Take photos and go wherever you want, the main thing is don’t break the rules!
5. . Security was provided by several SAB employees, airline and airport representatives. From conversations with them, I realized that such events and such free access to the aircraft on the ramp are rare for them, but they are happy about it and welcome the passion of their guests for aviation.
6. In the eighties of the last century, the airline purchased three McDonnell Douglas DC-10-30 to replace the existing ones.
In those years, a new era of wide-body aviation began, and that is why the inscription NEW ERA is emblazoned on board this airliner.
7. For farewell flights, Biman Bangladesh Airlines called upon all active PICs flying this type.
They changed on every flight, and during the breaks between them they willingly communicated with aviation enthusiasts.
8. Gradually, the passengers of our legendary flight (one of several that day) began to board, and out of habit, I boarded last to film the process of preparation for departure.
9. This is how aviation security at Birmingham Airport moves along the apron and airfield grounds. Do you want to take a photo? - No problem!
10. And the passengers kept getting up and getting on board
11. Photo for memory. Usually I rarely do this, but this time I couldn’t resist, because it’s not every day that you have the opportunity to take a photo with the world’s only flying car, which has become a kind of legend. There will be no such people anymore. Representatives of Boeing came from America to take part in the final flights of this aircraft, since they had not been flying this type for a very long time.
12. DC10-30, MSN 48317, S2-ACR, was produced in November 1988. The cabin is designed for 314 passengers in a single economy class layout.
13. General Electric CF6-50-C2 turbofan engines were installed on DC10-10, .
At takeoff mode it has a thrust of more than 23835 kgf.
14. The DC-10 is built according to the aerodynamic design of a cantilever low-wing aircraft. All-metal construction. The fuselage is a semi-monocoque round section (diameter 6.01 m). The wing is swept (35° along the quarter chord line). The landing gear is retractable, tricycle, with a nose strut.
15.The airline’s management was also pleased to have its aircraft take part in the farewell flights:
“This plane is already history. We are very sorry to part with it, but what can we do – progress and the economy do not stand still.”
16. One more photo for memory and it’s time for us to board
17. A few more details:
In April 1966, American Airlines announced a competition for a 250-seat aircraft with two turbofan engines. The companies “Douglas” and “Lockheed” submitted their projects to the competition. The designers of both companies, having analyzed the market situation, came to the conclusion that a more spacious aircraft with three engines would be most in demand. We see one of them in this photo.
18. In Russia, the DC-10 was operated by airlines and KrasAir. A further development of the DC-10 was the aircraft.
You can still fly on it on airline flights, but I recommend not to delay this - these aircraft will be withdrawn in the fall of 2014
out of service.
19. The engines were started using an air compressor, which was adjusted by ground services.
20. We connect the hoses and the plane is ready to start the engines.
21. Everyone in the cabin is also ready for the flight. Understanding the excitement around the flight, the company sold seats only near the aisles so that no one would disturb anyone.
22. The atmosphere was joyful, everyone smiled at each other, there were no problems with seats at all - you could change at any moment.
23. The cabin crew is preparing to close the doors and begin pre-flight work with passengers. Smoking is not allowed on board:)
24. Taking photographs of the crew is not prohibited, but is even encouraged. Smiles and cordiality during the briefing indicate that the flight attendants are really happy to see us on board the Biman Bangladesh Airlines aircraft
25. Flight attendant seat.
26. Take off! From the Birmingham window, the flight will last about an hour, at an altitude of about 10,000 feet.
27.Authentic kitchenette DC-10
28. The crew hands out welcome drinks to passengers and willingly takes pictures with them
29. With the permission of the senior flight attendant, I tried on the so-called jump seat (folding seat) and, unexpectedly for myself, calmly fit into it.
30. Suddenly there was excitement on board and everyone clung to the windows. What happened?
31. It turns out that some aviation enthusiasts and airline representatives love this plane so much that they ordered a private plane with special training with the possibility of filming Air-to-Air (Air in the Air).
32. We were accompanied by a small turboprop passenger aircraft, a Beechcraft 99 Airliner, with the door removed for filming.
The crew of the DC-10 held the multi-ton colossus at a low speed so that the guys from this baby could take unique shots.
33. I really want to look at the footage taken by these guys! They promised to send them to me, and as soon as I have them, I will definitely show you.
34. Let's return to the cabin and look at the plane from the inside. Dressing shot at the request of one of you :) Asked - done :)
35. Everyone in the salon is actively filming, helping each other, everyone has joy on their face and this is wonderful:)
36. During the flight, I needed to check my GoPro camera, which I installed in the cockpit by agreement with the crew before departure.
37. Go into the cockpit during a flight? And even during such a flight! You say fantastic!
38. No, my friends, this is not science fiction! One of the few was allowed and here is the footage. Workplace flight engineer
39. We are going to board, everyone was asked to take their seats - the flight is ending.
40. We photograph the interior in detail.
41. Privileged seats for frequent flyers.
42. The flight is over!
43. Passengers say goodbye to the plane, and the plane says goodbye to them.
44. A look at the fuselage from the ramp.
45. Aviation enthusiasts.
46. The crew looks into the 3D camera used by Boeing representatives.
47. Let's look at the engine again
48. Let’s take a farewell look at the first salon.
49. We will see the cabin crew communication console with passengers and control of the situation in the cabin.
50. Let's say goodbye to the crew and pick up our camera, which captured all stages of the flight. I will definitely show them to you when they are installed :)
51. Last look at the cabin and it’s time for me to leave!
52. Life at the airport does not stop for a moment, planes take off and land on schedule.
53. And we return to the terminal building to continue a little spotting at Birmingham airport.
It was a wonderful trip.
A huge charge of positive emotions and positive mood. And now, you and I can enjoy a flight on this legendary plane!
In 7 minutes of this video, we will drive together along the apron of Birmingham Airport, take off into the sky, see the clouds and sky through the eyes of the plane and its pilots, after which we will return to the ground, leaving these amazing shots as a souvenir!
