iscover
In conjunction with a number of airlines, McDonnell Douglas is actively studying an ambitious life extension programme for as many as 300 DC-9s. Dubbed DC-9X the aircraft could ste potentially be in airline service 50 years after the airframe was first manufactured, following in the hallowed footsteps of the long lived DC-3. The centrepiece of the DC-90X will be new advanced turbofans engines (either P&W JT8D-218BS, RR Tay 670s or BMW RR BR7158) making them Stage 3 compliant, while other features will include an MD-90 style interior, selected systems upgrading, installing the MD-88 cockpit, and general strengthening of the airframe. Douglas is able to develop the DC-9X due to the aircraft's inherent strength and conservative design, with 750 potential conversion candidates in the form of DC- 9-308,-40s and 50s. Airline interest in the DC-9Xis reportedly very high as it provides essentially a brand new airliner for half the price of a new one. Finnair and Air Canada in particular are very keen, while this Hawaian DC-9-50 is also a potential conversion candidate.
Newsdesk – Military Aviation
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When it comes to economics, BA sees 20% better direct operating costs than the 747-400 through lower fuel burns, longer service life, less downtime and lower lifetime costs. On speed and range, BA sees an aircraft capable of flying Singapore/London with maximum passenger load and ten tonnes of cargo at Mach. 85 at 31,000ft.
Stage 2 Airliners Linger:
The cancellation of orders and the stretching out of deliveries have been major factors in the US airline fleet’s current lack of numeri- cal growth for the first time in its history, and a sidelight of this is that some airlines are looking at keeping their older Stage 2 aircraft for longer, modifying them to meet the current Stage 3 noise rules.
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