Newsdesk – Commercial Aviation

Dc-10 Upgrade Launched

McDonnell Douglas has joined forces with Alenia subsidiary Aeronavali to launch a DC-10 upgrade programme aimed mainly at future air freight applications for the aircraft. About 420 DC-10s of all models are currently in service and MDC sees a market for at least 100 freighter conversions over the next 10 years. Many of the aircraft now in service have airframe lives extending beyond 2010.

The basic components of the upgrade are the incorporation of a two crew cockpit based on that of the MD-11 and the structural alterations necessary to change a passenger aircraft into a dedicated freighter. MD-11 drag reducing features will be incorporated including slat seals, windscreen wiper fairings and wing/pylon fairings. Auxiliary fuel and engine upgrades will also be offered. Base price for the conversion (excluding the aircraft itself) is put at $US5.7m to 7.6m depending on the aircraft’s age and condition. The conversion will take between 80 and 120 days to complete and the work will be performed by Aeronavali in Italy.

In other DC-10 freighter news, Aeroflot Russian International Airlines is leasing a DC-10-30F from McDonnell Douglas for use on long haul freight routes. The DC-10 is scheduled for delivery this month and an option has been taken on a second aircraft.

Airbus Developing Shortened Fuselage Longer Range A330

Airbus is planning to offer a reduced capacity extended range development of the A330 twinjet. Initial studies through last year looked at an eight frame reduction in fuselage length, the same as that of the A340-200, to a 17 frame reduction similar to the A300. Airbus has now firmed on a 10 frame reduction which would reduce capacity by about 40 seats in a three class configuration, though boosting range out to 6000nm (11,110km). The new aircraft would use the strengthened wing of the heavier gross weight A340-300 which is due to enter service next year. The present A330 accommodates typically 295 in a three class configuration with a maximum range varying from 4500nm to 5300nm (8340 to 9820km) depending upon engine thrust choice.

The new A330 would be positioned as an eventual A300-600R replacement, an excellent aircraft but one that has seen few sales in recent years. The large number of early generation A300s on the market is also affecting the new -600 market. Airbus feels that an aircraft in the 250 to 280 seat class category requires longer legs to better compete with the Boeing 767-300ER. Over the past decade Airbus has lost many orders to the Boeing 767-200ER and -300ER including a landmark battle to win Qantas in 1983 with the A310-300. Unfortunately for Airbus the A310 was at that time around 500nm (925km) deficient on the rival 767-200ER and thus Qantas opted for the Boeing twinjet with today 22 in service and four more on order.

Consequently, the ability to be able to offer a long range capability in the medium sized twin aisle twinjet market is crucial to winning what are ultimately large airline orders, something that Airbus would be better placed to contest with a shortened fuselage A330. With its larger wing and more powerful engines the A330X (as it is currently dubbed) would offer better field performance, improved payload and range than the 767-300ER in addition to increased cargo capacity and a better long haul three class cabin. The target date for entry to service is mid ’98 with an official project launch expected during 1996.

Airbus is also looking at a stretched version of the A330 including the option of developing a lower deck cabin similar to that long mooted by McDonnell Douglas with its ‘panorama deck’ on the MD-11. This would give the A330 the ability to carry as many passengers as a 747-200 on short to medium range sectors at significantly lower seat mile costs.

Miscellaneous News

French domestic carrier Air Inter retired the last of its 11 Dassault Mercures it had in service on April 29. The Mercure was designed in the early 1970s as a competitor to the Boeing 737, but only 12 were built, of which 11 were delivered to Air Inter. The Mercure was well engineered as an aircraft, but suffered poor payload range capability, thus greatly hampering its operational effectiveness and its sales appeal. Regardless, Air Inter’s Mercures served the airline incident free for 21 years, carrying 44 million passengers on 440,000 flights. Pictured is a Mercure parked in retirement at Bordeaux in France, minus its two P&W JT8D engines. (Gerard Frawley) 100,000 hours in the air.