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The Boeing 717

I

Track your lineage for the DC-9, MD-80 and MD-90, Boeing 717, which had been designated inceptionally the MD-95 had was the last purely planes McDonnell Douglas, and the first and only transferred to Boeing for the production continues.

Designed as a device advanced low-wing, 100 passengers, with two aft mounted turbofan, high bypass ratio and a T-tail is based on the MD-90, its predecessor Now, the design, intended for high frequency, short and medium range routes, but he had joined the 40-year history of development family of the previous generation. After leading the three names of manufacturers of Douglas, McDonnell Douglas and Boeing, the basic unit was offered three big three motor nuclei from Pratt & Whitney JT8D, International Aero Engine V2500, and BMW Rolls Royce BR715, a broad range of capabilities in advanced 12,000 to 25,000 pounds, four names based DC-9, MD-80 MD-90 and MD-95/717; passenger capacity of between 90 and 180 in a single class, body and eight long as the DC-9-10 DC-9-30, DC-9-40 DC-9-50, MD - 80 MD-87 MD-90 and 717.

Designed as a new generation of DC-9-30 alternative, numerically the most popular DC-9 version of the 662 were sold, the MD-95, originally designated for a length of 124 feet in general, which is 1.7 meters shorter than the DC-9-40, which allows a supplement of 106 passengers in a four-day, two by two first-class cabin in a separation seat pitch of 36 inches and a length of five days, two and three years, the economy cabin on a 32 inch seat pitch. One hundred seventeen, alternatively, can be accommodated in one classroom setting five a day. Two wineries facilitate baggage, cargo and mail storage.

The state art, two-person team is equipped with six interchangeable screen Liquid Crystal Display (LCD) units, an instrument system Electronic (EIS), a dual flight management system (FMS), a lack of control system display (CFD) and advanced Honeywell 2000 computer and Via is capable of landing the Class III A, with the possibility of low-IIIB operations minimum.

Its all, two metal spar wing, as the DC-9 earlier MD-80 and MD-90 long-Span, double heading, section five slats, spoilers of section two, three - the article slot double strands trailing edge, and a manual, a cable connected differential ailerons are used in flight for the banking and roll control. The wings with a span of 93.4 meters, are sharply from 24 degrees to a maximum speed of Mach 0.82.

The t-tail, situated above engines, thrust eliminates interference with horizontal surfaces, which are connected by lifts and manual control, while the vertical stabilizer rudder is hydraulically actuated off with fly-by-wire cutting. The MD-95/717 's tail surfaces with thicker fur than those any previous MD-80 or MD-90.

Propelled two engines mounted at the rear, BMW Rolls Royce BR715-A1-30 dual reactors flow rate of high dilution, each rated at 18,500 pounds of thrust, the plane, completely free of engine installation on its wings, the wing creates maximum lift for optimum performance. Based on the BR700 The BR715 inhabited only has a two-stage high pressure turbine, a chamber of 58-inch fan, Simple fan turbine blades of glass, the largest combined road and disk (blisk) ever used for a commercial engine and is equipped with inverters thrust. The 19 feet long, £ 6,155 engine, the third basic type propelled the DC-9 family, was the first performance April 28, 1997, achieving nearly £ 26,000 of thrust at this time. MD-95 is the only engine.

The device is dual wheels, hydraulic landing gear tricycle.

Output Control for the originally designated MD-95-30, consisting of 50 firm orders and 50 options had been placed October 19, 1995 ValuJet, a DC-9 and MD-80 operator and the prototype, a former Eastern Airlines DC-9-30 Update for the MD-95 standard and registered N717XA had deployed three years later, June 10, 1998, first take the sky September 2. Boeing, which reflects year before Boeing acquired McDonnell-Douglas and his 7-Dash-7 system numeration, was rechristened "717", divided by the specific nomenclature KC-135A Stratotanker, the military derivative of the 707.

The first production aircraft, registered N717XD first was deployed January 23, 1999, and the guy was received whole JAA and FAA certification nine months later by September 1 after 2000 hours program flight tests involving individual outputs 1900 and five structures.

The first aircraft, N942AT was delivered to the new brand of AirTran Airways, which until now an operator 737, which intermittently ValuJet acquired, September 23, was inaugurated into service next month in Atlanta-Washington route.

The 717-200, the initial version and was only offered with a choice of gross weight basis and high. The first, to 110,000 pounds, has a range of 1.430 nautical miles, with U.S. fuel capacity of 24.609 gallons, while the second, for £ 121,000, has a range of 2,060 nautical miles with a capacity of 29,500 U.S. gallons of fuel, but reduces the space beneath the floor due to reservoirs requires additional and updated 21.0000 lb thrust BR715-C1-30 engine.

Certified aircraft altitude exceeding 37,000 feet.

II

A triangular, tri-sector AirTran Airways flight from New York / LaGuardia to Akron, Ohio, Atlanta, Georgia, and returned to New York is reveals the mission for which the 717 was designed.

Following a Canadair and Embraer brigade "mini-jets" but Long term reflects brother fuselage "big" American MD-82 and Atlanta, the same with AirTran 717-200 times immediately before it, the 717, running that 202 flights, registered N926AT, crossed the track of arrivals, 4-22, before maneuvering in order to strip to the track 13. lightly loaded with only T 20 passengers aboard the twin-engine plane in Virginia has lifted its main wheels and cut the concrete itself at an angle steep initial climb, climb in his car tricycle landing gear in 55 degree spring as air.

Overcoming the geometries of the house in Queens and bridge the gap of the opaque, paper thin layer of cloud screening, Flight 202 banked to the left of the bridge on Throgs Neck the deep blue of Flushing Bay. Oppress powering, banked to the left.

The island of Manhattan, which is beyond the end of the wing left in the form of miniature and seemed to float between the Hudson River east triumphantly threw his height, buildings with a fine needle through and the poor ground fog floated as bastions of the victory of the architecture of the war of man. More Beyond the Verrazano-Narrows Bridge, a gateway to the Atlantic, the sun turns water into a crystal reflection of copper.

Now, assuming a low angle barely perceptible from the climb, the 717, the latest evolution of the DC-9, crossed the eastern border of the Allegheny Mountains, which appeared as black, charcoal, set waves of 35,000 feet below.

Aided by low raised, the upper side panels speed brake wing, the twin-engine aircraft has launched a shallow decline of about 40 minutes later, beneath layers of January dirty white and gray clouds indicative for modes of operation in eastern Ohio Deaf light by CHOP.

Perpendicular runways of Akron-Canton, to be moved forward and left. The extension their slats, which produced significant brake on flight 202 to complete its landing gear and end sequencing edge flap, forming an arc in a final approach path of the left bank. touching the bare brown tree farm that advanced in developing the engine to slide against the 717-200 burned beyond the threshold sideslipped in the track and rough contact, crosswinds.

Shooting beyond the circular brick Akron-Canton administration in which four United Express, U.S. Airways Express, Delta Connection ERJ-135 and CRJ-200 was the nose of the aircraft, the largest on the ramp, deprived of their engines fuel assembly at the rear, who queued in silence, replaced by the sound of jetbridge expand in the future the passenger side door.

Back Door in 1215, AirTran on 717, which now operate non-stop to Atlanta as Flight 202 began its taxi without incident at the airport in Akron-Canton Regional and was immediately removed from the wind on runway 19. Moving away from the ground, the plane an important addition to passengers, he retracted the landing gear of a shaft of light and went along the Ohio patchwork of farmland, which later gave way to rolling hills. With the altitude, they were completely reduced to the indistinguishable dark.

Leaving white cloud that covers the undulating green on the West Virginia and Kentucky to 37,000 feet, the twin-engine T-tail parallel to the line of the areola cotton had themselves interconnected along the East Coast.

The chocolate-colored ridges of Great Smoky Mountains of North Carolina as sound waves crest had been frozen in their beaks and do not descend into the sea

The speed brakes on the upper surface of the wing 717 induced a rapid decline in Georgia in the swollen banks of snow white clusters, bullet nose boring through the darkness that envelops you like a missile penetration. Banking on its axis longitudinal series of separation of the arrival of the aircraft S-turns, shaken by the clouds associated with air while boring accelerator maneuvers led to a series of periodic oscillations in speed and peeling speed, the engines were significantly tail, followed a deterioration rate of speed before the process is repeated.

The aircraft left the islands of clouds on Georgian soil Green and brown cover. The skyscrapers of Atlanta, although still as thumbnails, joined to the left wing.

Expand your train tricycle landing on the runway and increase the camber of wings "and over the surface at their highest in their entirety, the edge flap behind Travel, the 717 made a left bank, near the end of Runway 28 in the pure blue, sky 68 degrees Suspended dotted candy cotton lint. parallel to the left, by a 757-200 and a CRJ-100 ASA Delta approached Runway 27 Left and Right, the pure-tailed furnace cross the threshold, the queue print for their engines, most recently, exposure to a flame, and sat on the concrete with its main landing gear "legs behind ", which absorbed the slightest contact with the protest.

The return flight, operating non-stop, occurred before night.

It shows a flood of light, which represents the final approaches Hartsfield-Jackson Atlanta International Airport this afternoon dark in January, it seemed to compete in speed competition for 27 titles left and right, to which the AirTran 717-200, operating as Flight Gate C 343-12 at New York-La Guardia, currently filming. On the threshold of the right of the two parallel strips, is strangled in a motor-pinnacling accelerated roll and swung in a high angle plate its stabilizer, generated enough to disengage from the ground up in Georgia and immersed in the absorbing, low cloud.

Retract landing gear, which was spilled in the dark. Thin, horizontal layers of fog lamps orange background provided an ethereal Blur, silence, the only partially successful attempt to penetrate the veil of the "other side".

Away from civilization, double jet installed in its autonomy, the plateau of 35,000 feet, he could see but not touch, the miniature world below. Threading the same side is flying over Greenville-Spartanburg, South Carolina, Greensboro, North Carolina, and Richmond, Virginia, represented by their bright spots of land in question, "Black" of iridescent paint that had been thrown on the black canvas of the earth without form or foresight.

Defeated in accordance with its flight plan, in eastern Washington and Philadelphia, Flight 343, a standalone program, the world His invisible issue more to light in the darkness of January, followed by the Jersey shore.

Leading extensions of advanced jets, allowing the airspeed to bleed, it was 40 miles the airport. La Guardia approaches to Runway 22, to fly north before turning final.

Momentarily stuck in the black void, between the top without reference to New York harbor and the night sky, the plane flies just above the small Statue of Liberty and brilliant lighting sculptures jewels of the island of Manhattan, beyond which the path perpendicular patterned rolling countryside from La Guardia.

Then, in the precision approach standard light aircraft turn left 717 of the reflecting surface of black Long Island Sound, beyond the green-collar hanging Throgs Neck and Whitestone bridges.

Performing a long final approach on the coast of Connecticut, a speed of 132 knots, double jet broke its landing gear, and remove the last amount of lift can get their wings fully swept back extension maneuver edge flap contradictory trail created until it is lifted and can not really be countered by increased power.

Leaning toward Flushing Bay, with its nose he passed on the platform supporting the threshold of Runway 22 and disappears into a headwind, concrete snack tire capital and free their spoilers and thrust reversers in a simultaneous explosion. An American 737-800, which had preceded his arrival, had turned to the parallel taxiway.

III

On May 23, 2006, during a ceremony attended by thousands, Boeing had rolled over the last two 717 sorted by Midwest and AirTran Airways, which marks the last delivery of the design, the end of McDonnell Douglas commercial aircraft and closing its plant in Long Beach history.

Founded by Dr. Donald W. Douglas, Douglas Aircraft Company flew its first plane, "Cloudster" in 1921 and opened its facilities in Long Beach in 1941, the Before the Second World War, when demand had eclipsed the current capacity of its Santa Monica and El Segundo, Calif., plant. The first commercial design Douglas the DC-1, was built here and sold to Transcontinental and Western Air (TWA), becoming the forerunner of a long line of aircraft piston always more advanced, which introduced the world to commercial flights.

Merger of the Company in 1967 with McDonnell Douglas Aircraft Company had been renamed McDonnell-Douglas, their products, including the commercial division of the new corporation, and 30 years later when the acquisition of Boeing-McDonnell Douglas, had become Douglas Products Division. Ultimately, had been appointed to the Long Beach Division of Boeing Commercial Airplanes.

During its 65 year history the Long Beach plant has produced 10,000 military planes during World War II aircraft World and 15,000 military and commercial design in general, while more than 65,000 cells were produced by all of their localities.

To be most effective, efficient and final assembly techniques developed developed by Boeing, the 717 had not been able to remain competitive, in part because of conflicts with their own sales 737-600. However, product 156 717 to 976 of the previous generation of DC-9, 1191 MD-80, and 114 MD-90, had already provided nearly half a century of service robust, reliable and worldwide costs, and were likely to do so for many years to come.

About the Author

A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and created and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen’s Old Rhinebeck Aerodrome in New York.

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