How to Draw a Trijet Plane
[ Planes ] May 9, 2017 eight:42 pm ET
Built to Fail: Commercial Aircraft Designs That Didn't Go Mainstream
While nosotros all admire the success and fame that has come up with shipping similar the Boeing 747 or Airbus A320, not every blueprint is successful. In this multi-part series, we will be looking into some of aviation's designs that had huge potential and didn't alive up to the hype or could have potentially reshaped the aviation mural but didn't.
Nosotros will non be looking into aircraft that take gained over 100 orders or are nonetheless being fabricated in large quantities (i.east. Bombardier CSeries) or branches of successful aircraft (i.eastward. Boeing 747-8), so from supersonics to cargo aircraft, here are some of the designs that failed to launch.
Fairchild-Dornier 728
Before the Bombardier CSeries and Embraer E-Serial came to be, Fairchild-Dornier had attempted to go the get-to jet for the 50 to 100-seat market. Initial designs were brought forward at the Dubai Airshow in 1997 and immediately attracted interest from carriers such as Lufthansa and Crossair, who ordered a combined 125 aircraft at $20 million per frame.
The aerospace corporation offered the aircraft in iii variations: the 528 with room for 55-65 people, the 728 for 70-xc people and the 825 with seating betwixt 95-110 people.
However, the shipping was slow to get going. Fairchild-Dornier had recently merged and the aviation builder was non familiar with low wing jet aircraft. As a result, testing on the shipping did non begin until 2000. Blueprint changes to the aircraft allowed information technology to be more aerodynamic but drove away Crossair, who opted for the Embraer ERJ-170 instead.
Remnants of the Fairchild-Dornier 728 blueprint (Photo: Troender (Diskussion) (Cocky-photographed) [CC BY-SA four.0 (http://creativecommons.org/licenses/by-sa/4.0)], via Wikimedia Commons)
Despite the delays, the first design for the 728 was started in March 2001 as a result, the jet gained involvement from GECAS, CSA Czech Airlines, Atlantic Coast Airlines and a few smaller companies. At its peak, Fairchild-Dornier had over 300 orders for the 728 family of aircraft.
By the terminate of the year, Fairchild had successfully finished structural testing and had finished production on the first test jet. All the same, just two weeks after rolling the showtime test aircraft out of the hangar, Fairchild-Dornier filed for bankruptcy. As a result, buyers fled as Fairchild planned to head for insolvency. The bankruptcy of Fairchild put massive delays on the 728, which was expected to commencement service with Lufthansa in March 2003.
Fairchild-Dornier was sold to an investment firm in People's republic of china in 2003, who decided to restart structural tests on the 728. The new buyer lacked the financial support to get the 728 through the testing phase and every bit a result, the new firm as well filed for defalcation in 2004.
Although Fairchild had three fuselages of the 728 built, none ever flew. Fuselages TAC2 and TAC3 were built solely for structural testing and received their wings or General Electric CF34 engines before the plummet of the program. There are ii remaining examples of the 728, TAC1 who is owned past the Deutsches Zentrum fuer Luft, who clipped the wings off of it and apply it for cabin testing, and TAC3 which is parked next to a shed on what remains of Berlin Tempelhof. The aircraft is in pieces, with the "yet to exist applied" wings lying under the fuselage.
Dassault Mercure
While Germany attempts to build a narrow-body aircraft never left the ground, French republic's Dassault saw a little more success. Dassault had seen the early success of the Boeing 737 and Douglas DC-9 and in 1967 appear they would create a narrow-body shipping to rival the 737.
Dassault built the aircraft very like to the other pop models at the time, utilizing the swept back low fly design and choosing the Pratt & Whitney JT8D engine for use. The aerospace company saw early interest, with many consumers considering using the Mercure to replace the older versions of the Douglas DC-9.
The Mercure, while striking to wait at and not bad in rider behave potential, lacked in one key component: range. The aircraft's range was just over i,200 miles and that deterred carriers who had intended to use the shipping on longer routes. In total ten aircraft were ordered past French visitor Air Inter but all other potential orders chose different aircraft.
In 1973, Dassault was drastic to save the Mercure and went back to the drawing board to create the Mercure 200. The new model would reduce cabin space from 162 passengers to 140 passengers and increase the range from 1200 miles to 1350 miles. However, the cost of a rebuild was high.
An Air Inter Dassault Mercure on display (Photo: Eduard Marmet (http://www.airliners.internet/open.file/1173064/L/) [CC Past-SA 3.0 (http://creativecommons.org/licenses/by-sa/3.0), CC By-SA 3.0 (http://creativecommons.org/licenses/past-sa/3.0) or GFDL 1.2 (http://world wide web.gnu.org/licenses/erstwhile-licenses/fdl-1.2.html)], via Wikimedia Commons)
To reduce costs, Dassault wanted to pay Douglas Aircraft to market the aeroplane to American carriers in hopes of attracting sales. Unfortunately, Douglas was just a few weeks away from launching the longer Douglas DC-nine-50, which held the same number of passengers as the Mercure 200.
In the end, Dassault abandoned the Mercure 200 and the commercial aircraft business birthday. Air Inter flew the ten Mercures until 1995, when they were withdrawn for newer Airbus A320 shipping. Despite the massive lack in popularity, seven of the 10 Mercures ended up in museums across French republic and Germany.
Shanghai Yunshuji-ten
With the Chinese economy starting to stretch its wings, the Ceremonious Aviation Administration of China (CAAC) wanted an aircraft that it could prove to the west was a feasible design and better Chinese production of larger products.
Designing the aircraft started in 1970 and was originally a pride of China. Unfortunately, politics quickly became an issue for the Y-x. The 1970s saw large sweeping changes in Chinese politics and the previous administrations who had backed the Y-10 were called into question. The Y-10, which was at ane signal a symbol for advancement, was at present being called a symbol for Maoism.
The projection was delayed for 10 years earlier a model of the Y-10 was brought forward for the public to see. The aerospace corporation was rapidly brought nether scrutiny as the design was very similar to the Boeing 707. Shanghai Aviation strongly denied the claims that they copied the Boeing 707 and continued to test the Shanghai Y-ten in hopes for a first flying past 1980.
The shipping started its testing phase on Sep. 26, 1980 and performing flight testing in nine different Chinese cities. Only politics connected to plague the shipping. By 1984 the Y-10 was still being called a symbol of Maoism and that the Chinese companies should encompass Airbus and Boeing products.
The other main consequence for the Y-10 was age; the aircraft would accept to be marketed against the Boeing 767, which featured vastly superior avionics, design, range, and durability. For these reasons, the Y-ten program was canceled.
Before the cancellation, Shanghai Aviation had also started to expect into being an outsourcing company for McDonnell-Douglas, who wanted to employ Shanghai to create parts for the Doc-fourscore family. A deal between the two was struck in 1985 and while McDonnell-Douglas doesn't exist anymore, Shanghai Aviation still does outsourcing work for both Airbus and Boeing.
McDonnell-Douglas MD-12
Before the Airbus A380, at that place was the McDonnell-Douglas Medico-12. Following the recent release of the Physician-eleven, McDonnell-Douglas wanted to create a longer trijet, a project originally titled the MD-12X. The company set aside over $4 billion in profits to help develop the possible trijet. Still, early on in development it was determined that a quad-jet similar to the Boeing 747 would be the best option.
After iv years of designing, McDonnell-Douglas revealed plans for the MD-12 in 1994, a 208-foot long double decker aircraft with a potential for 511 passengers. The aircraft would be ready for service in 1997 with the first flight in late 1995.
McDonnell-Douglas barraged the American and European airlines with tons of marketing, attempting to bring in potential buyers for the jet. After a few months and no buyers, the Medico-12 was removed from the board.
McDonnell-Douglas went back to the drawing lath, once again looking at expanding the Doctor-11 to create a 300 to 400-passenger model. A final model was brought forwards in late 1996 with like length and wingspan to that of the Medico-12 but featured the trijet design and seating for 300 people.
While the design had potential, McDonnell-Douglas was cash strapped from a consistently delayed C-17 program and looking to sell itself to Boeing. The aircraft concept of a loftier density 500+ seat aircraft was abandoned until Airbus brought frontward plans for the A3XX in 2000, which would later go the Airbus A380.
Editor's Note: This is a standing series. Stay tuned for future updates.
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Although Ian McMurtry was never originally an avgeek, he did bask watching US Airways aircraft across western Pennsylvania in the early 2000s. He lived along the Pennsylvania Railroad and took a liking to trains just a change of scenery in the mid-2000s saw him shift more than of an interest into aviation. He would eventually express this passion by taking flight lessons in mid-Missouri and joining AirlineGeeks in 2013. Now living in Wichita, Kansas, Ian is in higher majoring in aerospace engineering and minoring in concern assistants at Wichita State Academy.
Source: https://airlinegeeks.com/2017/05/09/built-to-fail-commercial-aircraft-designs-that-didnt-go-mainstream/
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