Tuesday 12 September 2017

Gulfstream American GA-7 Cougar

The Gulfstream American GA-7 Cougar is an American all-metal, 4-seat, Twin-Engined Light Aircraft. The Cougar was a twin-Engine Development of the Gulfstream American AA-5B Tiger and traces its lineage to the AA-1 Yankee Clipper and the Bede BD-1.

The Cougar is a twin-engined low-wing Cantilever Monoplane using a honeycomb and bonded metal construction that is the hallmark of the line since the BD-1. The prototype's single spar wing was upgraded to a double-spar configuration and this allowed a wet wing.

The Cougar is powered by a pair of Wing-Mounted Lycoming O-320-D1D Engines of 160 hp (119 kW). It carries four people at maximum cruise speed of 160 kn (296 km/h) and a Typical cruise speed of 140 kn (259 km/h). It was certified under US FAR Part 23 on 22 September 1977. 

GA7 - Max speed 311km/h (168kt), max Cruising speed 296km/h (160kt), Typical cruising speed 260km/h (140kt). Initial rate of climb 1150ft/min. Service Ceiling 17,400ft. Max range with no Reserves 2170km (1170nm). TB 360 - Max Speed 322km/h (174kt), Cruising speed at 75% power 306km/h (165kt), at 45% Power 222km/h (120kt). Initial rate of Climb 1400ft/min. Service Ceiling 20,000ft. Range with Max fuel at 75% power 1480km (800nm), at 45% power 2110km (1140nm).


Nidhi Jain 
General Manager Operations
Alfa Bloggers Group


Nidhi@AlfaBloggers.com












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Fokker 100 is a medium-sized Aircraft

Fokker 100 is a medium-sized Aircraft developed and manufactured by the Fokker company. Introduced in 1980s, the Aircraft  has low operational costs and no competition and was a best-seller in the 100 seat category.

In 1983 the design of the Fokker 100 was announced as an extended replacement of the Fokker F28. The United States 
Federal Aviation Administration certified the aircraft as Fokker 28-0100, even though many parts of the two designs were similar.

In November 1986 the first prototype, PH-MKH, made its maiden flight. The second prototype, PH-MKC, flew in February 1987. The first Fokker 100 was delivered to its launching customer, SwissAir, in February 1988.

The Airline crisis in 1990s and competition from the Bombardier CRJ200 and Embraer ERJ 145 adversely affected Fokker 100 sales and the company became insolvent in 1996. Production was wound up in 1997. In total 278 Aircraft were manufactured. 

As of 2009, 30 Airlines were operating 229 Fokker Aircraft.

The performance of this Aircraft is Max cruising speed 845km/h (456kt), long range cruising speed 737km/h (453kt). Range with 107 passengers and Tay 620s 2505km (1323nm), or high gross weight version with Tay 650s 3167km (1710nm).  An extended range version of the Fokker 100 with additional fuel tanks was introduced in 1993. In 1994 a passenger / freight  version, the Fokker 100QC, was launched.

A shorter version of the F-28, a new variant Fokker 70, was introduced in 1993 with seating for 80 and a reduced fuselage.

In 1994 and 1997 a shorter version of the Fokker 100, the Fokker 70 five-abreast regional Aircraft, was launched. A total of 47 Aircraft were manufactured during this period. Eight Airlines operate the Aircraft.


Nidhi Jain 
General Manager Operations
Alfa Bloggers Group


Nidhi@AlfaBloggers.com














http://www.worldofairplane.com/2017/09/fokker-100-is-medium-sized-aircraft.html

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Monday 11 September 2017

Lockheed L1011 TriStar 500 Long Range Widebody Airliner

Lockheed L-1011 TriStar 500 Long Range Widebody Airliner 
The Lockheed L-1011 TriStar is a Three Engine Medium- to Long- Range Widebody Jet Airliner for up to 400 passengers produced by the US-American manufacturer Lockheed Corporation.
The L-1011 TriStar 500 (L-1011-385-3) is a long-range variant with shortened fuselage (-4,11m / 13ft 6in) and a capacity of 
max. 315 passengers (typical 253). All other variants have a length of length 54,17m (177ft 8in) and a capacity of max. 400 passengers (typical 234). The TriStar was Lockheed's last Commercial Aircraft.

Much like the DC-10 (sans military involvement) the L1011 started with a request from American Airlines for a widebody 
Airliner smaller than a 747 that had similar, if not identical, range. The L1011, unlike its competitors, was a much more Optimized Design. 
Though mechanics and engineers disliked an engine being hidden in an S-duct in the aft fuselage behind the pressure bulkhead, it was more aerodynamically efficient. The Aircraft was one of the first to feature a truly independent  autoland system (it was, indeed, the first aircraft the FAA certified for Cat-III-C autolandings), even automated descent  control. This Aircraft was on the bleeding edge of technology. So advanced, in fact, that the original and long-term goals of  the L1011 were to manufacture it as a “ Jumbo Twin”.


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Friday 8 September 2017

McDonnell Douglas DC-10 Medium to Long Range Widebody Airliner



This Aircraft is Designed in response to the same American Airlines requirement as the Lockheed TriStar, the DC-10, despite a sometimes troubled past, was the more successful of the two widebody trijets. Although originally conceived as a twinjet, the DC-10 gained a third engine at the base of its vertical tail to meet an American Airlines requirement that the aircraft be capable of operating from existing runways.
The DC-10 subsequently was launched in February 1968 with orders from American and United. First flight took place on August 29 1970. The first anscontinental range DC-10-10s entered service with American in August 1971. By then work was already underway on the tercontinental range DC-10-30 which introduced more powerful engines, additional fuel tanks and a third main undercarriage unit.
Most DC-10s built were 30s (including convertible 30CFs and pure freight 30Fs), while the 40 is a Pratt & Whitney JT9D powered variant ordered by Northwest and JAL. The United States Air Force ordered 60 CF6 powered DC-10s as KC-10A Extender tanker Transports. A number of major and catastrophic accidents marred the DC-10's service record in the mid to late 1970s, but the various causes of these accidents were overcome and the DC-10 continues to operate reliably. Production ceased in 1989. The Boeing MD-10 conversion for Federal Express involves fitting DC-10s (both current freighters and "new" ex airliner freighter conversions) with a two crew Honeywell VIA 2000 EFIS flightdeck with six LCD screens.
The instrument panel layout is identical to that in the MD-11, and pilots can be qualified to fly the two interchangeably. First flight was on April 4 1999, while the first of 89 MD-10 conversions for FedEx was delivered on May 9 2000 (the same day the conversion was certificated). Boeing is offering the MD-10 conversion to other DC-10 operators.

DC-10-30 - Max speed 982km/h (530kt), max cruising speed 908km/h (490kt). Range with max fuel and no payload 

12,055km (6505nm), range with max payload 7415km (4000nm). DC-10-40 - Speeds same. Range with max fuel and no 

payload 11,685km (6305nm), range with max payload (& JT9D-59As) 7505km (4050nm).

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