About airliners.net

Details

Country of Origin
United States of America

Type
Medium to long range airliner and freighter

History
The 707’s jet speed, long range, high seating capacity and operating economics revolutionised airliner travel when it was introduced into service in 1958. The 707 also laid the foundations for Boeing’s dominance of the jet airliner market.

Recognising the jet engine’s potential for commercial aviation, Boeing (at great financial risk) decided to develop a jet powered transport that could fulfil military tanker transport roles but be easily adapted to become an airliner. The resulting prototype, known as the 367 Dash 80, flew for the first time on July 16 1954. Impressed, the US Air Force ordered a larger version, with a wider fuselage (12 ft, vs 11 ft for the Dash 80) into production as the KC-135 tanker/transport (more than 800 were built). At first, Boeing wanted to sell the same size aircraft to the airlines, but the airlines insisted on an even larger airplane, which Douglas promised to build (this became the DC-8). Boeing finally relented, designing the 707 as a longer aircraft with a slightly wider fuselage (12 ft 4 in).

The first production 707 (a 707-120 for Pan Am) flew on December 20 1957, and entered service later the following year. Developments of the 707-120 include the similar 707-220, the shorter 138 for Qantas, and the stretched 707-320, which flew in July 1959. The 707-120 and 320 were later reengined with JT3D turbofans (in place of the original JT3 and JT4 turbojets) to become the 707-120B, and the 707-320B respectively. The 707-320C was a convertible model, the 707-420 was powered by RollsRoyce Conways, while the proposed CFM-56 powered 707-700 upgrade was flight tested in the late 1970s but never entered production.

Most civil 707s in service today have been converted to freighters, while a number are used as corporate transports.

Many air forces have bought 707s, new or converted second-hand aircraft, for general transport, aerial refuelling, and electronic warfare. The E-3 Sentry is a dedicated airborne warning and control system (AWACS) platform with a large rotodome above the fuselage. The E-6 Mercury performs the TACAMO (Take Charge and Move Out) role with the US Navy, maintaining communication with the ballistic missile submarines. The E-8 J-Stars (Joint Surveillance Target Attack Radar System) performs the battlefield control role. Other military 707s received the designations C-137, or C-18, but many others have no special military designation.

Powerplants
707-120B — Four 75.6kN (17,000lb) Pratt & Whitney JT3D-1 turbofans.
707-320B — Four 80kN (18,000lb) JT3D-3s or four 84.4kN (19,000lb) JT3D-7s.

Performance
707-120B — Max speed 1010km/h (545kt), max cruising speed 1000km/h (540kt), economical cruising speed 897km/h (484kt). Range with max payload 6820km (3680nm), range with max fuel 8485km (4580nm).
707-320B — Max speed 1009km/h (545kt), max cruising speed 974km/h (525kt), long range cruising speed 885km/h (478kt). Range with max passengers 6920km (3735nm), range with max fuel and 147 passengers 9265km (5000nm).

Weights
707-120B — Operating empty 55,589kg (122,533lb), max takeoff 116,575kg (257,000lb).
707-320B — Empty 66,406kg (146,400lb), max takeoff 151,315kg (333,600lb).

Dimensions
707-120B — Wing span 39.90m (130ft 10in), length 44.07m (144ft 6in), height 12.94m (42ft 5in). Wing area 226.3m2 (2433sq ft).
707-320B — Wing span 44.42m (145ft 9in), length 46.61m (152ft 11in), height 12.93m (42ft 5in). Wing area 283m2 (3050sq ft).

Capacity
Flightcrew of three or four.
707-120 max seating for 179, or 110 in two classes (44 first and 66 economy).
707-320B — Max seating for 219, or 189 single class at 81cm (32in) pitch, or 147 in two classes.
Convertible or freighter versions — 13 A type containers.

Production
Production of commercial 707s ended in 1978 after 878 had been built. Limited production of military variants continued until 1990. Approximately 130 remain in commercial service.

Related Links
Boeing 707

The backbone of this section is from the The
International Directory of Civil Aircraft by Gerard Frawley
and used with permission. To get your own copy of the book
click here.

Details

Country of Origin
United States of America

Type
Long range high capacity widebody airliner

History
Boeing developed the 747SP in the mid 1970s as a longer range, shortened 747, trading passenger seating for extra range. The 747SP is the only 747 model to feature a changed fuselage length compared with the 747-100.

The 747SP first flew on July 4 1975, certification was awarded on February 4 1976 and first delivery (to Pan American) was in March 1976.

The 747SP’s fuselage is shortened by 14.35m (47ft 1in) compared to other 747 models, while the vertical tail was increased in height to compensate for the reduced moment arm with the shorter fuselage. Structurally the 747SP was lightened in some areas because of the significant reduction in gross weights. Overall though the 747SP retained 90% commonality of components with the 747-100 and 200. While shortening the 747’s fuselage increased the fuel fraction and thus range, it also meant that seating capacity was reduced.

The SP suffix in 747SP stands for Special Performance, and points to the ultra long range abilities of this 747 variant that preceded the later 747-400 by 15 years. The 747SP’s range is best illustrated by the spate of long range distance records it set in the mid 1970s. The most prominent of those was the delivery flight of a South African Airways SP, which over March 23/24 1976 flew nonstop with 50 passengers from Paine Field in Washington State to Cape Town, South Africa, a distance of 16,560km (8940nm). This world nonstop record for a commercial aircraft stood until 1989 when a Qantas 747-400 flew 17,945km (9688mn) nonstop from London to Sydney.

Sales of the 747SP were modest despite the increased range, as the SP had poorer operating economics per seat compared to the 747-200. However the 747SP did pioneer a number of long range nonstop services that are now commonly flown by the 747-400.

Notable SP customers included South African Airways (who found the SP’s extended range a great asset in bypassing African nations that denied it landing rights while South Africa’s apartheid policies were in place), Qantas and PanAm, the latter pioneering nonstop trans Pacific Los Angeles/Sydney services.

In early 2005 less than twenty SPs remain in airline or corporate service.

Powerplants
Four 218.4kN (48,750lb) Pratt & Whitney JT9D-7AW turbofans, or 222.8kN (50,100lb) Rolls-Royce RB211-524Bs or 229.5kN (51,600lb) RB211-524Cs, or 206.8kN (46,500lb) General Electric CF6-45A2s or CF6-50E2-Fs.

Performance
Max speed 1000km/h (540kt). Range with 331 passengers and baggage 10,840km (5855nm), range with 276 passengers 12,325km (6650nm), ferry range with max fuel and 13,610kg (30,000lb) payload 15,400km (8315nm).

Weights
Operating empty 147,420kg (325,000lb), max takeoff 317,515kg (700,000lb).

Dimensions
Wing span 59.64m (195ft 8in), length 56.31m (184ft 9in), height 19.94m (65ft 5in). Wing area 511m2 (5500sq ft).

Capacity
Flightcrew of three comprising two pilots and one flight engineer. Max high density single class seating for 440, typical two class seating for 28 first class and 288 economy class passengers

Production
Just 45 747SPs were built, of which approximately 18 remain in service by early 2005.

Related Links
Boeing 747SP

The backbone of this section is from the The
International Directory of Civil Aircraft by Gerard Frawley
and used with permission. To get your own copy of the book
click here.

Op-ed by Miami-Dade Aviation Director Emilio T. González

by
Miami-Dade Aviation Director Emilio T. González — March 31, 2014

For many years, MIA has been suffering from chronic U.S. Customs and Border Protection (CBP) under staffing, routinely resulting in long wait times for arriving international passengers, missed connections, delayed processing of international perishable cargo, and the inability to provide quality customer service; all resulting in lost economic benefits so important to Miami-Dade County’s economy. Over the past five years, MIA’s international passenger traffic has grown 24.2 percent, more than any other U.S. international gateway, yet overall CBP head count at MIA has essentially remained flat. We continue to receive frequent complaints from passengers about the long wait times and missed flights as they unfortunately often indicate they will no longer travel to or through MIA in the future.

Details

Country of Origin
United States of America

Type
Short range narrowbody airliner

History
The 737-100 and 200 are the first generation production models of the world’s most successful jet airliner family, Boeing’s 737 twinjet.

The 737 was conceived as a short range small capacity airliner to round out the Boeing jet airliner family beneath the 727, 720 and 707. Announced in February 1965, the 737 was originally envisioned as a 60 to 85 seater, although following consultation with launch customer Lufthansa, a 100 seat design was settled upon. Design features included two underwing mounted turbofans and 60% structural and systems commonality with the 727, including the same fuselage cross section (making it wider than the competing five abreast DC-9 and BAC-111).

The 737-100 made its first flight on April 9 1967 and entered service in February 1968 with Lufthansa, while the last of 30 built was delivered to Malaysia-Singapore Airlines in October 1969.

By this time however the larger capacity 1.93m (6ft 4in) stretched 737-200 was in service after it had made its first flight on August 8 1967. First delivery, to United, was that December.

Developments of the -200 include the -200C convertible and quick change -200QC, while an unprepared airfield kit was also offered. The definitive Advanced 737-200 appeared in 1971, featuring minor aerodynamic refinements and other improvements.

Sales of the 737-200 far exceeded that of the shorter -100 and the 737-200 remained in production until 1988, by which time it had been superseded by the improved 737-300, after 1114 had been built. Many have been fitted with Stage 3 engine hushkits, and a number of passenger aircraft have been converted with cargo doors.

The USAF ordered 19 as navigation trainers, and some were later converted to standard transport aircraft as CT-43A. A few other air forces received 737-200s to serve in general transport, surveillance or VIP transport tasks.

Powerplants
737-100 — Two 62.3kN (14,000lb) Pratt & Whitney JT8D-7 turbofans.
737-200 — Two 64.5kN (14,500lb) JT8D-9As, or two 68.9kN (15,500lb) JT8D-15s, or two 71.2kN (16,000lb) JT8D-17s, or two 77.4kN (17,400lb) JT8D-17Rs with automatic reverse thrust.

Performance
737-100 — Max speed 943km/h (509kt), economical cruising speed 852km/h (460kt). Range with max fuel 2855km (1540nm).
737-200 — Max speed 943km/h (509kt), max cruising speed 927km/h (500kt), economical cruising speed 796km/h (430kt). Range with 115 passengers and reserves between 3520km (1900nm) and 4260km (2300nm) depending on weight options and engines.

Weights
737-100 — Empty 25,878kg (57,000lb), max takeoff 49,940kg (110,000lb).
737-200 — Operating empty 27,448kg (60,600lb), max takeoff 52,390kg (115,500lb), or optionally 58,740kg (129,500lb).

Dimensions
737-100 — Wing span 28.35m (93ft 0in), length 28.67m (94ft 0in), height 11.29m (37ft 0in). Wing area 91.1m2 (980sq ft).
737-200 — Same except for length 30.53m (100ft 2in).

Capacity
Flightcrew of two.
737-100 — Typical single class seating for 100.
737-200 — Typical single class seating for 115, max seating for 130 at 74cm (29in) pitch.
737-200C/QC payload 15,545kg (34,270lb), consisting of pallets or containers.

Production
1144 737-100s and 200s built, comprising 30 100s and 1114 200s, including 19 T-43A (737-200) navigation trainers for the USAF and 104 737-200Cs. Approximately 1 737-100 and 550 737-200s remained in commercial and corporate service in early 2005.

Related Links
Boeing 737-100/200

The backbone of this section is from the The
International Directory of Civil Aircraft by Gerard Frawley
and used with permission. To get your own copy of the book
click here.

Details

Country of Origin
European consortium

Type
Short to medium range narrowbody airliner

History
Like the shortened A319, the A321 is a minimum change, in this case stretched, development of the successful A320.

The A321 program was launched in November 1989 and the first development aircraft first flew on March 11 1993. European certification was awarded in December that year.

Compared with the A320 the A321’s major change is the stretched fuselage, with forward and rear fuselage plugs totalling 6.93m (22ft 9in) (front plug immediately forward of wing 4.27m/14ft, rear plug directly behind the wing 2.67m/8ft 9in).

Other changes include strengthening of the undercarriage to cope with the higher weights, more powerful engines, a simplified and refined fuel system and larger tyres for better braking. A slightly modified wing with double slotted flaps and modifications to the flight controls allows the A321’s handling characteristics to closely resemble the A320’s. The A321 features an identical flightdeck to that on the A319 and A320, and shares the same type rating as the smaller two aircraft.

The basic A321-100 features a reduction in range compared to the A320 as extra fuel tankage was not added to the initial design to compensate for the extra weight. To overcome this Airbus launched the longer range, heavier A321-200 development in 1995 which has a full pax transcontinental US range. This is achieved through higher thrust V2533-A5 or CFM56-5B3 engines and minor structural strengthening and 2900 litres (766US gal/638Imp gal) greater fuel capacity with the installation of an ACT (additional centre tank).

The A321-200 first flew from Daimler Benz (now DaimlerChrysler) Aerospace’s Hamburg facilities in December 1996.

Powerplants
A321-100 — Choice of two 133.4kN (30,000lb) International Aero Engines V-2530-A5 or CFM International CFM-56-5B1 turbofans. CFM-56-5B2s of 139.7kN (31,000lb) available as an option.
A321-200 — As above or 142.3kN (32,000lb) CFM-56-5B3s or 146.8kN (33,000lb) V-2533-A5s.

Performance
A321-100 — Max cruising speed 903km/h (488kt), economical cruising speed 828km/h (447kt). Range with 186 passengers and reserves 4352km (2350nm) with V-2530s, 4260km (2300nm) with CFM-56s.
A321-200 — Range 4907km (2650nm).

Weights
A321-100 — Operating empty 47,776kg (105,330lb) with V-2530s, 47,900kg (105,605lb) with CFM-56s. Max takeoff (with either engine option) 83,000kg (183,000lb) or 85,000kg (187,390lb).
A321-200 — Operating empty 48,024kg (105,875lb) with CFM-56-5B3s, 48,139kg (106,130lb) with V-2533-A5s, max takeoff 89,000kg (196,210lb) or 93,000kg (205,000lb).

Dimensions
Wing span 34.09m (111ft 10in), length 44.51m (146ft 0in), height 11.76m (38ft 7in). Wing area 123.0m2 (1320sq ft).

Capacity
Flightcrew of two. Maximum passenger accommodation in a high density layout of 220 passengers. Passenger accommodation in a typical two class arrangement consists of 16 passengers at four abreast, and 170 passengers at six abreast.

Production
415 A321s were ordered by late 2002 with 253 delivered.

Related Links
Airbus A321

The backbone of this section is from the The
International Directory of Civil Aircraft by Gerard Frawley
and used with permission. To get your own copy of the book
click here.

Отмена рейса по-прежнему является серьезной проблемой

В начале июня руководство Spirit Airlines заявило, что полеты возобновились. Однако, хотя масштабы проблемы уменьшились с начала мая, Spirit по-прежнему отменяет необычно большое количество рейсов. В июне компания выполнила только 96, 1% регулярных рейсов по сравнению с 97, 7% годом ранее.

В краткосрочной перспективе этот уровень отмены рейсов не будет иметь катастрофических последствий с точки зрения финансовых показателей, о чем свидетельствует стремительный рост RASM во втором квартале от Spirit Airlines. Тем не менее, в конечном счете, низкая надежность наверняка оттолкнет клиентов. Нет смысла экономить деньги на билет на самолет, если вы не доберетесь до пункта назначения, когда вам нужно быть там.

Вот почему обновление Духа для инвесторов может вызывать беспокойство. В настоящее время аналитики ожидают, что Spirit Airlines опубликует двузначный показатель EPS во второй половине 2017 и 2018 годов. Это кажется вполне достижимым, но только если компания сможет относительно быстро решить проблемы с надежностью.

Плохие эксплуатационные показатели Spirit Airlines в июне указывают на то, что пилоты были правы, когда говорили, что перевозчик недоукомплектован. Эксплуатационные характеристики могут улучшиться осенью, когда использование воздушных судов имеет тенденцию к сезонному снижению. Тем не менее, перед пиковым сезоном 2018 года Spirit Airlines обязательно должна увеличить штатное расписание и наладить заборы со своими пилотами, чтобы держать под контролем отмены рейсов.

THE BOEING COMPANY: A Case Study on Betting it All

by
George A. Haloulakos, MBA, CFA and Dr. Farhang Mossavar-Rahmani, DBA — August 31, 2013

Introduction

Now the world’s largest aerospace company, Boeing was founded in 1916 by William E. Boeing in Seattle, Washington. The company is composed of multiple business units: Boeing Commercial Airplanes (BCA); Boeing Defense, Space & Security (BDS); Engineering, Operations & Technology; Boeing Capital; and Boeing Shared Services Group. As top U.S. exporter, the company supports airlines and U.S. and allied government customers in 150 countries. Boeing’s products and tailored services include commercial and military aircraft, satellites, weapons, electronic and defense systems, launch systems, advanced information and communication systems, and performance-based logistics and training.

My belly landing experience on LOT Polish Airlines flight 016

by
John Mageropoulos — March 31, 2014

LOT Polish Airlines Flight 16 was a passenger flight which made an emergency wheels up landing at Warsaw Chopin Airport, Poland, on 1 November 2011. All 231 aboard survived. The aircraft involved, a Boeing 767-300ER with registration SP-LPC, was operating as LOT Polish Airlines’ scheduled international service from Newark Liberty International Airport, New Jersey, USA, to Chopin. The preliminary report found that a hydraulic leak occurred shortly after takeoff, which resulted in a loss of all the hydraulic fluid that powered the primary landing gear system. It was classified as an aviation accident by State Commission on Aircraft Accidents Investigation in Poland. John Mageropoulos was a passenger and this is his first person account of his experience. — Suresh Atapattu/Article Editor

Airliners Crew

The Airliners.net Crew is the backbone of our site and we appreciate their ongoing hard work, support and knowledge. Some of our Crew members have been with Airliners.net since its inception and have helped to shape the current and future standing of the site. The Crew ranges from industry professionals to enthusiasts and the one thing they have in common is their dedication to making Airliners.net the highest quality aviation hub on the web.

Photo Screeners

Head Photo Screeners

paul mccarthy

1.3K  

New South Wales, Australia

Andrew Hunt

16.3K  

Singapore

Mark McEwan

4.5K  

Scotland, United Kingdom

Daniel Gorun

2.1K  

Washington, USA

Jehan M. Ghouse

3.7K  

Kentucky, USA

Fabrizio Berni — Piti Spotter Club

3.3K  

Italy

Hajime Suzuki

2.9K  

Japan

Vertical Scope

Ontario, Canada

Photo Screeners

Galen Burrows

3.9K  

Canada

Paul Paulsen

450  

California, USA

Photo Screeners
Withheld

Boran Pivcic

614  

Croatia

John Olafson

2.2K  

British Columbia, Canada

Jonathan Rankin

5.9K  

New Zealand

TLaurent

10.6K  

France

Niklas Åhman

1.6K  

Sweden

Artur Jarosz

799  

Poland

Szabó Gábor

20.1K  

Hungary

Klaus Ecker

9.8K  

Germany

Ryotaro Shinozaki

3.5K  

Japan

Javier Gonzalez

3.8K  

Spain

Mark Kwiatkowski

7.6K  

England, United Kingdom

Roland Bergmann — Spotterteam Graz

8.9K  

Austria

gary claridge-king

2.8K  

England, United Kingdom

Kazuchika Naya

11.2K  

Japan

Tong Xian

1.5K  

Florida, USA

Yerbol Yespol

1.9K  

Kazakhstan

Manny Gonzalez

1.4K  

New York, USA

Fabrizio Capenti

6.2K  

Italy

Tao Li

5.4K  

USA

Renato Serra Fonseca

424  

Portugal

Xu Jian

4.2K  

China

Kelvin Jahae

3.2K  

Netherlands

Junjie Li

1.6K  

Indiana, USA

Screeners In Training

Thomas Desmet

7.8K  

Belgium

Database Editors

Head Database Editors

paul mccarthy

1.3K  

New South Wales, Australia

Daniel Siragusa

Texas, USA

Vertical Scope

Ontario, Canada

Database Editors

Tomislav Muic

779  

Croatia

Ad Vercruijsse

2.2K  

Netherlands

Corey Robinson

533  

Connecticut, USA

David Alders

827  

Netherlands

Markus Buttinger

3.5K  

Austria

Barry J Collman

200  

United Kingdom

David Lednicer

3.5K  

Washington, USA

Sunandan Subramaniam

709  

India

Chris Gimmillaro

2.6K  

Pennsylvania, USA

Kjell Engen

Sweden

Forum Moderators

Head Forum Moderators

paul mccarthy

1.3K  

New South Wales, Australia

Jason

5  

New Zealand

Mike

New Zealand

Vertical Scope

Ontario, Canada

Forum Moderators

Rich

USA

OA412

Colorado, USA

Forum Moderators

USA

Neil

California, USA

James

USA

Homsar

Unknown State, USA

atcsundevil

Virginia, USA

Knut

Micronesia

David Reynolds

15  

Washington, USA

DR. REAL NAME

Germany

Brendan Marshallsay

Western Australia, Australia

DR. REAL NAME

Unknown State, USA

DR. REAL NAME

Ontario, Canada

Support Staff

Head Support Staff

paul mccarthy

1.3K  

New South Wales, Australia

Johnny Kristensen

73  

Sweden

David Reynolds

15  

Washington, USA

Vertical Scope

Ontario, Canada

Support Staff

Customer Service & Support

Sweden

Yerbol Yespol

1.9K  

Kazakhstan

Vinicius Cruvinel Rêgo

54  

Brasil

Details

Country of Origin
United States of America

Type
Light corporate jets

History
The Learjet 35 and 36 are stretched, turbofan powered developments of the initial Learjet models, the 23, 24 and 25.

The availability of the Garrett AiResearch TFE731 turbofan in the late 1960s led to a development of the Learjet 25 that was initially known as the 25B-GF (Garrett Fan). A testbed Learjet 25 with a TFE731 on its left side flew in May 1971, while the definitive Learjet 35 prototype first flew on August 22 1973.

Aside from turbofans, the 35 and longer range 36 differ from the earlier Learjet 25 in having a 0.33m (1ft 1in) fuselage stretch and five windows (instead of four) on the right side of the fuselage. The Learjet 35 has seating for up to eight, but has less fuel than the longer range 36, which can only seat up to six, as both types share the same maximum takeoff weight. The 35 and 36 were certificated in July 1974.

Improvements to the two models led to the 35A and 36A from 1976, with higher standard max takeoff weights. Both models remained in production until 1994.

Development of the 35 and 36 range was taken one step further with the Learjet 31, which combines the 35/36’s fuselage and powerplants with the more modern wing of the 55 (now also on the 60) and delta fins under the tail. A 31 development aircraft first flew in May 1987 and certification was awarded in August 1988.

The improved 31A and 31A/ER are later production models, the 31A/ER being an extended range variant with a higher maximum takeoff weight and more fuel. A new interior with increased headroom was introduced in 1995. The 200th 31A was delivered in October 2000.

Learjet became a Bombardier subsidiary in 1990.

Powerplants
35/36 — Two 15.6kN (3500lb) Garrett (now AlliedSignal) TFE731-2-2B turbofans.
31A — Two Honeywell TFE731-2-3Bs.

Performance
35A/36A — Max speed 872km/h (470kt), max cruising speed 852km/h (460kt), economical cruising speed 774km/h (418kt). Service ceiling 41,000ft. Range with four passengers, max fuel and reserves 4070km (2195nm) for 35A, 4673km (2522nm) for 36A.
31A — Max cruising speed 891km/h (481kt), typical cruising speed at 45,000ft 832km/h (450kt). Max certificated altitude 51,000ft. Range with two crew, four passengers and IFR reserves 2344km (1266nm), or 2752km (1486nm) for 31A/ER.

Weights
35A/36A — Empty equipped 4590kg (10,120lb), max takeoff 8300kg (18,300lb).
31A — Empty 4651kg (10,253lb), operating empty 5035kg (11,100lb), max takeoff 7030kg (15,500lb), or optionally 7711kg (17,000lb).
31A/ER — Max takeoff 7711kg (17,000lb).

Dimensions
35/36 — Wing span (over tip tanks) 12.04m (39ft 6in), length 14.83m (48ft 8in), height 3.73m (12ft 3in). Wing area 23.5m2 (253.3sq ft).
31A — Same except for wing span 13.35m (43ft 10in). Wing area 24.6m2 (264.4sq ft).

Capacity
Flightcrew of two. Seating for up to eight in main cabin in 35 and 31, or up to six in 36A. Some aircraft configured as package freighters.

Production
738 Learjet 35s and 36s were built, including 674 model 35s and 64 model 36s. Included in the 35s total are 84 C-21A delivered to the US Air Force and the Air National Guard. One more C-21A was acquired by the US Army as an ex civil aircraft.
246 Learjet 31s were built.
At late 2002 630 Learjet 35s, 15 36s and 235 31s were in service.

Related Links
Learjet 31/35/36

The backbone of this section is from the The
International Directory of Civil Aircraft by Gerard Frawley
and used with permission. To get your own copy of the book
click here.