Regarding altering window locations to align seat rows with window location - it's more than "time nor tooling". Fuselage structure is comprised of annular 'rings' - regularly spaced - with lengthwise 'stringers' spanning the rings. It is not feasible to reposition the rings, such that their repositioning increases their spacing; because of structural load considerations. Additionally, windows can only be positioned, symmetrically [centered] between adjacent rings.

(Written on 01/07/2017)(Permalink)

Here we go again with sloppy reporting! The author of the Aviation Herald article, Simon Hradecky, stated that the aircraft had an RTO, due to a 'blown right main tyre [British?]'. Later he related that 'sparks were seen from the left hand side'. Later he related that 'the crew reported they had lost all the hydraulic fluid of the left hand system'. The "left's" win - 2 to 1. It was obviously a Left main tyre - and not a Right! Interestingly, Mr Hradecky's article goes on to state that 'officials reported an engine anomaly was observed prompting the crew to reject takeoff, during the slowdown the Left [Whoops!] main tyreS [Whoops!] blew'. So - the truth be told. The tyre blowout was not the cause of the RTO - but the result! It is not unusual to blow main's when standing on the pedals - as an outcome of an RTO. Sustained high tire friction is the culprit! Also, it is not uncommon to have sparks flying off from metal parts contacting the runway surface. The author could hav

(Written on 07/17/2016)(Permalink)

A cardinal rule in the industry has always been - to minimize the number of different models in your fleet. The benefits are obvious - simplifying spare parts inventories - and reducing flight crew training requirements, to name a few. The prize winner in this regard has been Southwest - with an all-737 fleet. One of the disadvantages of mergers and takeovers is ending up with a 'mongrel' fleet - such as Delta inheriting Northwest's DC-9's and A330's and American, US Air's A330's. To further compound the situation - the 'mongrels' are apt to be difficult to unload, because of obsolescence, poor market demand, etc.

(Written on 05/21/2016)(Permalink)

What a jewel, Jeff! I had forgotten that Lufthansa was one of our L1649 customers. What a treat to see some vary familiar 'innards' - as they stripped it down to the bone! I was especially intrigued by the unique 'engine test stand'! You could set a new land speed record when you revved up that Wright R3350 turbo compound! Thanks, Jeff!

(Written on 09/05/2015)(Permalink)

The article states that DLBS is restoring a Lockheed L1649 Starliner! I didn't believe that there were any in existence. We took an L1049 Super Connie fuselage and hung a brand new wing on it! The new wing was long on span - and short on chord. The problem was - the thrust line of the Wright R3350 turbo-compound engines was offset too far from the wing chord line. Hence, this engine thrust offset caused the wing to 'warp' enough to throw that engine thrust line away from the ideal 'line of flight' - enough to degrade performance. TWA flew them for awhile. But 'word' got around - and sales went belly up. Besides - turboprops and jets were coming along.

(Written on 08/30/2015)(Permalink)

That's fine Jason - but one problem with "locking everyone in one room and hammering out all the issues in once [sic] one place at one time" is that you can't begin to be aware of all of the ultimate issues at the beginning! Once an 'issue' has been identified - 'hammering out' its solution will likely involve progressive 'trial & error' evolutionary steps - which take time. The breakthroughs come from having smart, experienced scientists and engineers, overseen by smart, experienced managers - with no outside interference. The result: "faster - cheaper - better" - compared to conventional R & D programs! We have helped some of our suppliers initiate comparable setups within their own companies - if for no other reason than to get their parts to us 'on time'! BTW - "D-to-A" and "A-to-D" conversions are a way of life in the industry!

(Written on 01/05/2015)(Permalink)

The first model to come out of the Skunkworks was the P80 jet fighter for the US Air Corps - later re-designated the F-80. The T33 Trainer was a stretched F-80. BTW - Kelly had a hand in designing the F-104, but it was not built in the Skunkworks.

(Written on 12/27/2014)(Permalink)

Would you believe - not one - but two dedicated Cray's!

(Written on 12/27/2014)(Permalink)

Geoff - you are too kind! Your sensitivity to my feelings is really appreciated! And I can discern from your comments that your aviation background is stellar. I wasn't sure if KLM [another distinguished Super Connie customer] or Qantas was the oldest airline in the world. I loved your diplomatic resolution! I was not aware of that restored Connie in your country. I know that Breitling in Switzerland has a restored, flying one. I'm aware of one at the airport in Camarillo, in Southern California, that is in the process of being restored to flying condition. Thank you for your most interesting comments!

(Written on 12/08/2014)(Permalink)

I have a soft spot in my heart for QANTAS [Queensland And Northern Territories Airways Service] - one of the oldest airlines in the world. As one of the design engineers in the Constellation Engineering Design Project at [then] Lockheed Aircraft Corp in Burbank Calif, back in the 1950's, Qantas was one of our customers for the Model 1049 Super Constellation. The video also brought back memories of that airfield, when it was George Air Force Base, part of the Tactical Air Command of the US Air Force and home of the Lockheed-built F-104C/D fighters. I spent time there, representing Lockheed, as we conducted on-site verification, by Air Force personnel, of Weapons Loading Checklists - one of the first such procedures in the industry. "George" was distinguished by its square'ish-shaped runway layout.

(Written on 12/06/2014)(Permalink)