From: spagiola <firstname.lastname@example.org> Organization: World Bank Date: 21 Nov 95 01:19:26 References: 1 2 3 4 5 6 Followups: 1
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Don Stokes <Don.Stokes@vuw.ac.nz> wrote: >email@example.com writes: >>According to my source at McDonnell Douglas in Long Beach, the MD-95 is: >> - A DC-9-34 fuselage and wing >> - 38" plug (2 frames) added forward of wing >> - BMW/Rolls Royce BR715 engines >> - MD-87 vertical stabilizer >> - MD-90 tail cone (screwdriver tail) >> - New fuselage/wing fairing >> - Deleted ventral airstair >> - MD-90 avionics (modified) > >OK, so where's the new model? Airbus & Boeing would consider this kind of >change at best a new series number. For these manufacturers a change in >model number indicates pretty major differences in configuration, >particularly Boeing where there isn't any comonality in engine configuration >between models. At Airbus, this kind of change means you change the "A320" label to "A319", each of which have their own distinct series numberings. So the MD-95 designation is not in any way strange. Its all a marketing game, anyway. If the 737 hadn't already been the successful jet airliner around, I bet Boeing would be calling the 737-600/700/800 the 787-100/200/300. > Is there any >particular reason why MDD didn't take the DC-9-30 series or one of the MD-80s >and re-engine it? The MD-80/90 are larger. Proposals to re-engine DC-9s periodically surface. Air Canada, Northwest, and Finnair all seriously considered such schemes in recent years. On these older airframes, though, it turns out hush-kitting was the better deal, economically. We may yet see DC-9s being re-engined. But if you're going to remain an aircraft manufacturer, you have to do just that: build airplanes. So you take proven models and update them with new engines and avionics. Its cheap and low-risk. All those people running around trying to arrange for new 100-seat designs to be built in Asia are going to find it very difficult to compete with the MD-95 and the 737-600: they may not be as fancy as current state-of-the-art allows, but development costs are low and the new engines and avionics offer most of the operating economies that new models would offer. -- Stefano Pagiola firstname.lastname@example.org Tel. 202-458-2997 Fax 202-477-0565 World Bank Environment Dept, 1818 H Str NW, Washington DC 20433 All opinions expressed are my own and do not necessarily reflect World Bank Group opinions.