McDonnell Douglas
was a major American aerospace
manufacturer and defense contractor,
producing a number of famous
commercial and military aircraft. It
formed from a merger of
McDonnell Aircraft
and
Douglas Aircraft in
1967. McDonnell Douglas was based at
Lambert-St. Louis International
Airport near St. Louis, Missouri.
The
company was formed from the firms of
James Smith McDonnell and Donald
Wills Douglas. Both men were of
Scottish ancestry, graduates of MIT
and had worked for the aircraft
manufacturer Glenn L. Martin Company.
McDonnell
Douglas retained McDonnell
Aircraft's headquarters location at
Lambert-St. Louis International
Airport, in Berkeley, Missouri,
near St. Louis.
In
1967, with the merger of McDonnell
and Douglas Aircraft, Dave Lewis,
then president of McDonnell, was
named chairman of what was called
the Long Beach, Douglas Aircraft
Division. At the time of the merger,
Douglas Aircraft was estimated to be
less than a year from bankruptcy.
Flush with orders, the DC-8 and DC-9
aircraft were 9 to 18 months behind
schedule, incurring stiff penalties
from the airlines. Lewis was active
in DC-10 sales in an intense
competition with Lockheed's
L-1011, a
rival tri-jet aircraft.
In two years, Lewis had
the operation back on track and in
positive cash flow. He returned to
the company's St. Louis headquarters
where he continued sales efforts on
the DC-10 and managed the company as
a whole as President and Chief
Operating Officer through 1971.
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The
DC-10 began production in 1968 with
the first deliveries in 1971.
Several artists impressions exist of
an aircraft named the "DC-10 Twin"
or DC-X which McDonnell Douglas
considered in the early 1970s but
never built. This would have
been an early twinjet similar to the
later Airbus A300, but never
progressed to a prototype. This
could have given McDonnell Douglas
an early lead in the huge twinjet
market that subsequently developed,
as well as commonality with much of
the DC-10's systems.
In
1977, the next generation of DC-9
variants, dubbed the "Super
80" (later renamed the
MD-80) series, was
launched.
In 1977 the
KC-10 Extender was
the second McDonnell Douglas
transport aircraft to be selected
for use by the US Air Force; the
first being the C-9
Nightingale/Skytrain II.
Through the years of the Cold War
McDonnell Douglas had introduced and
manufactured dozens of successful
military aircraft, including the
F-15 Eagle in 1974,
the F/A-18
Hornet in 1978,
and other products such as the
Harpoon and Tomahawk missiles. The
oil crisis of the 1970s was a
serious shock to the commercial
aviation industry, as a major
manufacturer of commercial aircraft
at the time, McDonnell Douglas was
hit by the economic shift and forced
to contract heavily while
diversifying into new areas to
reduce the impact of potential
future downturns.
In
1984, McDonnell Douglas expanded
into helicopters by purchasing
Hughes Helicopters
from the Summa Corporation for $470
million. Hughes Helicopters
was made a subsidiary initially and
renamed
McDonnell Douglas
Helicopter Systems
in
August 1984. McDonnell Douglas
Helicopters's most successful
product was the Hughes-designed
AH-64 Apache attack
helicopter.
In
1986
MD-11 was
launched, an improved and upgraded
version of DC-10.
The MD-11 was the most advanced
trijet aircraft to be developed. It
sold 200 units, but was discontinued
in 2001 after the merger with Boeing
as it competed with the
Boeing 777.
The final commercial aircraft design
to be made by McDonnell Douglas came
in 1988. The
MD-90
was a stretched version of the
MD-80,
equipped with International Aero
Engines V2500 turbofans, the largest
rear-mounted engines ever on a
commercial jet. The
MD-95,
a modern regional airliner closely
resembling the DC-9-30, was the last
McDonnell Douglas designed
commercial jet produced.
On 13
January 1988, McDonnell Douglas and
General Dynamics
won the US Navy Advanced Tactical
Aircraft (ATA) contract. The US$4.83
billion contract was to develop the
A-12 Avenger II, a
stealthy, carrier-based, long-range
flying wing attack aircraft that
would replace the A-6 Intruder.
Technical issues, development cost
overruns, growing unit costs, and
delays led to the termination of the
program on 13 January 1991 by
Defense Secretary Dick Cheney. Years
of litigation would proceed over the
contract's termination: the
government claimed that the
contractors had defaulted on the
contract and were not entitled to
the final progress payments, while
McDonnell Douglas and General
Dynamics believed that the contract
was terminated out of convenience
and thus the money was owed. The
case continues to sit in litigation
in 2011. The chaos and
financial stress created by the
collapse of the A-12 program led to
the layoff of 5,600 employees.
The advanced tactical aircraft role
vacated by the A-12 debacle would be
filled by another McDonnell Douglas
program, the F/A-18E/F Super Hornet.
However the purchasing of aircraft
was curtailed as the Cold War came
to an abrupt end in the 1990s. This
curtailment in military procurements
combined with the loss of the
contracts for two major projects,
the Advanced Tactical Fighter and
Joint Strike Fighter, severely hurt
McDonnell Douglas.
In
1991, MD-11 was not quite a success,
ongoing tests of the MD-11 revealed
a significant shortfall in the
aircraft's performance. An important
prospective carrier, Singapore
Airlines (SIA), required a fully
laden aircraft that could fly from
Singapore to Paris, against strong
headwinds during mid-winter; the
MD-11 did not have sufficient range
for this at the time.
Due to the less-than-expected
performance figures, SIA cancelled
its 20-aircraft MD-11 order on 2
August 1991, and ordered 20
A340-300s instead.
In 1992, McDonnell
Douglas unveiled a study
of a double deck
jumbo-sized aircraft
designated
MD-12.
Despite briefly leaving
the market, the study
was perceived as merely
a public relations
exercise to disguise the
fact that MDC was
struggling under intense
pressure from Boeing and
Airbus. It was clear to
most in the industry
that MDC had neither the
resources nor the money
to develop such a large
aircraft,
and the study quickly
sank without a trace. A
similar double deck
concept was used in
Boeing's later
Ultra-Large Aircraft
study intended to
replace the 747,
but ultimately the
double deck concept
would not see the light
of day until the Airbus
A380 in the 2000s.
Following
Boeing's 1996
acquisition of
Rockwell's North
American division,
McDonnell Douglas merged
with Boeing in August
1997 in a US$13 billion
stock-swap to create
The Boeing
Company.
Source:
Wikipedia
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