Word: fanjet
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...Tilt Toward Britain. Still unset tled is the question of who will make the powerful fanjet engines for the DC-10. American Airlines engineers lean toward the British Rolls-Royce RB.211, partly because they expect it to be cheaper as well as quieter than any comparable (33,000-40,000 Ibs. thrust) U.S.-built power plant. The potential drain on the U.S. balance of payments may tip the decision in favor of General Electric's CF6, which was derived from G.E.'s TF39, designed for Lockheed's far larger C-5A military transport...
...Buck Rogers-style Army "jet-flying belt" that is expected to transport a soldier over the treetops at 60 m.p.h. for as far as ten miles. Weighing a total of only some 150 Ibs., propelled by a Lilliputian fanjet engine and fed by a back-riding fuel depot of seven to ten gallons of kerosene, the new jet is aimed at superseding a current experimental backpack that is operated by rocket thrust and has a range of only 860 ft. Though it will be a year before the new system can be proved feasible, scientists at Bell Aerosystems Co., which...
...Eleven are remarkably similar. Roughly one-half as big as a Boeing 707, both planes have two fanjet engines mounted on the sides of the rear fuselage, cruise at about 550 m.p.h. and accommodate up to 83 passengers. Price: in the $2,500,000 to $3,000,000 bracket. The big difference is that the BAC One-Eleven will make its maiden flight in June; the DC-9 will not be ready to fly before 1965. And the British have already sold 41 One-Elevens, including twelve to Braniff, while Douglas does not yet have a single order...
...stubby jetliner with the peculiar T-shaped tail lifted off the runway at the Boeing Co.'s Renton plant near Seattle on its successful maiden flight. The plane is the Trijet medium-range 727, roughly three-quarters as large as Boeing's 707 and powered by three fanjet engines mounted in the rear. It is also the only commercial jetliner now under development in the U.S.-and it may be the last. While U.S. airframe companies are all but giving up planemaking, European planemakers are pushing ahead with bold new models that threaten to unseat the U.S. from...
...Convair backed out of the commercial jet business with the 880 fiasco, it might have held its losses to perhaps $100 million. Instead, in an attempt to recoup its 880 losses, Convair decided to build a long-range jet, the 990, which, by using the then new fanjet engine, would fly faster (635 m.p.h.) than any comparable commercial jet. To save lead time, Convair skipped making a prototype, with the result that when the first 990s came off the production line, they could not fly at the guaranteed speed-and General Dynamics was forced to cut the sale price...