Stretching airliners
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Stretching airliners
I was more than surprised to note the prototype BAe 146 G-LUXE flying the other day.
When it had finished being the prototype 146-100, it was sliced up, had bits inserted and was fastened back together again to make the prototype 146-300.
I can only think of the 1-11 that had previously been literally stretched - were there others?
When it had finished being the prototype 146-100, it was sliced up, had bits inserted and was fastened back together again to make the prototype 146-300.
I can only think of the 1-11 that had previously been literally stretched - were there others?
I can't think of any other airliners either (which is not to say that there haven't been any).
I suspect that for most types, by the time the manufacturer starts to think of a stretched version there is enough in-service experience to allow them to build the first one as a production airframe, without the need to start cutting at the original prototype.
As far as non-airliner types are concerned, another good example of phyically inserting plugs is also a Lockheed product, the C-141A to C-141B conversion programme.
I suspect that for most types, by the time the manufacturer starts to think of a stretched version there is enough in-service experience to allow them to build the first one as a production airframe, without the need to start cutting at the original prototype.
As far as non-airliner types are concerned, another good example of phyically inserting plugs is also a Lockheed product, the C-141A to C-141B conversion programme.
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USAF C-141s were all stretched as well.
Not a stretch, but one of Dan-Air's 727s had a different tail grafted on by American Jet Industries.
Not a stretch, but one of Dan-Air's 727s had a different tail grafted on by American Jet Industries.
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Some good posts as to 'stretch' of an a/c. Due to constraints of length of airport runways, the longer the a/c length/weight I would presume would require a longer runway.
Gazing into my crystal ball I envisage future a/c will be wider and not longer, having said that, I might be wrong.
Gazing into my crystal ball I envisage future a/c will be wider and not longer, having said that, I might be wrong.
The F28 Fellowship prototype (PH JHG) was extended from 1000 to be first 2000 and subsequently also flew as 4000 and 6000 with wing/engine etc changes.
DC 9 grew from abt 105 ft ( -15 ) through to abt 135 ft ( -50 ) and if you count the development into the MD80 series it reached 155 ft ( MD90 )..... Talking length, by the way...
a340-600 is a big one
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DC-3s and Venturas have also been stretched by companies such as Howard and Basler.
Bombardier stretched the CRJ-700 prototype twice, first to become the -900 prototype and subsequently that for the -1000.
Loftleidir returned some of their in-service CL-44Ds to Canadair in the mid-60s to have them stretched into CL-44Js.
Fokker, on the other hand, shrank the prototype 100 to turn it into the Fokker 70.
Loftleidir returned some of their in-service CL-44Ds to Canadair in the mid-60s to have them stretched into CL-44Js.
Fokker, on the other hand, shrank the prototype 100 to turn it into the Fokker 70.
I think the OP is referring to actual airframes that were cut apart and stretched, not model series that gradually grew in length..
As mentioned by DaveReidUK Loftleidir sent their CL-44s back to Canadair to be stretched from CL-44Ds to CL-44Js. There is an image of the two different lengths here:-
http://images.klassiker-der-luftfahr...pg.4095706.jpg
and an image of one being cut apart here:
http://www.cl44.com/cl44/images/TFLLGx4.jpg
As mentioned by DaveReidUK Loftleidir sent their CL-44s back to Canadair to be stretched from CL-44Ds to CL-44Js. There is an image of the two different lengths here:-
http://images.klassiker-der-luftfahr...pg.4095706.jpg
and an image of one being cut apart here:
http://www.cl44.com/cl44/images/TFLLGx4.jpg
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The DC8-63 a stretch too far?
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Several 747-200Bs were sent back to Everett to have the -300's stretched upper-deck fitted. 10% more seats for 2% more weight.
KLM were a big operator, also JAL and UTA. They remained -200s on the type cert, not -300, and were very confusing for spotters...
KLM were a big operator, also JAL and UTA. They remained -200s on the type cert, not -300, and were very confusing for spotters...