McDonnell Douglas - brand history. McDonnell Douglas - history of the McDonald Douglas aircraft brand
aircraft manufacturing, mechanical engineering
regional passenger aircraft, business aircraft, training aircraft
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63 thousand people
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McDonnell Douglas was an aircraft manufacturing company based in St. Louis, Missouri, United States. In the second half of the 20th century, this corporation was a major manufacturer of military aircraft and one of the largest manufacturers of commercial airliners. McDonnell Douglas and Boeing merged to form The Boeing Company, the world's largest aerospace corporation.
Story
In the 1980s, the share of commercial aircraft in the company's total turnover was only a quarter. With the end of the Cold War and a decline in military orders, McDonnell Douglas fell on hard times. From 1994, the company's turnover fell by 25%. This forced her to quickly turn to the commercial aircraft market. At this time, the line of such machines consisted of:
- wide-body three-engine MD-11, capable of carrying up to 410 passengers over long distances;
- The MD-80 is a small short-to-medium range aircraft that entered service in 1980, and
- MD-90, a medium-range airliner that began production in .
Divisions
Corporation McDonnell Douglas consisted of several divisions:
- McDonnell Douglas Aerospace- a special unit for defense orders, from 1996 to 1996.
- McDonnell Douglas Hughes Helicopters- helicopter unit, from to 1996.
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Excerpt describing McDonnell Douglas
- Be careful!!! – Stella suddenly screamed wildly.I was flattened on the ground like a big frog, and I just had time to feel as if a huge, terribly stinking thing was falling on me. mountain... Something was puffing, slurping and snorting, emitting a disgusting smell of rot and rotten meat. My stomach almost turned out - it’s good that we “walked” here only as entities, without physical bodies. Otherwise, I would probably get into the most unpleasant troubles.....
- Get out! Well, get out!!! - the frightened girl squealed.
But, unfortunately, this was easier said than done... The fetid carcass fell on me with all the terrible weight of its huge body and was already, apparently, ready to feast on my fresh vitality... But, as luck would have it, I couldn’t I couldn’t free myself from it, and panic was already starting to squeak treacherously in my soul, compressed by fear...
- Come on! – Stella shouted again. Then she suddenly hit the monster with some bright ray and screamed again: “Run!!!”
I felt that it became a little easier, and with all my might I energetically pushed the carcass hanging over me. Stella ran around and fearlessly hit the already weakening horror from all sides. I somehow got out, gasping for air out of habit, and was truly horrified by what I saw!.. Right in front of me lay a huge spiky carcass, all covered with some kind of sharply stinking mucus, with a huge, curved horn on a wide, warty head .
- Let's run! – Stella screamed again. – He’s still alive!..
It was as if the wind had blown me away... I didn’t remember at all where I was blown... But, I must say, it was carried very quickly.
“Well, you’re running...,” the little girl squeezed out, out of breath, barely pronouncing the words.
- Oh, please forgive me! – I exclaimed, ashamed. “You screamed so much that I ran away in fright, wherever my eyes were looking...
- Well, it’s okay, next time we’ll be more careful. – Stella calmed down.
This statement made my eyes pop out of my head!..
– Will there be a “next” time??? “I asked cautiously, hoping for a “no.”
- Well, of course! They live here! – the brave girl “reassured” me in a friendly manner.
– What are we doing here then?..
- We are saving someone, have you forgotten? – Stella was sincerely surprised.
And apparently, from all this horror, our “rescue expedition” completely slipped my mind. But I immediately tried to pull myself together as quickly as possible, so as not to show Stella that I was really, really scared.
“Don’t think so, after the first time my braids stood on end all day!” – the little girl said more cheerfully.
I just wanted to kiss her! Somehow, seeing that I was ashamed of my weakness, she managed to make me feel good again immediately.
“Do you really think that little Leah’s dad and brother could be here?” I asked her again, with sincere surprise.
- Certainly! They could simply have been stolen. – Stella answered quite calmly.
- How to steal? And who?..
But the little girl didn’t have time to answer... Something worse than our first “acquaintance” jumped out from behind the dense trees. It was something incredibly nimble and strong, with a small but very powerful body, every second throwing out a strange sticky “net” from its hairy belly. We didn’t even have time to utter a word when we both fell into it... Frightened, Stella began to look like a small disheveled owlet - her big blue eyes looked like two huge saucers, with splashes of horror in the middle.
I had to urgently come up with something, but for some reason my head was completely empty, no matter how hard I tried to find something sensible there... And the “spider” (we will continue to call it that, for lack of a better one) in the meantime was quite apparently dragged us into his nest, preparing to “supper”...
-Where are the people? – I asked, almost out of breath.
- Oh, you saw - there are a lot of people here. More than anywhere... But they, for the most part, are worse than these animals... And they will not help us.
- So what should we do now? – I asked mentally “chattering my teeth”.
– Remember when you showed me your first monsters, you hit them with a green beam? – Once again, her eyes sparkling mischievously (again, she came to her senses faster than me!), Stella asked cheerfully. - Let `s together?..
I realized that, fortunately, she was still going to give up. And I decided to try it, because we had nothing to lose anyway...
But we didn’t have time to hit, because at that moment the spider suddenly stopped and we, feeling a strong push, plopped down to the ground with all our might... Apparently, he dragged us to his home much earlier than we expected...
We found ourselves in a very strange room (if, of course, you could call it that). It was dark inside and there was complete silence... There was a strong smell of mold, smoke and the bark of some unusual tree. And only from time to time some faint sounds were heard, similar to groans. It was as if the “sufferers” had no strength left...
– Can’t you illuminate this somehow? – I asked Stella quietly.
McDonnell Douglas is an American aircraft manufacturing corporation based in St. Louis, Missouri. This airline has become one of the largest in the world in the production of military aircraft, as well as in the production of commercial aircraft. passenger aircraft. 25 years ago it was one of the largest contractors performing space and defense contracts.
According to 1988 data, 70% of the company's sales were represented by the execution of government orders. At that time, sales were $15.1 billion, net annual profit was $350 million, and the number of employees was about 121,000.
McDonnell Douglas Corporation is the third largest company that produces aircraft. The corporation's staff consists of more than 63,000 employees working in various divisions around the world.
In 1996, McDonnell Douglas merged with Boeing under the joint name Boeing Company, which is now the largest aerospace corporation in the world.
Story
McDonnell Douglas dates back to 1967, when two aircraft manufacturing companies merged: Douglas Aircraft and McDonnell Aircraft.
Douglas Aircraft as a company was created back in 1920. Its founder was engineer Donald Douglas. This company launched great amount high-quality aircraft, in particular the legendary DC-3 airliner, which appeared on air routes in 1935. Thanks to the peculiarities of its operation and acceptable fuel consumption, it made it profitable passenger air transportation. Before the outbreak of World War II, DC-3s accounted for about 80% of the world's commercial airliner fleet.
In 1953, the Douglas DC-7 began commercial flights, one of the first aircraft capable of non-stop flights throughout almost the entire United States. So, it was possible to fly across the entire country from the extreme western to the extreme eastern point, even moving against the wind air flow.
In the early 1960s, the aircraft manufacturing company Boeing, the main competitor of Douglas, began to develop seriously, which, thanks to its activities, selected profitable orders for the production of aircraft, thereby making its rival an unprofitable enterprise.
McDonnell Aircraft Corporation is a corporation that was created in 1939. Its founder is engineer James McDonnell. During World War II, the company was one of the key suppliers of combat aircraft for the US Army. It was this company that produced such famous aircraft as the F2H Banshee, F-101 and F-4 Phantom jet fighters. McDonnell also built the Gemini and Mercury capsules, which were intended to send the first American astronauts into space in the 1960s.
When both companies merged into one, a truly aviation industrial giant arose that supplied combat aircraft in the armies of many countries around the world. The McDonnell Douglas company developed and began producing the F-15 Eagle fighter, the main combat aircraft of the US Air Force.
1970 - the company presented the passenger version of the DC-10 to the public.
McDonnell-Douglas's space defense division employs 11,200 people. Production facilities are located in California. The division produces space technology for the US Department of Defense, NASA and international manufacturers of space orbital satellites. McDonnell Douglas laboratories developed a line of Delta II launch vehicles, the most important elements of the future international orbital station, and components of thermal vision systems. The corporation also became the main developer of the American space station Skylab, which was launched into orbit in 1973.
In 1984, the company bought the Hughes Helicopters division, which produced the AH-64 Apache combat helicopters. The helicopter division employs approximately 2,800 people and has facilities based in Arizona. Helicopters for fire support AH-64D Longbow Apache, light helicopters MD 500, MD 600, twin-turbine experimental versions of helicopters equipped with the NOTAR system were developed here. Commercial helicopters produced at McDonnell Douglas accounted for only a quarter of production capacity in the 1980s.
The C-17 program unit in Long Beach, California employed 8,400 people. Here they were building a new transport version of the C-17 Globemaster III, the predecessors of which were the Globemaster II and Globemaster I.
With completion cold war the number of orders for military aircraft at McDonnell Douglas decreased significantly and difficult times came for the company. The corporation's turnover for the period from 1990 to 1994 decreased by 25%. Therefore, it had to re-equip its production facilities for the production of commercial aircraft.
During this period, a number of such machines were:
three-engine wide-body MD-11, capable of transporting up to 410 passengers over long distances;
small MD-80, a short-haul and medium-haul aircraft that has begun commercial operations passenger transportation in 1980;
MD-90 is a medium-haul airliner that was released in 1995.
In addition to the above, McDonnell-Douglas in 1995 began accepting orders for the production of a small twin-engine aircraft to serve medium and short-haul airlines, which later began to be produced by the Boeing Corporation as the Boeing 717.
In 1996, McDonnell Douglas managers said the company did not have the funds to extend work on the widebody passenger airliner next generation. This significantly reduced the enterprise's capabilities in the commercial airliner market with a fiercely competitive composition of manufacturing companies.
A crushing blow to the corporation came from the US Department of Defense, which excluded it from the competition for the latest generation fighter project for the Air Force. Not seeing bright prospects, the owners of McDonnell Douglas began to negotiate with Boeing. At the end of 1996, the largest merger in the history of the aircraft industry took place. McDonnell Douglas was acquired by Boeing. Federal authorities approved the deal in 1997.
Divisions
The following divisions operated at McDonnell Douglas at various times:
- McDonnell Douglas Aerospace− a special defense unit that carried out defense orders. Operating time - 1939-1996;
- McDonnell Douglas Hughes Helicopters- a division that produced helicopters. Operating time - 1984-1996
McDonnell Douglas)
– St. Louis, USA.
| Piston |
| Dolphin DC-1 DC-2 DC-3 DC-4E DC-4 DC-5 DC-6 DC-7 |
| Jet |
| DC-8 DC-9 (MD-80 MD-90 MD-95) (MD-11) |
| Canceled |
| DC-7 (Globemaster) DC-7D DC-8 (piston) Model 2067 (DC-9) Model 2229 (SST) MD-91X/-92X/-94X MD-12/-XX DC-10-60 |
| Fighters |
| XP-67 FH-1 F2H XF-85 XF-88 F3H F-101 F-4/F-110 F-15 F-15E F-15 S/MTD F/A-18 CF-18/CF-188 F/ A-18E/F YF-23 |
| Stormtroopers |
| AV-8B A-12 |
| Educational |
| T-45 |
| Military transport |
| C-9 KC-10 YC-15 C-17 |
McDonnell Douglas contacts:
- Boeing Capital Corporation
P. O. Box 3707
Seattle, Washington 98124
206-655-2121 - Boeing Commercial Airplanes
P. O. Box 3707
Seattle, Washington 98124
206-655-1131
Boeing Defense, Space and Security - P. O. Box 516
St. Louis, Missouri 63166
314-232-0232
562-797-2020 (Seal Beach, California)
Employees/Retirees - Contact TotalAccess:
866-473-2016 - Shareholders
Registered shareholders:
1-888-777-0923 - Boeing Phantom Works
P. O. Box 2515
Seal Beach, California 90740
562-797-2020 - Boeing Shared Services Group
P.O. Box 3707
Seattle, Washington 98124
425-865-2121 - Careers
866-473-2016
Ethics Line - Phone: 1-888-970-7171 (Caller ID disabled)
regional passenger aircraft, business aircraft, training aircraft
In the 1980s, the share of commercial aircraft in the company's total turnover was only a quarter. With the end of the Cold War and a decline in military orders, McDonnell Douglas fell on hard times. From 1994, the company's turnover fell by 25%. This forced her to quickly turn to the commercial aircraft market. At this time, the line of such machines consisted of:
- wide-body three-engine MD-11, capable of carrying up to 410 passengers over long distances;
- The MD-80 is a small short-to-medium range aircraft that entered service in 1980, and
- MD-90, a medium-range airliner that began production in .
Divisions
Corporation McDonnell Douglas consisted of several divisions:
- McDonnell Douglas Aerospace- a special unit for defense orders, from 1996 to 1996.
- McDonnell Douglas Hughes Helicopters- helicopter unit, from to 1996.
Write a review of the article "McDonnell Douglas"
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Excerpt describing McDonnell Douglas
“We’ll still have time, Your Excellency,” Kutuzov said through a yawn. - We'll make it! - he repeated.At this time, behind Kutuzov, the sounds of regiments greeting each other were heard in the distance, and these voices began to quickly approach along the entire length of the stretched line of advancing Russian columns. It was clear that the one they were greeting was traveling quickly. When the soldiers of the regiment in front of which Kutuzov stood shouted, he drove a little to the side and looked back with a wince. On the road from Pratzen, a squadron of multi-colored horsemen galloped along. Two of them galloped side by side ahead of the others. One was in a black uniform with a white plume on a red anglicized horse, the other in a white uniform on a black horse. These were two emperors with their retinue. Kutuzov, with the affectation of a soldier at the front, commanded the troops standing at attention and, saluting, drove up to the emperor. His whole figure and manner suddenly changed. He took on the appearance of a commanding, unreasoning person. With an affectation of respect that obviously struck Emperor Alexander unpleasantly, he rode up and saluted him.
An unpleasant impression, just like the remains of fog on clear sky, ran across the young and happy face of the emperor and disappeared. He was, after ill health, somewhat thinner that day than on the Olmut field, where Bolkonsky saw him for the first time abroad; but the same charming combination of majesty and meekness was in his beautiful, gray eyes, and on his thin lips, the same possibility of varied expressions and the prevailing expression of complacent, innocent youth.
At the Olmut show he was more majestic, here he was more cheerful and energetic. He became somewhat flushed after galloping these three miles, and, stopping his horse, sighed with repose and looked back at the faces of his retinue, just as young and as animated as his. Chartorizhsky and Novosiltsev, and Prince Bolkonsky, and Stroganov, and others, all richly dressed, cheerful, young people, on beautiful, well-groomed, fresh horses, talking and smiling, stopped behind the sovereign. Emperor Franz, a ruddy, long-faced young man, sat extremely straight on a beautiful black stallion and looked around him with concern and leisurely. He called one of his white adjutants and asked something. “That’s right, what time did they leave,” thought Prince Andrei, observing his old acquaintance, with a smile that he could not contain, remembering his audience. In the retinue of the emperors there were selected young orderlies, Russian and Austrian, guards and army regiments. Between them, beautiful spare royal horses were led by riders in embroidered blankets.
It was as if, through the open window, the smell of fresh field air suddenly came into the stuffy room, so the gloomy Kutuzov headquarters smelled of youth, energy and confidence in success from these brilliant young people who had galloped up.
- Why don’t you start, Mikhail Larionovich? - Emperor Alexander hastily turned to Kutuzov, at the same time looking courteously at Emperor Franz.
“I’m waiting, Your Majesty,” answered Kutuzov, leaning forward respectfully.
The Emperor lowered his ear, frowning slightly to indicate that he had not heard.
“I’m waiting, your Majesty,” Kutuzov repeated (Prince Andrei noticed that Kutuzov’s upper lip trembled unnaturally while he said this, “I’m waiting”). “Not all the columns have assembled yet, Your Majesty.”
The Emperor heard, but apparently did not like this answer; he shrugged his stooped shoulders and glanced at Novosiltsev, who stood nearby, as if with this glance he was complaining about Kutuzov.
“After all, we are not in Tsaritsyn Meadow, Mikhail Larionovich, where the parade does not begin until all the regiments arrive,” said the sovereign, again looking into the eyes of Emperor Franz, as if inviting him, if not to take part, then to listen to what he speaks; but Emperor Franz, continuing to look around, did not listen.
“That’s why I’m not starting, sir,” Kutuzov said in a sonorous voice, as if warning against the possibility of not being heard, and something trembled in his face once again. “That’s why I’m not starting, sir, because we’re not at the parade or in Tsarina’s meadow,” he said clearly and distinctly.
In the sovereign's retinue, all the faces, instantly exchanging glances at each other, expressed murmur and reproach. “No matter how old he is, he should not, in no way should speak like that,” these persons expressed.
The Emperor looked intently and carefully into Kutuzov's eyes, waiting to see if he would say anything else. But Kutuzov, for his part, bowing his head respectfully, also seemed to be waiting. The silence lasted for about a minute.
“However, if you order, Your Majesty,” said Kutuzov, raising his head and again changing his tone to the previous tone of a stupid, unreasoning, but obedient general.
He started his horse and, calling the head of the column, Miloradovich, gave him the order to attack.
The army began to move again, and two battalions of the Novgorod regiment and a battalion of the Absheron regiment moved forward past the sovereign.
The idea of spending a day with the last flying DC-10 came to me out of the blue.
The news that Biman Bangladesh Airlines will perform farewell flights on this legendary aircraft at Birmingham Airport, UK, was read on the travel.ru website, for which special thanks go to its correspondent Yuri Plokhotnichenko, who is responsible for all materials on aviation.
Then the technical preparation began - buying tickets for the farewell flight, obtaining a visa, buying a ticket to London and organizing events on the spot. In all this, Sasha Terleev provided me with invaluable help. That’s what his friends and acquaintances call him, he has been in England for more than 3 years now and has been consulting on education in Britain for all ages and needs, quickly and effectively solving the most unusual problems, as I have personally been able to verify. She loves not only her work, but also unusual travels, night Mind games and Britain. He writes about all this in his free moments from work and hobbies on his blog.
There were difficulties in purchasing tickets for the DC-10, since Bangladeshi payment systems did not recognize Gazprombank cards.
But a solution was found and a ticket was purchased for 100 pounds; a seat was chosen in the aisle so that one could move freely around the cabin.
By the way, when I arrived at the airport, representatives of the airline quickly remembered me there, since they saw all my attempts to buy tickets from Russia and thanked me for my persistence, greeting me during check-in for the flight.
There were no problems with the visa and tickets; thanks to Terleev’s consultation, by February 15 I had everything ready for the trip.
I have already written about how I got to London, but I will tell you about my feelings and impressions about England and London a little later. Today my story will only be about this plane.
1. When we arrived at Birmingham airport, the plane was already making its first flight that day and we had a wonderful opportunity to film its landing and movements along the platform.
2. We found a place to film his landing right away, turning to the police for help, who showed us where to go and where aviation enthusiasts had been gathering since the very morning. To our question “Aren’t you going to drive?” we received a response that was touchingly simple: “This is a holiday for you, don’t disturb the order and everything will be fine!”
3. Having filmed its landing, we went to registration, where fans of this car from all over the world had already gathered. Terleev remained to watch our flight from the side, and I went towards the boarding gate, having gone through all the necessary pre-flight formalities.
4. Boarding the bus went quickly, a short excursion along the platform, and now we were already at the parking lot.
I was pleasantly surprised that access to the plane was practically free! Take photos and go wherever you want, the main thing is don’t break the rules!
5. . Security was provided by several SAB employees, airline and airport representatives. From conversations with them, I realized that such events and such Free access It's rare for them to see a plane on the ramp, but they're happy about it and welcome their guests' passion for aviation.
6. In the eighties of the last century, the airline purchased three McDonnell Douglas DC-10-30 to replace the existing ones.
In those years, a new era of wide-body aviation began, and that is why the inscription NEW ERA is emblazoned on board this airliner.
7. For farewell flights, Biman Bangladesh Airlines called upon all active PICs flying this type.
They changed on every flight, and in between they eagerly communicated with aviation enthusiasts.
8. Gradually, the passengers of our legendary flight (one of several that day) began to board, and out of habit, I boarded last to film the process of preparation for departure.
9. This is how he moves around the apron and airfield territory aviation security Birmingham Airport. Do you want to take a photo? - No problem!
10. And the passengers kept getting up and getting on board
11. Photo for memory. Usually I rarely do this, but this time I couldn’t resist, because it’s not every day that you have the opportunity to take a photo with the world’s only flying car, which has become a kind of legend. There will be no such people anymore. Representatives of Boeing came from America to take part in the final flights of this aircraft, since they had not been flying this type for a very long time.
12. DC10-30, MSN 48317, S2-ACR, was produced in November 1988. The cabin is designed for 314 passengers in a single economy class layout.
13. General Electric CF6-50-C2 turbofan engines were installed on DC10-10, .
On takeoff mode has a thrust of more than 23835 kgf.
14. DC-10 is built according to aerodynamic design cantilever low-wing aircraft. All-metal construction. The fuselage is a semi-monocoque round section (diameter 6.01 m). The wing is swept (35° along the quarter chord line). The landing gear is retractable, tricycle, with a nose strut.
15.The airline’s management was also pleased to have its aircraft take part in the farewell flights:
“This plane is already history. We are very sorry to part with it, but what can we do – progress and the economy do not stand still.”
16. One more photo for memory and it’s time for us to board
17. A few more details:
In April 1966, American Airlines announced a competition for a 250-seat aircraft with two turbofan engines. The companies “Douglas” and “Lockheed” submitted their projects to the competition. The designers of both companies, having analyzed the market situation, came to the conclusion that a more spacious aircraft with three engines would be most in demand. We see one of them in this photo.
18. In Russia, the DC-10 was operated by airlines and KrasAir. Further development The DC-10 became an airplane.
You can still fly on it on airline flights, but I recommend not to delay this - these aircraft will be withdrawn in the fall of 2014
out of service.
19. The engines were started using an air compressor, which was adjusted by ground services.
20. We connect the hoses and the plane is ready to start the engines.
21. Everyone in the cabin is also ready for the flight. Understanding the excitement around the flight, the company sold seats only near the aisles so that no one would disturb anyone.
22. The atmosphere was joyful, everyone smiled at each other, there were no problems with seats at all - you could change at any moment.
23. The cabin crew is preparing to close the doors and begin pre-flight work with passengers. Smoking is not allowed on board:)
24. Taking photographs of the crew is not prohibited, but is even encouraged. Smiles and cordiality during the briefing indicate that the flight attendants are really happy to see us on board the Biman Bangladesh Airlines aircraft
25. Flight attendant seat.
26. Take off! From the Birmingham window, the flight will last about an hour, at an altitude of about 10,000 feet.
27.Authentic kitchenette DC-10
28. The crew hands out welcome drinks to passengers and willingly takes pictures with them
29. With the permission of the senior flight attendant, I tried on the so-called jump seat (folding seat) and, unexpectedly for myself, calmly fit into it.
30. Suddenly there was excitement on board and everyone clung to the windows. What happened?
31. It turns out that some aviation enthusiasts and airline representatives love this plane so much that they ordered a private plane with special training with the ability to conduct Air-to-Air filming.
32. We were accompanied by a small turboprop passenger aircraft, a Beechcraft 99 Airliner, with the door removed for filming.
The crew of the DC-10 held the multi-ton colossus at a low speed so that the guys from this baby could take unique shots.
33. I really want to look at the footage taken by these guys! They promised to send them to me, and as soon as I have them, I will definitely show you.
34. Let's return to the cabin and look at the plane from the inside. Dressing shot at the request of one of you :) Asked - done :)
35. Everyone in the salon is actively filming, helping each other, everyone has joy on their face and this is wonderful:)
36. During the flight, I needed to check my GoPro camera, which I installed in the cockpit by agreement with the crew before departure.
37. Go into the cockpit during a flight? And even during such a flight! You say fantastic!
38. No, my friends, this is not science fiction! One of the few was allowed and here is the footage. Workplace flight engineer
39. We are going to board, everyone was asked to take their seats - the flight is ending.
40. We photograph the interior in detail.
41. Privileged seats for frequent flyers.
42. The flight is over!
43. Passengers say goodbye to the plane, and the plane says goodbye to them.
44. A look at the fuselage from the ramp.
45. Aviation enthusiasts.
46. The crew looks into the 3D camera used by Boeing representatives.
47. Let's look at the engine again
48. Let’s take a farewell look at the first salon.
49. We will see the cabin crew communication console with passengers and control of the situation in the cabin.
50. Let's say goodbye to the crew and pick up our camera, which captured all stages of the flight. I will definitely show them to you when they are installed :)
51. Last look at the cabin and it’s time for me to leave!
52. Life at the airport does not stop for a moment, planes take off and land on schedule.
53. And we return to the terminal building to continue a little spotting at Birmingham airport.
It was a wonderful trip.
A huge charge of positive emotions and positive mood. And now, you and I can enjoy a flight on this legendary plane!
In 7 minutes of this video, we will drive together along the apron of Birmingham Airport, take off into the sky, see the clouds and sky through the eyes of the plane and its pilots, after which we will return to the ground, leaving these amazing shots as a souvenir!
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