Misplaced Pages

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66-698: In mid-1970, the USAF began a paper study, the Tactical Aircraft Investigation (TAI), with Boeing, McDonnell Douglas , and other companies to look at possible tactical transport aircraft designs. This study was a precursor to what became the Advanced Medium STOL Transport program. As a part of this program, Boeing began to look at various high-lift aircraft configurations. Boeing had earlier proposed an underwing externally blown flap solution for their competitor for

132-799: A 27,000 lb (12,000 kg) payload in both directions with no refueling. For comparison, the C-130 of that era required about 4,000 ft (1,200 m) for this load. Five companies submitted designs at this stage of the competition, Boeing with their Model 953 in March ;1972. On 10 November 1972 the downselect was carried out, and Boeing and McDonnell Douglas won development contracts for two prototypes each. Wind tunnel tests continued through this period. In November, John K. Wimpress again visited Langley looking for an update on NASA's own USB program. Joe Johnson and Dudley Hammond both reported on testing and showed Wimpress data that verified

198-494: A fairly rare concept in use, and has been seen only on a few other aircraft, such as the Antonov An-72 . Data from Boeing Aircraft since 1916 General characteristics Performance Aircraft of comparable role, configuration, and era Related lists McDonnell Douglas McDonnell Douglas Corporation was a major American aerospace manufacturing corporation and defense contractor , formed by

264-528: A fully laden aircraft capable of flying 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, Singapore Airlines canceled its order for 20 MD-11s on August 2, 1991, and ordered 20 Airbus A340-300s instead. In 1992, McDonnell Douglas unveiled a study of a double deck jumbo-sized aircraft designated MD-12 . Despite briefly leaving

330-501: A lower stall speed). For many light twin-engine airplanes, the single-engine climb performance requirements determine a lower maximum weight rather than the structural requirements. Consequently, anything that can be done to improve the single-engine-inoperative climb performance will bring about an increase in maximum takeoff weight. In the US from 1945 until 1991, the one-engine-inoperative climb requirement for multi-engine airplanes with

396-544: A major military fighter supply role. Douglas created a series of experimental high-speed jet aircraft in the Skyrocket family, with the Skyrocket DB-II being the first aircraft to travel at twice the speed of sound in 1953. Both companies were eager to enter the new missile business, Douglas moving from producing air-to-air rockets and missiles to entire missile systems under the 1956 Nike program and becoming

462-443: A maximum takeoff weight of 6,000 lb (2,700 kg) or less was as follows: All multi-engine airplanes having a stalling speed V s 0 {\displaystyle V_{s0}} greater than 70 miles per hour shall have a steady rate of climb of at least 0.02 ( V s 0 ) 2 {\displaystyle 0.02(V_{s0})^{2}} in feet per minute at an altitude of 5,000 feet with

528-431: A maximum zero fuel weight is already specified as one of the airplane's limitations, by specifying a new higher maximum zero fuel weight. For these reasons, vortex generator kits for many light twin-engine airplanes are accompanied by a reduction in maximum zero fuel weight and an increase in maximum takeoff weight. The one-engine-inoperative rate-of-climb requirement does not apply to single-engine airplanes, so gains in

594-682: A military variant of the Douglas DC-3 , from 1942 to 1945. The workforce swelled to 160,000. Both companies suffered at the end of the war, facing an end of government orders and a surplus of aircraft. Douglas continued to develop new aircraft, including the DC-6 in 1946 and the DC-7 in 1953. The company moved into jet propulsion, producing the F3D Skyknight in 1948 and then the more "jet age" F4D Skyray in 1951. In 1955, Douglas introduced

660-451: A new tail with a more vertical profile was introduced to move the elevator forward. The first Boeing YC-14 (serial number 72-1873 ) flew on 9 August 1976. Two aircraft were built, the second being s/n 72-1874 . The competing YC-15 had started flights almost a year earlier. Head-to-head flight testing at Edwards Air Force Base started in early November 1976. During flight testing, the YC-14

726-666: A partnership with St. Louis pharmacy chain Medicare-Glaser Corp. to form Express Scripts to provide drugs for the Sanus HMO. McDonnell Douglas acquired Microdata Corporation in 1983. The division was spun out as a separate company, McDonnell Douglas Information Systems in 1993. The corporation also produced the Sovereign (later M7000) series of systems in the UK, which used the Sovereign operating system developed in

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792-542: A pitch for such a jet with Boeing wings, but nothing came of any of the proposals. In 1999, Boeing completed the spin off of the civilian line of helicopters to form MD Helicopters , which was formerly part of McDonnell Douglas Helicopter Systems. Starting August 17, 2006, Boeing closed down the Long Beach factory as orders for the C-17 ceased. Some of the company's lasting legacies are non-aviation related. They are

858-457: A rotor blade of a wind turbine . VGs may also be attached to some part of an aerodynamic vehicle such as an aircraft fuselage or a car. When the airfoil or the body is in motion relative to the air, the VG creates a vortex , which, by removing some part of the slow-moving boundary layer in contact with the airfoil surface, delays local flow separation and aerodynamic stalling , thereby improving

924-521: A series of "powered lift" studies some time earlier, including both externally blown flaps, as well as upper-surface blowing (USB), an unusual variation. In the USB system, the engine is arranged over the top surface of the wing, blowing over the flaps. When the flaps are lowered, the Coandă effect makes the jet exhaust "stick" to the flaps and bend down toward the ground. They searched for additional research on

990-468: A single model of the AMST for both strategic and tactical airlift roles, or alternatively, if it would be possible to develop conventional derivatives of the AMST for the strategic airlift role. This led to a series of studies that basically stated that such a modification was not easy, and would require major changes to either design to produce a much larger aircraft. Both the YC-14 and YC-15 met or exceeded

1056-432: A slight reduction in stalling speed of an airplane and therefore reduce the required one-engine-inoperative climb performance. The reduced requirement for climb performance allows an increase in maximum takeoff weight, at least up to the maximum weight allowed by structural requirements. An increase in maximum weight allowed by structural requirements can usually be achieved by specifying a maximum zero fuel weight or, if

1122-578: A small angle of attack, thereby reducing VG drag to a minimum. Owners have reported that on the ground, it can be harder to clear snow and ice from wing surfaces with VGs than from a smooth wing, but VGs are not generally prone to inflight icing as they reside within the boundary layer of airflow. VGs may also have sharp edges which can tear the fabric of airframe covers and may thus require special covers to be made. For twin-engined aircraft, manufacturers claim that VGs reduce single-engine control speed ( Vmca ), increase zero fuel and gross weight, improve

1188-500: A tip vortex which draws energetic, rapidly moving outside air into the slow-moving boundary layer in contact with the surface. A turbulent boundary layer is less likely to separate than a laminar one, and is therefore desirable to ensure effectiveness of trailing-edge control surfaces. Vortex generators are used to trigger this transition. Other devices such as vortilons , leading-edge extensions , and leading-edge cuffs , also delay flow separation at high angles of attack by re-energizing

1254-453: Is FAR 23 at amendment 23-42 or later. Because the landing weights of most light aircraft are determined by structural considerations and not by stall speed, most VG kits increase only the takeoff weight and not the landing weight. Any increase in landing weight would require either structural modifications or re-testing the aircraft at the higher landing weight to demonstrate that the certification requirements are still met. However, after

1320-558: Is stored at the 309th Aerospace Maintenance and Regeneration Group (AMARG), located at Davis-Monthan Air Force Base and the other is on display at the nearby Pima Air & Space Museum . By this point, the seeds of the AMST program's demise had already been sown. In March 1976, the Air Force Chief of Staff, Gen. David C. Jones , asked the Air Force Systems Command to see if it would be possible to use

1386-554: The Advanced Tactical Fighter and Joint Strike Fighter , severely hurt McDonnell Douglas. McDonnell Douglas built only a small wind tunnel test model. At its peak in mid-1990, McDonnell Douglas employed 132,500 people, but dropped to about 87,400 by the end of 1992. In 1991, the 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 , required

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1452-625: The Airbus A300 , but it never progressed to a prototype. Such an aircraft might have given McDonnell Douglas an early lead in the huge twinjet market that developed in the 1970s, as well as commonality with many 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 became

1518-847: The Boeing 707 . McDonnell was also developing jets, but being smaller it was prepared to be more radical, building on its successful FH-1 Phantom to become a major supplier to the Navy with the F2H Banshee and F3H Demon ; and producing the F-101 Voodoo for the United States Air Force (USAF). The Korean War -era Banshee and later the F-4 Phantom II produced during the Vietnam War helped push McDonnell into

1584-657: The Lockheed C-5 Galaxy , and had put this to good use when it modified its losing entry into the Boeing 747 . The company had also done studies with the original Boeing 707 prototype, the Boeing 367-80 , adding extensive leading and trailing edge devices using blown flaps. For the TAI studies, Boeing again looked at those mechanisms, as well as new mechanisms like boundary layer control . However, none of these studied designs were particularly appealing to Boeing. The Boeing engineers were aware that NASA had carried out

1650-528: The STOL performance of some light aircraft. Aftermarket suppliers claim (i) that VGs lower stall speed and reduce take-off and landing speeds, and (ii) that VGs increase the effectiveness of ailerons, elevators and rudders, thereby improving controllability and safety at low speeds. For home-built and experimental kitplanes , VGs are cheap, cost-effective and can be installed quickly; but for certified aircraft installations, certification costs can be high, making

1716-645: The 1970s was a serious shock to the commercial aviation industry. McDonnell Douglas was hit by the economic shift and forced to contract while diversifying into new areas to protect against more 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

1782-548: 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 , with Boeing as the surviving company. Boeing introduced a new corporate identity based on the McDonnell Douglas logo, which showed

1848-635: The AMST specifications under most conditions. However, the increasing importance of the strategic vs. tactical mission eventually led to the end of the AMST program in December 1979. Then, in November 1979, the C-X Task Force formed to develop the required strategic aircraft with tactical capability. The C-X program selected a proposal for an enlarged and upgraded YC-15 that was later developed into C-17 Globemaster III . Upper surface blowing remains

1914-616: The McDonnell Douglas Corporation (MDC). Earlier, McDonnell bought 1.5 million shares of Douglas stock to help its partner meet "immediate financial requirements". The two companies seemed to be a good fit for each other. McDonnell's military contracts provided an instant solution for Douglas' cash flow problems, while the revenue from Douglas' civil contracts would be more than enough for McDonnell to withstand peacetime declines in procurement. McDonnell Douglas retained McDonnell Aircraft's headquarters location at what

1980-642: The U.S. Navy's first attack jet, the A4D Skyhawk . Designed to operate from the decks of the World War II Essex -class aircraft carriers , the Skyhawk was small, reliable, and tough. Variants of it continued in use in the Navy for almost 50 years, finally serving in large numbers in a two-seat version as a jet trainer. Douglas also made commercial jets, producing the DC-8 in 1958 to compete with

2046-475: The UK and which was not based on Pick , unlike the "Reality" family of systems listed above. Sovereign, largely a Data Entry solution, had a reasonable market in the United States supporting data entry shops. Vortex generator A vortex generator ( VG ) is an aerodynamic device, consisting of a small vane usually attached to a lifting surface (or airfoil , such as an aircraft wing ) or

Boeing YC-14 - Misplaced Pages Continue

2112-466: The aft end of the landing gear pods and the addition of aft fuselage strakes, reduced this drag increment to 7%. The YC-14 also demonstrated the capability to carry the 109,200-pound (49,500 kg) M60A2 main battle tank , which was not demonstrated with the YC-15. At the completion of testing in the late summer of 1977, the YC-14 prototypes were returned to Boeing. The prototypes were not scrapped; one

2178-497: The boundary layer. Examples of aircraft which use VGs include the ST Aerospace A-4SU Super Skyhawk and Symphony SA-160 . For swept-wing transonic designs, VGs alleviate potential shock-stall problems (e.g., Harrier , Blackburn Buccaneer , Gloster Javelin ). Many aircraft carry vane vortex generators from time of manufacture, but there are also aftermarket suppliers who sell VG kits to improve

2244-612: 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,

2310-440: 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. The DC-10 began production in 1968 with the first deliveries in 1971. As early as 1966 and for decades thereafter, McDonnell Douglas considered building a twin-engined aircraft named the "DC-10 Twin" or DC-X. This would have been an early twinjet similar to

2376-527: The computer systems and companies developed in the company's subsidiary McDonnell Automation Company (McAuto) which was created in the 1950s initially used for numerical control for production starting in 1958 and computer-aided design (CAD) starting in 1959. Its CAD program MicroGDS remains in use with the latest official version 11.3 issued in June 2013. By the 1970s, McAuto had 3,500 employees and $ 170 million worth of computer equipment. This made it one of

2442-517: The concept and found that half-span upper-surface blowing research had been conducted in the NASA Langley 12-foot (3.7 m) tunnel. An examination of the preliminary results suggested that the system was as effective as any of the other concepts previously studied. Boeing immediately started to build wind-tunnel models to verify the NASA data with layouts more closely matching their own designs. By

2508-479: 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 was contested through litigation until a settlement was reached in January 2014. The chaos and financial stress created by

2574-412: The control surfaces at the trailing edge. VGs are typically rectangular or triangular, about as tall as the local boundary layer , and run in spanwise lines usually near the thickest part of the wing. They can be seen on the wings and vertical tails of many airliners . Vortex generators are positioned obliquely so that they have an angle of attack with respect to the local airflow in order to create

2640-442: The critical engine inoperative and the remaining engines operating at not more than maximum continuous power, the inoperative propeller in the minimum drag position, landing gear retracted, wing flaps in the most favorable position … where V s 0 {\displaystyle V_{s0}} is the stalling speed in the landing configuration in miles per hour. Installation of vortex generators can usually bring about

2706-408: The design has a larger leading edge radius that makes it particularly suitable for low-speed high-lift applications like a transport. Boeing incorporated the concept into their design, the first non-experimental aircraft to do so. The request for proposal (RFP) was issued in January 1972, asking for operations into a 2,000-foot (610 m) semi-prepared field at 500 nautical miles (930 km) with

Boeing YC-14 - Misplaced Pages Continue

2772-411: The effectiveness of ailerons and rudder, provide a smoother ride in turbulence and make the aircraft a more stable instrument platform. Some VG kits available for light twin-engine airplanes may allow an increase in maximum takeoff weight . The maximum takeoff weight of a twin-engine airplane is determined by structural requirements and single-engine climb performance requirements (which are lower for

2838-440: The effectiveness of wings and control surfaces , such as flaps , elevators , ailerons , and rudders . Vortex generators are most often used to delay flow separation . To accomplish this they are often placed on the external surfaces of vehicles and wind turbine blades. On both aircraft and wind turbine blades they are usually installed quite close to the leading edge of the aerofoil in order to maintain steady airflow over

2904-517: The end of 1971, several models were being actively studied. Another NASA project the engineers were interested in was the supercritical airfoil , designed by Richard Whitcomb . The supercritical design promised to lower transonic drag greatly, as much as a swept wing in some situations. This allowed an aircraft with such a wing to have low drag in cruise while also having a wing planform more suitable for lower-speed flight—swept wings have several undesirable characteristics at low speed. Additionally,

2970-757: The firm the Douglas Aircraft Company . McDonnell founded J.S. McDonnell & Associates in Milwaukee , Wisconsin, in 1926 to produce a personal aircraft for family use. The economic depression from 1929 ruined his ideas and the company collapsed. He worked at three companies, joining Glenn Martin Company in 1933. He left Martin in 1938 to try again with his own firm, McDonnell Aircraft Corporation , this time based at Lambert Field , outside St. Louis, Missouri . Douglas Aircraft profited during World War II . The company produced about 10,000 C-47s,

3036-417: The flap, and a decrease in the effectiveness of the USB system. In response, Boeing added a series of vortex generators on the upper surface of the wing, which retracted when the flap was raised above 30°. Additionally, the tail surfaces were initially placed well aft in order to maximize control effectiveness. This positioning turned out to interfere with the airflow over the wings during USB operations, and

3102-425: The functional setup where engineers with specific expertise in aerodynamics, structural mechanics, materials, and other technical areas worked on several different aircraft. This was replaced by a product-oriented system where they focus on one specific airplane. As part of reorganization, 5,000 managerial and supervisory positions were eliminated at Douglas. The former managers could apply for 2,800 newly created posts;

3168-423: The globe being encircled in tribute to the first aerial circumnavigation which was accomplished in 1924 by Douglas aircraft. It was designed by graphic designer Rick Eiber, who had been the corporate identity consultant for Boeing over ten years. Between 1993 and just after the merger in 1997, McDonnell Douglas performed studies on the feasibility of a twin-engine jet using MD-11 components, and ultimately made

3234-459: The high-lift performance that Boeing had quoted in its proposal. By December 1975, Boeing and NASA Langley had arranged a contract for a full-scale USB testbed, which Boeing built at their Tulalip test facility consisting of a 1/4-scale wing with one JT-15D engine and a partial fuselage. Langley was particularly interested in the effectiveness of the D-shaped nozzle that directed the jet flow over

3300-561: The largest computer processors in the world during this era. In 1981, McAuto acquired Bradford Systems and Administrative Services for $ 11.5 million and began processing medical claims. In 1983, two principals of Bradford who had to come work at McAuto—Joseph T. Lynaugh and Howard L. Waltman —formed the Sanus Corporation, a health maintenance organization that was a wholly owned subsidiary of McDonnell Douglas. In 1986, after McDonnell Douglas reduced its control, Sanus announced

3366-662: The main contractor of the Skybolt ALBM program and the Thor ballistic missile program. McDonnell made a number of missiles, including the unusual ADM-20 Quail , as well as experimenting with hypersonic flight, research that enabled it to gain a substantial share of the NASA projects Mercury and Gemini . Douglas also gained contracts from NASA, notably for part of the enormous Saturn V rocket. The two companies were now major employers, but both were having problems. McDonnell

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3432-491: 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

3498-497: The maximum takeoff weight (based on stall speed or structural considerations) are less significant compared to those for 1945–1991 twins. After 1991, the airworthiness certification requirements in the USA specify the one-engine-inoperative climb requirement as a gradient independent of stalling speed, so there is less opportunity for vortex generators to increase the maximum takeoff weight of multi-engine airplanes whose certification basis

3564-625: The merger of McDonnell Aircraft and the Douglas Aircraft Company in 1967. Between then and its own merger with Boeing in 1997, it produced well-known commercial and military aircraft, such as the DC-10 and the MD-80 airliners, the F-15 Eagle air superiority fighter , and the F/A-18 Hornet multirole fighter. The corporation's headquarters were at St. Louis Lambert International Airport , near St. Louis , Missouri . The company

3630-451: The modification a relatively expensive process. Owners fit aftermarket VGs primarily to gain benefits at low speeds, but a downside is that such VGs may reduce cruise speed slightly. In tests performed on a Cessna 182 and a Piper PA-28-235 Cherokee , independent reviewers have documented a loss of cruise speed of 1.5 to 2.0 kn (2.8 to 3.7 km/h). However, these losses are relatively minor, since an aircraft wing at high speed has

3696-637: The remaining 2,200 would lose their managerial responsibilities. The reorganization reportedly led to widespread loss of morale at the company and TQMS was nicknamed "Time to Quit and Move to Seattle" by employees referring to the competitor Boeing headquartered in Seattle, Washington. Technical issues, development cost overruns, growing unit costs, and delays led to the termination of the A-12 Avenger II program on January 13, 1991, by Defense Secretary Dick Cheney . Years of litigation would proceed over

3762-540: The second McDonnell Douglas transport aircraft to be purchased by the U.S. Air Force, after the C-9 Nightingale/Skytrain II . Through the Cold War , McDonnell Douglas had introduced and manufactured dozens of successful military aircraft, including the F-15 Eagle in 1974 and the F/A-18 Hornet in 1978, as well as other products such as the Harpoon and Tomahawk missiles . The oil crisis of

3828-484: 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

3894-426: The upper surface of the wing, as well as the resulting sound levels, at that time a major focus of NASA's civilian aerodynamics research. Two major problems were found and corrected during testing. The first was a problem with air circulating around the wing when operating at low speeds close to the ground, which had a serious effect on the spreading of the jet flow through the nozzle. This led to flow separation near

3960-661: Was a stretched version of the MD-80, powered by International Aero Engines V2500 turbofans, the largest rear-mounted engines ever used 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 to be produced. On January 13, 1988, McDonnell Douglas and General Dynamics won the US Navy Advanced Tactical Aircraft (ATA) contract. The US$ 4.83 billion contract

4026-425: Was flown at speeds as low as 59  kn (68  mph ; 109  km/h ) and as high as Mach   0.78 at 38,000 feet (11,600 m). However, it was found that the YC-14's drag was 11% higher than originally predicted. Modifications developed in wind tunnel testing, comprising the addition of vortex generators to the upper aft portion of the nacelles, deletion of the nozzle door actuator fairing, alterations to

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4092-576: Was formed from the firms of James Smith McDonnell and Donald Wills Douglas in 1967. Both men were of Scottish ancestry, were graduates of the Massachusetts Institute of Technology , and had worked for the aircraft manufacturer Glenn L. Martin Company . Douglas had been chief engineer at Martin before leaving to establish Davis-Douglas Company in early 1920 in Los Angeles. The following year, he bought out his backer and renamed

4158-437: Was primarily a defense contractor, without any significant civilian business. It frequently suffered lean times during downturns in military procurement. Meanwhile, Douglas was strained by the cost of the DC-8 and DC-9 . The two companies began to sound each other out about a merger in 1963. Douglas offered bid invitations from December 1966 and accepted that of McDonnell. The two firms were officially merged on April 28, 1967, as

4224-575: Was the Hughes-designed AH-64 Apache attack helicopter. In 1986, the MD-11 was introduced, an improved and upgraded version of the DC-10. The MD-11 was the most advanced trijet aircraft to be developed. Since 1990 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 produced by McDonnell Douglas came in 1988. The MD-90

4290-486: Was then known as Lambert–St. Louis International Airport , in Berkeley, Missouri , near St. Louis . James McDonnell became executive chairman and CEO of the merged company, with Donald Douglas Sr. as honorary chairman. In 1967, with the merger of McDonnell and Douglas Aircraft, David S. Lewis , then president of McDonnell Aircraft, was named chairman of what was called the Long Beach, Douglas Aircraft Division. At

4356-691: Was to develop the A-12 Avenger II , a stealth, carrier-based, long-range flying wing attack aircraft that would replace the A-6 Intruder . In January 1989, Robert Hood, Jr was appointed president to lead the Douglas Aircraft Division, replacing retiring President Jim Worsham. McDonnell Douglas then introduced a major reorganization called the Total Quality Management System (TQMS). TQMS ended

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