. Successor Founded April 28, 1967 Defunct August 1, 1997 (merger date) Headquarters, United States Products Website McDonnell Douglas was a major corporation and formed by the merger of and the in 1967. Between then and its own merger with in 1997, it produced a number of well-known commercial and military aircraft such as the airliner and. The corporation was based at near, Missouri, while the headquarters for its subsidiary, the McDonnell Douglas Technical Services Company (MDTSC), were established in unincorporated. Douglas F3D Skyknight Douglas had been chief engineer at Martin before leaving to establish Davis-Douglas Company in early 1920 in Los Angeles. He bought out his backer and renamed the firm the in 1921. McDonnell founded J.S.

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McDonnell & Associates in in 1926. His idea was to produce a personal aircraft for family use. The economic depression from 1929 ruined his ideas and the company collapsed.

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He worked at three companies with the final being Glenn Martin Company in 1933. He left Martin in 1938 to try again with his own firm, this time based at, outside.

Was a major earner for Douglas. The company produced almost 30,000 aircraft from 1942 to 1945 and the workforce swelled to 160,000. Both companies suffered at the end of hostilities, facing an end of government orders and a surplus of aircraft. With at Cape Canaveral, Florida After the war Douglas continued to develop new aircraft, including the in 1946 and the in 1953. The company moved into jet propulsion, producing its first for the military – the conventional in 1948 and then the more 'jet age' in 1951.

In 1955, Douglas introduced the first attack jet of the with the. Designed to operate from the decks of the World War II 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 DC-8 Douglas also made commercial jets, producing the in 1958 to compete with the. McDonnell was also developing jets, but being smaller it was prepared to be more radical, building on its successful to become a major supplier to the Navy with the and; and producing the for the (USAF). The -era Banshee and later the produced during the helped push McDonnell into a major military fighter supply role.

Douglas created a series of experimental high-speed jet aircraft in the Skyrocket family, with the being the first aircraft to travel at twice the speed of sound in 1953. Both companies were eager to enter the new business, Douglas moving from producing air-to-air rockets and missiles to entire missile systems under the 1956 program and becoming the main contractor of the program and the program. McDonnell made a number of missiles, including the unusual, as well as experimenting with hypersonic flight, research that enabled it to gain a substantial share of the projects and.

Douglas also gained contracts from NASA, notably for part of the enormous rocket. The two companies were now major employers, but both were having problems. Douglas was strained by the cost of the DC-8 and, while McDonnell suffered lean times during any downturns in military procurement.

The two companies began to sound each other out about a merger. Inquiries began 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 the McDonnell Douglas Corporation (MDC). The two companies seemed to be a good fit for each other; McDonnell was primarily a defense contractor while Douglas sold mostly civil aircraft. Formation. McDonnell Douglas retained McDonnell Aircraft's headquarters location at, in, near.

In 1967, with the merger of McDonnell and Douglas Aircraft, then president of, was named chairman of what was called the Long Beach, 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 sales in an intense competition with, 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. 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 similar to the later, 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. 1970–1980. KC-10 Extender during refueling In 1977, the was the second McDonnell Douglas transport aircraft to be selected for use by the US Air Force; the first being the.

Through the years of the McDonnell Douglas had introduced and manufactured dozens of successful military aircraft, including the in 1974, the in 1978, and other products such as the and. 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. 1980–1989 In 1984, McDonnell Douglas expanded into helicopters by purchasing from the for $470 million.

Hughes Helicopters was made a subsidiary initially and renamed in August 1984. McDonnell Douglas Helicopters's most successful product was the Hughes-designed attack helicopter. In 1986, 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. The final commercial aircraft design to be made by McDonnell Douglas came in 1988. The was a stretched version of the MD-80, equipped with V2500 turbofans, the largest rear-mounted engines ever on a commercial jet.

The, a modern regional airliner closely resembling the DC-9-30, was the last McDonnell Douglas designed commercial jet produced. On January 13, 1988, McDonnell Douglas and won the US Navy Advanced Tactical Aircraft (ATA) contract. The US$4.83 billion contract was to develop the, a stealth, carrier-based, long-range flying wing attack aircraft that would replace the. In January 1989 Robert Hood was appointed to lead McDonnell Douglas, replacing retiring Worsham. McDonnell Douglas then introduced a major reorganization called the System (TQMS). TQMS ended 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; 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, WA. 1990–1997 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. 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 was contested through litigation until a settlement was reached in January 2014.

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. However the purchasing of aircraft was curtailed as the came to an abrupt end in the 1990s.

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This curtailment in military procurements combined with the loss of the contracts for two major projects, the and, severely hurt McDonnell Douglas. McDonnell Douglas built only a small wind tunnel test model. 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, 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, Singapore Airlines cancelled its 20-aircraft MD-11 order on August 2, 1991, and ordered 20 A340-300s instead.

Aircraft concept In 1992, McDonnell Douglas unveiled a study of a double deck jumbo-sized aircraft designated. 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 and. 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 in the 2000s. Following Boeing's 1996 acquisition of 's division, McDonnell Douglas merged with in August 1997 in a US $13 billion, with Boeing as the surviving company.

Boeing adopted the McDonnell Douglas, which shows the globe being encircled in tribute to the which was accomplished in 1924 using aircraft. MD 500 Helicopter. Commercial deliveries Delivery of McDonnell Douglas-designed commercial airplanes by year and model Total 1959 31 5 36 1966 32 69 101 1967 41 153 194 1968 102 202 304 1969 85 122 207 1970 33 13 46 4 32 29 48 42 50 22 22 39 18 41 5 64 1981 16 25 61 102 1982 10 11 12 10 11 17 85 102 1987 10 94 104 1988 10 120 130 1989 1 117 118 1990 139 3 142 1991 140 31 171 1992 84 42 126 1993 43 23 18 13 12 25 16 26 8 34 26 13 8 47 2000 5 4 9 2001 2 2 Total 556 976 446 1,191 116 200 3,485 Active 2 32 50 404 65 123 676 DC-8 DC-9 DC-10 MD-80 MD-90 MD-11 Key people. Footnotes. ^ January 2, 2013, at the. At boeing.com., the former McDonnell Douglas Technical Services Company's homepage (January 24, 1997; retrieved June 4, 2009).

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Douglas Janowski Md License Suspension

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