Editing Hot and high (section)

==Specialized aircraft==
Several manufacturers of early [[jet airliner]]s offered variants optimized for hot and high operations. Such aircraft generally offered the largest wings and/or the most powerful engines in the model lineup coupled with a small [[fuselage]] to reduce weight. Some such aircraft include:

* The [[BAC One-Eleven|BAC One-Eleven 475]] combined the short body of the series 400 with the more powerful engines and improved wings of the series 500.  This aircraft also featured stronger landing gear for rough field operations.
* The [[Boeing 707|Boeing 707-220]], which was a 707-120 airframe fitted with more powerful [[Pratt & Whitney JT4A]] engines, civilian versions of the military J75. The 707-220 had extremely high fuel consumption, and only 5 were built, all for [[Braniff International Airways]]. The 707-220 was rendered redundant by the release of the [[turbofan]]-powered 707-120B, which had even greater power along with much lower fuel consumption.
*The [[Convair 880]]. Although Convair offered only one configuration of this aircraft, it had more power and a smaller fuselage than its competitors from Boeing and Douglas. Convair essentially wagered the success of the entire 880 model line on the appeal of an aircraft optimized for hot and high operations. The wager failed; only sixty-five 880s were sold and Convair's nascent airliner business soon collapsed.
*The [[Bombardier Dash 8|De Havilland Canada Dash 8-200]], which is a -100 airframe fitted with larger engines of the -300 for hot and high operations. They proved successful and eventually replaced the -100 production line. 
* The [[Lockheed L-1011|Lockheed L-1011-200]], which was otherwise an L-1011-100 with more powerful RB.211-524B engines.
* The [[McDonnell Douglas DC-9|McDonnell Douglas DC-9-20]], which combined the smaller fuselage of the DC-9-10 with the larger wings and more powerful engines of the DC-9-30, and was significantly outsold by both.
* The [[McDonnell Douglas DC-10|McDonnell Douglas DC-10-15]], which combined the fuselage of the DC-10-10 with the larger engines of the DC-10-30. These were specifically designed for and sold to [[Aeromexico]] and [[Mexicana de Aviación (1921–2010)|Mexicana]]. Only seven were built.
* The [[Vickers VC10]], which was designed to meet [[British Overseas Airways Corporation|BOAC]] requirements for a large airliner that could operate medium-range flights from short runways in southern Asia and Africa. The rear-mounted engines gave a more efficient wing and made them less vulnerable to runway debris. The resulting high fuel consumption compared to the contemporary Boeing 707 prompted all other major airlines to dismiss the VC10.
* The [[McDonnell Douglas MD-82]] was a hot and high version of the MD-80, and sold well, which generally is extremely rare for a type of performance-specialised aircraft

The marketing failure of most of these airplanes demonstrated that [[airline]]s were generally unwilling to accept reduced efficiency at cruise and smaller ultimate load-carrying capacity in return for a slight performance gain at particular airports. Rather than accepting these drawbacks, it was easier for airlines to demand the construction of longer runways, operate with smaller loads as conditions dictated, or simply drop the unprofitable destinations.

Furthermore, as the second generation of jet airliners began to appear in the 1970s, some aircraft were designed to eliminate the need for a special "hot and high" variant – for instance, the [[Airbus A300]] can perform a 15/0 takeoff, where the leading edge slats are adjusted to 15 degrees and the flaps kept retracted. This takeoff technique is only used at hot and high airports, for it enables a higher climb limit weight and improves second segment climb performance.

Most jetliner manufacturers have dropped the "hot and high" variants from their model lineups.