During that time, I’ve seen more DC-8 aircraft then Boeing 707. I was impressed by, for example, the length of the DC-8-63 – also included in the package – which was almost of the same size as the Douglas DC-10. This has everything to do that during that time, I was working in the aviation as a apprentice mechanic and while I was working on the old-fashioned DC-9-30, I’ve seen at Schiphol Airport many Douglas DC-8 aircraft, in particular from the KLM and some other companies. Why did I choose the DC-8 and not the Boeing 707 Series? Perhaps you’ve got the idea already, this review has everything to do with the Douglas DC-8 Series for X-Plane 11. Furthermore, for the same X-Plane platform, the Hawker Siddely Trident 1C and the Short Solent MK III. He also developed for both X-Plane 10 and X-Plane 11 the Boeing 707 Series and, only for X-Plane 10 as of this writing July 2017, the Lockheed L-1011 Tristar. Lead developer Michael Wilson isn’t only responsible for modeling the Douglas DC-8 aircraft. But for those who prefer old-fashioned YouTube movies, you must see these two movies – Douglas DC-8-63 Jetliner Promo Film – 1967 and the Douglas DC-8 Passenger Jet Promotional Film “Birth of a Jet”. When you want, you can read and view much more about this legendary aircraft at the dedicated Wikipedia web page. In January 2013, Aviation Week Intelligence Network’s Fleet Database reported that there were 36 DC-8s left in service worldwide. In 1995, more than 300 DC-8s remained in service, making more than 340 scheduled flights a day. The Series 70 was also able to meet later, more stringent noise regulations that were implemented in the 1980s. The result was an aircraft that retained the Super 60 operating weights but with a longer range due to the newer, more fuel-efficient turbofans. The DC-8 Series 70 was a re-engined version of the popular Super 60 Series, substituting CFM56 engines for the latter’s Pratt & Whitney engines. The -63 could fly more than 4,500 miles (7242 kilometers) nonstop, carrying 259 passengers because of its extended fuselage aerodynamic improvements to nacelles, pylons and flaps and increased wingspan and fuel capacity. The DC-8-62, for extra-long routes, had a fuselage stretched 6 feet 8 inches (2 meters) longer than the original model and 3-foot (91-centimeter) wingtip extensions.Īll design improvements of the DC-8-61 and -62 were incorporated in the DC-8-63. Its convertible-freighter configuration had a cargo volume of 12,535 cubic feet (3820 cubic meters). Nearly 37 feet (11 meters) longer than the original model, in an all-economy passenger configuration, the DC-8-61 could carry 259 people. The DC-8 Series 60 extended the length of the fuselage. The Series 50 were also the first to be offered customers in the convertible passenger-freight version or the windowless all-freight version. The DC-8 Series 50 were the first DC-8s powered by new, more efficient turbofan jet engines with 18,000 pounds (8165 kilogram) thrust and longer range. The basic domestic version, the DC-8 Series 10, had increased fuel capacity for intercontinental flights, and the Series 30 and 40 were the first to use the 17,500-pound-thrust (7938-kilogram-thrust) turbojet engines. Throughout its 14-year-long production run, the DC-8 went through seven major variants, for a total of 556 aircraft. In a test dive, it became the first commercial transport of any kind to break the sound barrier.
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