FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1959
1959 - 3094.PDF
FLIGHT, 20 November 1959 607 COMMERCIAL AIRCRAFT OF THE WORLD Index by Aircraft Page 621 Explanatory Netet Page 577 Fuel capacity: 5,380 Imp. gal (6,460 U.S. gal). Performance: Cont. cruising speed, 313 kt (360 m.p.h.) at 24,300ft and 102,000 lb; cones, consumption, 420 Imp. gal/hr; balanced field length, max. take-off weight, S.L., I.S.A., 6,350ft, at 5,000ft, I.S.A., 7,650ft at 122,600 lb; landing distance from 50ft, 5,950ft; range A (max. payload), 2,850 n.m. (3,280 st.m.); range B (max. fuel), 4,275 n.m. (4,910 st.m.); corres. payload, 11,600 lb; corres. cruise speed, 248 kt (285 m.p.h.). DC-7C The DC-7 and DC-7B were criticized in service for their relatively high interior noise and vibration levels, which resulted from the 3,250 b.h.p. Wright compound engines in an airframe designed originally (as the DC-4) for units of 1,450 h.p. This led Pan American to discuss with Douglas ways of improving the design while stretching it still further to provide non-stop North Atlantic range. Ability to fly the North Atlantic routes non-stop on a high percentage of occasions in the critical Westbound direction against the strong prevailing winds had long been a major objective of all die competing Atlantic carriers, so that the DC-7C marked an important step forward both operationally and com- mercially. Douglas developed the DC-7C from the DC-7B in the short space of about a year, extending the wing by the insertion of an additional 10ft of centre section. Altogether 121 DC-7Cs were sold. This was the last stretch of the famous DC-4/7 series. The DC-7C finally went out of production late in 1958 at the same time as the DC-6B; 117 are still in service with twelve airlines. The DC-7C cost about £800,000 in 1956 and increased to about £930,000 by 1958. The price today is very much lower. Flight description: July 6, 1956, page 51. Powerplant: Four Wright R-335O-988 TC-18 EA-4 Turbo-Compounds of 3,400 b.h.p. driving four-bladed Hamilton Standard 14ft propellers. Dimensions: Span, 127ft 6in; length, 112ft 3in; height empty, 31ft lOin; wing area, 1,637 sq ft. Weights: Max. take-off, 143,000 lb; landing, 111,000 lb; zero fuel, 101,500 lb; capacity payload, 23,350 lb; weight less fuel and payload, 82,000 1b. Payload accommodation: Cabin volume, 4,863 cu ft; baggage and freight volume, 1,149 cu ft; cabin length, 87ft 4in; max. width, 9ft lOJin; max. height, 7ft fin; max. usable floor area, 654 sq ft; dimensions of largest door, 3ft x 6ft; max. seats., 99. Fuel capacity: 6,515 Imp. gal (7,810 U.S. gal). Performance: Cont. cruising speed, 308 kt (354 m.p.h.) at 23,500ft and 110,000 lb; corres. consumption, 420 Imp. gal/hr; balanced field length, max. take-off weight, S.L., I.S.A., 6,400ft; at 5,000ft, I.S.A., 7,690ft at 136,800 lb; landing distance from 50ft, 5,450ft at 109,000 lb; range A (max. payload), 4,000 n.m. (4,600 st.m.); range B (max. fuel), 4,900 n.m. (5,630 st.m.); corres. payload, 15,300 lb; corres. cruise speed, 238 kt. DC-7F Douglas are converting to special order a number of DC-7s for all-freight use, designated DC-7F. Conversion orders for the DC-7F have been placed by American Airlines (ten, the first of which are now in service); PanAm (ten) and United (six, from February 1960). The modification cost of the ten A.A. aircraft is £1.5m ($4,250,000). Flight reference: November 6,1959. Basic data: Max. take-off weight, 126,000 lb; max. payload (domestic), 34,600 lb; (intercom.), 31,600 lb; cruise speed, 304 kt (350 m.p.h.). DC-8 Latest addition to the world's most respected family of airliners was announced in 1955, first flown on May 30, 1958, certificated (JT3 domestic model) on August 31, 1959, and introduced into service simul- taneously by United Air Lines and Delta on September 18, 1959. A total of 145 have been ordered by 20 airlines. Like its rival the Boeing 707, the DC-8 is offered in a variety of versions: there are two domestic and two international models, with different tankages and engines—all versions (unlike the 707) being dimensionally identical. The domestic DC-8s are powered either by Pratt & Whitney JT3C or JT4A engines; the international versions have JT4As or Rolls-Royce Conways. Two operators (K.L.M. and Iberia) have specified P. & W. JT3D turbofans. The order book and delivery dates as this issue went to press were (int. = international model, dom. = domestic model): — Pan American, 17 int. JT4A, from December 1959; United, 40 dom. (22 JT3C, 18 JT4A), current; K.L.M., 12 int. (seven JT4A, five JT3D turbofans) from January 1960; Eastern, 16 dom. JT4A, current; J.A.L., 4 int. JT4A, from September 1960; S.A.S., 7 int. JT4A, from March 1960; Panagra, 4 int. JT4A (via PanAm), February 1960; Panair do Brasil, 4 int. JT4A (via PanAm), 1960; Delta, 6 dom. (two JT3C, four JT4A), current; Swissair, 3 int. JT4A, from March 1960; U.A.T., 2 int. JT4A, from March 1960; T.A.I., 2 int. JT4A, from June 1960; Olympic, 2 int. JT4A, 1960; Trans-Caribbean, one dom. JT3C, December 1960; Northwest, 5 int. JT4A, 1960; National, 3 dom. JT4A, 1960; T.C.A., 6 int. Conway, from late 1959; Alitalia, 4 int. Conway, from summer 1960; Iberia, 3 int. JT3D turbofans, 1961; C.P.A.L., 4 int. Conway, 1961. Cutaway drawing and general arrangement: pages 594 and 595. Flight references: July 25, 1958; November 1, 1957; July 6, 1956. Basic price QT4 domestic): £ 1.86m. Domestic JT3 DC-8 ' • • •> • Powerplant: Four Pratt & Whitney JT3C-6 turbojets of 13,500 lb static thrust each with water injection. Dimensions: Span, 142ft 5in; length, 150ft 6in; height empty, 42ft 4in; wing area, 2,770.6 sq ft. Weights: Max. take-off, 273,000 lb; landing, 190,500 lb; zero fuel, 162,400 1b; capacity payload, 36,285 lb; weight less fuel and payload, 126,115 lb. Payload accommodation: Cabin volume, 7,945 cu ft; baggage and freight volume, 1,390 cu ft; cabin length, 103ft; max. width, lift 4in; max. height, 6ft 8in; max. usable floor area, 1,100 sq ft; dimensions of largest door, 32inx72in; max. seats, 176. Fuel capacity: 14,120 Imp. gal (16,950 U.S. gal). Performance: NOT AVAILABLE. At the request of Douglas all DC-8 performance data have been omitted. Estimated data for all models appeared on page 142 of Flight for July 25, 1958. Particulars for other models where they differ from those given above:— Domestic JT4 DC-8 Powerplant: Four Pratt & Whitney JT4A-3 turbojets of 15,800 lb static thrust. No water injection. Weights: Max. take-off, 276,000 lb; landing, 189,000 lb; zero fuel, 162,500 lb; capacity payload, 33,328 lb (weight limited); weight less fuel and payload, 129,172 lb. Intercontinental JT4 DC-8 Powerplant: Four Pratt & Whitney JT4A-11 turbojets of 17,500 lb static thrust. No water injection. Weights: Max. take-off 310,000 1b; landing, 199,500 lb; zero fuel, 174,600 lb; capacity payload, 40,519 lb (weight limited); weight less fuel and payload, 134,081 lb. Fuel capacity: 18,600 Imp. gal (22,350 U.S. gal). Intercontinental Turbofan DC-8 Powerplant: Four Pratt & Whitney JT3D-1 turbofans of 17,000 lb static thrust (no water injection), or four Pratt & Whitney JT3D-3 turbo- fans of 18,000 lb static thrust (no water injection). Weights: Max. take-off 310,000 lb; landing, 199,500 lb; zero fuel, 168,500 lb; capacity payload, 49,098 lb; weight less fuel and payload, 128,402 lb. Fuel capacity: As for JT4 Intercontinental model. Intercontinental Conway DC-8 Powerplant: Four Rolls-Royce Conway RCo.12 turbojets of 17,500 lb static thrust. No water injection. Weights: Max. take-off, 310,000 lb; landing, 199,500 1b; zero fuel, 174,600 lb; capacity payload, 41,482 lb; weight less fuel and payload, 133,118 lb. Fuel capacity: As for JT4 Intercontinental. DC-9 Announced in July 1959 after three years of design-studies, the 68-92-seat DC-9 is intended as a DC-6B replacement for the short- medium stages of up to 2,500 miles. It falls approximately in the Airco D.H.121 class, and it is cast in the image of the DC-8, with four under- wing podded engines (JTF10A-1 turbofans), though it is reported that a twin-engined version (JT3D turbofans) is being offered also. No orders have been placed: production will start if initial orders for 75-100 are received. It was stated in July that deliveries could be made for operation early in 1963. Powerplant: Four Pratt & Whitney JTF10A-1 of 8,250 lb static thrust each. (Alternative: two P. & W. JT3D of 17,000 lb.) Dimensions: Span, 94ft; length, 103ft; height, 34ft; wing area, 1,285 sq ft. Weights: Max. take-off, 120,000 lb; landing, 98,000 lb; zero fuel, 87,000 lb; capacity payload, 20,355 lb. Payload accommodation: Cargo capacity, 609 cu ft; cabin length, 71ft; max. width, 10ft 4in; max. height, 6ft 9in; max. seats, 92. Fuel capacity: Not published. Performance (JTF10A-1, 68 first-class passengers and baggage): Cont. cruise speed, 481 kt (554 m.p.h.) at 35,OOOft over 650 n.m. (750 st.m.) stage with 98,200 lb take-off weight; balanced field length, max. take-off weight, S.L., I.S.A., 5,950ft; S.L. and 15 deg C, 6,840ft; landing distance (F.A.A.), 4,800ft; stage length, 2,560 n.m. (2,950 st.m.). FAIRCHILD Fairchild Aircraft and Missiles Division, Fairchild Engine and Airplane Corporation, Hagerstown, Maryland, U.S.A. F-27 Construction of the F-27 by Fairchild in America followed from a long-standing association of Fokker and Fairchild. An agreement was Fairchild (Fokker licence) F-27 of Pacific Air Lines (Ro!h-Royce Dart turboprops)
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
