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Aviation History
1963
1963 - 2074.PDF
Commercial Aircraft of the World ... for units of 1,450 h.p. This led Pan American operations. The designations -7F and -7CF to discuss with Douglas ways of improving the have been coined by the airlines but are not design while stretching it still further to provide officially recognised by Douglas and the FA A. non-stop North Atlantic range. Ability to The conversion consists of fitting large front fly the North Atlantic routes non-stop on a and rear side doors, heavier floor structure, high percentage of occasions in the critical lining the inside fuselage walls with glass-fibre westbound direction against the strong pre- laminate, and removing some windows. The vailing winds had long been a major objective cost of conversion was about £115,000. The of all the competing Atlantic carriers, so that first converted -7B went into service with the DC-7C marked an important step for- American Airlines in September 1959. ward both operationally and commercially. Douglas developed the DC-7C from the DC- DC-8 Latest addition to the world's most 7B in the short space of abouta year, increasing widely used family of airliners was announced the overall wing span by extending the centre in 1955, first flown on May 30, 1958, certi- section 10ft. Altogether 121 DC-7Cs were sold. ficated (JT3 domestic model) on August 31, This was the last stretch of the famous DC-4/7 1959, and introduced into service simul- series. The DC-7C finally went out of production taneously by United Air Lines and Delta late in 1958 at the same time as the DC-6B; on September 18, 1959. A total of 213 have 33 aircraft have been converted into DC-7CF been ordered by 26 airlines, cargo aircraft. Some 115 are still in service. Like its rival the Boeing 707, the DC-8 The DC-7C cost about £800,000 in 1956 and is offered in a variety of versions. There are increased to about £930,000 by 1959. Flight two domestic (series 10 and 20) and three inter- description: July 6, 1956, page 51. continental models (series 30, 40, 50) with dif ferent tankages and engines. Unlike their DC-7F and -7CF Douglas have converted rival Boeing, Douglas have not received a 21 DC-7Bs and 33 DC-7Cs for all-cargo single military order for the DC-8. All versions of the DC-8 are dimensionally identical. To improve range, speed and pay- load, Douglas has designed an extended leading edge for the full span of the wing. The new leading edge extends the chord 4 per cent and wing area has gone up to 2,883 sq ft. The extended leading edge is also avail able as a "retrofit" on delivered aeroplanes, and has been incorporated on intercontinental and some domestic DC-8s. The extended leading edge has improved specific range t 8 per cent, Mach number by 0.02, and has reduced cost per ton-mile by more than 1 per cent. DC-8F Announced in April 1961, the Jet Trader version of the DC-8 is designed for ait- freight or mixed cargo-passenger work. ~> flown on October 29, 1962, and in scheuuwo service since April this year, it has the sam powerplant as the DC-8-50 and incorporates the wing leading-edge modifications. Inter'.e arrangements are variable, ranging from all-cargo aircraft, capable of Mrrymf, ^ in, 95,3001b of bulk-loaded freight or 9U'->' on pallets, to an all-passenger transpor
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