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Aviation History
1965
1965 - 1135.PDF
fUGHT International. 22 April 1965 627 AIR TRANSPORT Enter the 250-seat Jets AFTER many months of speculation by commercial aviationcommentators on the form of the next stage of developmentin long-haul air transport, the Douglas Aircraft Company provided some of the answers on April 5 when it announced firm details and the programme for its new Series 60 DC-8s. The essence of the new- aircraft is the achievement of a significant reduction in seat-mile costs yet this has been managed by comparatively simple develop-ments of the existing DC-8. Although longer fuselages and bigger wings are introduced, basically the same powerplants as those of existing production aircraft are fitted and the critical weights affecting structural design are substantially unchanged. First of the new DC-8s will be the Series 61 which is to roll off the assembly line next January and fly two months later. The -61 will be the first DC-8 to show major dimensional changes over its predecessors—a 33ft-longer fuselage which, together with internal rearrangements, will provide seating for up to 251 passengers in an all-coach configuration, or some 62 more seats than any previous DC-8. Unlike its rival Boeing, Douglas had previously managed to avoid expensive changes to the basic structure of its design. Nevertheless, in spite of the enormous volume of business handled by the two US West Coast manufacturing giants, both are finding it a hard struggle to keep sales ahead of costs. Thus, the minimum- change Series 60 DC-8s obviously make good sense to Douglas and, the company claims, offer the airlines, for the first time in history, direct operating costs which are lower than one cent per seat-mile. Naturally the range and airfield performance of the Series 61 will not be quite so good as that of the earlier Series 50 and it is therefore most suitable for US transcontinental and other com- paratively medium-haul operations. First Eastern and now United have ordered DC-8-61s at a reported price of $8m per aircraft. The 400in-long fuselage extension is accomplished by splicing-in two equal-length portions, one ahead of and the other behind the wing. Underfloor baggage and cargo holds are proportionately increased in volume (to 2,360 cu ft), enabling an operator, says Douglas, to pay the entire direct operating cost of the aircraft from cargo capacity. There is also a freighter version of the -61 with an 85in x 140in side door. Following the -61, and scheduled to roll out in May 1966 and to start flying in July 1966, is the Series 62 DC-8. This aircraft is principally an ultra-long-hauler but with a longer fuselage (though not so long as the -61) to carry up to 189 passengers in a high- density layout. The main feature of the -62 is a revised wing of 6ft greater span designed to improve cruising lift-drag ratios and provide more tankage volume. The passenger Series -62 is estimated to carry a 40,0001b payload non-stop against prevailing headwinds between central European points and the US West Coast with the usual fuel reserves. SAS were the first and are so far the only customers for the DC-8-62 and their aircraft will be delivered early in 1967. DC-8 VARIANTS Tankage (Imp gal) Span (ft) Length (ft) ... Wing area (sq ft) Seating capacity Max ramp wt (Ib) Max t-o wt (Ib) Landing wt (tlb) Empty wt (Ib) FAA t-o field length (ft) DC-8F I Series 61 | Series 62 Series 63 Pour 18,0001b thrust Pratt ft Whitney JT3D-3BS 19,500 142.4 150.5 2,884 189 318,000 315,000 240,000 128,000 9,500 19,500 142.4 184 2,884251 328.000 325,000 240,000 148,900 10,560 20,000 148.4 157.4 2,927 189 338,000 335,000 240.000 141,900 10,280 20,000 148.4 184 2,927251 338,000335,000 245,000153,750 10,330 Both the new aircraft have revised cowlings for their 18,0001b- thrust Pratt & Whitney JT3D-3B engines; thrust is augmented and drag reduced by ducting turbofan air along the whole length of the nacelle. The pylons, too, have been further revised to cut down interference drag. Together with its new wing the -62 is estimated to have 10 per cent better cruising efficiency. A third DC-8 under development, but for which no programme has yet been announced, is the Series 63. This aircraft would com- bine the 33ft-longer fuselage and the bigger span wing. With the same powerplant and gross weight as the -62, this ultimate develop- ment would obviously have less range, but would be capable of offering big reductions in seat-mile costs over the shorter trans- atlantic routes. One of BEA's Tridents is being used by Hawker Siddeley for continued automatic-landing trials with the immediate object of obtaining certification for autoflare. The Trident con- cerned (G-ARPB) has made some 80 autoflared landings at the three London Airports
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