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Aviation History
1998
1998 - 2157.PDF
COMMERCIAL AIRCRAFT Address • see Boeing. Types are supported by Douglas Products Division, Long Beach, California. HEMC Model Engines MMMtaa Span (m) Length Im) Height (ml Wing area Im2) notes dll.MIM Landing Accomodation Max gear Track Im) Wheel bas* (m) Tum radius M Cammacorp DC-8-71 "eights (kg] Typical pax Take-off Max pax Landing Cabin Zero width fuel Operating empty 4 x 98kN CFM International CFM56 2C turbofan 43.4 13.1 267.9 6.3 23.6 32.6 - 147.400 269 108,900 - 102.100 75,000 CFM5G reengined conversion ofDC-&6l Cammacorp DC-8-72 4 x 98kN CFM International CFM56 2C turbofan 45.3 13.2 271.9 6.3 18.4 31.1 - 158,800 201 108.900 - 88.900 68.800 CFM56 re-engined conversion 01DC-&62 Cammacorp DC-8-73 4 x 98kN CFM International CFM56 2C turbofan 45.2 13.1 271.9 6.3 23.6 34.4 - 161,000 269 117,000 - 104,800 75.500 CFM56 reengined conversion ofDCS€3 DC-9-30 2 x 68.9kN Pratt & Whitney JT8D15 turbofan 28.5 36.3 8.38 93 4.88 16.165 19.8 Production ceased. DC-9-40 105 49.895 119 45.814 • 41.730 25.400 2 x68.9kN Pratt & Whitney JT8D15 turbofan 28.5 38.3 8.38 93 4.88 17.08 20.7 Production ceased. DC-9-50 115 51,700 132 46,300 • 42,200 27,800 2 x 71.2kN Pratt & Whitney JT8D17 turbofan 28.5 40.7 8.38 93 4.88 18.6 Production ceased. DC-10-10 125 54,420 139 49,885 - 44,670 29,300 , 3 x 178kN GE Aircraft Engines CF6 60 turbofan 47.34 55.5 17.7 329.8 10.67 .22.07 38.5 Production ceased. DC-10-30 250 190,504 380 164,854 - 151,956 111,344 3 x 227kN GE Aircraft Engines CF6 50C turbofar 50.4 55 17.7 338.8 10.67 22 39 Production ceased. 250 259.459 380 182.766 166.924 121,563 Fuel Wres) Standard Optional 88,549 91,890 91,890 13.925 13,925 16,120 82,134 138.904 FAR field lengths take-off ISA sea-level ISA+20JC sea level ISA 5,000ft LiiHlaii; ISA sea4evel ISA+20.C sea level ISA 5,000ft ISA + 20!C ISA + 20.IC 5,00Oft 2,710 2,743 3,581 3,627 2,971 3,017 3,840 3,916 3.048 3.139 3,962 4,023 1.777 2.000 2,940* 3,860 2.091 2,402 5,000ft 1.981 1.981 2,286 2,286 1.859 1,859 2,164 2,164 1,981 1,981 2,286 2,286 1,317 1.310 1.485 1,485 1.457 1,457 3734 1655 3.831 2,362 3.130 3.680 3.570 2,625 3,816 4,154 4,134 2,847 3,194 4,340 4.255 1,655 1,439 1,439 1,580 1.525 1.720 1.720 2,012 2.012 1,758 1,820 2,063 2,063 Speeds Oct) Vno Vmo Vne 352 406 352 406 352 406 350 425 340 425 340 425 400 356 (nuchl "no Mmo «ne 0.88 0.95 0.88 0.95 0.88 0.95 0.82 0.95 0.82 0.95 Cruise performance Max cruise speed (Ml Max aft (ft) Max cruise fuel cons (kg/hi 477 42,000 5.012 480 42,000 4.890 479 42.000 4,881 503 35,000 4,050 501 35.000 3.980 501 35,000 4,525 475 42,000 9,445 530 42,000 9.743 Long range speed Ikt) At alt W Long range fuel cons (kg/h) 431 35.000 2.100 440 35.000 2.280 441 35,000 2,650 31,000 6,920 490 31.000 7.313 Payktad detafc Max (kg) Range with max p/l |km) Paytoadwith max fuel (kg) Range with max fuel (km) 27,080 6.296 1.678 20.094 10,778 16,519 29.257 7.759 12.075 12.664 2.631 13,229 2.635 12.792 3,315 14.774 2.631 12.600 3,545 41,189 6.114 13.021 10,649 45,726 9,429 26,508 11,850 DC-8 The DC-8 had its maiden flight in May 1958. Service entry was in September 1959. Over 250 of the 556 DC-8s delivered, remain in commer cial service, of which 110 have been re-engined with CFMICFM56 turbofans. Most DC-8s are being operated as freighters. In August 1997, Quiet Technology Venture (formerly Quiet Nacelle) achieved an FAA sup plemental type certificate for its DC-8-50 P& WJT3 D-3 B engine. The company is work ing on an increased gross weight kit for the DC- 8-61. Burbank Aeronautical (BAC) which is developing a Stage 3 hushkit for the Boeing 707-320, has formed Stage 3 Nacelle to devel oped a Stage 3 hushkit for die DC-8-50 and -61, with an STC expected in the second quarter of 1999. BAC's 707 composite winglet will also be adapted for the DC-8. In early 1998 the US FAA launched a review of DC-8 cargo conversions to determine whether safety concerns exist similar to those it believes affect some Boeing 727 freighter mod ifications. The agency has formed a working group with modifiers and operators to deter mine the existence and extent of any problems. Some 70-80 cargo DC-8s are covered by die review, which does not include freighters man ufactured or modified by McDonnell Douglas or its licensee, Aeronavali. As witii the 727, concerns exist with only those cargo conversions developed by a third party and awarded an FAA STC. Delivered 556 DC-9 The first DC-9 was flown in February 1965, and the twinjet entered service with Delta Air Lines in December 1965. Produced in five main vari ants (-10, -20, -30, -40 and -50), with four dif ferent fuselage lengths, some 976 aircraft were delivered before the aircraft was superseded by theMD-80. Around 80% of DC-9s delivered remain operational. Consequently, many DC-9-30s and -40s have had ABS Partnership hushkits fitted to enable the type to meet Stage 3 noise regulations. ABS has also developed a kit for die DC-9-50 based on the company's -40 kit. Delivered 976 DC-10 The initial short/medium-range DC-10-10 was first flown in August 1970, and entered ser vice with American Airlines in August 1971. Longer-range derivatives, the GE CF6-pow- ered -30 and P&W JT9D-powered -40, were introduced in November 1972, by Swissair and Northwest Airlines, respectively. The -15, a "hot-and-high" derivative of die -10, was devel oped for the Mexican carriers Aeromexico and Mexicana, and entered service in June 1981. Sixty KC-10 Extender tankers were also deliv- FLIGHT INTERNATIONAL 19 - 25 August 1998 59
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