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DC-8 Info  
User currently offlineBoeing747-400 From , joined Dec 1969, posts, RR:
Posted (14 years 1 month 2 weeks 5 days 8 hours ago) and read 1203 times:

Hi,

Believe it or not, I am clueless on the DC-8. I do not know what models there are, etc. Could someone please give me some info and specs on this aircraft?

Thanks very much,

B744

7 replies: All unread, jump to last
 
User currently offlineDesertJets From United States of America, joined Feb 2000, 7784 posts, RR: 16
Reply 1, posted (14 years 1 month 2 weeks 5 days 7 hours ago) and read 1154 times:

Here is some basic info that I know.
The initial model was the DC-8-10 powered by Pratt and Whitney JT3 turbojets
The -20 was a somewhat improved version of the -10, also with the JT3
The -30 used the JT4 turbojet, that was also used on the 707-227 (only 5 were made and they all went to Brannif)
The -40 used the Rolls Royce Conway turbofans.
The -50 was, I think the most popular model, (similiar to the -320 series 707) which used the JT3A turbofan. It was also offered in pure freighter and convertible models... the -55 was called the "Jet Trader". I believe the -10 thru the -50 all had the same fuselage lenght.
Then there is the Super 60 series. The -61 and the -63 were significantly streched, the -62 was only slightly longer than the -50.
The -61 was basically a streched -50. The -62 and -63 included other aerodynamic improvements that gave it significantly more range than the Super 61. In fact the DC-8-62 was the longest range airliner till the 747SP came out.
Lastly there is the Super 70 series... this was a modification to the Super 60's done by Cammacorp that included CFM-56s in place of the JT3D's, new air cycle machines, apu's, etc. However only on -72 was ever made. However both United and Delta converted their Super DC8 fleets to the Super 70 specs... most of these planes are now hauling cargo for UPS and other freight operators.



Stop drop and roll will not save you in hell. --- seen on a church marque in rural Virginia
User currently offlineBoeing747-400 From , joined Dec 1969, posts, RR:
Reply 2, posted (14 years 1 month 2 weeks 5 days 7 hours ago) and read 1145 times:

Thanks for the info!

User currently offlineDesertJets From United States of America, joined Feb 2000, 7784 posts, RR: 16
Reply 3, posted (14 years 1 month 2 weeks 5 days 6 hours ago) and read 1138 times:

Actually the -20 used the JT4A as well as the -30... only the -10 used the JT3A, and most were converted to the JT4A.


Stop drop and roll will not save you in hell. --- seen on a church marque in rural Virginia
User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Reply 4, posted (14 years 1 month 2 weeks 5 days 5 hours ago) and read 1139 times:

Pretty good info. If it came from memeory then you are a true fanatic.

Just some small corrections and additions

The 70 series does not have APU's installed. The only DC8's I know of with APU's were the 2 62 series planes owned by MGM Grand which were converted to freighters about 4 years ago. MGM had the APU's installed.

There are at least 2 and if I'm not mistaken a 3rd.

One is owned by NASA Langley research, and the other is a corporate jet. I believe another exists also in the corporate guise.

The 50 series including the 55 had a range of JT3 engines. The 55/61 had JT3D-3B powerplants, and the 62/63 had the long duct JT3D-7. The -7 incorporated a hydraulic reverser system in contrast to the pneumatic reversers on the 50/61.

The range improvements on the 62/63 series came primarilly from new engine nacelles, new engine struts, and a new wing.

The DC8 70 series is still one of the longest range airplanes flying in the saame category as the 777, 747, and the A340.

Cammacorp designed the 70 series modification, and performed some of the modifications. But many airlines such as delta did these mods themselves.

More than half of the DC8's built are still flying. The airframe has no design life. It was overbuilt. It's life expectancy is expected to be about 120,000 hours. A majority of the airframes flying today are in the 50-75,000 hour range.

The DC8's converted to 70's in the early 80's were all reduced to zero time airframes. So they will be with us for at least another decade, or until spares run out.

The planes destined for UPS have a revised foward panel incorporating an EFIS PFD (Primary Flight Display).

I have flown both the 55/61 series, and the 62.63 series. I enjoyed the 62 the best. More powerful engines on a lighter airframe.

JET


User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Reply 5, posted (14 years 1 month 2 weeks 5 days 5 hours ago) and read 1133 times:

There are at least 2, and if I'm not mistaken a third 72 series planes built.

User currently offlineTan Flyr From United States of America, joined Aug 2000, 1915 posts, RR: 0
Reply 6, posted (14 years 1 month 2 weeks 4 days 23 hours ago) and read 1118 times:

JETPIlot..great point on the engine to airframe. The 62 was a kick in the ass on t/o. The 757 is now the closest to it.

As a kid used to watch both the UA & DL DC-8s work charters from FWA. DL was still using the 50's for charter work after de-reg for a couple of years as I recall. UA used the 61's/71 for hi-cap charters to LAS as I recall. Always enjoyed the sound of the compressed air from "the bottle" to fire up the Pratts!


User currently offlineRayChuang From United States of America, joined Jun 2000, 8018 posts, RR: 5
Reply 7, posted (14 years 1 month 2 weeks 4 days 22 hours ago) and read 1110 times:

I believe right now the largest user of the Cammacorp-modified DC-8 "Super 70" series is UPS. Those planes are going to stay with UPS for many years to come because the CFM56 engines are quiet and fuel efficient, which means they can fly into many airports due to their FAR Part 36 Stage III noise compliance.

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