Douglas DC-8-53 performance | aircraft investigation info

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weight and performance calculations for the Douglas DC-8-53

Aircraft Photo of PH-DCI | Douglas DC-8-53 | KLM - Royal Dutch Airlines |

PH-DCI, the first DC-8-53 delivered to KLM.

Douglas DC-8-53

role : long range jet airliner

importance : ****

first flight : 20 December 1960 operational : May 1961

country : United States of America

design : head of design team Arthur Raymond (vice-president) and Ed Burton.

production : srs-50 : 89 aircraft, total DC-8 : 556 aircraft (1958-1972)

general information :

Pratt & Whitney developed out of the JT3C turbojet engine, a new variant, the JT3D. This was a turbofan engine, where the fan was attached to the low pressure compressor. This engine delivered more thrust while reducing fuel consumption by 1800 liters per hour resulting in a 15% greater range. The turbofan version of the DC-8 was designated -50.

There were a number of sub-variants:

-51 for domestic routes

-52 intercontinental JT3D-1 of 75.62 [KN] MTOW 136078 kgfor domestic routes while reducing consumption by 1800 litres per hour resulting in a 15% wider range. -53 intercontinental JT3D-3 of 80.07 [KN] MTOW 142900 kg

-54 freight version

-55 intercontinental JT3D-3B of 80.07 [KN] MTOW 147418 kg

In July 1959, KLM ordered a total of 5 -53s. At the beginning of April 1961 the first example was delivered, the PH-DCI "Sir Isaac Newton". That same year, however, KLM ran into financial problems. The number of employees had to be reduced from 19,000 in 1960 to 14,000 and the number of aircraft from 100 to 42. In 1961, KLM suffered a loss of NLG 75 million. There was a global malaise in aviation and the airlines had the greatest difficulty in getting their new jets full and selling their outdated propellor aircraft favorably.

There were also problems with the DC-8. The new turbofan engines had quite a few maintenance problems. The fan's blades got tired too quickly and had to be modified. The -53 also still did not reach the promised range and the airfoil had to be changed, on top of the already ongoing "speed recovery program". The wing nose had to be changed so that the cord became 4% larger. As a result, the wing area increased by 10.41 m^2 to 267.84 m^2. As a result, the air resistance decreased and the range increased by 7%. If Douglas had not been in such a hurry in the race with Boeing and had taken some more wind tunnel tests, these costly problems would probably have been avoided. The hydraulic system was also changed so that the aircraft would no longer deviate from the runway. The adjustments were carried out in the winter of '61/'62 by KLM itself under the supervision of Douglas technicians.

As a result, the timetable became disrupted and the DC-8 had to be withdrawn from the polar route, which then had to be operated by the DC-7C. From the 148^th DC-8 onwards, these changes were made directly on the production line.

DC-8-53 | Philippine Air Lines | PI-C801 | Schiphol July 1964

PI-C801, this was formerly the PH-DCP c/n 45608 at Schiphol airport, Amsterdam, July 1964

On February 23, 1962, the DC-8-53 "Pacific Pacer", the later PH-DCP, flew non-stop from Tokyo to Miami, a distance of 14010 km in 13 hours and 52 minutes. This was a new record for airliners. The average speed was 1010 km/h.

In the summer of 1965, KLM flew no less than 42 times a week over the Atlantic Ocean.

Landing speed (max.land weight) 246 km/h

primary users : KLM(9), VIASA

registrations :

KLM DC-8-53s :

PH-DCH "Orville Wright" c/n 45383 29 June 1968 burned out at Schiphol

PH-DCI "Sir Isaac Newton" c/n 45613 delivered as 1st April 1961

PH-DCK "Admiral Richard E.Byrd" c/n 45614

PH-DCL "Fridtjof Nansen" c/n 45615 30 May 1961 crashed near Portugal

PH-DCM "Henry Dunant" c/n 45616 was sold to VIASA in 1974

PH-DCN “Albert Schweizer” c/n 45629

PH-DCO "Sir Alexander Fleming" c/n 45632 Oct'79 last written out.

PH-DCP “Pacific Pacer” c/n 45608

PH-DCR "Gerard Mercator" c/n 45607

Accommodation:

flight crew : 4 cabin crew : 7

flight crew consist of pilot, co-pilot, navigator and flight engineer

passengers : seating for 136 in two class : 16 business class and 120 coach class seats

( 34 -in pitch) high density seating for 189 passengers

engine : 4 Pratt & Whitney JT3D-3 turbofan engines of 80.07 [KN] (18000.1 [lbf])

DC-8-55 ground clearance drawing and table

dimensions :

wingspan : 43.41 [m], length : 45.87 [m], height : 12.91 [m]

wing area : 267.84 [m^2] fuselage exterior width : 3.73 [m]

weights :

empty weight : 60020 [kg]

operating empty weight : 61310 [kg] max. structural payload : 18750 [kg]

Zero Fuel weight (ZFW) : 80060 [kg] max. landing weight (MLW) : 98430 [kg]

max.take-off weight : 142900 [kg] weight fuel : 70825 [kg] (88531 [litres])

performance :

Max. operating Mach number (Mmo) : 0.88 [Mach] (960 [km/hr]) at 9000 [m]

max. cruising speed : 926 [km/hr] (Mach 0.85 ) at 9144 [m] (39 [%] power)

economic cruising speed : 880 [km/hr] (Mach 0.81 ) at 9144 [m]

service ceiling : 12000 [m]

range with max fuel and Max.TOW : 9260 [km] (ATA domestic fuel reserves - 370.0 [km]

alternate)

Douglas DC-8-53 | KLM | PH-DCR | New York - JFK airport

KLM DC-8-53 PH-DCR c/n 45607 at New York – JFK apt.

description :

cantilever low-wing monoplane with retractable landing gear with nose wheel

Wings : two main spar fail-safe wing structure with double slotted trailing edge flaps with

leading edge slots ,with spoilers airfoil : NACA sweep angle 3/4 chord: 30.9 [°]

Engines attached with pylons to the wing, main landing gear attached to the wings, fuel

tanks in the wings and fuselage

Fuselage : Pressurized conventional all-metal fail safe structure with double-bubble cross

section

calculation : *1* (dimensions)

wing chord at root : 9.67 [m]

wing chord at tip : 2.22 [m]

taper ratio : 0.230 [ ]

mean wing chord : 6.17 [m]

calculated average wing chord tapered wing with rounded tips: 6.14 [m]

wing aspect ratio : 7.04 []

Oswald factor (e): 0.685 []

seize (span*length*height) : 25707 [m^3]

calculation : *2* (fuel consumption)

oil consumption : 11.5 [kg/hr]

fuel consumption (econ. cruise speed) : 6472.0 [kg/hr] (8090.1 [litre/hr]) at 29 [%] power

distance flown for 1 kg fuel : 0.14 [km/kg] at 9144 [m] height, sfc : 70.0 [kg/KN/h]

total fuel capacity : 88531 [litre] (70825 [kg])

calculation : *3* (weight)

weight engine(s) dry : 7440.0 [kg] = 23.23 [kg/KN]

weight 175 litre oil tank : 14.91 [kg]

oil tank filled with 2.0 litre oil : 1.8 [kg]

oil in engine 3.9 litre oil : 3.5 [kg]

fuel in engine 17.5 litre fuel : 12.81 [kg]

weight fuel lines : 145.7 [kg]

weight engine cowling : 832.7 [kg]

weight ejector rings : 160.1 [kg]

total weight propulsion system : 8612 [kg](6.0 [%])

***************************************************************

Accommodation cabin facilities:

typical 2-class cabin layout for 136 passengers : economy : pitch : 86.4 [cm] 34.0 [-in]

( 3+3 ) seating in 23.2 rows

weight seats : 735.0 [kg]

DC-8-55 interior arrangements

high density seating passengers : 189 [pax] at 6 -abreast seating in 31.5 rows, pitch

82.6 [cm] 32.5 [-in]

pax density, normal seating : 0.70 [m2/pax], high density seating : 0.51 [m2/pax]

weight 4 lavatories : 66.8 [kg]

weight lounge : 35 [kg]

weight 4 buffets : 147.8 [kg]

Photos: Douglas DC-8-51 Aircraft Pictures | Airliners.net | Douglas dc 8, Delta airlines, Aircraft interiors

Delta airlines DC-8-51 interior

weight overhead stowage for hand luggage : 47.6 [kg]

weight 3 wardrobe closets : 27.2 [kg]

weight 10 movie screens : 77.7 [kg]

weight 48 windows (47x38cm) : 43.6 [kg]

weight 2 (1.83 x 0.88 [m]) main entry doors : 127.7 [kg]

weight 2 (1.63 x 0.85 [m]) service doors : 110.3 [kg]

weight 2 (1.12 x 0.91 [m]) freight doors (belly) : 70.6 [kg]

total belly baggage/cargo hold volume : 39.13 [m3]

cabin volume (usable), excluding flight deck : 216 [m3]

passenger compartment volume : 146 [m3]

passenger cabin max.width : 3.51 [m] cabin length : 31.08 [m] cabin height : 2.21 [m]

floor area : 95.7 [m2]

weight cabin facilities : 1489.4 [kg]

safety facilities:

weight 4 type III over wing emergency exits (51x91 cm): 78.2 [kg]

evacuation time with 189 passengers : 48 [sec]

weight 7 hand fire extinguisher : 21 [kg]

weight oxygen masks & oxygen generators : 88.4 [kg]

weight emergency flare installation : 10 [kg]

weight 4 emergency evacuation slides : 115.3 [kg]

weight safety equipment & facilities : 313 [kg]

fuselage construction:

fuselage aluminium frame : 12701 [kg]

floor loading (payload/m2): 196 [kg/m2]

weight rear pressure bulkhead : 211.6 [kg]

fuselage covering ( 366.4 [m2] duraluminium 3.68 [mm]) : 3551.3 [kg]

weight floor beams : 651.5 [kg]

weight cabin furbishing : 844.1 [kg]

weight cabin floor : 1455.6 [kg]

weight (sound proof) isolation : 265.7 [kg]

weight 34844 [litre] main central fuel tanks empty : 1951.3 [kg]

weight empty 138 [litre] potable water tank : 12.2 [kg]

weight empty waste tank : 14.8 [kg]

weight fuselage structure : 21659.0 [kg]

Avionics:

weight radio transceiver equipment : 7.0 [kg]

weight dual cloud-collision radar : 25.0 [kg]

weight Doppler & radio direction finding (RDF) equipment : 5.0 [kg]

DC-8-50 cockpit

weight Sperry automatic flight control system, with SP-30 auto-pilot : 25.0 [kg]

weight artificial horizons, compass, alti-meters : 7 [kg]

weight engine monitoring gauges & control switches : 12 [kg]

weight avionics : 87.0 [kg]

Systems:

Air-conditioning and pressurization system maintains sea level conditions up to 7100 [m]

and gives equivalent of 2000 [m] at 12200 [m]. pressure differential : 0.62 [bars] (kg/cm2)

pressurized fuselage volume : 394 [m3]

weight air-conditioning and pressurization system : 205 [kg]

weight APU / engine starter: 40.0 [kg]

weight lighting : 44.9 [kg]

weight 210 bar hydraulic system : 85.7 [kg]

weight engine-driven 40kVA electricity generators : 34.0 [kg]

weight 22Ah battery : 12.0 [kg]

weight controls : 19.8 [kg]

weight systems : 441.5 [kg]

total weight fuselage : 23989 [kg](16.8 [%])

***************************************************************

average Take-off weight : 101029 [kg](70.7 [%])

total weight aluminium ribs (1010 ribs) : 4349 [kg]

weight engine mounts : 160 [kg]

weight 6 wing fuel tanks empty for total 53687 [litre] fuel : 3006 [kg]

weight wing covering (painted aluminium 3.23 [mm]) : 4668 [kg]

total weight aluminium spars (multi-cellular wing structure) : 4539 [kg]

weight wings : 13557 [kg]

weight wing/square meter : 50.61 [kg]

weight thermal leading-edge anti-icing : 47.8 [kg]

weight ailerons (11.24 [m2]) : 285.4 [kg]

weight fin (30.49 [m2]) : 773.8 [kg]

weight rudder (9.49 [m2]) : 231.2 [kg]

weight tailplane (stabilizer) (57.15 [m2]): 1595.8 [kg]

weight elevators (13.72 [m2]): 188.01 [kg]

weight flight control hydraulic servo actuators: 42.8 [kg]

weight trailing-edge double slotted flaps (45.36 [m2]) : 980.8 [kg]

weight leading edge slots (1.90 [m2]) : 29.7 [kg]

weight spoilers (12.7 [m2]) : 161.3 [kg]

total weight wing construction : 21060 [kg] (34.3 [%])

*******************************************************************

tire pressure main wheels : 12.50 [Bar] (nitrogen), ply rating : 23 PR

tire speed limit : 364 [km/hr]

total tire footprint : 0.54 [m2]

DC-8-53 Aircraft Classification Number graph

Aircraft Classification Number, MTOW on rigid runway and medium subgrade

strength (B) : 40 [ ]

Can also operate from unpaved runways subgrade B

wheel pressure : 15719.0 [kg]

weight 8 Dunlop main wheels (1130 [mm] by 420 [mm]) : 1009.6 [kg]

weight 2 nose wheels : 126.2 [kg]

weight multi-disc wheel-brakes : 80.1 [kg]

weight Hydro-air flywheel detector type anti-skid units : 9.0 [kg]

weight oleo-pneumatic shock absorbers : 106.7 [kg]

weight wheel hydraulic operated retraction system : 1231.4 [kg]

weight undercarriage struts (four-wheel bogies) with axle 3532.3 [kg]

total weight landing gear : 6095.3 [kg] (4.3 [%]

*******************************************************************

********************************************************************

calculated empty weight : 59756 [kg](41.8 [%])

ouglas DC-8-53 | KLM | PH-DCK | passengers boarding at Biak | clandestine flight to Dutch New Guinea 1962

PH-DCK at Biak

In March and April 1962, DC-8-53s carried out a total of 9 clandestine flights to Dutch New Guinea, where an Indonesian invasion threatened. The U.S. supported Indonesia, so it was not possible to fly through Anchorage. The long flights went via the Azores, Curacao, Lima, Tahiti, Noumea and finally Biak.

weight oil for 12.0 hours flying : 151.4 [kg]

weight lifejackets : 61.2 [kg]

weight 2 life rafts : 85.0 [kg]

weight catering : 152.3 [kg]

weight water : 121.9 [kg]

weight crew : 891 [kg]

weight crew lugage,nav.chards,flight doc.,miscell.items : 91 [kg]

operational weight empty : 61310 [kg] (42.9 [%])

********************************************************************

weight 136 passengers : 10472 [kg]

weight luggage : 2176 [kg]

weight cargo : 6102 [kg] (cargo+luggage/m3 belly : 198 [kg/m3])

zero fuel weight (ZFW): 80060 [kg](56.0 [%])

weight fuel for landing (2.8 hours flying) : 18370 [kg]

max. landing weight (MLW): 98430 [kg](68.9 [%])

max. fuel weight : 132135 [kg] (92.5 [%])

payload with max fuel : 116 passengers+luggage 10765 [kg]

published maximum take-off weight : 142900 [kg] (100.0 [%])

calculation : * 4 * (engine power)

power loading (Take-off) : 446 [kg/KN]

power loading (Take-off) 1 PUF: 595 [kg/KN]

max. total take-off power : 320.3 [KN]

calculation : *5* (loads)

manoeuvre load : 8.0 [g] at 1000 [m]

limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.1 [g]

design flight time : 2.24 [hours]

design cycles : 15225 sorties, design hours : 34104 [hours]

max. wing loading (MTOW & flaps retracted) : 534 [kg/m2]

wing stress (2 g) during operation : 174 [N/kg] at 2g emergency manoeuvre

calculation : *6* (angles of attack)

angle of attack zero lift : -1.81 ["]

max. angle of attack (stalling angle, clean) : 13.51 ["]

max. angle of attack (full flaps) : 12.97 ["]

angle of attack at max. speed : 1.41 ["]

calculation : *7* (lift & drag ratios

lift coefficient at angle of attack 0° : 0.15 [ ]

lift coefficient at max. speed : 0.27 [ ]

lift coefficient at max. angle of attack : 1.27 [ ]

max. lift coefficient full flaps : 1.81 [ ]

drag coefficient at max. speed : 0.0244 [ ]

drag coefficient at econ. cruise speed : 0.0252 [ ]

induced drag coefficient at econ. cruise speed : 0.0055 [ ]

drag coefficient (zero lift) : 0.0198 [ ]

lift/drag ratio at max. speed : 10.90 [ ]

calculation : *8* (speeds

take-off safety speed (V2) : 269 [km/u]

take-off (initial climb) speed (Vto) : 319 [km/u]

stalling speed clean at sea-level (OW loaded : 136428 [kg]): 289 [km/u]

max. rate of climb speed : 588 [km/hr] at sea-level

United Airlines DC-8-52 3-side view drawing | N8065U

United airlines DC-8-52 N8065U c/n 45756, chord at root : 9.67 [m] at tip : 2.22 [m]

max. endurance speed (Vbe): 583 [km/u] min. fuel/hr : 5330 [kg/hr] at height : 7620 [m]

max. range speed (Vbr): 880 [km/u] at cruise height : 9150 [m]

cruising speed : 926 [km/hr] at 9144 [m] (power:31 [%])

max. operational speed (Mmo) : 960 [km/hr] (Mach 0.88 ) at 9000 [m] (power:32.6 [%])

airflow at cruise speed per engine : 168.7 [kg/s]

speed of thrust jet : 1450 [km/hr]

initial descent speed 10000 - 7315 [m]: Mach 0.75

descent speed 7315 - 3048 [m]: 537 [km/u]

approach speed 3048 - 500 [m] (clean): 463 [km/u]

stalling speed clean at 500 [m] height at Max.Landing Weight : 98430 [kg]): 251 [km/u]

final approach speed (landing speed) at sea-level with full flaps (max. landing weight) (Vapp): 246 [km/u]

ICAO Aircraft Approach Category (APC) : C

stalling speed at sea-level with full flaps (max. landing weight): 189 [km/u]

rate of climb at sea-level ROC (loaded, 74 % power) : 1085 [m/min]

rate of climb at sea-level ROC (loaded, 75% power) : 1098 [m/min]

rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 100 % power on remaining engines) : 869 [m/min]

rate of climb at 1000 [m] with 2 engines out (2xPUF / MTOW) : 289 [m/min]

max.rate of descent with landing gear extended, with use of spoilers: 457 [m/min]

calculation : *9* (regarding various performances)

low wheel pressure, can also take off from unpaved runways

take-off distance at sea-level concrete runway : 2827 [m]

ICAO Aerodrome Reference Code : 4D

Douglas DC-8-50 FAR takeoff runway length requirements graph

Mtow 142900 kg = 315035 LBS > RW 9600 FT = 2926m, JT3D-3 engine = 80.07 KN, JT3D-3B is 80.17 KN, small difference in thrust

take-off distance (C.A.R) at sea-level over 10.7 [m] height : 2924 [m]

FAR TO runway length requirement at MTOW, standard day at SL (ASDA): 2927 [m]

landing distance (MLW) : 799 [m]

landing distance (C.A.R.) from 15 [m] at SL, dry runway : 2003 [m]

landing distance (C.A.R.) from 15 [m] at SL, wet runway : 2303 [m]

FAR landing runway length at MLW 98430 kg (= 217000 lbs) : 5620 ft = 1713 [m]

FAR landing runway length requirements at SL : 1711 [m]

lift/drag ratio : 13.84 [ ]

climb to 5000 [m] with max payload : 4.26 [min]

climb to 10000 [m] with max payload : 13.12 [min]

descent time from 10000 [m] to 250 [m] : 24.33 [min]

ceiling limited by max. pressure differential 16225 [m]

theoretical ceiling fully loaded (mtow- 60 min.fuel: 136428 [kg] ) : 16500 [m]

calculation *10* (action radius & endurance)

range with max. payload: 8407 [km] with 18750.0 [kg] max. useful load (88.7 [%] fuel)*

range with high density pax: 8584 [km] with 189 passengers (90.4 [%] fuel)*

range with typical two-class pax: 9338 [km] with 136 passengers (97.3 [%] fuel)*

range with max.fuel : 9630 [km] with 11 crew and 116 passengers and 100.0 [%] fuel*

ferry range : 10075 [km] with 4 crew and zero payload (100.0 [%] fuel)*

max range theoretically with additional fuel tanks total 103039 [litre] fuel : 11469 [km]*

* calculated ranges without fuel reserves

Available Seat Kilometres (ASK) : 1461636 [paskm]

useful load with range 1000km : 18750 [kg]

useful load with range 1000km : 189 passengers

production (theor.max load): 17362 [tonkm/hour]

production (useful load): 17362 [tonkm/hour]

production (passengers): 150260 [paskm/hour]

oil and fuel consumption per tonkm : 0.373 [kg]

calculation *11* (operating cost)

fuel cost per hour (8090 [litre]):4854 [eur] (19 [pax-km/litre fuel])

fuel cost per seat 1000km flight (162 [pax] 2-class seating): 32.30 [eur/1000PK]

oil cost per hour: 48 [eur]

crew cost per hour : 1500 [eur]

list price 2023 : 158 [mln USD]

average flying hours in 1 year : 3100 [hours] technical life : 11 [year]

real average service life : 11 [years]

economic hours (average real flown hours): 34100 [hours] is 0 [%] less then design hours

financing interest per flying hour : 1192 [EUR]

write off per flying hour : 4000 [EUR]

time between engine failure : 10275 [hr]

can continue fly on 3 engines, low risk for emergency landing for PUF

workhours per day : 11.34 [hr]

average flight hours till crash : 0.76 [mln hr] (245 service years)

Douglas DC-8 advertisement with passengers sleeping while stewardess picks up newspaper from the floor

safe flight hours till fatality : 18619 [hr] (6.0 service years)

reservation pax liability/flying hour : 6.92 [SDR*] (8.65 [eur])

insurance cost per hour : 231 [eur]

engine maintenance cost per hour : 225.4 [eur]

wing maintenance cost per hour : 263.1 [eur]

fuselage maintenance cost per hour : 146.06 [eur]

tire life (time till worn out) : 112 [cycles]

maintenance cost per hour (excluding engines): 1575 [eur]

direct operating cost per hour: 13633 [eur]

DOC per seat 1000km flight (162 [pax] 2-class seating): 90.73 [eur/1000PK]

DOC per seat 1000km flight (high density seating): 77.90 [eur/1000PK]

DOC per kg cargo for a 1000km flight : 0.79 [eur/kg] (= DOC/tonkm)

passenger service charge (depart at Schiphol): 11.34 [eur]

security service charge (depart at Schiphol): 10.08 [eur]

airport take-off fee / passenger : 5.26 [eur/pax]

airport landing fee / passenger : 5.26 [eur/pax]

retour ticket price 1000km trip : 269.87 [eur/pax]

price retour ticket Schiphol-Barcelona : 319.77 [eur/pax]

Aircraft PH-DCH (1961 Douglas DC-8-53 C/N 45383) Photo by Robert Roggeman (Photo ID: AC1609045)

PH-DCH at Schiphol Amsterdam airport in Venezuelan VIASA colors

On the night of June 28-29, 1968, the DC-8-53 PH-DCH "Orville Wright" c/n 45383 went up in flames after an explosion while in hangar 10. The DC-9 PH-DNN was also severely damaged. The PH-DCH (first flight 1960) had made 23668 flight hours at that time and had been leased to VIASA at the time of the fire. The cause has not been determined with certainty. Maybe it was a discharge of static electricity in the right full wing tank, or short circuit in the wiring or a fault of a mechanic. Location : +-150m 52°18'04.90"N 4°47'32.38"E

accidents with fatalities > see the accident file

Notes : Has highest escaperoom in its category with 24 pax/m2, so in case of evacuation it takes more time to get everybody out, evac. Time 48 sec.

Literature :

Wikipedia

verkeersvliegtuigen (Moussault) page 88,157

De Nederlandse DC-8 vliegtuigen page 1 - 33

Praktisch handboek vliegtuigen deel 5 page 65

Wat is dat voor een vliegtuig ? page 86

Jane’s commercial transport aircraft page183

Jane’s all the world aircraft ’64-’65 page 212 www.aviation-safety.net

Fridtjof Nansen (aviacrash.nl)

Mokmer Biak Nw. Guinea - ONZE MARINE VLOOT (weebly.com)