Aircraft investigation >>>>>>> HOME PAGE
weight and performance calculations for the Douglas DC-8-10
United DC-8-11 N8002U with extended ejector ring (attached to the engine), used to reduce noise levels.
Douglas DC-8-10
role : jet airliner
importance : ****
first flight : 30 May 1958 operational : September 1959 with United and Delta
country : United States of America
design : design team led by Arthur Raymond (vice-president) and Ed Burton.
production : 30 aircraft
general information :
Came on the market a year later than the Boeing 707, but was still a success, partly due to the possibility to extend the fuselage in later versions.
In the fall of 1949, shortly after the first flight of the Comet 1, Douglas thought the market would be too small for a jet airliner. However, in May 1952, shortly after the entry into service of the Comet 1, Boeing announced that it would develop a jet airliner from its own resources. She was able to make grateful use of the experience gained with the construction of jet bombers, such as the B-47. At Douglas, the plans for a commercial jet were on low priority, the company concentrated on the further development of its highly successful piston aircraft. This included versions of the DC-6 and DC-7 equipped with gasturbines. Douglas, however, as the market leader, could not just let Boeing do its thing and on June 7, 1955, the company announced that it would build a new jet aircraft, called DC-8. At that time, however, Boeing's "Dash-Eighty" had been in the air for nearly a year. The Douglas design was very similar to Boeing's "Dash-Eighty", it also had four engines hanging under the wing. However, it got a wing with 3 spars with a smaller arrow position, of 30 degrees. This would give a greater load capacity and better handling at low speeds.
Douglas anticipated well the arrival of the tourist class and made the fuselage so spacious that 6 passengers could be placed next to each other. The DC-8 was not designed in such a way that it could also be used by the military. The design was fully tailored to the civil market. Douglas offered the DC-8 from the beginning in three different versions, the -10 with JT3C motors for domestic use, the -20 with the 45% more powerful JT4A with better hot &high performance and the -30 with the JT4A motors and a higher MTOW for intercontinental use. Later the -40 was added, which was equal to the -30 but equipped
with Rolls Royce Conway turbofans. With these versions on offer, Douglas had received 98 orders by the end of 1955, including 25 for PanAm and 8 for KLM. By May 1958, 130 had been ordered. In 1959, the test flights showed that the aerodynamic qualities of the DC-8 were somewhat disappointing. At low speeds, the performance was better than expected, but between Mach 0.80 and 0.84 the air resistance increased too much. This was especially the case with the versions with the JT3C engines. To solve the problem, the "Speed Recovery Program" was started. The wind tunnel research showed that the undesirable air resistance mainly occurred where the pylons were attached to the wing. The pylons were made a lot thicker. The engine nacelles were also changed, the wing tips were extended by 41 [cm] and the ailerons and rudder were given a different construction. All this had to result in a 4% lower resistance which would result in an 8% wider range and 2.25% lower operating costs. However, production was delayed as a result.
The airflow along an arrow wing tends to deflect to the tips. To prevent this, the wings were initially equipped with wing fences that sent the air in the right direction. Also on the wing of the 707 were small vanes. However, the wing of the DC-8 was completely clean. Douglas engineers had reversed the profile of the wing centerpiece, causing the current there to be deflected towards the fuselage. The two currents kept each other exactly in balance. However, this revolutionary profile turned out not to be ideal in practice, it gave extra resistance so that the DC-8 did not achieve the promised speed and range. This range was very important because the DC-8 could no longer fly non-stop from Amsterdam to New York with strong headwinds.
Kerosene has a freezing point of -40'C. The DC-8 crosses at 10,000m altitude where it is -55'C. This cold could produce flakes of paraffin that could clog the fuel lines. However, the fuel does not get as cold because the wing is heated by the air friction. At 900 km/h, the wing is wrapped in a blanket of warm air, which is 50'C warmer than the surrounding air. As a result, the temperature of the kerosene only drops to approx. -12'C. During the descent, the wing enters warmer air and since the wing has a temperature of -12'C, ice crystals ripen on the wing. When the aircraft lands, the wing may be covered with a thin layer of ice while outside it is 30'C. Water in the kerosene can freeze and therefore the fuel filters are heated.
Prototype take-offs, water injection caused big plumes of smoke
The wing has been made flexible so that the tips can swing up and down during the flight. For the first jet passengers, these flexing wings, in which the engines were also seen moving, offered an anxious sight. But the wing is very strong, it can tolerate +2.5G plus a security factor of 1.25G. The wing can bend almost 3m upwards and 1m downwards. It acts as a kind of suspension, so that the remous blows are absorbed and not transferred to the hull.
The DC-8's landing gear is made so strong that it can be lowered in flight so that it can serve as an air brake. This way you can descend steeper and therefore faster. The DC-8 can descend by 76.2 m/s. This may be necessary in case of sudden decompression.
The main landing gear is of the "Bogie" type, where 4 four wheels are attached to one leg. The Bogie's rear 2 wheels can be disconnected so that they can rotate independently, limiting the rotation circle of the entire aircraft. When retracting, the Bogie folds away sideways, placing the wheels in the fuselage. The track width is 6.5m.
The engines were suspended under the wing to keep the wing as clean as possible, which is aerodynamically better. This also facilitated maintenance. The disadvantage was that the engines could easily suck up dirt and stones from the runway with all the harmful consequences for the engines. At the bottom of the engine nacelle, a hole was made through which air was blown forward at an angle, the Blow Away Jet, which broke the suction vortex generated by the engine.
The first jets made a lot of noise, so the DC-8s were equipped with silencers. With the DC-8, the silencer is shaped like a daisy and there is also an ejector, a ring that slides backwards during the start, suppressing the sound even further. It was also equipped with thrust reversers, consisting of two spherical doors, housed in the ejector. The silencers cost approx. 2% thrust. Water injection can be used at the start, but this results in considerable clouds of smoke.
The DC-8 can carry a fifth spare engine under the wing.
The air intakes in the fuselage nose, serve for the air conditioning of the passenger cabin. In other aircraft, these inlets are in the wing, but when using the jet reversers, the finished gases are sucked into the cabin. The pressure in the cabin is maintained at the pressure that prevails at a height of 2km.
United DC-8-11 N8028D, c/n 45279, the 2 nd DC-8 delivered to United
In the nose of the plane is the weather radar.
The setting angle of the entire stabilo can be hydraulically adjusted to trim the aircraft.
For navigation, a Sperry SP-30 Automatic Flight Control System was installed. This autopilot uses gyroscopes, the compass, the Mach meter and radio navigation to keep the aircraft at the right course, speed and altitude. Communication is via radiotelephony, no longer with radiotelegraphy and signal key.
KLM paid 25 million Dutch guilders(NLG), including 5 million NLG in spare parts per DC-8. A jet engine costed 855000 NLG. In the case of depreciation in 7 years, the depreciation costs come to 600 NLG per hour.
The development of the DC-8 cost Douglas 260 million USD. The break-even point was at 170 aircraft sold.
The DC-8 was equipped with slides to evacuate quickly, also a novelty of the jets.
chord center-line theoretical : 9.67m, chord Tip : 2.22m fuel : 66528 litre. Max. differential pressure 0.62 kg/cm^2 hydraulic pressure 210 kg/cm^2. Land speed (MLW) : 238 km/h.
primary users : United (22), Delta (6)
Accommodation:
flight crew : 4 cabin crew : 5
flight crew consist of pilot, co-pilot, navigator and flight engineer
passengers : seating for 132 in two class : 16 business class and 116 coach class seats ( 34 -in pitch)
high density seating for 179 passengers
engine : 4 Pratt & Whitney JT3C-6 turbojet engines of 60.07 [KN] (13504.0 [lbf])
Wing chord theoretical at root : 9.67 [m] at tip : 2.22 [m]
dimensions :
wingspan : 43.41 [m], length : 45.87 [m], height : 12.91 [m]
wing area : 257.6 [m^2] fuselage exterior width : 3.73 [m]
weights :
operating empty weight : 56578 [kg] max. structural payload : 18672 [kg]
Zero Fuel weight (ZFW) : 75250 [kg] max. landing weight (MLW) : 87543 [kg]
max.take-off weight : 123830 [kg] weight fuel : 53222 [kg] (66528 [litres])
performance :
Max. operating Mach number (Mmo) : 0.83 [Mach] (925 [km/hr]) at 7620 [m]
max. cruising speed : 873 [km/hr] (Mach 0.82 ) at 10500 [m] (45 [%] power)
economic cruising speed : 830 [km/hr] (Mach 0.78 ) at 10500 [m]
service ceiling : 12000 [m]
range with max fuel and Max.TOW : 6400 [km] (ATA domestic fuel reserves - 370.0 [km] alternate)
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 : 5.93 [m]
calculated average wing chord tapered wing with rounded tips: 5.89 [m]
wing aspect ratio : 7.32 []
Oswald factor (e): 0.685 []
seize (span*length*height) : 25707 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 8.9 [kg/hr]
fuel consumption (econ. cruise speed) : 6525.1 [kg/hr] (8156.3 [litre/hr]) at 31 [%] power
distance flown for 1 kg fuel : 0.13 [km/kg] at 10500 [m] height, sfc : 89.0 [kg/KN/h]
total fuel capacity : 66528 [litre] (53222 [kg])
calculation : *3* (weight)
weight engine(s) dry : 7684.0 [kg] = 31.98 [kg/KN]
weight 2547 litre water tank for engine injection : 216.49 [kg]
weight 102 litre oil tank : 8.67 [kg]
oil tank filled with 1.5 litre oil : 1.4 [kg]
oil in engine 2.9 litre oil : 2.6 [kg]
fuel in engine 13.1 litre fuel : 9.61 [kg]
weight fuel lines 146.9 [kg]
weight engine cowling 624.7 [kg]
total weight propulsion system : 8694 [kg](7.0 [%])
***************************************************************
Accommodation cabin facilities:
typical 2-class cabin layout for 132 passengers : economy : pitch : 86.4 [cm] 34.0 [-in] ( 3+3 )
seating in 22.5 rows
weight seats : 705.0 [kg]
high density seating passengers : 179 [pax] at 6 -abreast seating in 29.8 rows,
pitch 86.4 [cm] 34.0 [-in]
pax density, normal seating : 0.73 [m2/pax], high density seating : 0.53 [m2/pax]
weight 4 lavatories : 64.1 [kg]
weight lounge : 35 [kg]
weight 4 buffets : 127.4 [kg]
weight overhead stowage for hand luggage : 46.2 [kg]
weight 3 wardrobe closets : 26.4 [kg]
weight 3 movie screens : 21.1 [kg]
weight 47 windows : 42.4 [kg]
weight 2 (1.83 x 0.88 [m]) main entry doors : 107.8 [kg]
weight 2 (1.63 x 0.85 [m]) service doors : 93.1 [kg]
weight 2 (127x122 cm) freight doors (belly) : 92.8 [kg]
total belly baggage/cargo hold volume : 39.13 [m3]
cabin volume (usable), excluding flight deck : 216 [m3]
passenger compartment volume : 146 [m3]
Cabin length : 31.11 [m] width : 3.51 [m] height : 2.20 [m]
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 : 1361.2 [kg]
safety facilities:
weight 4 type III over wing emergency exits (51x91 cm): 66.0 [kg]
evacuation time with 179 passengers : 45 [sec]
weight 7 hand fire extinguisher : 20 [kg]
weight oxygen masks & oxygen generators : 85.8 [kg]
weight emergency flare installation : 10 [kg]
weight 4 emergency evacuation slides : 111.9 [kg]
weight safety equipment & facilities : 294 [kg]
fuselage construction:
fuselage aluminium frame : 10721 [kg]
floor loading (payload/m2): 195 [kg/m2]
weight rear pressure bulkhead : 179.3 [kg]
fuselage covering ( 366.4 [m2] duraluminium 3.12 [mm]) : 3012.3 [kg]
weight floor beams : 617.0 [kg]
weight cabin furbishing : 844.3 [kg]
weight cabin floor : 1455.6 [kg]
weight (sound proof) isolation : 310.1 [kg]
weight 34844 [litre] main central fuel tanks empty : 1951.3 [kg]
weight empty 122 [litre] potable water tank : 10.8 [kg]
weight empty waste tank : 11.0 [kg]
weight fuselage structure : 19112.4 [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]
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 : 202 [kg]
weight APU / engine starter: 30.0 [kg]
weight lighting : 43.6 [kg]
weight 210 bar hydraulic system : 85.7 [kg]
weight engine-driven 40kVA electricity generators : 33.0 [kg]
weight 22Ah battery : 12.0 [kg]
weight controls : 19.8 [kg]
weight systems : 426.4 [kg]
total weight fuselage : 21281 [kg](17.2 [%])
***************************************************************
average Take-off weight : 95151 [kg](76.8 [%])
total weight aluminium ribs (942 ribs) : 3904 [kg]
weight engine mounts : 120 [kg]
weight 6 wing fuel tanks empty for total 31684 [litre] fuel : 1774 [kg]
weight wing covering (painted aluminium 2.75 [mm]) : 3829 [kg]
total weight aluminium spars (multi-cellular wing structure) : 4033 [kg]
weight wings : 11766 [kg]
weight wing/square meter : 45.68 [kg]
weight thermal leading-edge anti-icing : 47.8 [kg]
weight ailerons (11.24 [m2]) : 257.6 [kg]
weight fin (30.49 [m2]) : 698.6 [kg]
weight rudder (9.49 [m2]) : 208.7 [kg]
weight tailplane (stabilizer) (52.52 [m2]): 1323.8 [kg]
weight elevators (11.36 [m2]): 140.56 [kg]
weight flight control hydraulic servo actuators: 42.8 [kg]
weight trailing-edge double slotted flaps (41.57 [m2]) : 812.1 [kg]
weight leading edge slots (1.82 [m2]) : 26.2 [kg]
weight spoilers (12.2 [m2]) : 141.0 [kg]
total weight wing construction : 17360 [kg] (30.7 [%])
*******************************************************************
tire pressure main wheels : 13.70 [Bar] (nitrogen), ply rating : 26 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 0.42 [m2]
Aircraft Classification Number, MTOW on rigid runway and medium subgrade strength (B) : 38 [ ]
Can also operate from unpaved runways subgrade B
wheel pressure : 13621.3 [kg]
weight 8 Dunlop main wheels (1130 [mm] by 420 [mm]) : 1306.5 [kg]
weight 2 nose wheels : 163.3 [kg]
weight multi-disc wheel-brakes : 75.2 [kg]
weight Hydro-air flywheel detector type anti-skid units : 9.0 [kg]
weight oleo-pneumatic shock absorbers : 100.3 [kg]
weight wheel hydraulic operated retraction system : 1099.9 [kg]
weight undercarriage struts (four-wheel bogies) with axle 2690.4 [kg]
total weight landing gear : 5444.7 [kg] (4.4 [%]
*******************************************************************
********************************************************************
calculated empty weight : 52780 [kg](42.6 [%])
weight oil for 8.8 hours flying : 87.0 [kg]
weight engine injection water : 2547.0 [kg]
weight lifejackets : 59.4 [kg]
weight 2 life rafts : 82.5 [kg]
weight catering : 135.3 [kg]
weight water : 108.2 [kg]
weight crew : 729 [kg]
weight crew lugage,nav.chards,flight doc.,miscell.items : 50 [kg]
operational weight empty : 56578 [kg] (45.7 [%])
********************************************************************
weight 132 passengers : 10164 [kg]
weight luggage : 2112 [kg]
weight cargo : 6396 [kg] (cargo+luggage/m3 belly : 204 [kg/m3])
zero fuel weight (ZFW): 75250 [kg](60.8 [%])
weight fuel for landing (1.9 hours flying) : 12293 [kg]
max. landing weight (MLW): 87543 [kg](70.7 [%])
max. fuel weight : 109800 [kg] (88.7 [%])
payload with max fuel : 151 passengers+luggage 14030 [kg]
published maximum take-off weight : 123830 [kg] (100.0 [%])
calculation : * 4 * (engine power)
power loading (Take-off) : 515 [kg/KN]
power loading (Take-off) 1 PUF: 687 [kg/KN]
max. total take-off power : 240.3 [KN]
calculation : *5* (loads)
manoeuvre load : 8.2 [g] at 1000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.1 [g]
design flight time : 2.05 [hours]
design cycles : 15175 sorties, design hours : 31109 [hours]
max. wing loading (MTOW & flaps retracted) : 481 [kg/m2]
wing stress (2 g) during operation : 176 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.79 ["]
max. angle of attack (stalling angle, clean) : 13.39 ["]
max. angle of attack (full flaps) : 12.85 ["]
angle of attack at max. speed : 0.86 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.22 [ ]
lift coefficient at max. angle of attack : 1.27 [ ]
max. lift coefficient full flaps : 1.61 [ ]
drag coefficient at max. speed : 0.0226 [ ]
drag coefficient at econ. cruise speed : 0.0276 [ ]
induced drag coefficient at econ. cruise speed : 0.0082 [ ]
drag coefficient (zero lift) : 0.0194 [ ]
lift/drag ratio at max. speed : 9.84 [ ]
calculation : *8* (speeds
take-off safety speed (V2) : 255 [km/u]
take-off (initial climb) speed (Vto) : 305 [km/u]
stalling speed clean at sea-level (OW loaded : 117305 [kg]): 273 [km/u]
max. rate of climb speed : 471 [km/hr] at sea-level
max. endurance speed (Vbe): 703 [km/u] min. fuel/hr : 5961 [kg/hr] at height : 11278 [m]
max. range speed (Vbr): 924 [km/u] min. fuel consumption : 7.442 [kg/km] at cruise height : 11278 [m]
cruising speed : 873 [km/hr] at 10500 [m] (power:32 [%])
max. operational speed (Mmo) : 925 [km/hr] (Mach 0.83 ) at 7620 [m] (power:42.9 [%])
airflow at cruise speed per engine : 69.6 [kg/s]
speed of thrust jet : 1865 [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 : 87543 [kg]): 241 [km/u]
final approach speed at sea-level with full flaps (normal landing weight) (Vapp): 252 [km/u]
ICAO Aircraft Approach Category (APC) : C
landing speed at sea-level (normal landing weight(Vtd): 87421 [kg]): 238 [km/hr]
stalling speed at sea-level with full flaps (max. landing weight): 194 [km/u]
rate of climb at sea-level ROC (loaded, 55 % power) : 409 [m/min]
rate of climb at sea-level ROC (loaded, 75% power) : 800 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 100 % power on remaining engines) : 624 [m/min]
rate of climb at 1000 [m] with 2 engines out (2xPUF / MTOW) : 167 [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 : 2875 [m]
ICAO Aerodrome Reference Code : 4D
take-off distance (C.A.R) at sea-level over 10.7 [m] height : 3080 [m]
FAR TO runway length requirement at MTOW, standard day at SL (ASDA): 2878 [m]
landing distance (MLW) : 806 [m]
landing distance (C.A.R.) from 15 [m] at SL, dry runway : 1701 [m]
landing distance (C.A.R.) from 15 [m] at SL, wet runway : 2001 [m]
FAR landing runway length requirements at SL : 1946 [m]
lift/drag ratio : 14.24 [ ]
climb to 5000 [m] with max payload : 11.33 [min]
climb to 10000 [m] with max payload : 34.84 [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: 117305 [kg] ) : 16500 [m]
calculation *10* (action radius & endurance)
range with max. payload: 6092 [km] with 18672.0 [kg] max. useful load (91.3 [%] fuel)*
range with high density pax: 6386 [km] with 179 passengers (95.1 [%] fuel)*
range with typical two-class pax: 6843 [km] with 132 passengers (100.0 [%] fuel)*
range with max.fuel : 6770 [km] with 9 crew and 151 passengers and 100.0 [%] fuel*
ferry range : 7381 [km] with 4 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 84876 [litre] fuel : 9026 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 1088184 [paskm]
useful load with range 1000km : 18672 [kg]
useful load with range 1000km : 179 passengers
production (theor.max load): 16301 [tonkm/hour]
production (useful load): 16301 [tonkm/hour]
production (passengers): 141660 [paskm/hour]
oil and fuel consumption per tonkm : 0.401 [kg]
calculation *11* (operating cost)
fuel cost per hour (8156 [litre]):4893 [eur] (17 [pax-km/litre fuel])
fuel cost per seat 1000km flight (162 [pax] 2-class seating): 34.54 [eur/1000PK]
oil cost per hour: 37 [eur]
crew cost per hour : 1200 [eur]
list price 2023 : 140 [mln USD]
average flying hours in 1 year : 2500 [hours] technical life : 12 [year]
real average service life : 10 [years]
economic hours (average real flown hours): 25000 [hours] is 20 [%] less then design hours
financing interest per flying hour : 1305 [EUR]
write off per flying hour : 4820 [EUR]
time between engine failure : 10228 [hr]
can continue fly on 3 engines, low risk for emergency landing for PUF
workhours per day : 9.36 [hr]
average flight hours till crash : 0.38 [mln hr] (150 service years)
safe flight hours till fatality : 7353 [hr] (2.9 service years)
reservation pax liability/flying hour : 17.52 [SDR*] (21.90 [eur])
insurance cost per hour : 413 [eur]
engine maintenance cost per hour : 122.2 [eur]
wing maintenance cost per hour : 276.4 [eur]
fuselage maintenance cost per hour : 174.39 [eur]
maintenance cost per hour (excluding engines): 1707 [eur]
direct operating cost per hour: 14520 [eur]
DOC per seat 1000km flight (162 [pax] 2-class seating): 102.50 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 92.91 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.89 [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 : 4.56 [eur/pax]
airport landing fee / passenger : 4.56 [eur/pax]
retour ticket price 1000km trip : 292.66 [eur/pax]
price retour ticket Schiphol-Barcelona : 349.03 [eur/pax]
accidents with fatalities > see the accident file
Notes : Has a high power loading at MTOW with 515 kg/kn, an engine failure at Take-off can give difficulties for getting airborne.
Literature :
Aircraft By Type (deltamuseum.org)
Verkeersvliegtuigen (Moussault) page 156
Jane’s all the world aircraft ’64-’65 page 212
Jane’s all the world aircraft 1970-71 page 395/396
De Nederlandse DC-8 vliegtuigen page1-33
Praktisch handboek vliegtuigen deel 5 page 63 t/m 66
Straalverkeersvliegtuigen page 11 t/m 79
Amerikaanse vliegtuigbouwers page 67/68
Wat is dat voor een vliegtuig page 86
www.geocites.com/nrpc04/dc8-10.jpg
Alles over straalvliegtuigen (Hooftman) page 1
confidence rating regarding source data : medium – high all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 16 September 2023 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
