Aircraft structures for engineering students (3rd edition) - by A. Rothwell PDF

By A. Rothwell

Plane layout four (2001) 147–149

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In spite of the considerable sales success, cash flow again became a problem and efforts were made to raise an additional $75 million in new capital and expand the I' v Iving re lit line. The company had invested heavily in the new 0 -9 I rogram, pushed the DC-8 break-even point out again through developing the Series 60, and hired huge number of production workers. As the orders rolled in, it became apparent that the joint DC-8/DC-9 production line would have to be separated into a single line for the DC-8 and a twin track for the DC-9, requiring more unexpected capital.

Shortly after Flying Tigers put its -63s into service, the carrier reported that pilots were having braking problems when landing on wet runways at the 240,000-pound maximum landing weight. Douglas flooded a runway at its small Yuma, Arizona test center. During a series of high-weight landings, serious hydroplaning was experienced. The problem was eliminated by improving the Hydrol Mark II anti-skid braking system, which was then re-designated Mark III and retrofitted to all DC-8-63s. The last new version to leave the factory was the DC-863AF for Flying Tigers.

Were the last Series 50s. Air Canada r i d Ih final pas. enger version, a -53 on October 16, foil w d b a nil 'e1 -54AF on November 23. Total, 8 I r ell! 'tion included 240 passenger models "standard" plu 15 fr i ",t r~ un I t '( nv rtibles. An unidentified DC-8-63CF of Flying Tigers wears a shark's mouth, which was removed shortly after delivery ceremonies. SAS operated six DC-8-63s, including SE-DBH (In 392/msn 45924). Now with Aer Turas as E1-CGO, it has flown more than 80,000 hours. Air Afrique's DC-8-63CF TU-TCF (In 531/msn 46135) is one of the few remaining unconverted model 63s.

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Aircraft structures for engineering students (3rd edition) - Book Review by A. Rothwell


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