Beautiful - and rare video! The scenes and sounds brought back many childhood memories of happy flights aboard all versions of the DC-8 (except for the Super -70 series). And, yes, they (along with the Boeing 707 and Convair CV990) were loud beasts. Flying was quite an adventure then!
I rode on a DC-8 once on the way to Gander Nfld. This sure brings back memories. I was on many different airplanes at a young age and also have fun memories of turboprops. Also have to love the RR Dart sounds. All of these trips inspired and got licensed at 17 Yrs old. Thanks for posting! 😊
707s had two sets of thrust reversers on there engines also. One directly behind the exhaust. And one that engaged were the fan bypass thrust can out! Ingenious!
Actually, I believe Douglas designed the nacelles for the DC-8s as Boeing designed a completely different nacelle for 707, that had exactly the same power plant. Still cannot fully understand how the DC-8 reverse thrust works from video though.
@@robytar: How did reverse thrust in the DC-8 work? Not very well! In all seriousness, I took some detail photos of a JT3D nacelle from a DC-8 at Delta's museum once, and the operation is simpler than it seems. As you can see in the video, there's a series of hinged doors behind the cold stream duct exhaust that open like Venetian blinds. Underneath those doors, there's a set of cascade vanes. If you pay close attention to when the reversers deploy, you can see that, once the blinds open, the whole assembly pivots outward (hinged at the back) and the cold stream exhaust hits the cascade vanes (which are obscured in darkness in the video). At the tail end of the nacelle, there is a separate reverser assembly for the hot stream. This has two major parts, a sleeve that moves backwards and a set of clamshell doors inside the exhaust pipe. As the sleeve moves backwards, drag links pull the clamshell doors open. The reversed thrust is then directed through another set of cascade vanes.
@@jimprior5700 : well... yes, that's precisely what the bypass flow is. I thought this was generally understood. This is why the technical term for a design that only reverses the bypass flow is "cold stream thrust reverser."
Wow, that was recorded in my city when I was just three years old. Looks sooo historical now, both the quality of the footage and the engine cowlings make this seem like a different age, long ago. I remember flying in the mid to late nineties, everything felt much more modern then, at least to me.
EXCELLENT landing! If you look closely, touchdown point is only about 120 meters after the threshold. No endless flare as it is "modern" today, wasting at least 500 meters of the runway!!
Thanks for showing this. Now I have almost no doubt that our return flight from Winnipeg in 1979 was on an Air Canada DC-8 to complete my first round trip on a plane. I don't know for sure what the make of aircraft was on the outgoing flight because Air Canada had two types with the single-isle, six-abreast seating (the Boeing 727 and the DC-8). I was seven years old at the time and had next to zero knowledge of planes then. But the reason I think the return flight was on a DC-8 is because I remember seeing two pods sticking out forward from under the starboard wing, which I now realize were the engine nacelles.
They're JT3D's. But the Super 61's have nacelles that (I think I read somewhere) were developed and built by Grumman. These were roughly cone-shaped and bypassed the fan thrust out a pair of "vents" instead of the annular/ring design that is ubiquitous now. As seen in the video, they had one of the most complex thrust-reversers ever used on a commercial aircraft. They also had air-starters that were so loud, you could hear them down in baggage claim at St Louis even through all of the concrete walls! The pylons and nacelles were re-designed again (this time by Douglas) for the Super 62/63 and 70-series. Those are the "straight tube" design. And in the very early 1980s, a modest number of DC-8s were upgraded to the CFM-56 (currently in use on the 737),
The DC-8 is my favourite AC. My dad worked for TCA/Air Canada, we flew them often, including Barbados. The club seats and bar were a treat, many games of cribbage and feasts were enjoyed. The 40 series were ground breaking at the time. Each seat,including economy, had a light at your shoulder, and curtains, not shades. Their Rolls Royce engines screamed. I can still smell the fumes. Thank you for the memory jog.
@@brucecanmore3788 The Conway, fitted to only 32 of 556 DC-8s built (and 37 of 1000+ 707s). At best it was a stop-gap between the original "straight-pipes" and the JT3D, which of course took the industry by storm.
The throttle control seems odd - didn’t appear to have even remotely the same power applied to all four engines (I mean it’s normal for them to be a little off) and I guess it’s probably SOP, but it seems like an added complication to stow the reverses on the outboard engines first. I understand for maintenance reasons only using half, but in this case they’re all being actuated anyways, why not deploy and stow at the same time… one throttle movement. Also that sink rate was kinda scary haha, she didn’t seem like she wanted to stop either.
My understanding is that, back in biblical times, common thinking was that it was better to do a go-around with half of the engines spooled than none of them spooled. It was somewhat common for 727 pilots to leave the outer engines spooled up and control speed with the center engine for the same reason. Was it actually necessary? Probably not... but it certainly would be nice to have the quicker power response on at least half of your engines if you needed to rapidly power up. As pointed out above, the outer engines pose a greater FOD risk due to them being closer to the runway edge, so it makes a lot of sense to stow the reversers on them first while maintaining reverse thrust on the inner engines.
Some of the Best Airliners ever made and the World was fair and Good !! In some places passengers arriving by airplane were welcomed with the Red Carpet after exciting the airplane !! The Best treatment in life wich doesn't exists anymore ??
@@azulramos8957 Geez, then it must have been raining hard in Nashville in December 2003 when our Southwest flight landed there (a stop-over on the way to Raleigh).
![โอ้เธอช่าง... - บี้เดอะสกา ft. ต๋อง เทวัญ (Prod. by ป๋าเพชร) [Official MV]](http://i.ytimg.com/vi/zbWhiLFmVL0/mqdefault.jpg)
Crazy how these DC-8’s were considered quiet when they debuted back in the 50s and 60s. Great video.
The Dc 8 was relatively quiet compared to the DeHaviland Comet.
But I think only inside.
Bro at 50s and 60s birgenair didn't exist
Good footage of the thrust reversers on the older Super Sixty DC-8's. Its a neat design and there's little footage of it around! Very cool!
Beautiful - and rare video! The scenes and sounds brought back many childhood memories of happy flights aboard all versions of the DC-8 (except for the Super -70 series). And, yes, they (along with the Boeing 707 and Convair CV990) were loud beasts. Flying was quite an adventure then!
The Conway reverse system was cool to see it moved forward and back and it acted both for reverse and as a hushkit
I remember I flew with the DC 8 to Mallorca back in the days with Scanair
Love to see today's pilots handling these proper aircraft that were made to be flown
I rode on a DC-8 once on the way to Gander Nfld. This sure brings back memories. I was on many different airplanes at a young age and also have fun memories of turboprops. Also have to love the RR Dart sounds. All of these trips inspired and got licensed at 17 Yrs old. Thanks for posting! 😊
707s had two sets of thrust reversers on there engines also. One directly behind the exhaust. And one that engaged were the fan bypass thrust can out! Ingenious!
That reverser mechanism - wow!
Wild thrust reverse on those. Can't even tell the engine has one till it's engaged! P&W has the best engineering!
Actually, I believe Douglas designed the nacelles for the DC-8s as Boeing designed a completely different nacelle for 707, that had exactly the same power plant. Still cannot fully understand how the DC-8 reverse thrust works from video though.
@@robytar: How did reverse thrust in the DC-8 work? Not very well!
In all seriousness, I took some detail photos of a JT3D nacelle from a DC-8 at Delta's museum once, and the operation is simpler than it seems. As you can see in the video, there's a series of hinged doors behind the cold stream duct exhaust that open like Venetian blinds. Underneath those doors, there's a set of cascade vanes. If you pay close attention to when the reversers deploy, you can see that, once the blinds open, the whole assembly pivots outward (hinged at the back) and the cold stream exhaust hits the cascade vanes (which are obscured in darkness in the video).
At the tail end of the nacelle, there is a separate reverser assembly for the hot stream. This has two major parts, a sleeve that moves backwards and a set of clamshell doors inside the exhaust pipe. As the sleeve moves backwards, drag links pull the clamshell doors open. The reversed thrust is then directed through another set of cascade vanes.
@@ErickC The "cold stream " is actually fan air.
@@jimprior5700 : well... yes, that's precisely what the bypass flow is. I thought this was generally understood. This is why the technical term for a design that only reverses the bypass flow is "cold stream thrust reverser."
Wow, that was recorded in my city when I was just three years old. Looks sooo historical now, both the quality of the footage and the engine cowlings make this seem like a different age, long ago. I remember flying in the mid to late nineties, everything felt much more modern then, at least to me.
Music to my ears. But not an airline I would have risked, even before Puerto Plata. And yes, history of crash makes this all the more interesting.
Nothing seemed wrong with them before 301. Just a typical leisure carrier
Sounds like a very loud MD80 jet. Thanks for sharing. Always wanted to ride in the DC8
EXCELLENT landing! If you look closely, touchdown point is only about 120 meters after the threshold. No endless flare as it is "modern" today, wasting at least 500 meters of the runway!!
The "venetian blinds" for the fan reversers was a piece of work.
Thanks for showing this. Now I have almost no doubt that our return flight from Winnipeg in 1979 was on an Air Canada DC-8 to complete my first round trip on a plane. I don't know for sure what the make of aircraft was on the outgoing flight because Air Canada had two types with the single-isle, six-abreast seating (the Boeing 727 and the DC-8). I was seven years old at the time and had next to zero knowledge of planes then. But the reason I think the return flight was on a DC-8 is because I remember seeing two pods sticking out forward from under the starboard wing, which I now realize were the engine nacelles.
Could have been also a 707
@@robinprivat3024 Air Canada never operated the 707.
@@dalegoulet2774 ok
I haven't seen dc8s but they still fly in miami they have all the classics
No, there are only 5 airworthy DC-8 left (2x USA, 3x Congo)
My man came in about 2' over the threshold.
love the 8
Take off footage?
What kind of engine is that? It just doesn't look like a JT3D
They're JT3D's. But the Super 61's have nacelles that (I think I read somewhere) were developed and built by Grumman. These were roughly cone-shaped and bypassed the fan thrust out a pair of "vents" instead of the annular/ring design that is ubiquitous now. As seen in the video, they had one of the most complex thrust-reversers ever used on a commercial aircraft. They also had air-starters that were so loud, you could hear them down in baggage claim at St Louis even through all of the concrete walls! The pylons and nacelles were re-designed again (this time by Douglas) for the Super 62/63 and 70-series. Those are the "straight tube" design. And in the very early 1980s, a modest number of DC-8s were upgraded to the CFM-56 (currently in use on the 737),
The DC-8 is my favourite AC. My dad worked for TCA/Air Canada, we flew them often, including Barbados. The club seats and bar were a treat, many games of cribbage and feasts were enjoyed. The 40 series were ground breaking at the time. Each seat,including economy, had a light at your shoulder, and curtains, not shades. Their Rolls Royce engines screamed. I can still smell the fumes.
Thank you for the memory jog.
@@brucecanmore3788 The Conway, fitted to only 32 of 556 DC-8s built (and 37 of 1000+ 707s). At best it was a stop-gap between the original "straight-pipes" and the JT3D, which of course took the industry by storm.
The outer reversers cut out much sooner than inner ones!
Yes because there's usually more small FOD on the runway there as it is closer to the edge. So sucking up small debris is easier
interessant das die noch die alten triebwerke hat! 1993 sind eigentlich schon ein anderer typ verbaut
7:08 I couldn’t find any video to hear dc-8 engine buzz until now.
I had a chat with a DC-8 technician at the Airbus factory at Tolouse years ago, He assured me that they are built like a brick $hithouse!
The throttle control seems odd - didn’t appear to have even remotely the same power applied to all four engines (I mean it’s normal for them to be a little off) and I guess it’s probably SOP, but it seems like an added complication to stow the reverses on the outboard engines first. I understand for maintenance reasons only using half, but in this case they’re all being actuated anyways, why not deploy and stow at the same time… one throttle movement.
Also that sink rate was kinda scary haha, she didn’t seem like she wanted to stop either.
My understanding is that, back in biblical times, common thinking was that it was better to do a go-around with half of the engines spooled than none of them spooled. It was somewhat common for 727 pilots to leave the outer engines spooled up and control speed with the center engine for the same reason. Was it actually necessary? Probably not... but it certainly would be nice to have the quicker power response on at least half of your engines if you needed to rapidly power up.
As pointed out above, the outer engines pose a greater FOD risk due to them being closer to the runway edge, so it makes a lot of sense to stow the reversers on them first while maintaining reverse thrust on the inner engines.
wow
Some of the Best Airliners ever made and the World was fair and Good !! In some places passengers arriving by airplane were welcomed with the Red Carpet after exciting the airplane !! The Best treatment in life wich doesn't exists anymore ??
Nice hard landing - because it was wet?
Yeah. Harder landing means the tires can grip immediately, which makes the use of the main brakes more effectively.
@@azulramos8957 Geez, then it must have been raining hard in Nashville in December 2003 when our Southwest flight landed there (a stop-over on the way to Raleigh).
The typical weather when landing in Hamburg
looks like that was the last DC-8
Saugeil!!!
and last birgen air aircraft that still fly
nope, last flying is TC-BIR(737-300) flies with trigana air. DC-8 (TC-MAB) scrapped.
@@lowalyy oh,ok thanks for the info
Loud.
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