Douglas DC-7
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| Douglas DC-7 | ||
|---|---|---|
 Douglas DC-7 aircraft | ||
| Description | ||
| Role | Civil air transport | |
| Crew | 3 or 4 | |
| Passengers | 99 to 105 | |
| First Flight | 1953 | |
| Entered Service | ||
| Manufacturer | Douglas Aircraft Company Long Beach, California | |
| Dimensions | ||
| Length | 112 ft 3 in | 37 m |
| Wingspan | 127 ft 6 in | 42 m |
| Height | 31 ft 10 in | 10.5 m |
| Wing area | 1,637 ft² | 152 m² |
| Weights | ||
| Empty | 72,763 lb | 33,005 kg |
| Loaded | lb | kg |
| Maximum takeoff | 143,000 lb | 65,000 kg |
| Capacity | ||
| Powerplant | ||
| Engines | Four Wright R-3350 radial piston engines | |
| Power | 13,600 hp | 10,140 kW |
| Performance | ||
| Cruising speed | 355 mph | 570 km/h |
| Maximum speed | 406 mph | 650 km/h |
| Range (DC-7A) | 4,605 miles | 7,410 km |
| Range (DC-7C) | 5,635 miles | 9,070 km |
| Ferry range | miles | km |
| Service ceiling | 25,000 ft | 7,600 m |
| Rate of climb | 1,043 ft/min | 318 m/min |
| Wing loading | 87.4 lb/ft² | 427.6 kg/m² |
| Power/Mass | 0.10 hp/lb | 160 W/kg |
| Avionics | ||
| Avionics | ||
The Douglas DC-7 is an aircraft built by the Douglas Aircraft Company from 1953 to 1958. It was the last major piston transport made by Douglas, coming just a few years before the advent of jet aircraft such as the Boeing 707 and Douglas DC-8. 338 were produced: about 40 are still in service.
History
Pan American World Airways originally requested the "DC-7" in 1945, as a civilian version of the C-74 Globemaster military transport. It cancelled its order shortly afterward.American Airlines revived the designation when it requested an extended-range DC-6 for its transcontinental services. At the time, the Lockheed Constellation was the only aircraft capable of making a nonstop coast-to-coast flight in both directions. Douglas was reluctant to build the aircraft until AA president C. R. Smith placed a firm order for twenty-five at a price of $40 million, covering Douglas's development costs.
The prototype flew in May of 1953, and American received its first DC-7 in November, inaugurating the first nonstop coast-to-coast service in the country (taking 8 hours) and forcing rival TWA to offer a similar service with its Super Constellations. Both aircraft, however, suffered from unreliable engines, and many transcontinental flights had to be diverted because of in-flight engine failures.
The early DC-7's were only sold to U.S. carriers. European carriers could not take advantage of the small range increase in the early DC-7, so Douglas released an extended-range variant, the DC-7C (Seven Seas) in 1956. A 10 ft (3.05 m) wing-root insert added fuel capacity, reduced induced drag, and made the cabin quiter by moving the engines further outboard. The fuselage, which had been extended over the DC-6B's by a 40in (1.02 m) plug behind the wing for the DC-7 and -7B, was lengthened by a similar plug ahead of the wing to give the DC-7C a total length of 112 ft 3 in (34.21 m). Pan Am used DC-7C aircraft to inaugurate the first nonstop New York-London service, forcing BOAC to buy the aircraft rather than wait on the delivery of the Bristol Britannia. The DC-7C found its way into several other overseas airlines' fleets, including SAS, which used them for cross-polar service to North America and Asia. However, the 7C's sales were cut short by the arrival of the 707 and DC-8 a few years later.
Starting in 1959, Douglas began converting DC-7A and DC-7C aircraft into DC-7F freighters, which extended the life of the aircraft past its viability as a passenger transport.
Airlines
Historical operators of the DC-7 include Alitalia, American Airlines, BOAC, Braniff Airways, Caledonian Airways, Delta Air Lines, Eastern Air Lines, Emirates, Japan Airlines, KLM, National Airlines, Northwest Orient, Panair do Brasil, Pan American World Airways, Sabena, SAS, Swissair, THY, and United Airlines.Today, many DC-7's are based in the western United States, and used for pouring water on wildfires ("water bombing"). A few others are used for air cargo. Due to its engine problems, the DC-7 has not had the same longevity as the DC-6, which is still used by a number of commercial operators. The U.S. military also passed on the DC-7, although a few foreign militaries purchased the aircraft as a transport.
External links
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