WELL .... I did warn everyone (tried to at least) that my next DC-8 related presentation was going to be something of a "MEGA POST".
I do tend to mean what I say .... and also say what I mean too
SO .... we're "nearing" (not quite there yet though) the final stage of this "V6" DC-8 model redevelopment and after more than a year of work so far
Having now completed our entire range of DC-8 3D models (among which 2 new S3HK models are also included .... for the DC-8-50F and DC-8-61F) .... and editing/re-editing features on these numerous times accordingly (including within the past 24 hours) too .... we're now entering that period of assessment in regard to how our current, and new production, textures each adapt to these "NEW" DC-8 3D models.
After commencing this phase we recently discovered patches of "unwanted reflective flickering" within the vicinity of wing under sides trailing edges (only) and which resulted in these areas, of these "NEW" models, being more closely scrutinized .... and the 3D models being edited/"FIXED" accordingly.
This particular issue was "VERY MINOR" .... really .... and appeared as described per the above brief description and as is evident within the following image ....
It "WASN'T" any of the textures causing this particular issue though. It was definitely a model related one (accidentally duplicated parts .... an easy oversight) .... and Paul, to his credit, wanted to address this and which is precisely what he's now successfully done along with applying other very minor fixes he's applied "today" also.
The only element of unusual reflectivity now remaining within the under sides features of these 3D models is that associated with the natural ridge of structural discontinuity which exists between both the lower wing surfaces and fuselage wing box. This's more noticeable with natural metal surfaces but is virtually non-existent with textures representing painted undersides. What's apparent is essentially a result of the way the natural FS time of day/season lighting interacts with Alpha elements of some textures and within this area of distinctly contoured surfaces of these models. It could possibly be eliminated altogether, but, to do so would likely require "a complete rebuild" of this section of every individual model. It would also likely impose "a major texture bump" too (applicable to each an every individual existing and all new textures), but, which is something we're simply "not prepared to risk". As stated earlier within this thread .... we "DO" need to draw the line somewhere in regard to the editing of existing 3D models and especially in the interest of avoiding such texture bumping. In any case "NEW" models have been compiled (edited "as much as we dare") in order to address this unwanted reflectivity as best we can and without wrecking anything else .... the success of which is evident among each the following images in comparison with the above affected image.
DC-8 SHIP ONE 1958
DC-8 10 (-11/-12)
DC-8 20 (-21)
DC-8 20F (-21F)
DC-8 30 (-31/-32/-33)
DC-8 30F (-33F)
DC-8 40 (-41/-42/-43)
DC-8 40F (-43F)
DC-8-50 SHIP
DC-8-50 (-51/-52/-53/-54/-55
DC-8-50F (-51F/-52F/-53F/-54F/-55F
DC-8-50F S2HK (-51F/-52F/-53F/-54F/-55F
DC-8 SUPER 61
DC-8 SUPER 61CF/F
DC-8 SUPER 61CF/F S2HK
DC-8 SUPER 62/H
DC-8 SUPER 62CF/F/HF
DC-8 SUPER 63
DC-8 SUPER 63CF
DC-8 SUPER 71
DC-8 SUPER 71CF/F
DC-8 SUPER 72
DC-8 SUPER 72CF/F
DC-8 SUPER 73
DC-8 SUPER 72CF/F
New PSD files are also being developed for these models too .... and will ultimately make the current one's "redundant", but, this's something that'll only implicate HJG team member artists and not the general public. Some new texture mapping/detailing has also now been applied and which requires a small number of new texture BMP's being added to all existing and new textures for each different version of these "NEW" models, but, this'll be explained in greater detail upon release. In the meantime here's a selection of images demonstrating some of our current textures on each of these new 3D models .... along with a few other historical details relating to each group of these aircraft and in relation to how HJG has, since 2000, represented each of these simulations .... "the DC-8 being the aircraft type which actually launched HJG more than 22 years ago" ....
THE HISTORY OF HJGtonymadgehjg.proboards.com/thread/10133/history-hjgTHE HJG REPRESENTED FAMILY OF DC-8 SIMULATIONS
GROUP 1: DC-8 SHIP ONE THROUGH -43FHJG represent each of the following versions of these particular aircraft ....
- DC-8 SHIP ONE 1958 P&W JT3C turbojet engines 13,500 LBS thrust (water/methanol injection) - MGTOW 265,000 LBS - PAX configuration
- DC-8-11 P&W JT3C-6 turbojet engines 13,500 LBS thrust (water/methanol injection) - MGTOW 265,000 LBS - PAX configuration
- DC-8-12 P&W JT3C-6 turbojet engines 13,500 LBS thrust (water/methanol injection) - MGTOW 273,000 LBS - PAX configuration
- DC-8-21 P&W JT4A-7 turbojet engines 15,800 LBS thrust - MGTOW 276,000 LBS - PAX configuration
- DC-8-21F P&W JT4A-7 turbojet engines 15,800 LBS thrust - MGTOW 276,000 LBS - cargo configuration
- DC-8-31 JT4A-9 turbojet engines 16,800 LBS thrust - MGTOW 300,000 LBS - PAX configuration
- DC-8-32 JT4A-9 turbojet engines 16,800 LBS thrust - MGTOW 310,000 LBS - PAX configuration
- DC-8-33 P&W JT4A-11 turbojet engines 17,500 LBS thrust - MGTOW 315,000 LBS - PAX configuration
- DC-8-33F P&W JT4A-11 turbojet engines 17,500 LBS thrust - MGTOW 315,000 LBS - cargo configuration
- DC-8-41 RR Conway 509 fanjet engines 17,500 LBS thrust - MGTOW 300,000 LBS - PAX configuration
- DC-8-42 RR Conway 509 fanjet engines 17,500 LBS thrust - MGTOW 310,000 LBS - PAX configuration
- DC-8-43 RR Conway 509 fanjet engines 17,500 LBS thrust - MGTOW 315,000 LBS - PAX configuration
- DC-8-43F RR Conway 509 fanjet engines 17,500 LBS thrust - MGTOW 315,000 LBS - cargo configuration
When the DC-8 first entered commercial service during 1959 .... as the -11 SERIES powered by P&W JT3C-6 turbojet engines (with water/methanol injection to augment TO performance) .... it was under powered and its performance was also impaired by drag and to such an extent that these aircraft initially performed some 50 KTS below DOUGLAS's own speed guarantees. Between the DC-8-11 and -43 a number of modifications were applied to these aircraft in order to boost their performance .... "at whatever cost to the company" was Mr DOUGLAS Snr's insistence. As these aircraft were modified, and as superior jet engine technology also became available too, the DC-8 became more powerful, heavier, and a better and more logistically capable aircraft (although it never "economically" met its original airspeed performance guarantees and was always slightly slower than competing B707 versions .... partly due to its 5* less wing sweep than the B707, but, which also resulted in it offering smoother flight characteristics in rough air conditions, and promoted its ability to operate into some ports with less limitations than the B707 under certain operating conditions). Most of the original -11 SERIES aircraft were therefore upgraded to later DC-8 type specifications. Among this SERIES DC-8 SHIP ONE .... powered by P&W JT3C (non-reverser equipped) turbojet engines .... became the first of three aircraft used by DOUGLAS to flight test and certify the DC-8 and aid the types future development. The P&W JT4A-7 turbojet powered DC-8-20 was developed as a hot and high operations capable aircraft .... whilst the DC-8-30 .... powered by P&W JT4A-9 and JT4A-11 turbojet engines (depending on aircraft sub marque) .... became both "the first" of the intercontinental range capable DC-8's as well as "the first" of the type to appeal to foreign operators. The DC-8-40 then became "the first" of the SERIES to be powered by turbofan (as opposed to earlier turbojet) engine technology .... in the form of the slightly quieter and more fuel efficient RR CONWAY 509 fanjet engine. On August 21st 1961 a DC-8-43, destined to become CPA's CF-CPG, also earned distinction of becoming "the first" civil jetliner to exceed the sound barrier when, during a planned/controlled shallow dive between FL520 and FL420 (and which additionally became a world altitude record for a civil jetliner) it attained a velocity/airspeed of MACH 1.012/662 mph (TAS).
DC-8 SHIP ONE 1958
DC-8 10 (-11/-12)
DC-8 20 (-21)
DC-8 20F (-21F)
DC-8 30 (-31/-32/-33)
DC-8 30F (-33F)
DC-8 40 (-41/-42/-43)
DC-8 40F (-43F)
GROUP 2: DC-8 50 SHIP ONE THROUGH 55FHJG represent each of the following versions of these particular aircraft ....
- DC-8-51 SHIP ONE 1960 P&W JT3D-1 fanjet engines 17,000 LBS thrust - MGTOW 276,000 LBS - PAX configuration
- DC-8-51 P&W JT3D-1 fanjet engines 17,000 LBS thrust - MGTOW 276,000 LBS - cargo configuration
- DC-8-52 P&W JT3D-3/3B fanjet engines 18,000 LBS thrust - MGTOW 300,000 LBS - PAX configuration
- DC-8-52F P&W JT3D-3/3B fanjet engines 18,000 LBS thrust - MGTOW 300,000 LBS - cargo configuration
- DC-8-53 P&W JT3D-3/3B fanjet engines 18,000 LBS thrust - MGTOW 315,000 LBS - PAX configuration
- DC-8-53F P&W JT3D-3/3B fanjet engines 18,000 LBS thrust - MGTOW 315,000 LBS - cargo configuration
- DC-8-54F (low empty weight) P&W JT3D-3/3B fanjet engines 18,000 LBS thrust - MGTOW 315,000 LBS - cargo configuration
- DC-8-54JT (high empty weight) P&W JT3D-3/3B fanjet engines 18,000 LBS thrust - MGTOW 315,000 LBS - PAX configuration
- DC-8-55 P&W JT3D-3/3B fanjet engines 18,000 LBS thrust - MGTOW 325,000 LBS - PAX configuration
- DC-8-55F P&W JT3D-3/3B fanjet engines 18,000 LBS thrust - MGTOW 325,000 LBS - cargo configuration
The DC-8-50 became definitive version of the original/short fuselage DC-8 SERIES aircraft. It was marketed by DOUGLAS in 5 basic versions .... and certified for a MGW ranging from 276,000 LBS (in DC-8-51 form) to 325,000 LBS (in DC-8-55 form) for medium, trans-continental, and intercontinental type operations. It was also the first of the DC-8 SERIES to be powered by superior US-developed P&W JT3D-1 and JT3D-3B fanjet engines certified for 17,000 LBS to 18,000 LBS thrust respectively. DC-8 SHIP ONE was upgraded to fanjet power .... supported by its original DC-8-10 pylons .... in order to certify both the JT3D fanjet engine and DC-8-50 type prior to it being sold for commercial service during 1962. It was retired from service during 1982 .... and scarpped during 2001. At round the time of the DC-8-50's entry to commercial service though the world airline industry was also subjected to a recession .... imposed by the rapid move by most major airlines around the world to re-equip with jets and which created excess capacity that took a considerably longer duration than predicted duration to recover from. During this period DC-8 sales slackened so alarmingly that DOUGLAS considered closing its DC-8 production line. By 1963 salvation for the DC-8 line arrived .... not in the form of suddenly increased aircraft sales to regular airlines, but rather, in the form of a new aviation industry focused upon jet air freight operations .... and for which the aircraft's designed versatility was ideally suited. This ultimately saved the future DC-8 production. DC-8-50 freighter services continued well into the late 1990's and by which time the few remaining operational aircraft were fitted with Hush Kits developed by QTV (among other noise insulation options) .... in order to be compliant with Stage III noise restrictions.
DC-8-50 SHIP ONE
DC-8-50 (-51/-52/-53/-54/-55
DC-8-50F (-51F/-52F/-53F/-54F/-55F
DC-8-50F S3HK (-51F/-52F/-53F/-54F/-55F
GROUP 3: DC-8 SUPER 61 THROUGH 61CF/FHJG represent each of the following versions of these particular aircraft ....
- DC-8-61 P&W JT3D-3/3B fanjet engines 18,000 LBS thrust - MGTOW 325,000 LBS - PAX configuration
- DC-8-61CF/F P&W JT3D-3/3B fanjet engines 18,000 LBS thrust - MGTOW 328,000 LBS - cargo configuration
By the early to mid 1960's projected, but delayed, growth within the world airline industry was becoming apparent and to such an extent that air traffic congestion was beginning to pose problems .... especially at major US airports. Again the DC-8's designed versatility became its future security within the world civil aviation market as DOUGLAS stretched the DC-8-50 by some 37 FT .... and which resulted in the DC-8 SUPER 61 .... featuring the DC-8-50 wing and powered by the same 18,000 LB thrust P&W JT3D-3B fanjet engines as higher weight versions of the DC-8-50. Potential for the SUPER 61 was limited though due to its being certified for up to DC-8-55 weights (only) .... despite its greatly increased capacity. As this aircraft was much longer it was also subject to a little more drag component than the DC-8-50 and which slightly reduced its airspeed and range, however, the SUPER 61 had only been developed for high capacity medium to trans-continental type operations and not as an intercontinental air transport. A small number of DC-8 SUPER 61 freighters also remained in service well into the late 1990's too .... fitted with Hush Kit treatments in order to meet Stage III airport noise restrictions.
DC-8 SUPER 61
DC-8 SUPER 61CF/F
DC-8 SUPER 61CF/F S3HK
GROUP 4: DC-8 SUPER 62 THROUGH 62CF/F- DC-8-62 P&W JT3D-3/3B ducted-fan fanjet engines 18,000 LBS thrust - MGTOW 335,000 LBS - PAX configuration
- DC-8-62CF/F P&W JT3D-3/3B ducted-fan fanjet engines 18,000 LBS thrust - MGTOW 335,000 LBS - cargo configuration
- DC-8-62H (high gross weight) P&W JT3D-7 ducted-fan fanjet engines 19,000 LBS thrust - MGTOW 350,000 LBS - PAX configuration
- DC-8-62H/F (high gross weight) JT3D-7 ducted-fan fanjet engines 19,000 LBS thrust - MGTOW 350,000 LBS - cargo configuration
By the mid 1960's the worlds airlines were not only desperately in need of further increased capacity, but, were also beginning to demanding greater range too. This resulted in two further developments of the DC-8 .... the first of which became the DC-8 SUPER 62. This version of the aircraft was basically a DC-8-50 .... stretched by some 6 FT .... and featuring a slightly increased wing span with both reduced-drag wing tips and engine pylons. It was powered by P&W JT3D-3B ducted-fan fanjet engines (for the standard DC-8 SUPER 62) .... and P&W JT3D-7 ducted-fan fanjet engines (for the high gross weight DC-8 SUPER 62H) .... contained within similarly reduced-drag engine nacelles and each of which was rated at between 18,000 LBS and 19,000 LBS thrust respectively. These versions of the DC-8 were also certified for a MGW increases ranging from 335,000 LBS and 350,000 LBS respectively. With its greater logistical capabilities the DC-8 SUPER 62 became the worlds longest ranging jetliner .... and remained so well into the 1970's (it's range exceeding that of some B747 and DC-10 versions) .... having been designed as a medium capacity intercontinental type air transport.
DC-8 SUPER 62/H
DC-8 SUPER 62CF/F/HF
GROUP 5: DC-8 SUPER 63 THROUGH 83CF/F- DC-8-63 (low gross weight) JT3D-3/3B ducted-fan fanjet engines 18,000 LBS thrust - MGTOW 350,000 LBS - PAX configuration
- DC-8-63 (high gross weight) JT3D-7 ducted-fan fanjet engines 19,000 LBS thrust - MGTOW 355,000 LBS - PAX configuration
- DC-8-63CF/F (low gross weight) JT3D-3/3B ducted-fan fanjet engines 18,000 LBS thrust - MGTOW 350,000 LBS - cargo configuration
- DC-8-63CF/F (high gross weight) JT3D-7 ducted-fan fanjet engines 19,000 LBS thrust - MGTOW 355,000 LBS - cargo configuration
- DC-8-63PF (medium gross weight) JT3D-7 ducted-fan fanjet engines 19,000 LBS thrust - MGTOW 353,000 LBS - PAX configuration
The DC-8 SUPER 63 became the final development of DOUGLAS's original DC-8 line. It represented the SUPER 61's greatly increased capacity .... featuring the same 37 FT fuselage stretch .... whilst also benefiting from aerodynamic and power improvements applied to the DC-8 SUPER 62 .... all of which evolved this version of the DC-8 into a high capacity intercontinental type air transport. These versions of the DC-8 were certified for MGW increases ranging between 350,000 LBS and 355,000 LBS and mostly powered by P&W JT3D-7 ducted-fan fanjet engines. Although the B707 was by this time outselling the DC-8 .... the DC-8 SUPER 63 (and SUPER 61) had no rival within the international aviation market place until the advent of the A300B, B747, DC-10, and L-1011 TRISTAR. Both the DC-8 SUPER 62 and -63 also enabled DC-8 production to be further extended and result in a respectable 556 airframes being delivered to airlines around the world by the time DC-8 production was closed during 1972 in favour of DC-10 development. The DC-8 might eventually have outsold the B707 had both market and financial circumstances not so fatefully conspired to prevent DOUGLAS from launching its SUPER 61, SUPER 62, and SUPER 63 developments earlier than became possible and prior to its 1967 merger with McDONNELL AIRCRAFT.
DC-8 SUPER 63
DC-8 SUPER 63CF/F
GROUP 6: DC-8 SUPER 63 THROUGH 83CF/F- DC-8-71 CFM56-2C5 turbofan engines 22,000 LBS thrust - MGTOW 325,000 LBS - PAX configuration
- DC-8-71CF/F CFM56-2C5 turbofan engines 22,000 LBS thrust - MGTOW 328,000 LBS - cargo configuration
As applied to the B707, and both the CV880 and CV990 also, all versions of the DC-8 were "NOISEY" aircraft. Equally "NOISEY though .... if not more-so .... was the vociferous and rising noise lobby against the DC-8, and other early jetliners too, and which ultimately resulted in operational curfews being implemented at many airports around the world by the mid to late 1960's. The rising cost of jet fuel also began to tell against these aircraft too .... especially when impact of the 1970's oil price shocks began to bite airline economics hard .... along with the development of more powerful, fuel efficient, cleaner burning, and significantly quieter big turbofan engine technology of the type selected to power larger and more modern wide-body A300B, B747, DC-10, and L-1011 TRISTAR jetliners. McDONNELL-DOUGLAS (like BOEING too) was never particularly enthusiastic in regard to addressing aircraft noise or re-engining its DC-8's. It did none-the-less provide technical co-operation in regard to an independent and 1980's launched CAMMACORP program .... in association with both CFM INTERNATIONAL and GRUMMAN AEROSPACE .... which resulted in some 110 DC-8 SUPER 61, SUPER 62, and SUPER 63 aircraft being re-engined with modern CFM-56-2C5 turbofan engines rated at 22,000 LBS thrust, and which exhibited not only greater power, but also, substantial noise reduction, greater environmental cleanliness, and significant improvements in fuel economy .... and which ultimately promoted further significant range improvements without the imposition payload reduction. More DC-8's might have been subjected to this CAMMACORP/CFM INTERNATIONAL/GRUMMAN AEROSPACE engine upgrade program (aimed at extending the service life of DC-8's to "within the definitions of STAGE III airport noise restrictions") had cheaper Hush-Kits not also been developed by aviation engineering competitors and which were applied to DC-8-50, SUPER 61, SUPER 62, and SUPER 63 aircraft, and had the original date for STAGE III noise compliance also not been further extended too. All re-engined versions of DC-8 SUPER 61's were re-designated DC-8 SUPER 71 aircraft .... of which some 53 conversions were undertaken between 1981 and 1986.
DC-8 SUPER 71
DC-8 SUPER 71CF/F
GROUP 7: DC-8 SUPER 63 THROUGH 83CF/F- DC-8-72 CFM56-2C5 turbofan engines 22,000 LBS thrust - MGTOW 335,000 LBS - PAX configuration
- DC-8-72CF/F (high gross weight) CFM56-2C5 turbofan engines 22,000 LBS thrust - MGTOW 350,000 LBS - cargo configuration
All re-engined versions of DC-8 SUPER 62's were re-designated DC-8 SUPER 72 aircraft .... of which only 7 conversions were ever undertaken between 1981 and 1986. During 1983, and as a marketing/promotional stunt, CAMACORP demonstrated the phenomenally increased range capabilities of CFM re-engined DC-8's by flying a DC-8 SUPER 72 from Cairo to Los Angles "direct" .... a distance of some 8,300 miles .... and over a flight duration of 15 hours 45 minutes. Upon arrival at Los Angeles sufficient fuel remained aboard this aircraft to complete at least another 1,000 miles of flight. This particular exercise crowned the DC-8 SUPER 72 as "the worlds longest ranging civil jetliner"). Although the economy and range of modified SUPER 72's was "greatly enhanced" the types lower MGW/payload capabilities made these aircraft much less attractive candidates for the relatively high cost of such conversion. Almost all CFM upgraded DC-8 SUPER 72's re-entered service as VIP/charter and transport aircraft.
DC-8 SUPER 72
DC-8 SUPER 72CF/F
GROUP 8: DC-8 SUPER 63 THROUGH 83CF/F- DC-8-73 (high gross weight) CFM56-2C5 turbofan engines 22,000 LBS thrust - MGTOW 355,000 LBS - PAX configuration
- DC-8-73CF/F (high gross weight) CFM56-2C5 turbofan engines 22,000 LBS thrust - MGTOW 355,000 LBS - cargo configuration
All CFM-56 re-engined versions of DC-8 SUPER 63's were re-designated DC-8 SUPER 73 aircraft .... and of which some 50X conversions were undertaken between 1981 and 1986.
DC-8 SUPER 73
DC-8 SUPER 72CF/F
OTHER DC-8 FEATURESApart from the general reshaping of various parts of these new "V6" DC-8 models, and which has involved adding some features not previously represented (including two not previously represented S3HK models), as well as the complete rebuilding of other features too, all original model animations remain totally unchanged.
DC-8 SHIP ONE 1958 REAR FUSELAGE AIR-BRAKES ANIMATIONThis animation functions per the Spoiler keyboard commands
(Forward Slash /) .... or alternatively .... by setting the Spoiler Lever (located on the C/P sub panel of all DC-8 panels) to its
"ARM" detente for auto-deployment upon landing.
DC-8-10/-20/-30/ & -40 ENGINE EJECTORS/T-RINGS ANIMATIONThis animation functions per keyboard commands
(SHIFT+W) .... or alternatively .... by selecting the paired Ejector Switches (located on the O/H sub panel of all DC-8-10/-20/-30/ & -40 panels)
"ON".
DC-8 SUPER 71, SUPER 72, & SUPER 73 ENGINE NACELLESThe engine nacelles of all DC-8 SUPER 72 and -73 now feature Strakes .... whilst those for all DC-8 SUPER 71 models do not.
DC-8 SUPER 71 ENGINES (no Strake)
DC-8 SUPER 73 ENGINES
DC-8 MAIN DECK CARGO DOOR ANIMATIONThe port side forward fuselage main deck cargo door of all DC-8-20F/-30F/40F/-50F/SUPER 61F/SUPER 62F/SUPER 63F/SUPER 71F/SUPER 72F/& SUPER 73F models is operable. This animation functions per keyboard commands
(SHIF+E+2).
PLEASE NOTE: It's acknowledged that this combination of keyboard commands can be "temperamental" on some systems/FS installations (on other FS models too and not just HJG's). In the event of difficulties being experienced with this particular animation and combination of key board commands there "IS" a very easy and effective non-HJG supplied solution in the form of the following recommended FS.COM hosted
"RCB SELECTION CORRECTION" gauge/utility ....
Download and the above recommended gauge/utility and install it strictly in accordance with its accompanying instructions .... and no cargo door animation issues should ever again result using the cited SHIFT+E+2" combination of keyboard commands.
All other features and improvements to these new "V6" DC-8 models are adequately presented and explained within the different aircraft type specific postings throughout the previous several pages of this thread/presentation.
There will be no changes to any of our (Marco's and George's) current DC-8 panels or their supporting Gauges/Core Files. Nor will there be any changes to any of our (Benoit PAMONDOM's) current DC-8 sound packs either.... separate FS2004 and FSX versions of this audio is currently provided.
Some minor FDE tweaking "may" (possibly) be applied where this is deemed to be appropriate .... and only so long as such doesn't risk buggering-up other desirable aspects of the current flight modeling. Such is yet to be properly assessed though, and "IF" undertaken, is the most "time consuming" (and often frustrating) aspect of any FS development work .... HMMM "more bloody work" (prospectively) so I'll have to think about this in relation to what may need being done in proportion to its actual worth/gain.
HJG's DC-8 inventory is primarily defined by the simulated engine thrust, weight, and flight tuning assignments applied to each DC-8 type (which ultimately dictate FS performance) in order to try'n ensure each of these simulations perform differently (or they simply wouldn't be offered as they are) .... and as close as possible to the known R/W performance capabilities of each DC-8 type aircraft .... limited only by what's practical "for us to be able to apply" in accordance with the finite number of parameters available within FS and that can be easily manipulated of course.
"Provided each of these DC-8 simulations are loaded and flown properly/as recommended" .... the basic FS performance of each version
"AT MGW" (only) should be realized as follows ....
DC-8 SHIP ONE 1958
Airspeed/velocity = MACH 0.73.4
Altitude = 25,000 FT
DC-8-11
Airspeed/velocity = MACH 0.73.4
Altitude = 25,000 FT
DC-8-12
Airspeed/velocity = MACH 0.75.7
Altitude = 31,000 FT
DC-8-21 & 21F
Airspeed/velocity = MACH 0.80.5
Altitude = 31,000 FT
DC-8-31 & 32
Airspeed/velocity = MACH 0.79.6
Altitude = 31,000 FT
DC-8-33 & 33F
Airspeed/velocity = MACH 0.80.1
Altitude = 31,000 FT
DC-8-31/42 & 43F
Airspeed/velocity = MACH 0.81.6
Altitude = 31,000 FT
DC-8-51/52/53/54 & 55
Airspeed/velocity = MACH 0.81.1
Altitude = 31,000 FT
DC-8-51 & 51F
Airspeed/velocity = MACH 0.81.1
Altitude = 31,000 FT
DC-8-52/52F/53/53F/54/54F/55 & 55F
Airspeed/velocity = MACH 0.82.7
Altitude = 31,000 FT
DC-8 SUPER 61 & 61CF/F
Airspeed/velocity = MACH 0.80.1
Altitude = 31,000 FT
DC-8 SUPER 62 & 62CF/F (JT3D-3B)
Airspeed/velocity = MACH 0.81.7
Altitude = 31,000 FT
DC-8 SUPER 62H & 62H/CF (JT3D-7)
Airspeed/velocity = MACH 0.82.3
Altitude = 31,000 FT
DC-8 SUPER 63 & 63CF/F (JT3D-3B)
Airspeed/velocity = MACH 0.80.7
Altitude = 31,000 FT
DC-8 SUPER 63 & 63CF/F/PF (JT3D-7)
Airspeed/velocity = MACH 0.82.5.
Altitude = 31,000 FT
DC-8 SUPER 71 & 71CF/F
Airspeed/velocity = MACH 0.83.1
Altitude = 31,000 FT
DC-8 SUPER 72 & 72CF/F
Airspeed/velocity = MACH 0.83.8
Altitude = 31,000 FT
DC-8 SUPER 73 & 73CF/F
Airspeed/velocity = MACH 0.83.4
Altitude = 31,000 FT
Fuel flow rates are all governed by R/W TSFC data .... in relation to each engine type as well as simulated weight, altitude, and selected power settings in FS. PLEASE NOTE: Fuel flow rates, as defined by us and using such TSFC data, are accurate at SL .... but FS always has the final say .... to the extent we "have to" accept whatever indicated fuel flow rates then become by the time simulated cruising altitude is reached.
In order to realize accurate aircraft type performance observations it's
"ESSENTIAL" to use "the correct/recommended HJG DC-8 aircraft type panel version" with each HJG offered DC-8 aircraft type base pack" .... or issues "will" result. Be aware some aspects of our DC-8 panels are FDE "synchronized" by necessity, so, one can't use just any panel with any of these simulations and still expect optimal performance.
In regard to the use of the HJG supplied DC-8 sound packs. As the engine related aspects of each each HJG sound pack is also by necessity FDE "synchronized" too .... for best (the intended) audio play back results it's also
"ESSENTIAL" these sound packs be used with "the correct/recommended aircraft type base pack versions". Once again one can't use just any sound pack with any of these simulations and still expect optimal audio playback. For reasons of their FDE "synchronization" the HJG DC-8 sound packs similarly can't function (as we desire them to work) if applied to non HJG DC-8 simulations either.
Reliable DC-8 flying guides (for each DC-8 simulation) are provided within
"SECTIONS 4" and
"SECTION 5" of my following-linked forum based
"DC-8 MANUAL".HJG DC-8 MANUAL tonymadgehjg.proboards.com/thread/8019/hjg-panel-installation-handling-notesAll other essential information relative to the best/recommended handling of each HJG SDC-8 simulation is covered within other sections of the above-linked manual.
This's pretty much "IT" now .... I think .... presentation-wise at least .... and short of my deciding to hang a bit more new wall paper (imagery) here in the future since We can't meaningfully post images/presentations of FDE improvements .... of course.
Still "A LOT" of work to be done though
In the meantime .... I'd like to thank Paul HAAK for his continued efforts with this project (against all the odds he's confronted throughout this project), and to also acknowledge Jim CAMPISI for his much appreciated recent input/assistance too. Others among HJG's technical specialists will be acknowledged also "as their participation is imported into this still developing project"
Mark C
AKL/NZ
.... porque ahora he presentado imágenes en relación con cada uno de los nuevos modelos de aviones DC-8.
