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Despite performance predicted to significantly surpass conventional twin airliners, excessive complexity and high development costs (with consequent high sales price and operating costs) meant that less risky types, such as
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aircraft, reduced drag by 30% and eliminated the problems associated with controlling the aircraft with one engine out. Cabin access would have been by airport stair through a single
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as the XB-42 (these rated at 1,375 hp (1,025 kW)), fitted below and immediately behind the cockpit. They were to power
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111:. It was intended to operate on short- and medium-range routes, carrying between 40 and 48 passengers in a then-novel
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on a fighter project. The airliner project was canceled after development costs made it commercially unviable.
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237 mph (381 km/h, 206 kn) at 10,000 ft (3,050 m) - 60% power
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559:"Tail End Propellers Will Push The New Douglas Air Transport", November 1945,
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280 mph (450 km/h, 240 kn) at 20,200 ft (6,200 m))
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553:"Your Pin-up Douglas DC-8 Transport", February 1946, Popular Science
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Morgan, Eric B. (February 1972). "DC-8 that might have been".
458:"Tail Pusher Cruises at 200mph", March 1947, Popular Mechanics
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under the cabin floor (an arrangement reminiscent of the
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Abandoned civil aircraft projects of the United States
288:, 1,600 hp (1,200 kW) each (take-off power)
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early article revealing DC-8 design to general public
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in 1938, but was still not in standard airline use).
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91:in the tail, an idea first used at Douglas by
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315:2,370 mi (3,810 km, 2,060 nmi)
107:, the program began shortly after the end of
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528:. Vol. 34, no. 2. pp. 54–55.
144:). This arrangement, also proposed for the
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506:(1979 ed.). Naval Institute Press.
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115:cabin (which had been pioneered by the
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87:, the piston-engined DC-8 was to have
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502:McDonnell Douglas aircraft since 1920
381:McDonnell Douglas aircraft since 1920
7:
244:1,104 sq ft (102.6 m)
218:110 ft 2 in (33.58 m)
555:bottom of page 96, art work Page 97
460:article with photos of Cloudster II
212:77 ft 8 in (23.67 m)
780:188 / 188E / 210
574:article on the DC-8 and Martin 202
14:
274:40,000 lb (18,144 kg)
268:24,415 lb (11,074 kg)
75:was an American piston-engined
439:, pp. 714–5 & diagram
327:940 ft/min (4.8 m/s)
1:
321:30,500 ft (9,300 m)
125:The DC-8 was to use the same
851:Twin-engined pusher aircraft
498:Francillon, René J. (1979).
472:, pp. 715 & diagram
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800:High Speed Civil Transport
186:DC-8 that might have been
179:Specifications (estimated)
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16:Proposed airliner project
383:(Putnam, 1979), p. 432.
191:General characteristics
103:Based on the cancelled
64:Douglas XB-42 Mixmaster
755:DC-7 (C-74 derivative)
238: in (8.17 m)
99:Design and development
568:"New U.S. Transports"
541:DC-8 'Skybus' concept
795:MD-12 / -XX
765:DC-8 piston airliner
379:Francillon, René J.
338:Pusher configuration
282:Allison V-1710-G4L/R
146:Douglas Cloudster II
812:McDonnell 119 / 220
448:Francillon, p. 432.
344:Related development
546:2007-05-23 at the
519:- Total pages: 721
846:Low-wing aircraft
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53:Project canceled
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206:40-48 passengers
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149:general aviation
93:Edward F. Burton
81:Douglas Aircraft
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44:Douglas Aircraft
34:Type of aircraft
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109:World War II
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73:Douglas DC-8
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748:Never built
702:Jet-engined
482:Morgan 1972
294:Performance
278:Powerplant:
224:26 ft
138:driveshafts
113:pressurized
79:project by
825:Categories
810:See also:
785:Model 2229
775:DC-10 Twin
491:References
286:V12 engine
242:Wing area:
89:propellers
615:airliners
216:Wingspan:
204:Capacity:
184:Data from
544:Archived
332:See also
153:portside
77:airliner
31:Airliner
648:Dolphin
609:Douglas
570:a 1945
258:Airfoil
233:⁄
222:Height:
210:Length:
161:Convair
127:Allison
50:Status
572:Flight
510:
313:Range:
169:Martin
155:door.
130:V1710s
117:Boeing
760:DC-7D
739:MD-11
734:DC-10
729:MD-95
724:MD-90
719:MD-80
673:DC-4E
368:Notes
200:three
198:Crew:
173:2-0-2
105:XB-42
27:Role
22:DC-8
714:DC-9
709:DC-8
693:DC-7
688:DC-6
683:DC-5
678:DC-4
668:DC-3
663:DC-2
658:DC-1
611:and
508:ISBN
280:2 ×
253:11:1
167:and
142:P-39
71:The
643:M-4
638:M-3
633:M-2
628:M-1
171:'s
165:240
163:'s
120:307
827::
653:DF
417:^
388:^
601:e
594:t
587:v
516:.
260::
251::
235:4
231:3
228:+
226:9
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