Flight testing by retired DC-8-63 and L-1011 pilot Andre Poirier, and DC-8-71 Captain Carlos Roldos, and DC-8-63 captain Gerhard Opel
42 functions on the flight engineers panel however plane can be flown with out using the flight engineers panel
Total of 15 high resolution liveries with a paint kit for user to make their own liveries
Transcontinental, United, Quebec air, UPS worldwide, UPS classic, United, Eastern, KLM, ATI, Garuda Indonesian, Transamerica, Japan Airlines, DHL, , Eastern, UTA
3D cockpit by Julien Brezel
One of the view (number 5) is made to be just in front of the FMC so it is easier to use it (see page 7 of the manual)
Animation of the doors includes the animation of the corresponding stair car.
Two choices of textures for the cockpit are provided, low definition & high definition, depending on your graphic card abilities.
Visible hot air jet exhaust
Animated thrust reversers and spinning fans
Choice of 3 pilot figures, male and female. Custom slider keys can be defined in your "joystick and Equipment" menu in xplane to show/hide First officer and Flight engineer, also show/hide ground services GPU/stairs), also front door opening, and aft door opening.
Uses 3D lighting for both interior and exterior night textures. For the best experience, ensure that the HDR is activated in your rendering options. The rudder illuminates when taxi light is ON.
Comprehensive user manual and full checklist including cold and dark starting based on scans that Andre sent me of his flight manual
Airfoils were custom made by airfoil expert Peter Meinenger from x-planefreeware.net
Detailed pneumatic hoses underneath spoilers and flaps
For a better use of the cockpit, 9 view presets have been added. You can slide from one to another using the number pad, or assign new keyboard keys in the "Joystick and Equipment" menu.
The most realistic way to fly a jet plane of this era is to use the CIVA plug in which is available at this store
Flight profile described by DC-8-71 Captain Carlos Roldos
As in any airplane you are looking for a 3 degree glideslope. At 258,000 lbs which is the max landing weight for this series you will need about 142 v-ref and it will give you about a 500-700 feet per minute decent. As in any other airplane, if you are not stable by 500 feet agl abandon the approach. One thing you can do to get the feel of an airplane is always fly an approach coupled to the autopilot and you control the airspeed. Stabilize the airplane at around 700 foot per minute decent and look at what speed you get. Here is a little profile you can fly with the dc8. It is the actual profile we fly at ATI. It sort of makes me enjoy the simming experience more as well as keep me sharp in real life.
Since we don't have speed bugs I always rotate at about 140 kts. I have to trip the nose down to keep bird on runway. Never rotate more then 8 degrees initially or you can hit tail on runway. After lift off go to 15 degrees and hold it. Once I take off I hold 160-170kts to 1000 feet, select flaps 15 and continue to accelerate. At about 200kts I raise flaps and continue to 230kts to 3000 feet agl. At 3000 feet agl we decrease vertical speed by half and accelerate to 250kts then hold that to 10000 feet. At 10000 again decrease vsi to accelerate to 300 knots and climb at 300kts to cruising altitude.
On downwind or 18-20 miles on a straight in I select flaps 15 (Approach check) and right away flaps 25.
On GLIDESLOPE ALIVE
Gear Down (Before landing check), On 1 dot above the glideslope flaps 35.
On glideslope intercept
FLAPS 50. This is the profile we fly for real even on a visual approach. Because the 8 is such a clean fuselage and has no FLIGHT SPOILERS it takes great planning when approaching a terminal area. Often controllers think we are like a Boeings with speedbrakes. One thing you might not know, the DC-8 can use and we do use them, specially going to San Jose, CA and JFK, the thrust
reversers in flight. 2 and 3 can be used inflight to full reverse thrust. 1 and 4 can only be used when the gear is down.