Douglas' biggest and last cylinder engined carrier, the DC-7 was one of the first aerial transports equipped for steady trans Atlantic intersections between New York and London.
At one time the DC-7 assignment had connected to a business advancement of the C74 Globemaster I that Panam had requested. As it developed however the DC-7 emerged from an American Airlines prerequisite for an extended longer run advancement of the DC-6. The ensuing airplane was focused around the same wing of the DC-6 (likewise the same fundamental wing intended for the DC-4), with an extended DC-6 fuselage, all the more compelling Wright Turbo Compound motors and additional fuel permitting Douglas to ensure it could offer relentless transcontinental US go in both headings.
The model DC-7 flew surprisingly on May 18 1953, and the sort entered administration with American that November. Creation of the starting DC-7 was singularly for US household administrators. The enhanced DC-7b had the same measurements as the DC-7, yet conveyed additional fuel, permitting Panam to initiate tenacious New York/London administrations from June 1955.
While the DC-7b could fly New York/London constant, climate conditions frequently constrained converse administrations to make a refueling stop at Gander. This operational obstacle gave Douglas the stimulus to create a definitive DC-7 model, the DC-7c `seven Seas'. The DC-7c offered additional fuel limit, a 3.05m (10ft) fuselage extend and all the more influential motors, and could cross the North Atlantic steady in either course. It entered administration in April 1956, in spite of the fact that deals were limited by the impending accessibility of planes.
Today a little number DC-7s survive, basically as tankers. Douglas offered DC-7f changes from 1959 (the DC-7f depicted above is focused around the DC-7b). Others are utilized for firebombing.
Pictures of Douglas DC-7