(Redirected from DC-10)
The '
McDonnell Douglas DC-10' is an
American three-engine medium- to long-range
widebody airliner, with two engines mounted on underwing pylons and a third engine at the base of the
vertical stabilizer. The model was a successor to the company's
DC-8 for long-range operations, and competed in the same markets as the
Airbus A300,
Boeing 747, and
Lockheed L-1011 Tristar, which has a similar layout to the DC-10.
Production of the DC-10 ended in 1989 with 386 delivered to airlines and 60 to the
U.S. Air Force as
air-to-air refueling tankers, designated the
KC-10 Extender.
[1] The DC-10 was succeeded by the related
McDonnell Douglas MD-11 which entered service in 1990.
History
The design of the DC-10 began in 1967.
[2] It became McDonnell Douglas's first commercial
airliner after the merger between
McDonnell Aircraft Corporation and
Douglas Aircraft Company in 1967. It was built to a specification from
American Airlines for a widebody aircraft smaller than the Boeing 747 but capable of flying similar long-range routes from airports with shorter runways. In some ways, the Boeing 747 was ahead of its time as several smaller airports could not accommodate it because of gate restrictions and runway length. McDonnell Douglas was able to capitalize on this with the DC-10. In particular, the DC-10 trijet design met requirements for NYC's LaGuardia Airport, flying over the Rockies, and flying not transoceanically but at least throughout the Caribbean.
The DC-10 first flew on
August 29 1970 and entered commercial service with launch customer American Airlines on
August 5 1971 on a round trip flight between Los Angeles and Chicago, nearly a year before the
Lockheed L-1011 Tristar (which was built to a similar specification). The similarity to the L-1011 Tristar in terms of passenger capacity and launch in the same time frame resulted in a head to head sales competition which affected profitability of the aircraft. The launch customers for the DC-10 were
American Airlines and
United Airlines with orders for 25 and 60 respectively of the Series 10 model. Eventually, the DC-10 was able to distinguish itself from its competitors with a second engine supplier, which has the possible effect of controlling costs due to competition, as well as earlier introduction of longer ranger variants than the L-1011 Tristar.
The first DC-10 version was the "domestic" series 10 with a range of 3,800 statute miles (6,112 km). The series 20 (only ordered by Northwest Orient and Japan Airlines) had a typical load range of 5,750 statute miles (9,265 km) or a maximum payload range of 7,520 km. The series 30 had a typical load range of 6,220 statute miles (10,010 km) or a maximum payload range of 7,410 km. The series 20 was powered by Pratt & Whitney JT9D engines, whereas the series 10 and 30 engines were General Electric CF6.
Northwest Airlines DC-10-30.
Before delivery of its aircraft, Northwest's president asked that the "series 20" aircraft be redesignated "series 40" because he argued that the aircraft was much improved over the original design. The FAA issued the Series 40 certificate on
27 October 1972.
[3]
One of the main visible differences between the models is that the series 10 has three sets of landing gear (one front and two main) while the series 30 and 40 have four (3 mains), as an extra 2-wheel main landing gear (which extends from the center of the fuselage) was added to accommodate the extra weight.
The 446th and final DC-10 rolled off the production line in December 1988 and was delivered to
Nigeria Airways in July 1989. The DC-10 was assembled at
McDonnell Douglas's Douglas Products Division in
Long Beach, California.
Design
The DC-10 is a medium to long-range
widebody airliner, with two engines mounted on underwing pylons and a third engine at the base of the vertical stabilizer.
Service issues
Despite its troubled beginnings in the 1970s which gave it an unfavorable reputation,
[4] the DC-10 ultimately proved a reliable aircraft, much loved by engineers and pilots. The original DC-10-10's notorious safety record continually improved as design flaws were ironed out and fleet hours increased. In fact, the DC-10's lifetime safety record as of 2003 is comparable to similar second generation passenger jets.
[5] Increased inspections and modifications made the DC-10 among the safest aircraft for passenger travel.
Cargo doors
The DC-10 was designed with cargo doors that opened outward instead of inward as inward opening "plug-type" doors used on smaller pressurized aircraft. Outward opening doors allowed larger openings required by baggage for a wide-body jet. Outward opening doors rely on a heavy locking mechanism to secure the door against the outward force caused by the
pressurization of the fuselage. In the event that the door lock malfunctioned, there was potential for
explosive decompression. Following the
Turkish Airlines Flight 981 crash in 1974, the cargo door on all DC-10s underwent a mandatory redesign.
Hydraulic system
Other initial design problems included its lack of locking flap mechanisms designed to maintain their position in the event of a hydraulic or pneumatic failure. The lines from all three independent and redundant hydraulic systems were located in close proximity, directly beneath the tail engine. The
MD-11, and later DC-10s incorporated
hydraulic fuses to prevent such catastrophic loss of control in event of a hydraulic rupture.
Engine pylons
Although the design of the engine pylons was adequate, it was not designed to facilitate easy maintenance; the original procedure for an engine change was to detach the engine from the pylon first which was tedious and time consuming due to tight tolerances. To save time and costs, American Airlines started to use a faster procedure, instructing their mechanics to remove the engine with pylon as one unit using forklift trucks. McDonnell-Douglas advised against this procedure.
[6] This procedure was extremely difficult to execute successfully and led to damage which was the principal cause of the crash of
American Airlines Flight 191. In November 1979, the FAA fined American Airlines $500,000 for using this faulty maintenance procedure. Continental Airlines was fined $100,000 on a similar charge.
[7]6
Insulation blankets
An acoustic/thermal insulation material known as metallized polyethylene terephthalate or
Mylar was used on some DC-10s which was subsequently found to be flammable
[8] in the investigation of the crash of
Swissair Flight 111; the FAA ordered that said insulation be removed by June 2005.
[9] The high cost of complying with the Airworthiness Directive (FAA estimates a cost of $991,010 per airplane
9) was a factor for some airlines to withdraw the airplane from passenger service prematurely.
[10]
This material had been used on the majority of other airliners, too, and has been removed from all commercial aircraft since 2005.
Variants
DC-10 cockpit
The DC-10 was manufactured in a number of different variants:
★ 'DC-10-10' (122 built): Original version, produced from 1970. The customers for this domestic version were American Airlines(35),
Continental Airlines(8),
Laker Airways(6),
National Airlines(11),
Turkish Airlines(3),
United Airlines(46) and
Western Airlines(13). The DC-10-10 was equipped with
GE CF6-6 engines, which was the first civil engine from the successful CF6-family.
★ 'DC-10-10CF' (9 built): Convertible passenger/cargo transport aircraft. Only built for
Continental Airlines(8) and
United Airlines(1).
★ 'DC-10-15' (7 built): Also known as the "DC-10 Sport", designed for use at hot high-altitude airports. The series 15 was fitted with higher-thrust
GE CF6-50 powerplants. Only built for Mexican carriers
Aeroméxico and
Mexicana. Produced between 1979 and 1982.
★ 'DC-10-20' : Proposed but unbuilt DC-10-10 powered by Pratt & Whitney JT9D turbofans. With minimal airline interest for the original -20, the name was initially recycled to cover the Pratt-powered version of the intercontinental-range DC-10-30. Northwest, one of the launch customers for this longer-range JT9D-powered DC-10 requested the name change to -40 (see -40 entry below).
★ 'DC-10-30' (164 built): The most common model, built with General Electric CF6-50
turbofan engines and larger fuel tanks to increase range and fuel efficiency, as well as a set of rear center
landing gear to support the increased weight. It was the second long-range model after the -40 and very popular with European flag carriers. Produced from 1972 to 1988, the DC-10-30 was delivered to 38 different customers, amongst which
Lufthansa (11),
Swissair (11),
VARIG (11),
KLM (10) and
Iberia (9) were the largest.
★ 'DC-10-30CF' (26 built): Convertible cargo/passenger transport version and delivered to
Martinair Holland(4),
Overseas National Airways(5),
Sabena(5),
Trans International Airlines(3) and
World Airways(9).
Sabena was the only commercial operator to fly both cargo and passengers at the same time with its DC-10-30CF.
★ 'DC-10-30ER' (6 built): Extended range version. The first aircraft was delivered to
Finnair in 1981, followed by
Swissair with two aircraft in 1982 and finally
Thai Airways International with two in 1987 and one in 1988. The -30ER aircraft have a higher Maximum Take Off Weight of 263,160 kg/580,000 lb, are powered by three GE CF6-50C2B engines each producing 54,000 lb of thrust and are equipped with an additional fuel tank in the rear cargo hold providing an additional 700 miles of range (10,620 km/6,600 mi/5,730 nm). In 1983,
United Airlines leased three DC-10-30s from
CP Air. These aircraft were modified to -30ER standards to allow the US carrier to fly non-stop on its Seattle-Hong Kong route. When returned to the Canadian operators these aircraft were kept in that version and two more DC-10-30s were converted by
Canadian Airlines to extended range specifications.
★ 'DC-10-30AF' (10 built): The all freight version production could have started in
1979 if Alitalia had confirmed its order for two aircraft then. Thus, that variant of the trijet was only launched into production in
May 1984 with the first order for five aircraft from FedEx. The express carrier ordered more DC-10-30AF in
July 1985 to bring its order to twelve freighters. The last two were later canceled as the carrier was building up a fleet of second hand aircraft, and reconfigured to passenger by the manufacturer and sold to
Biman Bangladesh and
Nigeria Airways respectively.
KC-10 Extender during refueling
★ 'DC-10-40' (42 built): Produced from 1972 to 1982, this was the first long-range version, fitted with
Pratt & Whitney JT9D engines. Originally designated DC-10-20, this model was renamed DC-10-40 after a special request from
Northwest Orient Airlines as the aircraft was much improved compared to its original design, with a higher MTOW (in par with the Series 30) and more powerful engines, the airline's president wanted to advertise he had the latest version.
and
Japan Airlines were the only airlines to order the series 40 with 22 and 20 aircraft respectively. The DC-10-40s delivered to Northwest were first equipped with three Pratt & Whitney JT9D-15 producing 45,700 lb of take off thrust, before the introduction of the JT9D-20J, generating 50,000 lb of thrust through water injection)
, and had a MTOW of 555,000 lb (251,815 kg), while those produced for Japan Airlines were equipped with P&W JT9D-49A that produced a maximum thrust of 53,000 lb and had a MTOW of 565,000 lb (256,350 kg).
★ '
KC-10A Extender' (60 built): Military version of the DC-10-30 used for
aerial refueling. The aircraft was ordered by the
U.S. Air Force. Produced from 1981. It is the longest-ranged production aircraft in the world.
★ 'KDC-10' (3 built): Aerial refuelling tanker for the Royal Netherlands Air Force. Converted from civil airliners (DC-10-30CF) to a similar standard as the KC-10.
The 10 Tanker during a water drop demonstration.
★ 'MD-10': This was retrofit cockpit upgrade to the DC-10 and a re-designation to 'MD-10'. The upgrade included an Advanced Common
Flightdeck (ACF) used on the MD-11.
[11] The new cockpit eliminated the need for the
flight engineer position and allowed common
type rating with the MD-11. This allows companies such as
Federal Express, which operate both the MD-10 and MD-11, to have a common pilot pool for both aircraft.
★ '
10 Tanker': A DC-10-10 converted into a firefighting tanker aircraft.
Incidents and accidents
"If there are in America or the world people who hesitate to fly by DC-10, those people are, like our airplane and our company, victims of a great mass of misinformation and baseless speculation. They have been misled, as we have been maligned, by so much falsehood that the truth, when it finally emerged, was scarcely recognized."
- Sanford McDonnell, 1980
The early DC-10s suffered a trying time during the 1970s when a string of notorious incidents and crashes led to a brief grounding by the
United States Federal Aviation Administration.
The outward-opening cargo door design problem was first identified on
June 12,
1972, when
American Airlines Flight 96 lost its aft cargo door after takeoff from
Detroit, Michigan, but the crew were able to perform an emergency landing with no further incident. Before Flight 96 took off, an airport employee had forced the door shut, weakening the locking pin and causing the door to blow out as the plane reached altitude.
Although many carriers voluntarily modified the cargo doors and re-trained their ground crews, there was not yet a mandatory redesign of the system. Severe design problems still persisted with the aircraft's cargo doors, and two years after the American Airlines incident, an almost identical cargo door blow-out caused
Turkish Airlines Flight 981 to crash into a forest near the town of
Ermenonville shortly after leaving
Orly Airport in
Paris on
March 3,
1974. 346 people were killed in one of the worst air crashes of the twentieth century, recorded in Aviation History books as the
Ermenonville air disaster. The circumstances surrounding this crash were similar to those surrounding the previous accident; however, a modified seating configuration on the Turkish aircraft exacerbated the effects of decompression which caused the floor of the aircraft to collapse into the cargo bay. Vents were not present to allow the pressure between the cargo and passenger compartments to equalize. Control cables running through the floor of the plane were severed when the floor collapsed and this rendered the aircraft uncontrollable. In the aftermath of this crash, all DC-10s underwent a mandatory door redesign.
American Airlines Flight 191
In 1979, with the cargo door issues resolved, DC-10s (all series) around the world were grounded following the crash of
American Airlines Flight 191, which killed 273 people. Flight 191 lost its number one wing engine after taking off from
O'Hare International Airport in Chicago, USA,
May 25 1979. As the engine separated upwards, it ripped through the leading edge of the wing, rupturing hydraulic lines which caused the port wing slats to retract. As speed was reduced in the climb-out, the left wing stalled, the plane rolled left and crashed before the flight crew could recover.
The United States
National Transportation Safety Board (NTSB) officials discovered that a maintenance procedure was the culprit: American Airlines mechanics had removed the engine and its pylon at the same time (rather than removing the engine from the pylon then the pylon from the wing, as recommended by McDonnell Douglas), using a
forklift, and the forklift operator had inadvertently cracked the pylon in the process. The short-cut procedure, thought to save several man hours on maintenance was used by three major airlines, although McDonnell Douglas advised against it.
6 Although McDonnell Douglas was not directly at fault for the pylon separation, it redesigned the DC-10 to allow more redundancies in the hydraulic systems.
The Chicago incident also highlighted a major deficiency in the DC-10 design—its lack of locking flap mechanisms designed to maintain their position in the event of a hydraulic or pneumatic failure. Other wide-body aircraft of the day carried such a feature, but it was omitted from the DC-10. Another deficiency highlighted in the NTSB report was the vulnerable placement of wiring at the leading edge (front) of the wing. When the engine pulled up and over the wing, it tore out these wires, thus rendering inoperable vital warning instruments in the cockpit. Other aircraft of this era typically placed this kind of wiring in the center of the wing, in a less vulnerable position. In addition, only the pilot had a stick-shaker to warn of stalling, this was only powered by the number one engine, and thus was not working.
United Airlines Flight 232
The Sioux City Flight 232 DC-10 crash.
Perhaps the most infamous instance of a DC-10 crash was the
Flight 232 disaster at
Sioux City, Iowa, USA, on
July 19,
1989. After the #2 engine (tail engine) suffered an uncontained fan disk failure in flight which ruptured critical hydraulic lines, the crew, led by Captain
Al Haynes and assisted by a senior pilot flying as a passenger (
Dennis E. "Denny" Fitch), performed an emergency landing by varying remaining engine power to control the plane. Although the aircraft was destroyed with the loss of many lives, the crew flew the aircraft onto the runway in a partially controlled manner and 185 of the 296 people on board survived.
The Sioux City crash concerned investigators because the total loss of hydraulic pressure aboard the DC-10 was considered nearly impossible. The design, however, had lines from all three independent and redundant hydraulic systems in close proximity, directly beneath the #2 (tail) engine. Debris from the #2 fan disk separation failure penetrated all three lines resulting in total loss of control to the elevators, ailerons and rudder.
Other accidents
Other than the Air New Zealand, American Airlines, Turkish Airlines and United Airlines crashes well covered by the media and mentioned above, many other DC-10s were lost in different types of accidents.
★
November 3,
1973 -
National Airlines Flight 27, a DC-10-10 experienced an uncontained failure of the right (#3) engine. The cabin was penetrated by engine shrapnel from the engine and lost pressure. One passenger was killed. The crew initiated an emergency descent, and landed the aircraft safely.
[1][2]
★
December 17,
1973 –
Iberia DC-10-30 EC-CBN crashed in bad weather at
Boston after having hit landing lights on approach.
★
November 12,
1975 –
Overseas National Airways DC-10-30CF N1032F was taking off at
New York JFK Airport when it encountered a flock of birds. Take-off was rejected, but the aircraft could not be stopped on the runway. The pilot steered it on a taxiway Z at a speed of 40 knots. The main undercarriage collapsed and the DC-10 came to a halt on the taxiway’s shoulder where it burned out.
★
January 2,
1976 –
Overseas National Airways DC-10-30CF N1031F was operating an
Hajj on behalf of
Saudia. While the aircraft was on approach to
Ankara,
Turkey it reportedly suffered engine troubles. The DC-10 made a heavy landing and came off the runway. The trijet was then damaged beyond economical repair.
★
March 1,
1978 –
Continental Airlines DC-10-10 N68045 was destroyed by fire following an aborted take-off at
Los Angeles Airport and the collapse of its left main landing gear.
★
October 31,
1979 –
Western Air Lines DC-10-10 N903WA was destroyed by fire at
Mexico City after attempting to land on the wrong runway and having crashed into a building.
★
November 28,
1979 - An
Air New Zealand DC-10-30 flew into
Mount Erebus in
Antarctica during a sight-seeing trip. All 257 on board
Air New Zealand Flight 901 were killed. The accident was caused by complex factors not related to the airworthiness of the aircraft.
★
February 2,
1981 –
Pakistan International Airlines DC-10-30 AP-AXE was destroyed in a hangar fire at
Karachi,
Pakistan.
★
January 23,
1982 –
World Airways DC-10-30CF N113WA was damaged beyond economical repair after touching down late and overrunning the icy runway into
Boston harbor.
★
September 13,
1982 –
Spantax DC-10-30CF EC-DEG was destroyed by fire after an aborted take-off at
Malaga,
Spain.
★
December 23,
1983 –
Korean Air DC-10-30CF HL7339 was destroyed after colliding head-on with a
Piper PA-31 at
Anchorage, Alaska.
★
August 10,
1986 –
American Trans Air DC-10-40 N184AT was destroyed by fire whilst parked at
Chicago O'Hare.
★
January 10,
1987 –
Nigeria Airways DC-10-30 5N-ANR caught fire after overshooting the runway at
Ilorin International Airport, Nigeria during training flights.
★
May 21,
1988 –
American Airlines DC-10-30 N136AA was damaged beyond repair after overrunning the runway during an aborted take-off at
Dallas-Fort Worth International Airport.
★
July 27,
1989 –
Korean Air DC-10-30 HL7328 crashed short of the runway in bad weather at
Tripoli,
Libya.
★
September 19,
1989 –
UTA Flight 772, DC-10-30 N54629, crashed in
Ténéré Desert following an in-flight bomb explosion, claiming the lives of all on board.
★
December 21,
1992 –
Martinair DC-10-30CF PH-MBN crashed while landing in bad weather at
Faro, Portugal.
★
April 14,
1993 –
American Airlines DC-10-30 N139AA was damaged beyond repair at Dallas-Fort Worth International Airport during a landing with crosswind. After the aircraft touched down, it drifted off to the runway's right.
★
June 13,
1996 –
Garuda Indonesia DC-10-30 PK-GIE had just taken off from
Fukuoka Airport,
Japan when a high-pressure blade from engine n°3 separated. The aircraft was just a few feet above the runway and the pilot decided to abort the take-off. Consequently, the DC-10 skidded off the runway and came to a halt 1,600 ft past it, having lost one of its engines and its landing gear.
★
September 5,
1996 –
FedEx DC-10-10F N68055 was destroyed by fire at
Stewart International Airport,
Newburgh, NY, following an emergency landing caused by smoke warnings in the maindeck cargo hold.
★
December 21,
1999 –
AOM French Airlines DC-10-30 F-GTDI overran the wet runway at
Guatemala City while landing. At the time of the accident, the trijet was operating for
Cubana.
★
April 30,
2000 –
DAS Air Cargo DC-10-30F N800WR was damaged beyond repair after overrunning into
Lake Victoria while landing at
Kampala,
Uganda.
★
December 18,
2003 –
FedEx MD-10-10F N365FE was destroyed by fire during landing at
Memphis, Tennessee.
★
April 28,
2004 –
Centurion Air Cargo DC-10-30F N189AX hit a pot hole and overran the runway at
Bogotá,
Colombia. During the overran, n°1 and 3 engines broke off and the aircraft's belly was damaged beyond repair.
★
July 1,
2005 –
Biman Bangladesh Airlines DC-10-30 S2-ADN was damaged beyond repair after the aircraft ran off the runway during landing at
Chittagong,
Bangladesh.
★
June 4,
2006 –
Arrow Air DC-10-10F N68047 overran the runway while landing at
Managua,
Nicaragua. The aircraft's front lower fuselage was substantially damaged following the nose landing gear collapse.
The
Air France Concorde crash of 2000 was attributed to a fragment of titanium that fell from a
Continental Airlines DC-10 that had taken off some four minutes earlier.
:Sources:
[3] and Jet Airliner Production List
Operators
Current operators
On
January 8,
2007 Northwest Airlines retired its last remaining DC-10 being used for scheduled passenger service, replacing it with an
Airbus A330 for a route between
Minneapolis-St. Paul and
Honolulu[12], thus ending the aircraft operations with all major airlines. Regarding the retirement of Northwest's DC-10 fleet, Wade Blaufuss, spokesman for the Northwest chapter of the Air Line Pilots Association said, "The DC-10 is a reliable airplane, fun to fly, roomy and quiet, kind of like flying an old Cadillac Fleetwood. We're sad to see an old friend go."
[13] "The DC-10 is going to be remembered as a better cargo plane than passenger plane," said Richard Aboulafia, an analyst at the Teal Group.
13 In November 2006,
ATA Airlines announced they had purchased seven of Northwest's remaining DC-10s, to replace ATA's aging L-1011 airplanes.
Omni Air International purchased six of Northwest's DC-10 aircraft, recently putting five of them into service, modernizing its fleet and accomplishing considerable upgrades to the flight decks of these aircraft.
The aging models are now largely being used as dedicated freight aircraft.
American Airlines and
United Airlines have sold their large DC-10-10 fleets to cargo carrier
FedEx. Many have been modernized to MD-10s by adding a
glass cockpit, which eliminates the need for a flight engineer. Other DC-10 aircraft continue in charter and cargo services with their three-person flight deck configuration.
Two passenger airlines,
Omni Air International and
World Airways, continue to operate the DC-10 on charter services as well as for the
Air Mobility Command, and they are soon to be joined by
ATA Airlines. Non-airline operators include The Royal Netherlands Air Force with three DC-10-30CFs converted to KDC-10 flying tankers, the USAF with its 59
KC-10, and
Orbis International, which uses a single DC-10-10 converted into a flying eye hospital.
As of August 2007, sixteen airlines were operating DC-10s, of which four are operating passenger aircraft:
Passenger
★
ATA Airlines DC-10-30 (2) - five more to come.
★
Biman Bangladesh Airlines DC-10-30 (3)
★
Omni Air International DC-10-10 (1); DC-10-30 (6) and DC-10-30ER (4)
★
World Airways DC-10-30 (1)
Cargo
★
Aeroflot DC-10-40F (4)
★
Arrow Air DC-10-10F (1); DC-10-30F (4) and DC-10-40F (1)
★
Avient DC-10-30F (3)
★
Cargoitalia DC-10-30F (1)
★
Centurion Air Cargo DC-10-30F (4)
★
Cielos Airlines DC-10-30F (6)
★
DAS Air Cargo DC-10-30F (1)
★
FedEx DC-10-10F (15); MD-10-10F (49); DC-10-30F (13) and MD-10-30F (7)
★
Gemini Air Cargo DC-10-30F (5)
★
Master Top Linhas Aéreas DC-10-30F (1)
★
Transportes Aéreos Bolivianos DC-10-10F (1)
★
Varig Logistica DC-10-30F (3)
★
World Airways DC-10-30F (2)
Former operators
Former operators with highest number of aircraft for each in parentheses.
[14]
Specifications
| DC-10-10 | DC-10-15 | DC-10-30 | DC-10-40 |
|---|
| Cockpit Crew | Three |
|---|
| Passengers | 380 (1 class), 250 (2 class) | ||
|---|---|---|---|
| Length | 182 ft 3 in (55.5 m) | 180 ft 8 in (55 m) | 181 ft 7 in (55.4 m) | 182 ft 3 in (55.5 m) |
|---|---|---|---|
| Height | 58 ft 1 in (17.7 m) |
|---|
| Wingspan | 155 ft 4 in (47.3 m) | 165 ft 4 in (50.4 m) | |
|---|---|---|---|
| Max interior width | 18 ft 2 in (5.54 m) |
|---|---|
| Operating empty weight | 240,171 lb (108,940 kg) | 266,191 lb (120,742 kg) | 270,213 lb (122,567 kg) |
|---|---|---|---|
| Maximum take-off weight | 430,000 lb
(195,045 kg) | 455,000 lb
(206,385 kg) | 572,000 lb
(259,459 kg) | 572,000 lb
(259,459 kg) |
|---|---|
| Typical Cruise speed | Mach 0.82
(564 mph, 908 km/h, 490 kt) |
|---|
| Max Cruise speed | Mach 0.88
(610 mph, 982 km/h, 530 kt) | ||
|---|---|---|---|
| Max Range, loaded | 3,800 miles (6,114 km) | 4,350 mi (7,000 km) | 6,220 mi (10,010 km) | 5,750 mi (9,252 km) |
|---|---|---|---|
| Maximum fuel capacity | 21,700 US gal
(82,134 L) | 26,647 US gal
(100,859 L) | 36,650 US gal
(138,720 L) | 36,650 US gal
(138,720 L) |
|---|
| Takeoff run on MTOW | 8,612 ft (2,625 m) | 7,257 ft (2,212 m) | 9,341 ft (2,847 m) | 9,242 ft (2,817 m) |
|---|
| Service ceiling | 42,000 ft (12,802 m) |
|---|
| Engine model (x 3) | GE CF6-6D | GE CF6-50C2F | GE CF6-50C | PW JT9D-59A |
|---|---|---|---|
| Engine thrust (x 3) | 40,000 lbf (177.9 kN) | 46,500 lbf (206.8 kN) | 51,000 lbf (226.9 kN) | 53,000 lbf (235.8 kN) |
|---|
:Sources:
[4],
[5],
[6] and
[7]
References
1.
McDonnell Douglas DC-10/KC-10 Transport
2. ''"DC-10 History on dc-10.net"''
3. 'McDonnell Douglas DC-10 (Great Airliners Series: Volume 6), , Terry, Waddington, World Transport Press, , ISBN 189243704X
4. I Will Survive: Laurence Gonzales: 'Who Lives, Who Dies, and Why'
5. "Statistical Summary of Commercial Jet Airplane Accidents (1959-2005)".
6. Aircraft Accident report, DC-10-10, N110A, NTSB, 1979
7. Flight 191 accident description, Aviation-Safety.net
8. Transport Canada Civil Aviation Airworthiness Notice - B066
9. FAA Airworthiness Directive 2000-11-2
10. Troubled airline industry in for more costs, Reuters
11.
12.
13. End of an Era at Northwest
14. Jet Airliner Production List Volume 2, , John, Roach, (''The Aviation Hobby Shop'' online), ,
★ ''McDonnell Douglas DC-10 by Terry Waddington'' (ISBN 189243704X)
★ ''McDonnell Douglas DC-10 and KC-10 Extender by Arthur A C Steffen'' (ISBN 1857800516)
★ ''McDonnell Douglas DC-10 by Günter Endres'' (ISBN 1853109142)
External links
★
DC-10 page on Boeing.com
★
DC-10 history on Boeing.com
★
DC-10 on Aircraft-Info.net
★
DC-10 & MD-10 page on Airliners.net
★
McDonnell Douglas Trijet Network
★
Flight 191 details
★
Early DC-10 concept
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