McDonnell Douglas DC-10 & Boeing MD-10
- CountryUnited States of America
- TypeMedium to long range widebody airliner
- PowerplantsDC-10-10 - Three 178kN (40,000lb) General Electric CF6-6D turbofans, or 182.4kN (41,000lb) CF6-6D1s. DC-10-30 - Three 218kN (49,000lb) CF6-50As, 226.9kN (51,000lb) CF6-50Cs, or 233.5kN (52,500lb) CF6-50C1s or C2s, or 240.2kN (54,000lb) CF6-50C2Bs. DC-10-40 - Three 219.6kN (49,400lb) Pratt & Whitney JT9D-20s, or 235.8kN (53,000lb) JT9D-59As.
- PerformanceDC-10-30 - Max speed 982km/h (530kt), max cruising speed 908km/h (490kt). Range with max fuel and no payload 12,055km (6505nm), range with max payload 7415km (4000nm). DC-10-40 - Speeds same. Range with max fuel and no payload 11,685km (6305nm), range with max payload (& JT9D-59As) 7505km (4050nm).
- WeightsDC-10-30 - Empty 121,198kg (267,197lb), max takeoff 263,085kg (580,000lb). DC-10-40 - Empty 122,951kg (271,062lb), max takeoff 259,450kg (572,000lb).
- DimentionsWing span 50.40m (165ft 5in), length 55.50m (182ft 1in), height 17.70m (58ft 1in). Wing area 367.7m2 (3958.0sq ft).
- CapacityFlightcrew of three. Max seating for 380 passengers at nine abreast and 81cm (32in) pitch. Mixed class seating arrangements vary between 250 and 270. DC-10-30F - 23 pallets on main deck.
- Production386 civil DC-10s and 60 military KC-10As built. By early 2003 180 remaining in airline service. FedEx has ordered 89 MD-10 conversions.
Composed because of the same American Airlines necessity as the Lockheed Tristar, the DC-10, in spite of an in some cases harried past, was the more fruitful of the two widebody trijets.
Despite the fact that initially considered as a twinjet, the DC-10 picked up a third motor at the base of its vertical tail to meet an American Airlines necessity that the airplane be fit for working from existing runways. The DC-10 thusly was propelled in February 1968 with requests from American and United. To begin with flight occurred on August 29 1970.
The main transcontinental extent DC-10-10s entered administration with American in August 1971. By then work was at that point underway on the intercontinental reach DC-10-30 which presented all the more influential motors, extra fuel tanks and a third primary undercarriage unit.
Most DC-10s manufactured were 30s (counting convertible 30cfs and unadulterated cargo 30fs), while the 40 is a Pratt & Whitney Jt9d fueled variation requested by Northwest and JAL. The United States Air Force requested 60 Cf6 fueled DC-10s as KC-10a Extender tanker transports.
Various major and cataclysmic mischances damaged the DC-10's administration record in the mid to late 1970s, yet the different reason for these mishaps were overcome and the DC-10 keeps on operaing dependably. Creation stopped in 1989.
The Boeing MD-10 change for Federal Express includes fitting DC-10s (both current tankers and "new" ex aerial shuttle vessel changes) with a two group Honeywell VIA 2000 EFIS flightdeck with six LCD screens. The instrument board design is indistinguishable to that in the MD-11, and pilots could be qualified to fly the two reciprocally. Initially flight was on April 4 1999, while the first of 89 MD-10 transformations for Fedex was conveyed on May 9 2000 (that day the transformation was certificated). Boeing is putting forth the MD-10 change to other DC-10 administrators.
Pictures of McDonnell Douglas DC-10 & Boeing MD-10
