Aircraft Factfile and Recognition Guide - McDonnell Douglas DC-10




Background

 

The design of the DC-10 began in 1967. 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 trans-oceanically 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 launch customers for the DC-10 were American Airlines and United Airlines with orders for 25 and 60 respectively of the Series 10 model.

The first DC-10 version was the "domestic" series 10 with a range of 3800 statute miles (6,112 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 40 (mostly ordered by Northwest Orient and Japan Airlines) had a typical load range of 5750 statute miles (9,265 km) or a maximum payload range of 7,520 km. The series 40 was powered by Pratt & Whitney engines, whereas the series 10 and 30 engines were from General Electric. 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 compensate for the extra weight.

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.

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.

Despite its troubled beginnings, 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. Increased inspections and modifications made the DC-10 among the safest aircraft for passenger travel. Nonetheless, because of its poor record in the 1970s, the DC-10 acquired an unfavorable reputation.

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.

The most notable variants of the DC-10 are listed below:

DC-10-10 {122 built): Original version, produced from 1970. The main customers for this domestic version were American Airlines and United Airlines. The DC-10-10 was equipped with GE CF6-6 engines, which was the first civil engine from the successful CF6-family.

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 with 164 built.

DC-10-40 (42 built): 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 Airlines for marketing purposes. Northwest felt that customers perceived the -40 series designation to be more advanced. Northwest and JAL were the only airlines to order the series 40. Produced from 1972 with 42 built.

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.  Click on the aircraft name for more information on the KC-10.

MD-10: This was retrofit cockpit upgrade to the DC-10 and a re-designation to MD-10. The upgrade included a Advanced Common Flight Deck (ACF) used on the MD-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.

MD-11:  Stretched variant of the DC-10.  Click on the aircraft name for more information on the MD-11.

 

Recognizing the DC-10

 

The DC-10 is a very easy airliner to identify from the ground and in the air. Here's some tips on how to identify the DC-10:

Wings: Low-mounted and swept-back, with one engine hanging off each wing.
Engines: Two turbofans mounted on pylons under the wings and one engine mounted on the tail.
Fuselage: Widebody fuselage similar to that of the 767 or 777.
Tail: Large tail with one engine mounted near the base of the tail. Horizontal stabilizers are swept-back, tapered, and mid-mounted on the fuselage.

 

Specifications

 

 

DC-10-10

DC-10-15

DC-10-30

DC-10-40

Cockpit Crew

Three

Passengers

250-380

250-380

250-380

250-380

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)

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)

555,000 lb
(251,701 kg)

Cruising speed

600+ mph (965+ km/h)

Max Range loaded

3,800 miles
(6,112 km)

4,350 miles
(7,010 km)

6,220 miles
(10,010 km)

5,750 miles
(9,265 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)

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: Wikipedia DC-10

© 2004-2007 Steven Holzinger