Simviation

DC-10: A Pilot's Perspective

by Wayne Brown

Page 2

Sadly, many of the DC-10s once serving the fleets of major airlines around the world have been scrapped or mothballed. Some continue in service with charter or freight carriers, but the days of frontline passenger service are rapidly drawing to a close. The sun eventually sets on the day of every great liner of the sky, and the DC-10 will surely takes its place in the airliner classics hall of fame with the grand old Boeing 314, the great Douglas and Lockheed propliners, and the elegant Boeing 707s and Douglas DC-8s. For those who flew her, she was unforgettable.

One of the attractions of the world of virtual aviation is that your favorite airplanes never get sent to the boneyard! That, and it's cheaper than buying your own jetliner. Just ask John Travolta. Whether your interests are in recreating a historic flight in the pioneer days of aviation, catching a glimpse of the glamorous days of the flying boats, sensing the exhilaration of a low-level sortie in an F-15E Strike Eagle, landing a 747 with an engine out on a stormy night, or simply exploring the countryside around your hometown from the air in a Cessna 172, you can create your own adventures with the magic of flightsim. Think of it as a low-budget time machine.

For those new to the hobby, a visit to the file library of one of the well-known FS websites reveals a mind-boggling selection of free add-ons with which you can set about customizing your virtual aviation world. Name the plane, and it is probably there, often with a choice of variants and color schemes (textures). Many include a panel nearly identical in appearance to the real aircraft, or custom sounds recorded from that type to enhance the experience. Tutorials can be found, with step-by-step explanations of how to download and install the desired add-ons. You can even make improvements to other parts of the software, such as airport scenery at specific locations, weather effects, ocean and landscape textures...the list goes on. Simply do a search of the library to find and download what you want, and with a minimum of basic computer skills you will soon be "wheels up" on your way to the far reaches of the globe in the plane of your dreams.

If that plane happens to be the McDonnell Douglas DC-10, you are in luck. Several good freeware and payware examples can be found, and one of the very best comes from the talented group of designers at FFX/SGA. Familiar with some of their earlier offerings, I was pleased to see the DC-10 added to their line-up of freeware jetliners for Microsoft Flight Simulator 2002 and 2004. Presented in all its major variants, each available for download as a separate "base" package, it shows excellent attention to detail both in appearance and handling qualities. Textures representing a variety of airline color schemes are available, but you must install the appropriate base package first. Having been fortunate enough to spend some time in the real "Ten" as a pilot for a major U.S. airline, I agreed to review the FFX/SGA version for FS2002 in order to provide a comparison to the actual aircraft.

The DC-10 was produced in four major commercial variants (series), all of which share the same basic airframe. Primary differences are in weight, fuel capacity, wingspan and engine type. Some were built as Convertible Freighters (Series 10CF and Series 30CF), while others were later modified as cargo carriers.

The first DC-10-10 flight took place in August 1970, The Series 15 was developed as a "hot and high"

with initial delivery to launch customers American aircraft, combining derated Series 30 engines with

and United in July 1971. Designed as a medium the shorter wings of the Series 10. Only 7 Series

range transport certified for a maximum capacity 15s were built, including 5 for Mexicana and 2 for

of 380 passengers, a total of 131 Series 10s were Aeromexico, with deliveries commencing in July

With increased fuel capacity and thrust, the Series Similar in dimensions to the Series 30, the Series

30 offered considerably improved payload and 40 was the only variant to use the Pratt & Whitney

range capability, which necessitated an increase JT9D engine rather than the General Electric CF6.

of 10 feet in wingspan and the addition of a center Originally named the Series 20, the first flight took

main landing gear assembly. Most popular of all place in February 1972. Prior to delivery, the

the variants, a total of 206 Series 30s were built, aircraft was redesignated the Series 40 at the

including 27 -30CFs, 4 extended range -30ERs, request of launch customer Northwest Orient. The

and 12 pure freighter -30Fs. Unlike the Series 10, only other customer for the series was Japan Air

most -30s were ordered without the optional lower Lines, ordering ten -40I (international) and ten

deck galley to allowed increased cargo capacity. -40D (domestic) aircraft, the lighter -40D having center gear removed. Total production was 42.

Having passed your semi-annual medical exam, your annual checkride, your random drug and alcohol test and the security screening process, you arrive at operations ready to begin your day. You sign in for your duty period, check your mailbox for revisions to the stack of manuals carried in your kitbag, and check the weather across your route of flight. You review the ream of paperwork giving the computerized details of your flight, including planned route, speed, altitude, weight and balance data, forecasts, NOTAMs and a multitude of other details. Realizing that somewhere a tree gave its life so that you could have a copy of this information, you pause for a moment of silence, then stuff it in your brain bag and head for the gate.

Past the sea of people waiting in the departure lounge, you walk down the long jetway connected to the L2 door, located on the left side of the fuselage just ahead of the wing. Hanging a left, you walk through the empty first class cabin towards the spacious cockpit. On the way, you stop at the forward galley to greet the flight attendants, informing them of turbulence forecast for the latter half of the flight. The engineer has already completed the preflight inspection, and together you review any discrepancies carried over in the maintenance logbook or found during his exterior walk-around. You take your seat and make your nest, plugging in your personal headset, checking the fit and operation of your oxygen mask, pulling out needed charts, and scanning instrument panels, checking that each gauge, knob, switch and lever is set for takeoff. Prior to departure, the cockpit is Grand Central Station. The ground crew chief brings your copy of the HAZMAT forms (today you have two wheelchair batteries as well as some dry ice protecting a medical shipment), one of the flight attendants reports a faulty coffeemaker (a potential no-go item, depending on your caffeine level), a gate agent steps in to inform you of a possible delay (a large group of connecting passengers just arrived on a late inbound flight, and will be hurrying to make yours) and a mechanic arrives to swap rumors and make a record of oil servicing in the log. In response to a coded request using the ACARS data link, a printer spits out your air traffic control clearance. You check the route against both the filed flight plan and that entered into the navigation computer. Satisfied that all are in agreement, the Before Start checklist is read, each crewmember responding in turn at the appropriate items. It is almost departure time, and the boarding process is nearly complete. Down below, the ramp resembles the bustling activity of a busy seaport preparing for a great liner to ease away from her berth. Umbilicals connecting the big widebodied jet to fuel hydrants, water tanks, air-conditioning units and ground electrical power are pulled clear. Catering trucks, cargo loaders and lavatory service vehicles begin to back away. The Christmas tree of amber lights showing open doors begins to blink out, one by one. You hear the faint ringing of the alarm bell on the telescoping loading bridge as it pulls away from the aircraft. The voice of the crew chief crackles through your headset, "All secure below, ready for pushback, you are cleared to release your brakes." With a final check to ensure that the ship is buttoned up and ready for departure, a call for pushback clearance is made. Brakes are released, and the massive jet slowly backs away from the terminal. Engines are started, and with a salute to the ground crew, the aircraft is finally moving under its own power. It's time to go flying.

The tests shown below include a number of comparative analyses in various phases of flight under defined conditions, using the freeware FFX/SGA DC-10 Series 30 for FS2002. They are intended as a general overview, in the sole opinion of the author, of how the FFX/SGA models compare in look, feel and performance to the real DC-10, within the limitations of the MSFS software. I have no formal training as a test pilot, but I did watch The Right Stuff a number of times, and therefore feel somewhat qualified to push her to the edge of the envelope and reel her back in. So, grab you a stick of Beeman's and let's punch a hole in the sky.