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Aviation History
1969
1969 - 1652.PDF
410 DOUGLAS DC-10 KEY TO CUTAWAY DRAWING (continued from previous page) Tailplane and Elevator 526 Tailplane. Two spars and multiple ribs. Integral skin/stringer (four panels per side top and three on the lower surface) 527 Tailplane centre section. Pivot bearing on rear spar. Dual screw- jacks at front spar S2S Shrouds of tight alloy bonded skin/stiffener S29 Detachable four-piece leading- edge and tip. light alloy bonded structure S3D Elevator in two pieces per side. Single-spar, multi-ribs, sheet skins with bonded doublers. and glass- fibre reinforced trailing edge Wings and flaps 531 Wing torsion box continuous from root to tip. Two spars of built-up plate webs and extruded angle beams; multiple ribs; taper milled skins (three upper and four lower) with riveted stringers. Ribs attached to stringers with forged cruciform fittings; fuel tank access doors on top and bottom surfaces; torsion box sealed for integral tankage; external doubter plate over undercarriage rib attachment 532 Leading-edge. Light alloy riblets and skin; access panels on the lower surface 533 Leading-edge slat (six sections outboard of pylon, two sections inboard) 534 Main undercarriage support struc ture cantilevered from rear spar $35 Secondary skin structure and shrouds 536 Jacking point 537 Flap support beam $38 Spoiler panels (aluminium honey comb with tapered extruded spars) 539 Outer aileron. Single spar and ribs; skins with bonded doub lers, glass-fibre reinforced plastic trailing-edge 540 Inner aileron 541 Double-slotted flap. Two spars and ribs, skin reinforced by bonded doublers, glass-fibre rein forced trailing-edge. Flap slat of aluminium honeycomb. Lower shroud deflects to improve slot shape 542 Flap track (titanium) 543 Flap track shrouds (glass-fibre) 544 Flap track (titanium) attached to fuselage 545 Engine pylon attachment points outside the torsion-box spars Undercarriage 546 Nose undercarriage hydraulically retracted (forward) with com bined up/down lock. Twin steer ing jacks, low-profile tyres, door pre-opening and closing 547 Main wing undercarriage hydrau lically retracted inwards. Low- profile tyres, anti-skid brake units in each wheel, doors pre-opening and closing 548 Centre-body undercarriage hy draulically retracted forward. Wheels interchangeable with main undercarriage bogies. Anti skid units in each wheel, doors pre-opening and closing Flying Controls CI Dual control wheels operate cable system (with artificial feel applied) to power (hydraulic) control actuators at the surfaces C2 Dual rudder pedals with toe brakes, operate cable system to a power (hydraulic) actuator on each rudder section C3 Centre console carries dual handles for the standby longitu dinal trim (cable system) and levers for flap and speed-brake selection C4 Control cables in fairleads through floor beams C5 Tailplane pivots (one per side) C6 Trimming tailplane actuated by electric motors driving dual Acme screwjacks through a redundant chain-drive system. Electrical primary command from control wheel switches; secondary cable system from console handles C7 Double hinged rudder. Hydraulic actuators signalled by cable/feel system from rudder pedals CIO Ctl CI2 CI3 CI4 CIS Elevator sections (four off) each moved by tandem hydraulic actuator signalling by cable system through ratio and feel units Lateral control system, spoiler/ speed brake mixer units aileron programmer. Programmed mixer units to aileron/spoiler actuation system for lateral control/direct lift control/speed brakes. Actua tors at each surface are cable signalled from cockpit through mixer, centring and trim units. Inner aileron all speeds; outer aileron low-speed only; spoilers for DLC, all-speeds roll control, and speed brakes Hydraulic actuation on inner and outer aileron Cable signalling circuit links all wing control surface actuators Spoiler actuator (one per panel) Inner flap hydraulic actuator in outer hinge unit Inner flap hydraulic actuator/ roller carriage fixed to fuselage Outer flap hinge/actuator bracket Powerplant PI General Electric CF6-I0 high by pass two-spool turbofan WE Forward support P3 Rear support P4 Upper and lower spherical bear ing at pylon forward attachment P5 Low pressure fan (forge/machined titanium) P* Horizontally split h-p compressor casing P7 Constant-speed drive to genera tors, hydraulic and fuel pumps. Oil tank on outside of fan case PS Fan flow reverser cascades P9 Turbine exhaust spoiler (for reverse-thrust on fan) PIO Cowl doors opened by screw-jack which may be actuated single- handed by use of a portable motor such as an electric drill. The mechanism is self-locking in the open position PI I Garrett AiResearch APU PI2 APU exhaust Fuel system Total capacity approx 31,000 Imp gal including centre tank Fl Main wing tank (root-to-tip, 10,400 Imp gal per side) F2 Vent collector tank F3 Centre-bay tank (10,200 Imp gal) Anti-icing Dl Hot-air bleed off engine com pressor D2 Hot-air duct to engine intakes FLIGHT International. 13 March 1969 D3 Hot-air manifold and telescopic ducts to wing slat de-icing spray tube D4 Electrically heated windscreen Air Conditioning, Al Air tapped from engine h-p com pressor p re-cooled prior to cross- feed manifold in wing leading edge for distribution to engine rever ser rams and air conditioning packs A2 Bleed-air ducts from engines A3 Air conditioning packs (three-off) each side of nosewheel bay A4 Main delivery trunk to cabin zone (three) A5 Flight deck delivery duct A6 Lower galley duct A7 Conditioned air to passenger in dividual supply A8 Zone three conditioned air ducts A9 Compressed air delivery duct from rear engine and APU AI0 Air conditioning access doors Electrics El One generator per engine E2 Forward avionics bay E3 Centralised electrical service bay, containing battery/transformer rectifier and inverters Emergency Equipment EEI Escape chute contained in each door EE2 Oxygen masks overhead and in arm rests (centre aisle seats) Radi Rl R2 R3 R4 R5 R6 R7 R8 R9 RIO Rll RI2 RI3 RI4 RI5 RI6 RI7 RI8 RI9 R20 o Antennae Weather radar (glass-fibre ra- dome) Collision avoidance (upper) VHF communication No I Satellite communication aerial (one) VOR dual Collision avoidance (lower) VHF Com 2 ADF loop No I ADF loop No 2 ATC No I ATC No 2 DME No I DME No 2 Marker beacon Radio altimeter (four places) Dual Doppler (provisional) ADF sense (provisional) ADF sense No I and 2 Loran 1 places (provisional) VHF Com.No 3 Lighting LI Rotating beacon L2 Navigation light L3 Landing and taxi light L4 Engine and wing inspection light L5 Ground flood light through centre-engine position appears to make for a some what larger aircraft and a more complicated installation from the removable point of view than does an S-duct; but Douglas believes it has minimised development risk and probably got a better inlet efficiency. The flying control and automatic system is being designed from the outset for fail-operational in Cate gory 3. and within the company there is eight years' experience to go on. Direct lift control by use of the wing spoilers promises to bring an important advance in reducing touch-down scatter Payload-range comparison of the three DC-10 versions assuming normal reserves and a cruise at Mach 0.82. Series 30 powered by CF6-I0 PAYLOAD (1000 LB) —GE CF6-10 30 — PS.W JT9D GE CF6-6 270 PASSEf 15 20 10 GERS AND B \ \GGAGE \ JFK-SFO \> \\ Y PAR-JFK 1 <• y* \ ROM-JFK •> 2 3 4 RANGE (1000 N Ml) and in bringing automatic blind landing into practical reality for short runways. The dou'ble^aisle jumbo-sized proportions of the cabin will revolutionise accommodation and catering standards and this aspect of the design is all new. With nine previous DCs to go on. and over 40 years of experience, backed now by the resources and extra hard busi ness sense of McDonnell, the DC-10 should go on from the healthy order book of today into considerable success by the end of the next decade. Aerodynamics of the DC-10 are conventional, and Douglas can justify most assumptions by comparison with the DC-8 or -9. plus wind tunnel evidence. Some 13,000hr of wind tunnel research is planned, and well over half has been done in 15 different establishments on the West Coast, St. Louis, and in the NASA Moffat, Langley and Ames tunnels. Both Douglas and Lockheed elected a cruising spectrum of M 0.82 normal for range up to M 0.86 normal for high speed, with M 0.88 as a possible maximum—compared to the normal M 0.88 of the long-range Boeing 747. The resulting conventional wing has a 35° i-chord-sweepback and aspect ratio of 6.8; thickness is 11.5 per cent of the root chord and 10 per cent of the tip; and the leading-edge is sharper than on the DC-8. It is expected that the DC-I0-10 will have an initial cruise alti tude, after a gross-weight take-off, of at least 32,000ft at M 0.85 and of around 35,000ft at M 0.82. The heavier-weight Series 20/30 will be some 2,000ft lower at the same speed for/ their gross weight. High-lift devices comprise two sections of area-increasing trailing-edge flap/slat, and forward-moving leading-edge slats.
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