Panels for DC-10's

[Falcon]

I am unable to find panels for the DC-10?
What am I missing here?
Denny aka Falcon

[Thales Coelho]

Hi!

Just scroll down the Downloads page and you will find the DC-10 Panel page.

Anyway, thats de link simviation.com/hjg/panels1/douglas10.htm

[aerofoto - HJG Admin]

Use the link provided by "THALES COELHO" Denny

Alternatively ....

Go to our DOWNLOADS page .... locate "DC-10" within the PANELS section .... and you'll find them all there

Mark C
AKL/NZ

[Falcon]

All I get off the HJG site is panels for the Mad Dog series

I did find them on the link. However I have a problem I have never had before. I use to have them loaded into fsx and flew them alot. But now the DC10-10 SERIES at least will not show airspeed over 280. I can't even climb afte takeoff or it will stall.

[aerofoto - HJG Admin]

All I get off the HJG site is panels for the Mad Dog series

You might earlier have been focusing on the "McDONNELL-DOUGLAS" Panels section. The DC-10 Panels and their Core Files (like those for a number of our other simulations too) are located within their own separate "DC-10" section due to the number of panels offered.

the DC10-10 SERIES at least will not show airspeed over 280. I can't even climb after takeoff or it will stall.

From what you describe Denny .... I'd say you've possibly been trying to climb whilst too heavy, and with maybe too high a ROC, and with maybe insufficient power set .... all of which will result in the like of what you describe.

Remember .... the DC-10-10 has the lowest power rating among all of the DC-10 SERIES and with the exception of the DC-10-10ER's these versions also have the lowest MGW too (the weight difference isn't much but is sufficient to result in minor handling differences in FS), but, they're still quite heavy regardless.

Remember also .... all of our simulations load into FS with "full fuel and payload". The End user is expected to "reduce fuel, or payload, or both" in accordance with the requirements of their intended flight. This's been an HJG development standard since 2000 and promotes more accurate flight planning (it's got nothing to do with using weight to manipulate feel or performance as some have erroneously thought in the past) .... for those whom like to implement/practice such.

"IF" you're overweight for TO then climb performance will degrade.

"IF" you reduce power too much after TO .... or .... establish too great a ROC at any stage after TO .... then this will cause the pitch attitude to increase and adversely impact climb performance too.

The MGW load recommendations for each of our DC-10-10 simulations are as follows ....


1.RECOMMENDED MGW LOADING DC-10-10

FUEL & PAYLOAD ADJUSTMENTS
LEFT = 80.0 %
CENTER = 46.0 %
RIGHT = 80.0 %
No payload adjustment = 42 LBS overload


2.RECOMMENDED MGW LOADING DC-10-10ER

FUEL & PAYLOAD ADJUSTMENTS
LEFT = 80.0 %
CENTER = 56.2 %
RIGHT = 80.0 %
CENTER 2 = 56.2 %
No payload adjustment = 61 LBS overload


3.RECOMMENDED MGW LOADING DC-10-10CF/MD-10-10F

FUEL & PAYLOAD ADJUSTMENTS
LEFT = 80.0 %
CENTER = 62.1 %
RIGHT = 80.0 %
No payload adjustment = 67 LBS overload


4.RECOMMENDED MGW LOADING DC-10-10CF/ER

FUEL & PAYLOAD ADJUSTMENTS
LEFT = 80.0 %
CENTER = 56.6 %
RIGHT = 80.0 %
CENTER 2 = 56.6 %
No payload adjustment = 15 LBS overload


TO power for the DC-10-10's should be set at N2 101%.

At MGW and "prior to gear/flap/slat retraction" the ROC should be restricted to 1,500 PPM.

At MGW and "post gear/flap/slat retraction" climb power should be reduced/set and maintained at around N2 92% .... and the ROC increased to 2,000 FPM

A slightly higher ROC may be established following any reduced weight T/O.

The full and recommended MGW TO handling procedure for each of our DC-10-10's is as follows .... as stated within our following-linked forum based manual ....


DC-10 MANUAL
tonymadgehjg.proboards.com/thread/9147/dc10-panel-installation-handling-notes
"SECTION 6" of this manual is basic full flight tutorial (all systems explained) .... from TO to TD.
"SECTION 7" of this manual features basic flying guides relative to each DC-10 version.

1. DC-10-10 (US domestic configuration)

3X GE CF6-6D1 turbofan engines rated at 41,500 LBS thrust e/a

MGTOW = 430,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 40,992 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 80.0 %
CENTER = 46.0 %
RIGHT = 80.0 %

No payload adjustment = 42 LBS overload

PANEL = "DC-10-10"

TRIM = 3.5 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = N2 101 % ("maximum")
INITIAL CLIMB RATE = 1,500 FPM
FLAP 22° RETRACT SPEED = 200 KIAS
FLAP 15° RETRACT SPEED = 215 KIAS
FLAP 5° RETRACT SPEED = 230 KIAS
LE SLAT RETRACT SPEED 245 KIAS (or as per V-REF placard)

AFTER TO/CLEAN UP CLIMB THRUST = N2 92 % or target AT airspeed 295 KTS (below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 1,500 FPM ROC until after gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,200 FPM - increase airspeed toward 300 KTS (AT)
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,800 FPM - increase airspeed toward 305 KTS (AT)
- 23,000 FT reduce ROC to 1,500 FPM
- 26,000 FT reduce ROC to 1,200 FPM - increase airspeed toward 310 KTS (AT)
- 29,000 FT reduce ROC to 1,000 FPM
- 30,000 FT reduce ROC to 800 FPM - increase airspeed toward 315 KTS (AT)
- 30,500 FT reduce ROC to 500 FPM
- 30,800 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE - maintain 315 KTS (AT)/MACH 0.82

FL310 MACH 0.82 CRUISE PERFORMANCE

IAS = 315 KTS
MACH = 0.82.2
TAS = 483 MPH
GS = 516 KTS (315 X 1.64 = 516)
N1 = 84.8 %
EGT = 702 °C
N2 = 89.4 %
F/F = 5,520 LBS (X3 = 16,560 LBS total)
AI PITCH = +2°


2.DC-10-10CF (convertible/freighter US domestic configuration)

3X GE CF6-6D1 turbofan engines rated at 41,500 LBS thrust e/a

MGTOW = 440,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 40,735 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 80.0 %
CENTER = 62.1 %
RIGHT = 80.0 %

No payload adjustment = 67 LBS overload

PANEL = "DC-10-10F"

TRIM = 3.5 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = N2 101 % ("maximum")
INITIAL CLIMB RATE = 1,500 FPM
FLAP 22° RETRACT SPEED = 200 KIAS
FLAP 15° RETRACT SPEED = 215 KIAS
FLAP 5° RETRACT SPEED = 230 KIAS
LE SLAT RETRACT SPEED 245 KIAS (or as per V-REF placard)

AFTER TO/CLEAN UP CLIMB THRUST = N2 92 % or target AT airspeed 295 KTS (below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 1,500 FPM ROC until after gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,200 FPM - increase airspeed toward 300 KTS (AT)
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,800 FPM - increase airspeed toward 305 KTS (AT)
- 23,000 FT reduce ROC to 1,500 FPM
- 26,000 FT reduce ROC to 1,200 FPM - increase airspeed toward 310 KTS (AT)
- 29,000 FT reduce ROC to 1,000 FPM
- 30,000 FT reduce ROC to 800 FPM - increase airspeed toward 315 KTS (AT)
- 30,500 FT reduce ROC to 500 FPM
- 30,800 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE - maintain 315 KTS (AT)/MACH 0.82

FL310 MACH 0.82 CRUISE PERFORMANCE

IAS = 315 KTS
MACH = 0.82.2
TAS = 483 MPH
GS = 516 KTS (315 X 1.64 = 516)
N1 = 84.8 %
EGT = 702 °C
N2 = 89.4 %
F/F = 5,520 LBS (X3 = 16,560 LBS total)
AI PITCH = +2°


3.DC-10-10 ER (LAKER AIRWAYS extended range configuration)

3X GE CF6-6D1 turbofan engines rated at 41,500 LBS thrust e/a

MGTOW = 455,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 58,899 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 80.0 %
CENTER = 56.2 %
RIGHT = 80.0 %
CENTER 2 = 56.2 %

No payload adjustment = 61 LBS overload

PANEL = "DC-10-10 ER"

TRIM = 4.0 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = N2 101 % ("maximum")
INITIAL CLIMB RATE = 1,500 FPM
FLAP 22° RETRACT SPEED = 200 KIAS
FLAP 15° RETRACT SPEED = 215 KIAS
FLAP 5° RETRACT SPEED = 230 KIAS
LE SLAT RETRACT SPEED 245 KIAS (or as per V-REF placard)

AFTER TO/CLEAN UP CLIMB THRUST = N2 92 % or target AT airspeed 295 KTS (below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 1,500 FPM ROC until after gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,200 FPM - increase airspeed toward 300 KTS (AT)
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,800 FPM - increase airspeed toward 305 KTS (AT)
- 23,000 FT reduce ROC to 1,500 FPM
- 26,000 FT reduce ROC to 1,200 FPM - increase airspeed toward 310 KTS (AT)
- 29,000 FT reduce ROC to 1,000 FPM
- 30,000 FT reduce ROC to 800 FPM - increase airspeed toward 315 KTS (AT)
- 30,500 FT reduce ROC to 500 FPM
- 30,800 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE - maintain 315 KTS (AT)/MACH 0.82

FL310 MACH 0.82 CRUISE PERFORMANCE

IAS = 315 KTS
MACH = 0.82.2
TAS = 482 MPH
GS = 516 KTS (315 X 1.64 = 516)
N1 = 83.2 %
EGT = 702 °C
N2 = 89.5 %
F/F = 5,560 LBS (X3 = 16,680 LBS total)
AI PITCH = +2°


4.DC-10-10F ER (LAKER AIRWAYS extended range configuration/cargo conversion)

3X GE CF6-6D1 turbofan engines rated at 41,500 LBS thrust e/a

MGTOW = 455,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 58,899 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 80.0 %
CENTER = 56.6 %
RIGHT = 80.0 %
CENTER 2 = 56.6 %

No payload adjustment = 15 LBS overload

PANEL = "DC-10-10F ER"

TRIM = 4.0 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = N2 101 % ("maximum")
INITIAL CLIMB RATE = 1,500 FPM
FLAP 22° RETRACT SPEED = 200 KIAS
FLAP 15° RETRACT SPEED = 215 KIAS
FLAP 5° RETRACT SPEED = 230 KIAS
LE SLAT RETRACT SPEED 245 KIAS (or as per V-REF placard)

AFTER TO/CLEAN UP CLIMB THRUST = N2 92 % or target AT airspeed 295 KTS (below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 1,500 FPM ROC until after gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,200 FPM - increase airspeed toward 300 KTS (AT)
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,800 FPM - increase airspeed toward 305 KTS (AT)
- 23,000 FT reduce ROC to 1,500 FPM
- 26,000 FT reduce ROC to 1,200 FPM - increase airspeed toward 310 KTS (AT)
- 29,000 FT reduce ROC to 1,000 FPM
- 30,000 FT reduce ROC to 800 FPM - increase airspeed toward 315 KTS (AT)
- 30,500 FT reduce ROC to 500 FPM
- 30,800 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE - maintain 315 KTS (AT)/MACH 0.82

FL310 MACH 0.82 CRUISE PERFORMANCE

IAS = 315 KTS
MACH = 0.82.3
TAS = 482 MPH
GS = 516 KTS (315 X 1.64 = 516)
N1 = 84.6 %
EGT = 701 °C
N2 = 89.3 %
F/F = 5,510 LBS (X3 = 16,530 LBS total)
AI PITCH = +1°

These (recommended) procedures have each been fine-tuned over the years and proven to work well .... if implemented correctly

Simulated air temperature and other meteorological influences "in FS" will always have a minor + or - impact on all performances.

Mark C
AKL/NZ

[Falcon]

Hey thanks Mark, I was taking weight off, but still trying to climb faster than 1500fmp. I see default is 700
thanks again

[aerofoto - HJG Admin]

I see default is 700

It's actually "800" .... but .... that's just a basic/default AP ROC/ROD limitation and which can be over-ridden by setting a greater/lesser ROC/ROD using the AP VS feature

Establish the DC-10-10's at the recommended 1500 FPM initial ROC and N2 101% power setting post TO an prior to CU Denny .... then .... post CU reduce power to approximately N2 92% and increase the ROC to the recommended 2000 FPM (engage the AT to look after airspeed along with the AP too .... and which, although this's less authentic procedurally/handling-wise, following TO is helpful in regard to keeping performance under control "until one really understands the panel/s and their systems/features") .... then follow my prescribed altitude/power and ROC adjustments schedule all the way up to cruising altitude .... and you'll be fine.

Going up with too great a ROC and insufficient power "WILL" result in one getting into trouble.

Again the above/earlier recommended procedures are for "the DC-10-10's specifically".

Handling recommendations for the other DC-10 versions "differ" due to their simulated weight and engine thrust, but, work equally fine as prescribed within the manual

Mark C
AKL/NZ

[Falcon]

thanks Mark, sorry it took so long to answer, been crazy here. Getting ready for a pacemaker implant next week

regards,
Denny