Post by aerofoto - HJG Admin on Oct 20, 2011 4:24:01 GMT
I've been meaning to further advance this DC10 thread (in particular my progress in regard to FDE improvements) over the past couple of weeks, BUT, time and opportunity haven't been in my favor before now
ANYWAY ....
This report relates to the "DC10-40" version .... and which, in respect of the DC10 SERIES aircraft, also represents the end of the line in regard to these simulations.
The DC10-40 was originally branded DC10-20, but, through the influence of NORTHWEST ORIENT AIRLINES during the early 1970's (whom wanted to impress that they had the most modern/advanced DC10 version then available), it was eventually re-branded/marketed as the DC10-40. This version had higher certified weights than any of the original DC10-30 SERIES aircraft .... and were also the "odd man out" among the DC10 family too being powered by P&W JT9D series turbofan engines unlike the GE series turbofan engines which powered all other DC10 versions. The DC10-40 .... like the DC10-30 .... also featured a CLG unit because of its higher weight, but, differed slightly from other DC10 versions in that the inlet of its # 2 tail engine featured a "bulbous shape" .... which was also incorporated into the later MD11 series design too. Only 2 airlines ever ordered DC10-40's from the MDC production line .... these being NORTHWEST ORIENT/NORTHWEST AIRLINES, and JAPAN AIR LINES .... though a number of other carriers have since acquired these aircraft from both NWA and JAL with a number of them having been converted to pure freighters.
The SGA/CANTU DC10-40 simulations are represented by the each of following 3 categories of these aircraft ....
The standard P&W JT9D-20 powered DC10-40. This was the version operated by NORTHWEST ORIENT/NORTHWEST AIRLINES with JT9D turbofan engines rated at some 50,000 LBS of thrust .... though these engines on some of the NWO/NWA operated aircraft were actually "derated "to around 40,000 LBS of thrust. The tail pipe on each engine of these P&W JT9D-20 powered DC10-40's is also different to that of the JT9D powered version operated by JAL .... as evidenced by the silencer which can clearly be seen protruding beyond the rear of each engine in the above image.
The DC10-40D. This is the JAL "DOMESTIC" version of the DC10-40 .... a high weight and high PAX capacity configuration (typically up to 380 seats) for internal/domestic routes throughout Japan and the airlines shorter ranging international routes. This particular DC10-40 version was powered by P&W JT9D-59A turbofan engines .... rated at some 53,000 LBS of thrust. Note the different tail pipe on each engine on this particular version as evidenced in the above image.
The DC10-40I. This is the JAL "INTERNATIONAL" version of the DC10-40 .... a high weight and standard PAX configuration (typically up to 277 seats) for long range international routes beyond Japan and the Asian region. This particular DC10-40 version was powered by P&W JT9D-59A turbofan engines .... rated at up to 54,000 LBS of thrust, but was otherwise, externally identical to the DC10-40D.
The above DC10-40 version was never represented/modelled by SGA/CANTU .... but .... represents the DC10-40 FREIGHTER conversion. Save for being unable to provide a model with an animated port side forward fuselage main-deck cargo door with which to properly represent this particular version .... it's not too difficult to replicate the DC10-40 FREIGHTER through careful FDE adjustment .... namely a "CARGO SPECIFIC" (rather than PAX based) W&B section within the CFG !
Another reason this DC10-40 report is "late" is because whilst I also ran into some of the same performance issues (namely pitch attitude during AP controlled ILS coupled approaches to landing) which has plagued most of the other SGA DC10 simulations .... and which, by careful FDE manipulation, I have (I think) been able to satisfactorily resolve .... as evidenced by the following panel image which suggests a much better pitch attitude (on the AI) for the indicated airspeed .... ranging from 3-4* (degrees) nose-up at around 145 KIAS rather than an improper/imperfect "FLAT" pitch (even at rediculously slow/dangerous approach speeds) most of these DC10 simulations originally demonstrated ....
Unfortunately .... I also experienced a couple of other/new issues not previously encountered among any of the other SGA DC10 simulations and which seem to have been unique to these DC10-40 FDE's only. These issues ranged from one or other of these simulations appearing to be "quite overpowered" .... whilst others demonstrated a tendency to vibrate "QUITE BADLY/SEVERLY" during some phases of high-speed AP controlled flight. On the basis of trouble-shooting, and further careful FDE manipulations, I believe these issues have also now been satisfactorily resolved too.
As has been the case with each of the previously presented DC10 versions .... these DC10-40 simulations were also found to load into FS "EXCESSIVELY OVERLOADED" .... but which is also curretly being addressed.
The panel is an SGA production too, but, the version I'm using has "LIGHHTING AND GAUGE UPDATES" provided by another party. There are a couple of minor issues affecting this panel version which I'd like to see corrected .... as well as some improvements I'd also like to see incoporated into this panel in ther future too .... "IF POSSIBLE". Along with the completion of some decent GE and P&W specific soundpacks especially for these DC10's .... which I'll also, hopefully, be looking at too was well as future AEROMUSICA productions .... these then "appear" to be the only remaining issues affecting these otherwize superb DC10 simulations.
Mark C
AKL/NZ
ANYWAY ....
This report relates to the "DC10-40" version .... and which, in respect of the DC10 SERIES aircraft, also represents the end of the line in regard to these simulations.
The DC10-40 was originally branded DC10-20, but, through the influence of NORTHWEST ORIENT AIRLINES during the early 1970's (whom wanted to impress that they had the most modern/advanced DC10 version then available), it was eventually re-branded/marketed as the DC10-40. This version had higher certified weights than any of the original DC10-30 SERIES aircraft .... and were also the "odd man out" among the DC10 family too being powered by P&W JT9D series turbofan engines unlike the GE series turbofan engines which powered all other DC10 versions. The DC10-40 .... like the DC10-30 .... also featured a CLG unit because of its higher weight, but, differed slightly from other DC10 versions in that the inlet of its # 2 tail engine featured a "bulbous shape" .... which was also incorporated into the later MD11 series design too. Only 2 airlines ever ordered DC10-40's from the MDC production line .... these being NORTHWEST ORIENT/NORTHWEST AIRLINES, and JAPAN AIR LINES .... though a number of other carriers have since acquired these aircraft from both NWA and JAL with a number of them having been converted to pure freighters.
The SGA/CANTU DC10-40 simulations are represented by the each of following 3 categories of these aircraft ....
The standard P&W JT9D-20 powered DC10-40. This was the version operated by NORTHWEST ORIENT/NORTHWEST AIRLINES with JT9D turbofan engines rated at some 50,000 LBS of thrust .... though these engines on some of the NWO/NWA operated aircraft were actually "derated "to around 40,000 LBS of thrust. The tail pipe on each engine of these P&W JT9D-20 powered DC10-40's is also different to that of the JT9D powered version operated by JAL .... as evidenced by the silencer which can clearly be seen protruding beyond the rear of each engine in the above image.
The DC10-40D. This is the JAL "DOMESTIC" version of the DC10-40 .... a high weight and high PAX capacity configuration (typically up to 380 seats) for internal/domestic routes throughout Japan and the airlines shorter ranging international routes. This particular DC10-40 version was powered by P&W JT9D-59A turbofan engines .... rated at some 53,000 LBS of thrust. Note the different tail pipe on each engine on this particular version as evidenced in the above image.
The DC10-40I. This is the JAL "INTERNATIONAL" version of the DC10-40 .... a high weight and standard PAX configuration (typically up to 277 seats) for long range international routes beyond Japan and the Asian region. This particular DC10-40 version was powered by P&W JT9D-59A turbofan engines .... rated at up to 54,000 LBS of thrust, but was otherwise, externally identical to the DC10-40D.
The above DC10-40 version was never represented/modelled by SGA/CANTU .... but .... represents the DC10-40 FREIGHTER conversion. Save for being unable to provide a model with an animated port side forward fuselage main-deck cargo door with which to properly represent this particular version .... it's not too difficult to replicate the DC10-40 FREIGHTER through careful FDE adjustment .... namely a "CARGO SPECIFIC" (rather than PAX based) W&B section within the CFG !
Another reason this DC10-40 report is "late" is because whilst I also ran into some of the same performance issues (namely pitch attitude during AP controlled ILS coupled approaches to landing) which has plagued most of the other SGA DC10 simulations .... and which, by careful FDE manipulation, I have (I think) been able to satisfactorily resolve .... as evidenced by the following panel image which suggests a much better pitch attitude (on the AI) for the indicated airspeed .... ranging from 3-4* (degrees) nose-up at around 145 KIAS rather than an improper/imperfect "FLAT" pitch (even at rediculously slow/dangerous approach speeds) most of these DC10 simulations originally demonstrated ....
Unfortunately .... I also experienced a couple of other/new issues not previously encountered among any of the other SGA DC10 simulations and which seem to have been unique to these DC10-40 FDE's only. These issues ranged from one or other of these simulations appearing to be "quite overpowered" .... whilst others demonstrated a tendency to vibrate "QUITE BADLY/SEVERLY" during some phases of high-speed AP controlled flight. On the basis of trouble-shooting, and further careful FDE manipulations, I believe these issues have also now been satisfactorily resolved too.
As has been the case with each of the previously presented DC10 versions .... these DC10-40 simulations were also found to load into FS "EXCESSIVELY OVERLOADED" .... but which is also curretly being addressed.
The panel is an SGA production too, but, the version I'm using has "LIGHHTING AND GAUGE UPDATES" provided by another party. There are a couple of minor issues affecting this panel version which I'd like to see corrected .... as well as some improvements I'd also like to see incoporated into this panel in ther future too .... "IF POSSIBLE". Along with the completion of some decent GE and P&W specific soundpacks especially for these DC10's .... which I'll also, hopefully, be looking at too was well as future AEROMUSICA productions .... these then "appear" to be the only remaining issues affecting these otherwize superb DC10 simulations.
Mark C
AKL/NZ