DC10 Panel Installation & Handling Notes

new

« Prev
1
Next »

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,066

DC10 Panel Installation & Handling Notes Aug 17, 2018 10:23:12 GMT aerofoto - HJG Admin, Nathan Ford - HJG, and 1 more like this

Post by aerofoto - HJG Admin on Aug 17, 2018 10:23:12 GMT

DC-10 INSTALLATION & HANDLING NOTES # 1

UPDATED: June 22nd 2020.

HJG DC-10 PROJECT INFORMATION

We are grateful to Erick CANTU for modelling the DC-10 aircraft for FS and his consent for HJG to host VISTALINERS files .... "THANK YOU" Erick !

And we are also grateful to George CARTY for modifying the original SGA DC-10 panel to suite HJG requirements .... "THANK YOU" George !

Other folk whom have contributed invaluable assistance with this VL/HJG DC-10 project are ....

- Stefan AHLBERG
- Mike BEAUMANN
- George CARTY
- Mark CRANSTON
- Stan WINKE
- Camilo LUENGAS
- Ken MITCHELL
- Mike MONCE
- Mario NORIEGA
- Benoit PLAMONDON
- Jonathan STEWART
- Fraser TURNER

"THANK YOU" everyone !

PLEASE NOTE: Save for the programming incorporated into the DC-10 panels which form part of these HJG simulations .... the basic main panel graphic remains the property of Stefan AHLBERG, Mike BAUMANN, and Fraser TURNER. All rights are reserved by the respective original authors.

1.01: "INTRODUCTION".

It is important to appreciate there is no such thing as a standard DC-10 aircraft version. Like is the case with most aircraft types DC-10's differ in regard to engine power ratings and their certified operating weights .... as do their performances also.

Most other previously released DC-10 simulations have focused on just 1 specific engine type and weight configuration for these aircraft.

The DC-10 simulations offered by HJG represent each of the major production and conversion configurations which apply to these aircraft .... with the exception of KC-10, K-DC-10, and MD-10 aircraft versions.

1.02: "DC-10 PROJECT DESCRIPTION".

This DC-10 project is composed of each of the following essential elements ....

- Aircraft Base Packs
- 3D models
- Customized FDE
- Multi-featured 2D panels (supporting both captain and FO views with FE station)
- Customized and authentic DC-10 (type) GE CF6-6, GE CF6-50, and P&W JT9D turbofan soundpacks
- An extensive range of high quality textures featuring DC-10-10/-15/-30/-40 aircraft liveries from around the world.

1.03: DC-10 AIRCRAFT BASE PACK INFORMATION

A selection of 13 DC-10 Aircraft Base Pack files are offered by HJG. These represent each of the following engine thrust and aircraft weight configurations ....

DC-10-10 Aircraft Base Pack .... GE CF6-6D1 (41,500 LBS thrust e/a / MGTOW 430.000 LBS - "PAX configuration")

DC-10-10CF/F Aircraft Base Pack .... GE CF6-6 (41,500 LBS thrust e/a / MGTOW 440.000 LBS - "freighter configuration")

DC-10-10(ER) Aircraft Base Pack .... GE CF6-6D1 (41,500 LBS thrust e/a / MGTOW 455.000 LBS - "PAX configuration LAKER AIRWAYS")

DC-10-10CF/F(ER) Aircraft Base Pack .... GE CF6-6 (41,500 LBS thrust e/a / MGTOW 455.000 LBS - "freighter configuration ex LAKER AIRWAYS")

DC-10-15 Aircraft Base Pack .... GE CF6-50C-2F (46,500 LBS thrust e/a / MGTOW 455.000 LBS "PAX Configuration")

DC-10-30 Aircraft Base Pack .... GE CF6-50C (51,000 LBS thrust e/a / MGTOW 565.000 LBS - "PAX configuration")

DC-10-30CF/F Aircraft Base Pack .... GE CF6-50C (51,000 LBS thrust e/a / MGTOW 565.000 LBS - "freighter configuration")

DC-10-30ER Aircraft Base Pack .... GE CF6-50C-2B (54,000 LBS thrust e/a / MGTOW 580.000 LBS - "PAX configuration")

DC-10-40 Aircraft Base Pack .... P&W JT9D-20J (49,400 LBS thrust e/a / MGTOW 565.000 LBS - "PAX configuration NORTHWEST AIRLINES US domestic configuration")

DC-10-40D Aircraft Base Pack .... P&W JT9D-59A (49,400 LBS thrust e/a "derated"/ MGTOW 475.000 LBS - "PAX configuration JAPAN AIR LINES domestic version")

DC-10-40F HGW Aircraft Base Pack .... P&W JT9D-59A (53,000 LBS thrust e/a / MGTOW 572.000 LBS - "freighter configuration" ex JAPAN AIR LINES with CLG unit)

DC-10-40F LGW Aircraft Base Pack .... P&W JT9D-59A (53,000 LBS thrust e/a / MGTOW 475.000 LBS - "freighter configuration" ex JAPAN AIR LINES without CLG unit)

DC-10-40I Aircraft Base Pack .... P&W JT9D-59A (53,000 LBS thrust e/a / MGTOW 572.000 LBS - "PAX configuration JAPAN AIR LINES international version")

The 3D models supplied within each aircraft base pack file represent the latest edited versions compiled by HJG between January 2015 and May 2018 and are as follows ....

1. DC-10-10 (pure PAX US domestic configuration) Aircraft Base Pack model descriptions ....

MODEL.10 EARLY

- GE CF6-6 turbofan engines.
- Splitter Plates on all 3 engine exhaust ends/original/unmodified hot end reverser configuration.
- No CLG unit.
- 3X fuel tank configuration.

MODEL.10 LATE

- GE CF6-6 turbofan engines.
- Long silencer on all 3 engine exhaust ends (later modified configuration - Splitter Plates and hot end reverser mechanism removed).
- No CLG unit.
- 3X fuel tank configuration.

2. DC-10-10CF (convertible PAX/freighter or pure freighter conversion US domestic configuration) Aircraft Base Pack model descriptions ....

MODEL.10 EARLY

- GE CF6-6 turbofan engines.
- Splitter Plates on all 3 engine exhaust ends/original/unmodified hot end reverser configuration.
- Port side forward fuselage main deck cargo door equipped.
- No CLG unit.
- 3X fuel tank configuration.

MODEL.10 LATE

- Convertible PAX/freighter or pure freighter conversion US domestic configuration.
- GE CF6-6 turbofan engines.
- Long silencer on all 3 engine exhaust ends (later modified configuration - Splitter Plates and hot end reverser mechanism removed).
- Port side forward fuselage main deck cargo door equipped.
- No CLG unit.
- 3X fuel tank configuration.

3. DC-10-10 ER (pure PAX LAKER AIRWAYS configuration) Aircraft Base Pack model descriptions ....

MODEL.10 EARLY

- GE CF6-6 turbofan engines.
- Splitter Plates on all 3 engine exhaust ends/original/unmodified hot end reverser configuration.
- No CLG unit.
- 4X fuel tank configuration.

MODEL.10 LATE

- GE CF6-6 turbofan engines.
- Long silencer on all 3 engine exhaust ends (later modified configuration - Splitter Plates and hot end reverser mechanism removed).
- No CLG unit.
- 4X fuel tank configuration

4. DC-10-10CF ER (convertible PAX/freighter or pure freighter conversion LAKER AIRWAYS configuration) Aircraft Base Pack model descriptions ....

MODEL.10 LATE

- Convertible PAX/freighter or pure freighter conversion US domestic configuration.
- GE CF6-6 turbofan engines.
- Long silencer on all 3 engine exhaust ends (later modified configuration - Splitter Plates and hot end reverser mechanism removed).
- Port side forward fuselage main deck cargo door equipped.
- No CLG unit.
- 4X fuel tank configuration

5. DC-10-15 (pure PAX hot/high performance version .... unique to AEROMEXICO and MEXICANA) Aircraft Base Pack model descriptions ....

MODEL.15

- GE CF6-50C turbofan engines.
- Short engine exhaust pipes/no hot end reverser (standard on all DC-10-15's) with exposed silencer.
- No CLG unit.
- 4X fuel tank configuration.

6. DC-10-30 (pure PAX intercontinental configuration) Aircraft Base Pack model descriptions ....

MODEL.30

- GE CF6-50C turbofan engines (intercontinental configuration).
- Long/original full pylon length engine exhaust pipes/original hot end reverser mechanism on all 3 engines.
- CLG equipped.
- 4X fuel tank configuration.

MODEL.30 LATE

- GE CF6-50C turbofan engines.
- Short engine exhaust pipes/no hot end reverser with exposed silencer.
- CLG equipped.
- 4X fuel tank configuration.

7. DC-10-30CF/F (convertible PAX/freighter or pure freighter conversion intercontinental configuration) Aircraft Base Pack model descriptions ....

MODEL.30F

- GE CF6-50C turbofan engines.
- Long/original full pylon length engine exhaust pipes/original hot end reverser mechanism on all 3 engines.
- Port side forward fuselage main deck cargo door equipped.
- CLG equipped.
- 4X fuel tank configuration.

MODEL.30F LATE

- GE CF6-50C turbofan engines.
- Short engine exhaust pipes/no hot end reverser with exposed silencer.
- Port side forward fuselage main deck cargo door equipped.
- CLG equipped.
- 4X fuel tank configuration.

8. DC-10-30ER (pure PAX extended range/HGW intercontinental configuration) Aircraft Base Pack model descriptions ....

MODEL.30ER

- GE CF6-50C turbofan engines.
- Short engine exhaust pipes/no hot end reverser on all 3 engines (standard on all DC-10-30ER's) with exposed silencer.
- CLG equipped.
- 4X fuel tank configuration.

9. DC-10-40 (pure PAX configuration .... unique to NORTHWEST AIRLINES) Aircraft Base Pack model descriptions ....

MODEL.40

- P&W JT9D-20J turbofan engines.
- Bulbous/enlarged intake on # 2/tail engine (only) .... short engine exhaust pipes (no hot end reverser) on all 3 engines with exposed silencer.
- CLG equipped.
- 4X fuel tank configuration.

10. DC-10-40D (pure PAX domestic configuration .... unique to JAPAN AIR LINES) Aircraft Base Pack model descriptions ....

MODEL.40D

- P&W JT9D-59A turbofan engines (derated).
- Bulbous/enlarged intake on # 2/tail engine (only) .... short engine exhaust pipes (no hot end reverser) on all 3 engines with concealed silencer.
- No CLG unit.
- 4X fuel tank configuration.

11. DC-10-40F HGW (high gross weight pure freighter conversion of ex JAPAN AIR LINES DC-10-40's) Aircraft Base Pack model descriptions ....

MODEL.40F (CLG equipped)

- P&W JT9D-59A turbofan engines.
- Bulbous/enlarged intake on # 2/tail engine (only) .... short engine exhaust pipes (no hot end reverser) on all 3 engines with concealed silencer.
- Port side forward fuselage main deck freight door equipped.
- No CLG unit.
- 4X fuel tank configuration.

PLEASE NOTE: All current DC-10-40F textures may be used with either DC-10-40F HGW (CLG equipped) and DC-10-40F LGW (non-CLG equipped) aircraft base pack models. In reality the CLG on these (and other CLG equipped DC-10´s) aircraft could be employed, up-locked, or even removed completely in accordance with the dictates of operations specific weight/payload requirements.

13. DC-10-40I (pure PAX international configuration .... unique to JAPAN AIR LINES) Aircraft Base Pack model descriptions ....

MODEL.40I

- P&W JT9D-59A turbofan engines.
- Bulbous/enlarged intake on # 2/tail engine (only) .... short engine exhaust pipes (no hot end reverser) on all 3 engines with concealed silencer.
- CLG equipped.
- 4X fuel tank configuration.

Each DC-10 3D model features opening/animated forward fuselage exits (and port side forward fuselage main deck cargo doors for "CF/F" designated aircraft versions) .... and operating/animated wing flaps/slats, aileron surfaces, elevators, rudder, engine thrust reversers, steerable nose gear, and retractable landing gear and functional gear bay doors.

The port side forward and rear fuselage PAX exit animations function per the standard/default FS door open/close keyboard commands .... "SHIFT+E" to open/close DOOR 1L, DOOR 4L, and DOOR 2R.

The port side forward fuselage main deck cargo door on all DC-10-10CF, DC-10-30CF, and DC-10-40F models is animated and functions per the FS2004 "WINGFOLD" keyboard commands ....

The Starboard forward and aft under floor cargo/baggage holds and the DOOR 2R exit animations also function per "SHIFT+E+2" keyboard commands.

PLEASE NOTE: "WINGFOLD" keyboard commands must be manually assigned within the FS OPTIONS/CONTROLS/ASSIGNMENTS menu

The wing spoiler animation functions per arming the Spoiler Lever located on the CP sub panel in each 2D panel .... or .... per arming the Spoiler Lever animation using FS "SHIFT" + "SLASH KEY" (/) auto-Spoiler deployment keyboard commands. Alternatively the wing spoilers can also be deployed manually using the standard/default FS Wing Spoiler deploy/retract keyboard command .... "SLASH KEY" (/) only.

The wing slat/flaps animations function per standard/default FS flap/slat extend/retract keyboard commands .... "F7" to extend flaps in increments .... "F8" to extend flaps fully .... "F6" to retract flaps in increments .... "F5" to retract flaps fully. 6 wing slat/flap detents are engineered into each DC-10 3D model and correspond with the panel engineered flap detents which are animated to function as follows ....

# 1 selection = extends LE SLATS (1st increment only) setting.
# 2 selection = extends TE FLAP 5° setting.
# 3 selection = extends TE FLAP 15° setting.
# 4 selection = extends TE FLAP 22° setting.
# 5 selection = extends LE SLATS FULL (2nd/final increment) and TE FLAP 35° setting.
# 6 selection = extends TE FLAP 50°/FULL FLAPS setting.

The engine thrust reverser animations function per standard/default FS reverse thrust keyboard commands .... "F2" (to engage reverse thrust) .... "F3" (to gradually ease out of reverse thrust) .... and "F1" (to cancel reverse thrust/close the reverser doors/and engage idle thrust).

Elevator Trim is best set using keyboard commands "END" (Trim Up) and "HOME" (Trim Down).

The landing gear animation functions per standard/default FS landing gear extend/retract keyboard commands .... "G" to extend/retract landing gear.

Each DC-10 Aircraft Base Pack is aircraft version weight and engine type/thrust rating specific.

Each DC-10 Aircraft Base Pack features FDE customized for each individual DC-10 panel version.

Appropriate performance variations have been incorporated into the FDE for each simulation and are in accordance with the known real world specifications and capabilities of each individual DC-10 aircraft version .... subject to certain FS limitations of course.

PLEASE NOTE: Each DC-10 Aircraft Base Pack must be used with the correct corresponding/recommended panel version or inaccurate panel instrument indications and flight performances will result.

Each HJG supplied DC-10 Aircraft Base Pack file is a separate download available from the various "DC-10" aircraft type sections listed on the HJG Downloads page.

1.04: DC-10 PANELS INFORMATION

A selection of 12 DC-10 panels are offered by HJG. These represent each of the following aircraft/engine type, panel instrument, and landing gear configurations ....

DC-10-10 Panel

- GE CF6-D1 calibrated round analogue engine gauges (N1, EGT, N2, and F/F configuration)..
- Dynamic DC-10-10 weight and flap detent calibrated V-REF chart (with auto-updating T/O and landing data)
- Multi-functional AP MCP with Auto Approach and dual AP Auto-Flare/Autoland capability.
- Dual AT with Thrust Rating Computer interactivity.
- INS, GPS, and VOR navigation capable.
- WX radar with colour display.
- Operating windshield wipers.
- FE panel with functional APU, electrical, hydraulics, pneumatics, 4 fuel tank fuel system (with transfer and dumping capability.... and external vapour effects), and 3 landing gear (no CLG) lamps.

PLEASE NOTE: This particular DC-10-10 ER panel configuration is unique to AIRTOURS (G-TAOS), AMERICAN AIRLINES (N117AA), AMERICAN TRANS AIR (N183AT), CARIBBEAN AIRWAYS (G-BBSZ), LAKER AIRWAYS (G-AZZD and G-BBSZ), MY TRAVEL (G-TAOS), PREMIAIR (OY-CNY), SCANAIR (SE-DHY), SUN COUNTRY (N573SC), and WESTERN AIRLINES (N909WA and N914WA). Textures for these aircraft subjects are available at HJG.

DC-10-10F ER Panel ....

- GE CF6-D1 calibrated round analogue engine gauges (N1, EGT, N2, and F/F configuration)..
- Dynamic DC-10-10 weight and flap detent calibrated V-REF chart (with auto-updating T/O and landing data).
- Multi-functional AP MCP with Auto Approach and dual AP Auto-Flare/Autoland capability.
- Dual AT and thrust rating computer equipped.
- INS, GPS, and VOR navigation capable.
- WX radar with colour display.
- Operating windshield wipers.
- FE panel with functional APU, electrical, hydraulics, pneumatics, 4 fuel tank fuel system (with transfer and dumping capability.... and external vapour effects), additional main cargo door lamps, and 3 landing gear (no CLG) lamps.

PLEASE NOTE: This particular DC-10-10F ER panel configuration is unique to FED EX EXPRESS (N558FE). Textures for this aircraft subject is available at HJG.

DC-10-15 Panel

- GE CF6-50C-2F calibrated round analogue engine gauges (N1, EGT, N2, and F/F configuration).
- Dynamic DC-10-15 weight and flap detent calibrated V-REF chart (with auto-updating T/O and landing data).
- Multi-functional AP MCP with Auto Approach and dual AP Auto-Flare/Autoland capability.
- Dual AT and thrust rating computer equipped.
- INS, GPS, and VOR navigation capable.
- WX radar with colour display.
- Operating windshield wipers.
- FE panel with functional APU, electrical, hydraulics, pneumatics, 4 fuel tank fuel system (with transfer and dumping capability.... and external vapour effects), and 3 landing gear (no CLG) lamps.

DC-10-30 Panel (standard gauges)

- GE CF6-50C calibrated round analogue engine gauges (N1, EGT, N2, and F/F configuration).
- Dynamic DC-10-30 weight and flap detent calibrated V-REF chart (with auto-updating T/O and landing data).
- Multi-functional AP MCP with Auto Approach and dual AP Auto-Flare/Autoland capability.
- Dual AT and thrust rating computer equipped.
- INS, GPS, and VOR navigation capable.
- WX radar with colour display.
- Operating windshield wipers.
- FE panel with functional APU, electrical, hydraulics, pneumatics, 4 fuel tank fuel system (with transfer and dumping capability.... and external vapour effects), and 4 landing gear (CLG equipped) lamps.

DC-10-30 Panel (tape gauges)

- GE CF6-50C calibrated tape engine gauges (N1, EGT, EPR, N2, and F/F configuration).
- Dynamic DC-10-30 weight and flap detent calibrated V-REF chart (with auto-updating T/O and landing data).
- Multi-functional AP MCP with Auto Approach and dual AP Auto-Flare/Autoland capability.
- Dual AT and thrust rating computer equipped.
- INS, GPS, and VOR navigation capable.
- WX radar with colour display.
- Operating windshield wipers.
- FE panel with functional APU, electrical, hydraulics, pneumatics, 4 fuel tank fuel system (with transfer and dumping capability.... and external vapour effects), and 4 landing gear (CLG equipped) lamps.

PLEASE NOTE: This particular DC-10-30 panel configuration is unique to AOM/AIR OUTRE MER (F-ODLY, F-GTLY), AIR LIB (F-GTLY), AIR NEW ZEALAND (all aircraft), AIR PACIFIC (N821L), AMERICAN AIRLINES (N136AA, N137AA, N138AA, N144AA, N164AA), LAN CHILE (CC-CJS, CC-CJT, LINHAS AEREAS DE MOCAMBIQUE (F-GDJK), SCANAIR (SE-DFH), WESTERN AIRLINES (N821L), and all aircraft operated by the KSSU airline group (KLM, SAS, SWISSAIR, UTA). Textures for most of these aircraft subjects are available at HJG.

DC-10-30F Panel (standard gauges)

- GE CF6-50C calibrated round analogue engine gauges (N1, EGT, N2, and F/F configuration).
- Dynamic DC-10-30 weight and flap detent calibrated V-REF chart (with auto-updating T/O and landing data).
- Multi-functional AP MCP with Auto Approach and dual AP Auto-Flare/Autoland capability.
- Dual AT and thrust rating computer equipped.
- INS, GPS, and VOR navigation capable.
- WX radar with colour display.
- Operating windshield wipers.
- FE panel with functional APU, electrical, hydraulics, pneumatics, 4 fuel tank fuel system (with transfer and dumping capability.... and external vapour effects), additional main cargo door lamps, and 4 landing gear (CLG equipped) lamps.

DC-10-30F Panel (tape gauges)

- GE CF6-50C calibrated tape engine gauges (N1, EGT, EPR, N2, and F/F configuration).
- Dynamic DC-10-30 weight and flap detent calibrated V-REF chart (with auto-updating T/O and landing data).
- Multi-functional AP MCP with Auto Approach and dual AP Auto-Flare/Autoland capability.
- Dual AT and thrust rating computer equipped.
- INS, GPS, and VOR navigation capable.
- WX radar with colour display.
- Operating windshield wipers.
- FE panel with functional APU, electrical, hydraulics, pneumatics, 4 fuel tank fuel system (with transfer and dumping capability .... and external vapour effects), additional main cargo door lamps, and 4 landing gear (CLG equipped) lamps.

PLEASE NOTE: This particular DC-10-30 panel configuration is unique to later service freighter conversions of any the above mentioned tape panel equipped DC-10-30 subjects.

DC-10-40 Panel (NORTHWEST AIRLINES domestic configuration)

- P&W JT9D-20J calibrated tape engine gauges (EPR, N1, EGT, N2, and F/F configuration).
- Dynamic DC-10-40 weight and flap detent calibrated V-REF chart (with auto-updating T/O and landing data).
- Multi-functional AP MCP with Auto Approach and dual AP Auto-Flare/Autoland capability.
- Dual AT and thrust rating computer equipped.
- INS, GPS, and VOR navigation capable.
- WX radar with colour display.
- Operating windshield wipers.
- FE panel with functional APU, electrical, hydraulics, pneumatics, 4 fuel tank fuel system (with transfer and dumping capability .... and external vapour effects), and 4 landing gear (CLG equipped) lamps.

DC-10-40D Panel (JAPAN AIR LINES domestic configuration)

- P&W JT9D-59A (derated) calibrated round analogue engine gauges (EPR, EGT, N1, and F/F configuration).
- Dynamic DC-10-40 weight and flap detent calibrated V-REF chart (with auto-updating T/O and landing data).
- Multi-functional AP MCP with Auto Approach and dual AP Auto-Flare/Autoland capability.
- Dual AT and thrust rating computer equipped.
- INS, GPS, and VOR navigation capable.
- WX radar with colour display.
- Operating windshield wipers.
- FE panel with functional APU, electrical, hydraulics, pneumatics, 4 fuel tank fuel system (with transfer and dumping capability .... and external vapour effects), and 3 landing gear (no CLG) equipped) lamps.

DC-10-40F (HGW) Panel

- P&W JT9D-59A calibrated round analogue engine gauges (EPR, EGT, N1, and F/F configuration).
- Dynamic DC-10-40 weight and flap detent calibrated V-REF chart (with auto-updating T/O and landing data).
- Multi-functional AP MCP with Auto Approach and dual AP Auto-Flare/Autoland capability.
- Dual AT and thrust rating computer equipped.
- INS, GPS, and VOR navigation capable.
- WX radar with colour display.
- Operating windshield wipers.
- FE panel with functional APU, electrical, hydraulics, pneumatics, 4 fuel tank fuel system (with transfer and dumping capability .... and external vapour effects), and 4 landing gear (CLG equipped) lamps.

Some of these Panels may look similar, but, each is "different" .... featuring main panel engine gauge variations calibrated to function in accordance with the known performance parameters of each engine type .... subject to certain FS limitations .... and are additionally supported by F/E panels featuring aircraft type specific landing gear and cargo door lamps and fuel system configurations.

All DC-10 panels feature right/FO main panel views in addition to the standard left/captain side main panel.

To switch between captain and FO side main panel views .... left mouse click (on the silent hot spot) inside the bottom of the center windshield support post.

PLEASE NOTE: When transitioning between either main panel view options for the first time it will be necessary to adjust/set some opposing view option main panel instrumentation.

Other features new to each DC-10 Panel are as follows ....

- New Overhead sub panel with ground service support features.
- New Center Pedestal sub panel with new Spoiler Lever arming and auto-deployment function.
- New panel/gauge night lighting/illumination.
- New FDE.
- T/O V-Speed callouts.
- FPDA GPWS altitude call-outs and other warnings/alerts.
- FPDA gear wind effect (FS2004 only).

Panel View Standard Keyboard Commands.

- SHIFT+1 = Open/Close captain view Main Panel.

- SHIFT+2 = Open/Close FO view Main Panel (close captain Main panel first).

- SHIFT+3 = Open/Close FE sub panel.

- SHIFT+4 = Open/Close Center pedestal sub panel.

- SHIFT+5 = Open/Close GPS navigation window.

- SHIFT+6 = Open/Close WX Radar sub panel (captain side).

- SHIFT+7 = Open/Close WX Radar sub panel (FO side).

- SHIFT+8 = Open/Close Overhead sub panel.

- SHIFT+9 = Open/Close Whisky Compass sub panel.

DC-10 Panel View Numeric Keyboard Commands.

- NUMERIC KEYBOARD 7 = Forward left panel to outside environment view.

- NUMERIC KEYBOARD 4 = Left view panel to outside environment view.
.
- NUMERIC KEYBOARD 1 = Left wing trailing edge view.

- NUMERIC KEYBOARD 2 = Rear panel to inside interior flight deck view.

- NUMERIC KEYBOARD 9 = Forward right panel to outside environment view.

- NUMERIC KEYBOARD 6 = Right panel to outside environment view.

- NUMERIC KEYBOARD 3 = Right wing leading edge view.

- NUMERIC KEYBOARD 5 = Vertical view to outside environment.

All HJG supplied DC-10 Aircraft Base Pack and Panel files must be used in accordance with the following recommendations ....

DC-10 PANEL GAUGES/CORE FILES .... to be used with "ALL" DC-10 Panel versions.

DC-10-10 Aircraft Base Pack .... to be used with DC-10-10 Panel only.

DC-10-10CF/F Aircraft Base Pack .... to be used with DC-10-10F Panel only.

DC-10-10 ER Aircraft Base Pack .... to be used with DC-10-10 ER Panel only.

DC-10-10CF/F ER Aircraft Base Pack .... to be used with DC-10-10F ER Panel only.

DC-10-15 Aircraft Base Pack .... to be used with DC-10-15 Panel only.

DC-10-30 Aircraft Base Pack .... to be used with DC-10-30 Panel only.

DC-10-30CF/F Aircraft Base Pack .... to be used with DC-10-30F Panel only.

DC-10-30ER Aircraft Base Pack .... to be used with DC-10-30 Panel only.

DC-10-40 Aircraft Base Pack .... to be used with DC-10-40 Panel only.

DC-10-40D Aircraft Base Pack .... to be used with DC-10-40 JAL DOMESTIC Panel only.

DC-10-40F HGW Aircraft Base Pack .... to be used with DC-10-40F HGW Panel only.

DC-10-40F LGW Aircraft Base Pack .... to be used with DC-10-40F LGW Panel only.

DC-10-40I Aircraft Base Pack .... to be used with DC-10-40I Panel only.

These DC-10 simulations are not supported by VC panels .... HJG is unable to represent VC type panels.

Each DC-10 panel features fuel transfer and fuel dumping functionality with external vapour effects ....

These DC-10 panels do not feature flight deck interior side views. Instead each panel features 2 default "PAX perspective type" animated wing view options and which are commanded into view using the following Numeric Key Pad keyboard commands ....

1. Selecting Numeric Keypad # "1" displays the following animated port wing trailing edge view .... from the main panel view ....

2. Selecting Numeric Keypad # "3" displays the following animated starboard wing leading edge and engine view .... from the main panel view ....

The "DC-10 PANEL GAUGES/CORE FILES" package is composed of all required panel gauges and panel/gauge audio components.

Each DC-10 Panel is supported by an authentic DC-10 flight deck audio suite .... featuring both avionics and mechanical sounds.

PLEASE NOTE: Each DC-10 panel must be used with the correct corresponding/recommended aircraft base pack version or inaccurate panel instrument indications and flight performances will result.

PLEASE NOITE ALSO: A registered (fully licensed) or non-registered (free licence) version of FSUIPC is required in order for the WX Radar, fuel transfer, and fuel dumping features of these panel to function.

PLEASE NOTE ADDITIONALLY: FSUIPC modules are FS version specific (separate files for FS2004 and FSX). Follow Pete DOWSON's installation instructions with precision. HJG does not provide FSUIPC technical support. The latest FSUIPC versions for FS2004 or FSX may be downloaded from ....

www.schiratti.com/dowson.html

Each HJG supplied DC-10 Panel file .... and the supporting Panel Core Files package also .... are separate downloads available from the "McDONNELL-DOUGLAS PANELS" section of the HJG Downloads page.

1.05: DC-10 TEXTURES INFORMATION

HJG supplied DC-10 Textures and Aircraft Base Pack files should be used as follows ....

All DC-10-10 Textures should be used with the DC-10-10 Aircraft Base Pack models only.

All DC-10-10CF/F Textures should be used with the DC-10-10CF/F Aircraft Base Pack models only.

All DC-10-10 ER Textures should be used with the DC-10-10 ER Aircraft Base Pack models only.

All DC-10-10CF/F ER Textures should be used with the DC-10-10CF/F ER Aircraft Base Pack models only.

All DC-10-15 Textures should be used with the DC-10-15 Aircraft Base Pack model only.

All DC-10-30 Textures should be used with the DC-10-30 Aircraft Base Pack models only.

All DC-10-30CF/F Textures should be used with the DC-10-30CF/F Aircraft Base Pack models only.

All DC-10-30ER Textures should be used with the DC-10-30ER Aircraft Base Pack model only.

All DC-10-40 Textures should be used with the DC-10-40 Aircraft Base Pack model only.

All DC-10-40D Textures should be used with the DC-10-40D Aircraft Base Pack model only.

All DC-10-40F Textures should be used with either the DC-10-40F HGW or DC-10-40F LGW Aircraft Base Pack models only.

All DC-10-40I Textures should only be used with the DC-10-40I Aircraft Base Pack model.

Each DC-10 Texture file (aircraft livery) is a separate download and are available from the various "DC-10" aircraft type sections on the HJG Downloads page.

1.06: DC-10 SOUNDPACKS INFORMATION

3 customized and authentic GE and P&W turbofan soundpacks (by Benoit PLAMONDON) are provided for use with each of the HJG supplied DC-10 simulations.

PLEASE NOTE: These soundpacks are FS2004 and FSX specific as follows ....

DC-10 GE CF6-6 turbofan soundpack - FS2004 VERSION only.

DC-10 GE CF6-6 turbofan soundpack - FSX VERSION only.

DC-10 GE CF6-50 turbofan soundpack - FS2004 VERSION only.

DC-10 GE CF6-50 turbofan soundpack - FSX VERSION only.

DC-10 P&W JT9D turbofan soundpack - FS2004 VERSION only.

DC-10 P&W JT9D turbofan soundpack - FSX VERSION only.

HJG supplied DC-10 Soundpacks and Aircraft Base Pack files should be used/paired as follows ....

The DC-10 GE CF6-6 turbofan soundpack must be used with the DC-10-10 or DC-10-10CF Aircraft Base Packs only.

The DC-10 GE CF6-50C turbofan soundpack must be used with the DC-10-15 or all DC-10-30 Aircraft Base Packs only.

The DC-10 P&W JT9D turbofan soundpack must be used with all DC-10-40 Aircraft Base Packs only.

PLEASE NOTE: these soundpacks must be used with HJG supplied DC-10 Aircraft Base Pack/FDE files only. These soundpacks will not work as intended if used with the wrong aircraft base Packs .... or non-HJG supplied FDE files.

Each DC-10 soundpack is available from the "McDONNELL-DOUGLAS SOUNDS" sounds section of the HJG Downloads page.

1.07: DC-10 SMOKE EFFECTS AND LIGHTING INFORMATION

The GE and P&W turbofan engines which powered all DC-10 aircraft were "virtually smokeless". HJG does not provide smoke effects files for use with any of these DC-10 simulations .... these are not necessary.

All HJG supplied DC-10 3D Models are composed of the following texture night lighting effects ....

1.08: GENERAL INSTALLATION INFORMATION

Installation of all HJG supplied DC-10 files is a very easy step-by-step process but should be completed strictly in accordance with the recommended installation procedures which accompany each file .... or difficulties may result.

ONCE AGAIN .... EACH DC-10 PANEL MUST BE USED WITH THE CORRECT AIRCRAFT BASE PACK VERSION OR PROBLEMS "WILL" RESULT. IT IS STRONGLY RECOMMENDED THE FOLLOWING NOTES BE STUDIED AND UNDERSTOOD PRIOR TO INSTALLING ANY OF THESE FILES. DOING THIS WILL AVOID MISUNDERSTANDINGS/PROBLEMS AND WILL BE PROMOTING OF GREATER OVERALL ENJOYMENT OF THESE SIMULATIONS.

1.08: DC-10 AIRCRAFT BASE PACK INSTALLATION (default FS2004 only procedures)

Each HJG supplied DC-10 Aircraft Base Pack file must be installed inside the FS2004 "AIRCRAFT" folder.

Each HJG supplied DC-10 Aircraft Base Pack file contains the following essential elements ....

- MODEL (folder).
- PANEL (folder .... aliased to default MSFS B737-400 Panel).
- SOUND (folder .... aliased to default MSFS B737-400 Sound).
- AIRCRAFT.CFG (file).
- AIRCRAFT.CFG FSX (file .... for FSX use only).
- AIR.FILE (file).
- NO HJG PANEL (folder .... contains alternative FDE for use with non-HJG supplied Panels only).
- EFFECTS (folder .... contains all external lighting effects files).

The entire contents (only) of the "EFFECTS" folder (6X files) must be installed inside the FS2004 "EFFECTS" folder.

PLEASE NOTE: Each DC-10 Aircraft Base Pack contains 2 AIRCRAFT.CFG files .... 1 named "AIRCRAFT" (for FS2004 use only) .... and 1 named "AIRCRAFT_FSX.CFG" (for FSX use only). By default all base aircraft base packs download ready for use in FS2004. FSX users must delete the FS2004 AIRCRAFT.CFG (named "AIRCRAFT") .... the .... rename the remaining AIRCRAFT.CFG file (named "AIRCRAFT_FSX.CFG") to read "AIRCRAFT" or "AIRCRAFT.CFG" in accordance with file naming conventions on one's PC.

PLEASE NOTE ALSO: The AIR.FILE contained within each HJG supplied DC-10 Aircraft Base Pack file is dual FS2004 and FSX compatible .... there is no FSX specific AIR.FILE since it is not necessary

PLEASE NOTE ADDITIONALLY: Each DC-10 Aircraft Base Pack contains a "NO HJG PANEL" folder. This folder contains dual FS2004 and FSX compatible FDE (both CFG and AIR data) intended for use with the old version HJG DC-10 V1.0 panels .... and all non-HJG supplied DC-10 panel options only. "DO NOT" use this FDE suite with any of the new/current HJG supplied V2.0 DC-10 Panels.

Failure to follow these instructions correctly "WILL" result in these aircraft base packs not working as intended..

1,09: DC-10 PANEL INSTALLATION (default FS2004 only procedures)

Each HJG supplied DC-10 V2.0 Panel file should be installed inside the FS2004 "FSFSCONV" folder.

The FSFSCONV folder is located inside the FS2004 "AIRCRAFT" folder. This recommended installation procedure has been a standard HJG practice over many years and results in more sensible (we believe) panel/aircraft base pack aliasing.

The PANEL.CFG file contained inside the default Panel folder supplied with each DC-10 Aircraft Base Pack file must be aliased to the FSFSCONV folder and the appropriate DC-10 aircraft type Panel .... as per the following specimens ....

[fltsim]
alias=fsfsconv\panel.dc-10-15_v2

or ....

[fltsim]

alias=fsfsconv\panel.dc-10-10f_v2

or ....

[fltsim]

alias=fsfsconv\panel.dc-10-15_v2

or ....

[fltsim]

alias=fsfsconv\panel.dc-10-30_v2

or ....

[fltsim]

alias=fsfsconv\panel.dc-10-30.tape_v2

or ....

[fltsim]

alias=fsfsconv\panel.dc-10-30f_v2

or .....

[fltsim]
alias=fsfsconv\panel.dc-10-30f.tape_v2

or .....

[fltsim]
alias=fsfsconv\panel.dc-10-40_v2

or .....

[fltsim]
alias=fsfsconv\panel.dc-10-40D_v2

or .....

[fltsim]
alias=fsfsconv\panel.dc-10-40F_HGW_v2

or .....

[fltsim]
alias=fsfsconv\panel.dc-10-40F_LGW_v2

or .....

[fltsim]
alias=fsfsconv\panel.dc-10-40I_v2

It is recommended the panel ALIAS= data (presented above and within the installation instructions which accompany each panel file) be "copied & pasted" directly to the default PANEL.CFG file in order to avoid potential for typographical errors that will result in these panels not displaying with these simulations.

The entire contents (only) of DC-10 "PANEL GAUGES" folder (3X files) must be installed inside the FS2004 "GAUGES" folder.

The entire contents (only) of DC-10 "PANEL SOUNDS" folder (13 X WAV samples and 1X folder) must be installed inside the FS2004 "SOUND" folder (this is the "SOUND" folder inside the "FLIGHT SIMULATOR 9" folder directory and not the default Sound folder contained inside each aircraft base pack file).

PLEASE NOTE .... the folder named "DC10KMGC" (inside the Panel Sounds folder) must be installed "intact" (as-is .... do not open or separate or remove the file contents of this folder) inside the FS9 "SOUND" folder.

Failure to follow these instructions correctly "WILL" result in "WILL" result in these DC-10 panels not working as intended.

1.10: DC-10 SOUNDPACKS INSTALLATION

All HJG supplied DC-10 soundpacks must be installed inside the recommended aircraft base pack folder. These files are intended to replace the default Sound folders (aliased to the default MSFS B737-400 audio) supplied within each DC-10 Aircraft Base Pack file. Ensure the correct soundpack is used with each aircraft base pack in order to ensure optimum audio playback quality.

FS AUDIO/SOUNDSLIDER SETTINGS (FS2004 only)

FS sound slider positions can vary among FS aircraft soundpacks in accordance with audio hardware capabilities and personal preferences. For optimum playback quality the following FS2004 based OPTIONS/SETTINGS sound slider settings are recommended for use with each of the 3 HJG hosted DC-10 Soundpacks ....

- ENGINES = 65%
- cockpit = 50%
- ENVIRONMENT = 85%
- NAVIGATION = (as required)
- LESSONS = (as required)
- ATC = (as required)

Experiment with the above recommended settings first .... then .... be prepared to adjust these values in accordance with audio hardware capabilities and personal preferences.

Use FS2004/FS9 designated soundpacks only in FS2004.

Use FSX designated soundpacks only in FSX.

Failure to follow these instructions correctly "WILL" result in these soundpacks not working as intended.

1.11: DC-10 SMOKE EFFECTS INSTALLATION

No Smoke Effects files are provided for for use with any of the HJG supplied DC-10 simulations .... since these are not necessary.

The fuel dumping system system compiled into each HJG supplied DC-10 panel uses default FS2004 and FSX smoke/vapour effects.

1.12: KNOWN ISSUES

The following "VERY MINOR" issues are known to exist with the VISTALINERS/HJG DC-10 simulations .... HOWEVER .... the end user is not, in any way, disadvantaged by these ....

It should be noted that indicated AT controlled engine N1/N2 values during cruise may appear between 3% and 5% lower than should be the case in reality (depending on DC-10 version and operating configuration) .... but .... individual aircraft performances "ARE NOT" affected. This minor discrepancy can't be resolved without further AIR data editing .... and then recompilation of each of our customized DC-10 sound packs accordingly also. All of our current sound packs are dependent upon AIR data contained parameters compiled "prior to" compilation of the DC-10 panel series we now offer. These parameters dictate audio tone/s in accordance with applied power settings. Any attempt at recompiling thrust curving data, for the sake of slightly more accurate engine N1/N2 indications, "WILL" result in our current sound packs then being negatively impacted (such can't not happen) .... and will also likely impose other technical issues with some features of the DC-10 panels we now offer too. This very minor discrepancy needs to be tolerated.

There are currently no other known issues associated with any of these DC-10 simulations. All previously reported issues have been successfully resolved per the last update, expansion, and re-release of this project as follows ....
tonymadgehjg.proboards.com/thread/9293/website-update-december-19th-2018

For full understanding of this simulation and how it is best used refer to "Sections 2/3/4/5/6/and 7" of these notes.

Despite our endeavours to try and provide the best possible classic/historic jetliner "FREEWARE" it is not inconceivable that some oversights might have occurred, or, that difficulties might be encountered by some .... perhaps due only to the extensive variation among PC systems of today rather than end user faults. HJG will try and assist troubleshooting any reported issues that do arise, but, "kindly understand" whatever occurs on one particular PC system "may not be universally experienced". All issues should be addressed on the "McDONNELL-DOUGLAS AIRCRAFT SUPPORT" page of the HJG forum.

PLEASE NOTE: Other FS forums "WILL NOT" be in any position to be able to advise or provide support for this particular project. This project is supported by "HJG ONLY".

Mark C
AKL/NZ

Last Edit: Jun 21, 2022 22:29:18 GMT by aerofoto - HJG Admin: updating

HJG B707, B717-200, B720, B727, B737, BAC 1-11, BAe 146/ARJ, C135, C1K, CARAVELLE, COMET, CONCORDE, CV880, CV990, DC-8, DC-9, DC-10, TRIDENT, L-1011, MD-80/-90, MERCURE, & VC10 RATED.

I know you think you understand what you thought I said but what you thought you heard is not what I meant !

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,066

DC10 Panel Installation & Handling Notes Aug 17, 2018 10:24:09 GMT sqdnldr likes this

Post by aerofoto - HJG Admin on Aug 17, 2018 10:24:09 GMT

DC-10 PANELS INSTALLATION & HANDLING NOTES # 2

UPDATED: April 7th 2024

"PANEL/GAUGE DESCRIPTIONS".

The following notes cover essential elements (only) in relation to the flight and navigation instrumentation featured in the OH, CP, WX Radar, AP/MC, MAIN, and GPS panels which form part of this DC-10 project. Use this information as "a basic guide".

2.00: OVERHEAD PANEL (all DC-10 panel versions).

Upper section from top left to right and down ....

- Upper (2X) and Lower (2X) YD switches.

- Auxiliary Hydraulic Pumps switch.

- Anti-Skid Arm switch and Test button.

- OH panel Lighting switches (x2).

- Windshield Wipers switch.

- INS/GPS Selector switch.

- Compass Selector switch.

- VOR/ILS Selector switch.

- Compass Selector (2) switch.

- INS Mode Selector switch .... and lamps (2X).

- Engine 1/2/3 Starter buttons (X3)

- Emergency Power switch.

- Emergency Lights Test button (depress for 5 seconds).

- Emergency Lights switch.

- No Smoking and Seat Belt sign switches.

- Cabin Attendant Stations call tabs (X5 .... depress to call each station)

- PA tab (depress for pilots welcome aboard greeting).

- PA Reset button.

- Mech Call tab (depress for progressive cockpit/ground dialogue in relation to external power connection and GPU assisted engine startup).

- A/B Mode Selector switch.

- A/B Arm switch.

- ADG Electric/Hydraulics switch.

- Pitot Heat Ammeter.

- Pitot Heat Selector switch.

lower section from top left to right and down ....

- OH panel Lighting switch.

- OH panel Flood Lighting switch.

- Landing Lights switches (X3).

- Captain side Windshield Wipers Selector switch.

- RWY Turnoff Lights switch (X2).

- Thunderstorm Light switch.

- Dome Lights button.

- NAV Lights switch.

- Beacon Lights switch.

- Strobe Lights switch.

- Wing Lights switch.

- Engine 1/2/3 Anti-Ice switches (X3).

- Standby Compass Light switch.

- F/O side Windshield Wipers Selector switch.

- OH Annunciator Panel.

- Cue Lights (x4) .... for Electrics/Fuel/Hydraulics/Pneumatics systems.

- OH Annunciator Panel Light Test tab (depress to illuminate all lights) ....

2.01: CAPTAIN OVERHEAD PANEL/MAIN PANEL (all DC-10 panel versions)

From left to right ....

- Display/Hide OH panel selector icon.

- Display/Hide Wiskey Compass selector icon ....

- Captain side Windshield Wipers Selector switch

- OH Annunciator Panel.

- Cue Lights (x4) .... for Electrics/Fuel/Hydraulics/Pneumatics systems.

- OH Annunciator Panel Light Test tab (depress to illuminate all lights) ....

2.01-A: FO OVERHEAD PANEL/MAIN PANEL (all DC-10 panel versions)

From left to right ....

- OH Annunciator Panel.

- Cue Lights (x4) .... for Electrics/Fuel/Hydraulics/Pneumatics systems.

- OH Annunciator Panel Light Test tab (depress to illuminate all lights) ....

- Captain side Windshield Wipers Selector switch.

- Display/Hide OH panel selector icon.

- Display/Hide Wiskey Compass selector icon ....

2.02: CENTER PEDESTAL (all DC-10 panel versions).

Upper section from top left to right and down ....

- Left Right Elevator Trim Handles.

- Elevator Trim Indicator.

- Spoiler Handle (left mouse click top middle to "ARM" .... raised handle with red/white striped bar indicates Spoilers "ARMED" ....

- Engine 1/2/3 Thrust Levers.

- Engine 1/2/3 Fuel Levers.

- Flap lever.

Lower section from top left to right and down ....

- COM1 Radio Active Receiver .... left mouse click on left rim to reduce 3-digit prefix .... left mouse click on right rim to raise 3-digit prefix .... left mouse click inside left centre rim to reduce 2-digit suffix .... left mouse click inside left centre rim to reduce 2-digit suffix.

- COM1 frequency transfer switch .... left click to transfer selected frequency between Active and Standby COM1 Radio Receivers.

- COM1 Radio Standby Receiver .... left mouse click on left rim to reduce 3-digit prefix .... left mouse click of right rim to raise frequency prefix .... left mouse click inside left centre rim to reduce frequency suffix .... left mouse click inside left centre rim to reduce frequency suffix.

- ADF1 Radio Active Receiver .... left mouse click around left rim and centre to reduce frequency .... left mouse click around right rim and centre to raise frequency

- ADF1 frequency transfer switch .... left click to transfer selected frequency between Active and Standby ADF1 Radio Receivers.

- ADF1 Radio Active Receiver .... left mouse click around left rim and centre to reduce frequency .... left mouse click around right rim and centre to raise frequency.

- Radio Audio selector tabs.

- TOGA selector tab .... depress to engage "TOGA" mode.

- INS Pad with INS Mode Selector and INS Test switches.

- COM2 Radio Active Receiver .... left mouse click on left rim to reduce 3-digit prefix .... left mouse click of right rim to raise 3-digit prefix .... left mouse click inside left centre rim to reduce 2-digit suffix .... left mouse click inside left centre rim to reduce 2-digit suffix.

- COM2 frequency transfer switch .... left click to transfer selected frequency between Active and Standby COM2 Radio Receivers.

- COM2 Radio Standby Receiver .... left mouse click on left rim to reduce 3-digit prefix .... left mouse click of right rim to raise frequency prefix .... left mouse click inside left centre rim to reduce frequency suffix .... left mouse click inside left rim centre to reduce frequency suffix.

- ADF2 Radio Active Receiver .... left mouse click around left rim and centre to reduce frequency .... left mouse click around right rim and centre to raise frequency

- ADF2 frequency transfer switch .... left click to transfer selected frequency between Active and Standby ADF2 Radio Receivers.

- ADF2 Radio Active Receiver .... left mouse click around left rim and centre to reduce frequency .... left mouse click around right rim and centre to raise frequency.

- Transponder Radio Receiver .... left mouse click on left rim to reduce 2-digit prefix .... left mouse click on right rim to reduce 2-digit suffix.

- ATC1/2 Selector switch.

- Center MP lighting switch.

- CP Flood Lighting switch.

- Center MP Flood lighting switch.

- WX Radar selector tabs (X4 active and 2X inactive) .... "OFF/STANDBY/NORMAL/TEST" options only.

- WX Radar "MIN/MAX/AUTO" Gain tab.

- WX Radar "SYS1/SYS2" selector switch.

- WX Radar Tilt Control switch. PLEASE NOTE: WX Radar screen is a separate sub panel .... see "WX RADAR" section below.

2.03: WEATHER RADAR PANEL (all DC-10 panel versions).

STANBY MODE

TEST MODE

NORM MODE

From lower left to upper right ....

- Captain side Brief Case Light switch.

- Captain Floor Lighting switch.

- Captain side Map Light switch.

- Captain side Flood Lighting switch.

- Captain side MP Lighting switch.

- Captain side Clock Reset button.

From bottom left to right ....

- WX Radar Range Selector switch.

- WX Radar Screen Brightness Control Selector switch.

PLEASE NOTE: The WX Radar featured in HJG panels can accurately detect, and display, actual FS meteorological conditions. This feature requires either a "free" or "fully licensed" version of Pete DOWSON's FSUIPC module.

Pete DOWSON's FSUIPC module/s can be obtained per the following link ....

forum.simflight.com/topic/80977-updated-modules/

Go to the following section of the above linked posting ....

UPDATED MODULES

"FOR FSX, FSX-SE and Prepar3D"

The current and last updated FSUIPC module "for FSX" is version 4.977.

"FOR FS9"

The current and last updated FSUIPC module for FS9 is the listed version 3.999z9b

Be sure to identify, download, and install the FSUIPC module in accordance with one's FS version of choice/use. Be sure to carefully "READ" the accompanying FSUIPC Installation Instructions. Be advised: Both FS9 and FSX versions (only) of FSUIPC are no longer supported by Pete DOWSON .... and beyond recommending use of this utility (since 2006) HJG does not provide FSUIPC support either (Pete DOWSON's documentation accompanying this module is very comprehensive and more than adequate).

2.04: CAPTAIN AUTO-PILOT MODE CONTROL PANEL (all DC-10 panel versions)..

From left to right ....

- AP Flood Lighting switch. PLEASE NOTE: AP Flood Lighting is only accessible from the captain/left side of the AP MCP.

- FD switch.

- Back Course Selector tab.

- Turbulence Mode selector tab.

- NAV1 Radio Receiver .... left mouse click on left rim to reduce 3-digit prefix .... left mouse click of right rim to raise 3-digit prefix .... left mouse click inside left centre rim to reduce 2-digit suffix .... left mouse click inside left centre rim to reduce 2-digit suffix. PLEASE NOTE: The NAV2 Radio Receiver is located on the FO AP/MCP and functions identically ..... the FO main panel and AP MCP panel is accessed by left mouse clicking (on the silent hot spot) inside the bottom of the centre windshield support post.

- AP VOR1 Course Selector knob .... left mouse click on left or right rims to adjust course indication. PLEASE NOTE: The VOR2 Course Selector is located on the FO AP/MCP and functions identically ..... the FO main panel and AP MCP panel is accessed by left mouse clicking (on the silent hot spot) inside the bottom of the centre windshield support post.

- HSI VOR/ILS/INS/GPS Source Selector switch .... for captain side MP.

- AT1 and AT2 selector switches.

- AT N1 Hold Selector tab (this is EPR Hold in all DC-10-40 AP/MC panels only).

- AT Airspeed Selector .... left mouse click on left or right rims to adjust airspeed selection .... depress to engage AT "SPD" Mode when AT1/AT2 (or both) are engaged. PLEASE NOTE: For futher information in regard to the auto-throttle system refer to "SECTION 3.02/DC-10 AUTO-THROTTLE".

- AP Heading Selector .... left mouse click on left or right rims to adjust heading selection .... depress to engage AP "HDG" mode and enable heading capture when AP is engaged. PLEASE NOTE: The selected heading cannot be acquired until the "HDG" selector has been depressed/engaged.

- AP Waypoint Navigation Mode Selector tab

- AP VOR/LOC Mode Selector tab .... depress to engage AP "VOR" or "LOC" mode AP is engaged.

- AP ILS Selector tab .... depress to engage AP "APPROACH" mode AP is engaged. PLEASE NOTE: Requires AP1 or AP2 engaged for auto approach only prior to landing .... this mode is "NOT Autoland CAPABLE".

- VS thumb wheel .... left mouse click on upper rim to select or adjust ROD .... left mouse click on lover rim to select or adjust ROC when AP is engaged. (1 click = an approximately 100 FPM ROC/ROD response).

- Altitude Capture reset button .... depress to reset selected altitude when AP is engaged.

- Altitude Selector .... left mouse click on left or right rims to adjust altitude selection .... depress to engage AP "ALT" mode and enable auto-altitude capture when AP is engaged. PLEASE NOTE: The selected altitude cannot be acquired until the "ALT" selector has been depressed/engaged.

- AP1 and AP2 selector switches .... PLEASE NOTE: No AP modes are selectable unless AP1 or AP2 is engaged. PLEASE NOTE ALSO: AP1 and AP2 can only be engaged simultaneously while AP "LAND" mode is engaged for a fully automatic approach, flare, and landing. The VOR/LOC and ILS modes will use the NAV1 radio when AP1 is engaged and the NAV2 radio when AP2 is engaged, unless the RADIO switch on the overhead panel (see section 2.00) is switched to "BOTH ON 1" or "BOTH ON 2", in which case both AP1 and AP2 will use NAV1 or NAV2 as selected. When LAND mode is used with both autopilots engaged, the NAV radio used will be the one corresponding to the autopilot which was engaged first. The INS/GPS mode will use the INS when AP1 is engaged and the FS default GPS when AP2 is engaged, unless the WPT NAV switch on the overhead panel (see section 2.00) is switched to "BOTH INS" or "BOTH GPS", in which case both AP1 and AP2 will use INS or GPS as selected.

- AP IAS Mode selector tab .... depress to engage AP "IAS" pitch mode when AP is engaged.

- AP MACH Mode selector tab .... depress to engage AP "MACH" pitch mode when AP is engaged.

- AP Land Mode selector tab .... depress to engage AP "AUTOLAND" mode when AP is engaged. PLEASE NOTE: requires both AP1 and AP2 engaged for any fully automatic approach, flare, and landing.

- AP CWS Mode selector tab.

- NAV2 Radio Receiver (partially accessible) .... left mouse click on left rim to reduce 3-digit prefix .... left mouse click of right rim to raise 3-digit prefix .... left mouse click inside left centre rim to reduce 2-digit suffix .... left mouse click inside left centre rim to reduce 2-digit suffix. PLEASE NOTE: The NAV2 Radio Receiver is located and fully accessible on the FO AP/MCP.

- HS2 VOR/ILS/INS/GPS Source Selector switch .... for captain side MP.

PLEASE NOTE: For further information in regard to the AP refer to "SECTION 3.01/DC-10 AUTOPILOT".

2.04-A: FO AUTO-PILOT MODE CONTROL PANEL (all DC-10 panel versions).

From left to right ....

- AT1 and AT2 selector switches.

- AT N1 Hold Selector tab (this is EPR Hold Selector tab in all DC-10-40 AP/MC panels only).

- AT Airspeed Selector .... left mouse click on left or right rims to adjust airspeed selection .... depress to engage AT "SPD" Mode when AT1/AT2 (or both) are engaged. PLEASE NOTE: For futher information in regard to the auto-throttle system refer to "SECTION 3.02/DC-10 AUTO-THROTTLE".

- AP Heading Selector .... left mouse click on left or right rims to adjust heading selection .... depress to engage AP "HDG" mode and enable heading capture when AP is engaged. PLEASE NOTE: The selected heading cannot be acquired until the "HDG" selector has been depressed/engaged.

- AP Waypoint Navigation Mode Selector tab

- AP VOR/LOC Mode Selector tab .... depress to engage AP "VOR" or "LOC" mode AP is engaged.

- AP ILS Selector tab .... depress to engage AP "APPROACH" mode AP is engaged. PLEASE NOTE: Requires AP1 or AP2 engaged for auto approach only prior to landing .... this mode "NOT Autoland CAPABLE".

- VS thumb wheel .... left mouse click on upper rim to select or adjust ROD .... left mouse click on lover rim to select or adjust ROC when AP is engaged. (1 click = an approximately 100 FPM ROC/ROD response).

- Altitude Capture reset button .... depress to reset selected altitude when AP is engaged.

- Altitude Selector .... left mouse click on left or right rims to adjust altitude selection .... depress to engage AP "ALT" mode and enable auto-altitude capture when AP is engaged. PLEASE NOTE: The selected altitude cannot be acquired until the "ALT" selector has been depressed/engaged.

- AP1 and AP2 selector switches .... PLEASE NOTE: No AP modes are selectable unless AP1 or AP2 is engaged. PLEASE NOTE ALSO: AP1 and AP2 can only be engaged simultaneously while AP "LAND" mode is engaged for a fully automatic approach, flare, and landing. The VOR/LOC and ILS modes will use the NAV1 radio when AP1 is engaged and the NAV2 radio when AP2 is engaged, unless the RADIO switch on the overhead panel (see section 2.00) is switched to "BOTH ON 1" or "BOTH ON 2", in which case both AP1 and AP2 will use NAV1 or NAV2 as selected. When LAND mode is used with both autopilots engaged, the NAV radio used will be the one corresponding to the autopilot which was engaged first. The INS/GPS mode will use the INS when AP1 is engaged and the FS default GPS when AP2 is engaged, unless the WPT NAV switch on the overhead panel (see section 2.00) is switched to "BOTH INS" or "BOTH GPS", in which case both AP1 and AP2 will use INS or GPS as selected.

- AP IAS Mode selector tab .... depress to engage AP "IAS" pitch mode when AP is engaged.

- AP MACH Mode selector tab .... depress to engage AP "MACH" pitch mode when AP is engaged.

- AP Land Mode selector tab .... depress to engage AP "AUTOLAND" mode when AP is engaged. PLEASE NOTE: requires both AP1 and AP2 engaged for any fully automatic approach, flare, and landing.

- AP CWS Mode selector tab.

- NAV2 Radio Receiver .... left mouse click on left rim to reduce 3-digit prefix .... left mouse click of right rim to raise 3-digit prefix .... left mouse click inside left centre rim to reduce 2-digit suffix .... left mouse click inside left centre rim to reduce 2-digit suffix. PLEASE NOTE: The NAV1 Radio Receiver is located and fully accessible on the acaptain AP/MCP.

- HS2 VOR/ILS/INS/GPS Source Selector switch .... for captain side MP.

PLEASE NOTE: For further information in regard to the AP refer to "SECTION 3.01/DC-10 AUTOPILOT".

- FD switch.

- Back Course Selector tab.

- Turbulence Mode selector tab.

2.05: CAPTAIN UPPER MAIN PANEL (all DC-10 panel versions).

From left to right ....

- Glide Slope Warning Light.

- Engine Failure Annunciator Light.

- MP Master Warning Annunciator Light.

- MP Master Caution Annunciator Light.

2.05-A: FO UPPER MAIN PANEL (all DC-10 panel versions).

From left to right ....

- MP Master Warning Annunciator Light.

- MP Master Caution Annunciator Light.

- Engine Failure Annunciator Light.

- Glide Slope Warning Light.

2.06: CAPTAIN MAIN PANEL - PRIMARY INSTRUMENTS (all DC-10 panel versions).

Upper section from top left to right and down ....

- Out Of Trim and AT Mode Annunciator Lights (X5) with Test tab ....

- AP Mode Annunciator Lights (X4).

- AP1/AP2 Warning Lights (X4)

- Clock with Selector buttons (X4)

- ASI gauge .... with silent ASI Bug adjustment hot points located around right rim at approximately 2, 3 and 4 o'clock positions.

- AI gauge with Inclinometer and Test button, FD, and both Fast/Slow and G/S indicators.

- Altimeter gauge with Selector knobs .... left mouse click on left rim of left knob to raise displayed digital altitude indication .... left mouse click on right rim of left knob to reduce displayed digital altitude indication .... left mouse click on left rim of right knob to raise altitude bug .... left mouse click on right rim of right knob to reduce altitude bug.

- RA gauge Selector knob .... left mouse click on left rim of selector knob to set RA bug to lower minimum altitude .... left mouse click on right rim of selector knob to set RA bug to higher minimum altitude .... minimum altitude bug may be set from 0 FT to 1,000 above terrain and triggers "MINIMUMS" altitude callout in accordance with selected RA minimum altitude.

- Outer/Middle/Inner Marker Lights.

- Standby AI gauge.

Lower section from left to right ....

- Dynamic V-REF data for T/O and landing .... left mouse clicking placard on ground displays separate V-REF for FLAP 5/15/22 T/O .... left mouse clicking placard in flight displays separate V-REF for FLAP 35/50 landings .... selected setting automatically set airspeed bugs in ASI in accordance with both selected flap settings and calculated weight.

- DME1/2 indicators.

- RMI (dual needle) gauge.

- HSI gauge with VOR/ILS, HDG, G/S, DME, and Ground Speed indicators.

- VSI gauge.

- Selection icons (X6) .... for Checklist, external FS map, FS GPS, WX Radar, and both CP and FE sub panels.

- ADF1/2 gauge.

- Standby Altimeter gauge.

- Left and right Brake Temperature gauges.

- Standby ASI gauge.

2.06-A: FO MAIN PANEL - PRIMARY INSTRUMENTS (all DC-10 panel versions).

Upper section from top left to right and down ....

- AP1/AP2 Warning Lights (X4)

- AP Mode Annunciator Lights (X4).

- Out Of Trim and AT Mode Annunciator Lights (X5) with Test tab ....

- Landing Gear Condition lights (X3 .... DC-10-10/-15/-40D/-40F LGW no CLG unit configuration .... X4 DC-10-30/-40/40F HGW/-40I CLG unit configuration).

- Clock with Selector buttons (X4).

- ASI gauge .... with silent ASI Bug adjustment hot points located around right rim at approximately 2, 3 and 4 o'clock positions.

- AI gauge with Inclinometer and Test button, FD, and both Fast/Slow and G/S indicators.

- Altimeter gauge with Selector knobs .... left mouse click on left rim of left knob to raise displayed digital altitude indication .... left mouse click on right rim of left knob to reduce displayed digital altitude indication .... left mouse click on left rim of right knob to raise altitude bug .... left mouse click on right rim of right knob to reduce altitude bug.

- RA gauge Selector knob .... left mouse click on left rim of selector knob to set RA bug to lower minimum altitude .... left mouse click on right rim of selector knob to set RA bug to higher minimum altitude .... minimum altitude bug may be set from 0 FT to 1,000 above terrain and triggers "MINIMUMS" altitude callout in accordance with selected RA minimum altitude.

- Outer/Middle/Inner Marker Lights.

- Landing Gear lever.

- Dynamic V-REF data for T/O and landing .... left mouse clicking placard on ground displays separate V-REF for FLAP 5/15/22 T/O .... left mouse clicking placard in flight displays separate V-REF for FLAP 35/50 landings .... selected setting automatically set airspeed bugs in ASI in accordance with both selected flap settings and calculated weight.

- DME1/2 indicators.

- VSI gauge.

- ADF1/2 gauge.

Lower section from left to right ....

- Gear Lights test button.

- RMI (dual needle) gauge.

= HSI gauge with VOR/ILS, HDG, G/S, DME, and Ground Speed indicators.

- Selection icons (X6) .... for Checklist, external FS map, FS GPS, WX Radar, and both CP and FE sub panels.

2.07: MAIN PANEL - ENGINE AND SECONDARY INSTRUMENTS (DC-10-10/-10 ER/-15/-30 standard engine gauges panels only).

Upper section from top left to right and down ...

- Engine 1/2/3 Reverser Lights.

- Speed brake Warning Light.

- Slat Reset Light switch.

- TAS indicator.

- SAT indicator with TAT conversion selector button.

- Engine 1/2/3 N1 gauges with N1 limits selector knobs and bugs .... left mouse click on left rim of each knob to manually set lower N1 indication .... left mouse click on right rim of each knob to manually set higher N1 selections.

- Engine 1/2/3 EGT gauges.

- Engine 1/2/3 N2 gauges.

- Engine 1/2/3 F/F gauges.

- TRC Computer .... with digital N1 thrust limit and TAT indicators, and TO/TO FLX/GA/MCT/CL/MCR mode selector tabs .... left mouse clicking on each tab adjusts the displayed maximum N1 thrust limit in accordance with the indicated TAT value, and also adjusts the thrust limits bugs in each N1 gauge.

- Flap/Slat Position Indicator gauge and Test button.

- Control Surface Position Indicator gauge and Test button.

2.07-A: MAIN PANEL - ENGINE AND SECONDARY INSTRUMENTS (DC-10-30 tape engine gauges panels only).

Upper section from top left to right and down ...

- Engine 1/2/3 Reverser Lights.

- Speed brake Warning Light.

- Slat Reset Light switch.

- Engine 1/2/3 N1 tape gauges with AT limits selector button.

- Engine 1/2/3 EGT gauges.

- Engine 1/2/3 EPR tape gauges.

- Engine 1/2/3 N2 gauges.

- Engine 1/2/3 F/F gauges.

- TRC Computer .... with digital N1 thrust limit and TAT indicators, and TO/TO FLX/GA/MCT/CL/MCR mode selector tabs .... left mouse clicking on each tab adjusts the displayed maximum N1 thrust limit in accordance with the indicated TAT value, and also adjusts the thrust limits bugs in each N1 gauge.

- Flap/Slat Indicator gauge and Test button.

- Control Surface Position Indicator gauge and Test button.

2.07-B: MAIN PANEL - ENGINE AND SECONDARY INSTRUMENTS (DC-10-40 NORTHWEST configuration tape engine gauges panel only).

- Engine 1/2/3 Reverser Lights.

- Speed brake Warning Light.

- Slat Reset Light switch.

- Engine 1/2/3 EPR tape gauges with AT limits selector button.

- Engine 1/2/3 N1 tape gauges

- Engine 1/2/3 EGT gauges.

- Engine 1/2/3 N2 gauges.

- Engine 1/2/3 F/F gauges.

- TRC Computer .... with digital EPR thrust limit and TAT indicators, and TO/TO FLX/GA/MCT/CL/MCR mode selector tabs .... left mouse clicking on each tab adjusts the displayed maximum EPR thrust limit in accordance with the indicated TAT value, and also adjusts the thrust limits bugs in each EPR gauge.

- Flap/Slat Position Indicator gauge and Test button.

- Control Surface Position Indicator gauge and Test button.

2.07-C: MAIN PANEL - ENGINE AND SECONDARY INSTRUMENTS (DC-10-40D/-40F HGW/-40F LGW/-40I JAL configuration standard engine gauges panel only).

- Engine 1/2/3 Reverser Light.

- Speed brake Warning Light.

- Slat Reset Light switch.

- Engine 1/2/3 EPR tape gauges.

- Engine 1/2/3 EGT gauges.

- Engine 1/2/3 N1 gauges.

- Engine 1/2/3 F/F gauges.

- TRC Computer .... with digital EPR thrust limit and TAT indicators, and TO/TO FLX/GA/MCT/CL/MCR mode selector tabs .... left mouse clicking on each tab adjusts the displayed maximum EPR thrust limit in accordance with the indicated TAT value, and also adjusts the thrust limits bugs in each EPR gauge.

- Flap/Slat Indicator gauge and Test button.

- Control Surface Position Indicator gauge and Test button.

2.08: FS GPS PANEL (all DC-10 panel versions).

- A default MSFS 2004 stock GARMIN type GPS is included in each DC-10 panel and functions in accordance with standard MSFS display and navigation protocols.

PLEASE NOTE: DUE TO AIRCRAFT TYPE CONFIGURATION DIFFERENCES THE F/E PANELS FOR SOME DC-10 VERSIONS ARE PRESENTED AND DESCRIBED INDIVIDUALLY

Mark C
AKL/NZ

Last Edit: Apr 7, 2024 7:59:28 GMT by aerofoto - HJG Admin: updating

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,066

DC10 Panel Installation & Handling Notes Aug 17, 2018 10:24:42 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:24:42 GMT

DC-10 PANELS INSTALLATION & HANDLING NOTES # 2A

UPDATED: December 6th 2018

"PANEL/GAUGE DESCRIPTIONS - DC-10-10/-10F/-15/-30/-30F FE PANELS".

The following notes cover essential elements (only) in relation to the instrumentation featured in the FE sub panels which form part of each DC-10 panel. Use this information as "a basic guide".

PLEASE NOTE: Due to aircraft type configuration differences the F/E Panel for some DC-10 versions are presented and described individually. All items/features are listed as presented in each panel.

2A.00: FLIGHT ENGINEERS PANEL (DC-10-10/-10F only)

Left section from top left to right and down ....

- APU Generator Load gauge, APU Generator Bus 1/2/3 lights (X3) and APU Generator Fail/In Use lights, APU N1 RPM gauge.and APU Oil Quantity gauge.

- APU Reset Switch, APU Bus 1/2/3 switches (X3). APU EGT gauge, APU Extinguisher Cylinder 1/2 switches (X2), and APU Fire Warning light.

- AC Voltage gauge, AC Frequency gauge, APU N2 RPM gauge. APU Fire Shut Off switch, and APU Anti-Ice switch.

- Electrical Meter switch (7-position rotary selector to monitor either EXT/GPU voltage, APU voltage, AC GEN/DC BUS 1 frequency/voltage, AC GEN/DC BUS 2 frequency/voltage, AC GEN/DC BUS 3 frequency/voltage, BATT & L EMERG AC frequency/voltage/current, ADG GEN voltage .... See "DC-10 ELECTRICAL SYSTEM/FREQUENCY METER, VOLTMETERS, & AMMETER" Section 3.00), DC current/DC voltage gauge, Battery Bus Off light, APU Master switch, APU Fuel Pump switch, and APU Standby Control Switch.

- DC Tie 1 Closed light and DC Tie 1 switch, DC Cross Tie Closed light and DC Cross Tie 1 switch, DC Tie 3 Closed light and DC Tie 3 switch, and Battery Master switch.

- Left Emergency DC Bus Off light, DC Bus 1 Off, DC Bus 2 Off, DC Bus 3 Off lights. and Right Emergency DC Bus Off light.

- Emergency Power In Use light, and External Power Available/External Power In Use lights (double lamp).

- AC Bus Tie 1 Isolation/AC Bus 1 off and Isolation switch, AC Bus Tie 2 Isolation/AC Bus 2 off and Isolation switch, AC Bus Tie 3 Isolation/AC Bus 3 off and Isolation lights (3X triple lamps .... 3X single switches), and External Power switch.

- Left Emergency AC Bus Off light, Generator 1 Load gauge, Dual Land Selected light, Generator 1 Load gauge, Dual Autoland Power On light, Generator 3 Load gauge, and Right Emergency AC Bus Off light.

- Engine 1/2/3 Generator Off/Fail lights and Engine 1/2/3 Generator switches (3X double lamps .... 3X single switches.

- Parallel Generators Selector button.

PLEASE NOTE: For futher information in regard to the electrical system refer to "SECTION 3.00/DC-10 ELECTRICAL SYSTEM".

- Pressurization Auto/Manual Lever.

- System 1/2/3 Hydraulic Pressure gauges.

- 1-3 and 2-3 Hydraulic Motor Pump switches.

- Engine 1/2/3 Left/Right Hydraulic Pressure Low and Left/Right Hydraulic Temperature High lights (quadruple lamps).

- Engine 1/2/3 Left/right Hydraulic Pump switches.

- Rudder Standby power switch, and Auxiliary Hydraulic Pump 1/2 switches.

- System 1/2/3 Hydraulic Quantity gauges.

- System 1/2/3 Hydraulic Temperature gauges.

PLEASE NOTE: For futher information in regard to the hydraulics system refer to "SECTION 3.04/DC-10 HYDRAULICS SYSTEM".

Middle section from top left to right and down ....

- Forward Cargo temperature Control switch, Forward/Center/Aft Cargo Temperature gauges (X3), Forward Cargo temperature Control switch, and Avionics Flow Override Switch.

- cockpit and Duct Inlet Temperature gauge, Lavatory/Galley Ventilation/Cargo Heat switch, and Forward/Center/Aft Cabin Temperature and Duct Inlet Temperature gauges (x3).

- Trim Air switch.

- cockpit Temperature Control switch, and Forward/Center/Aft Cabin Temperature Control switches (X3),

- FE Annunciator Panel and Master Warning/Master Caution lights.

- A/C Pack 1/2/3 Off lights.

- A/C Pack 1/2/3 Selector switches, A/C Pack Turbine Inlet Temperature/Pack Temperature/Pack Discharge Temperature gauges (X3), and A/C Pack 1/2/3 Indicator switch.

- Pneumatic System 1/2/3 Flow Rate gauges (X3).

- Left Wing Ant-Ice Disagree light, Wing Anti-Ice switch, 1-3 Pneumatic Isolation Disagree light, Right Wing Ant-Ice Disagree light, and Cabin Altitude/Rate Of Change gauge, and Cabin Altitude/Pressure Differential gauge.

- 1-2 Pneumatic Isolation Valve Switch/1-2 Pneumatic Isolation Disagree light,

- System 1/2/3 Pneumatic Pressure gauges, Pressurization Standby Mode light/Standby Pressurization switch, Cabin Air Pressure Relief/Cabin High Altitude lights (double lamp), and Cabin Altitude Warning reset button.

- APU Pneumatic Isolation Valve switch.

- System 1/2/3 Pneumatic temperature gauges.

- System 1/2/3 Manifold Fail/High Stage Valve Open/Temperature High lights (triple lamps), Pressurization Semi-Auto Mode switch and light, Pressurization Altitude Setting button, Pressurization Barometric Setting, and Pressurization Rate Limiter Selector switch.

- Engine 1/2/3 Pneumatic Supply Selector switches.

PLEASE NOTE: For futher information in regard to the pneumatics, pressurization, and air conditioning systems refer to "SECTION 3.05/DC-10 PNEUMATICS, PRESSURIZATION, & AIR CONDITIONING SYSTEMS".

- Engine 1/2/3 Fuel Used gauges (x3), Total Fuel Quantity gauge.

- Fuel Used Reset button.

- Engine 1/2/3 Fuel Pressure gauges (X3).

- Engine 1/2/3 Fuel Crossfeed Disagree lights and Crossfeed Valve Selector switches (X3).

- Fuel Dump Valve lights (X2), Fuel Dump Valve switch (covered). and Fuel Temperature gauge.

- Left Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Left Fuel Tank Forward/Left Fuel Tank Aft switches (X3)/Center Fuel Tank Pump Low pressure Lights and Center Fuel Tank Transfer/Center Fuel Tank Forward/Center Fuel Tank Left Aft/Center Fuel Tank Right Aft switches (x4)/Right Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Right Fuel Tank Forward/Right Fuel Tank Aft switches (X3 .... DC-10-10 Fuel system).

- Fuel Quantity Test button.

- Left Fuel Tank gauge/Left Tank Fill Valve light/and Left Tank Fill Valve switch, Center Fuel Tank gauge/Center Tank Fill Valve light/and Center Tank Fill Valve switch, and Right Fuel Tank gauge/Right Tank Fill Valve light/and Right Tank Fill Valve switch.

- Left and Right Fuel Schedule lights.

PLEASE NOTE: For futher information in regard to the fuel system refer to "SECTION 3.03/DC-10 FUEL SYSTEM".

Right section from top left to right and down ....

- Landing Gear Condition lights (X3 .... DC-10-10 no CLG unit configuration).

- Left Brake Overheat lights (X 4 lamps), Brake temperature Indicator gauge, Right Brake Overheat lights (X4 lamps).

- Differential Brake Temperature Light, Brake Overheat Lamps Test button.

- Engine 1/2/3 N2 RPM gauges.

- Engine 1/2/3 Oil pressure gauges.

- Engine 1/2/3 Oil Temperature gauges.

- Engine 1/2/3 Oil Quantity gauges.

- Cargo Door Condition Annunciator and Cargo Door Condition Annunciator Lights Test switch .... PLEASE NOTE: DC-10-10CF/F FE panels feature additional cargo door lamps.

- Engine 1/2/3 Vibration Indicator gauge/Engine vibration Pickup switch/and Engine Vibration Gauge Test button.

- FE Panel Hydraulics and Fuel section Lamps Test button/FE Panel All Lamps Test button/FE Panel sections Lamps Test Selector switch.

- Clock with Selector buttons (X4)

- FE panel Lighting switches (x2).

2A.01: FLIGHT ENGINEERS PANEL (DC-10-10 ER/-15 only)

Left section from top left to right and down ....

Left section from top left to right and down

- APU Generator Load gauge, APU Generator Bus 1/2/3 lights (X3) and APU Generator Fail/In Use lights, APU N1 RPM gauge.and APU Oil Quantity gauge.

- APU Reset Switch, APU Bus 1/2/3 switches (X3). APU EGT gauge, APU Extinguisher Cylinder 1/2 switches (X2), and APU Fire Warning light.

- AC Voltage gauge, AC Frequency gauge, APU N2 RPM gauge. APU Fire Shut Off switch, and APU Anti-Ice switch.

- Electrical Meter switch (7-position rotary selector to monitor either EXT/GPU voltage, APU voltage, AC GEN/DC BUS 1 frequency/voltage, AC GEN/DC BUS 2 frequency/voltage, AC GEN/DC BUS 3 frequency/voltage, BATT & L EMERG AC frequency/voltage/current, ADG GEN voltage .... See "DC-10 ELECTRICAL SYSTEM/FREQUENCY METER, VOLTMETERS, & AMMETER" Section 3.00), DC current/DC voltage gauge, Battery Bus Off light, APU Master switch, APU Fuel Pump switch, and APU Standby Control Switch.

- DC Tie 1 Closed light and DC Tie 1 switch, DC Cross Tie Closed light and DC Cross Tie 1 switch, DC Tie 3 Closed light and DC Tie 3 switch, and Battery Master switch.

- Left Emergency DC Bus Off light, DC Bus 1 Off, DC Bus 2 Off, DC Bus 3 Off lights. and Right Emergency DC Bus Off light.

- Emergency Power In Use light, and External Power Available/External Power In Use lights (double lamp).

- AC Bus Tie 1 Isolation/AC Bus 1 off and Isolation switch, AC Bus Tie 2 Isolation/AC Bus 2 off and Isolation switch, AC Bus Tie 3 Isolation/AC Bus 3 off and Isolation lights (3X triple lamps .... 3X single switches), and External Power switch.

- Left Emergency AC Bus Off light, Generator 1 Load gauge, Dual Land Selected light, Generator 1 Load gauge, Dual Autoland Power On light, Generator 3 Load gauge, and Right Emergency AC Bus Off light.

- Engine 1/2/3 Generator Off/Fail lights and Engine 1/2/3 Generator switches (3X double lamps .... 3X single switches.

- Parallel Generators Selector button.

PLEASE NOTE: For futher information in regard to the electrical system refer to "SECTION 3.00/DC-10 ELECTRICAL SYSTEM".

- Pressurization Auto/Manual Lever.

- System 1/2/3 Hydraulic Pressure gauges.

- 1-3 and 2-3 Hydraulic Motor Pump switches.

- Engine 1/2/3 Left/Right Hydraulic Pressure Low and Left/Right Hydraulic Temperature High lights (quadruple lamps).

- Engine 1/2/3 Left/right Hydraulic Pump switches.

- Rudder Standby Power switch, and Auxiliary Hydraulic Pump 1/2 switches.

- System 1/2/3 Hydraulic Quantity gauges.

- System 1/2/3 Hydraulic Temperature gauges.

PLEASE NOTE: For futher information in regard to the hydraulics system refer to "SECTION 3.04/DC-10 HYDRAULICS SYSTEM".

Middle section from top left to right and down ....

- Forward Cargo temperature Control switch, Forward/Center/Aft Cargo Temperature gauges (X3), Forward Cargo temperature Control switch, and Avionics Flow Override Switch.

- cockpit and Duct inlet Temperature gauge, Lavatory/Galley Ventilation/Cargo Heat switch, and Forward/Center/Aft Cabin Temperature and Duct inlet Temperature gauges (x3).

- Trim Air switch.

- cockpit Temperature Control switch, and Forward/Center/Aft Cabin Temperature Control switches (X3),

- FE Annunciator Panel and Master Warning/Master Caution lights.

- A/C Pack 1/2/3 Off lights.

- A/C Pack 1/2/3 Selector switches, A/C Pack Turbine Inlet Temperature/Pack Temperature/Pack Discharge Temperature gauges (X3), and A/C Pack 1/2/3 Indicator switch.

- Pneumatic System 1/2/3 Flow Rate gauges (X3).

- Left Wing Ant-Ice Disagree light, Wing Anti-Ice switch, 1-3 Pneumatic Isolation Disagree light, Right Wing Ant-Ice Disagree light, and Cabin Altitude/Rate Of Change gauge, and Cabin Altitude/Pressure Differential gauge.

- 1-2 Pneumatic Isolation Valve Switch/1-2 Pneumatic Isolation Disagree light,

- System 1/2/3 Pneumatic Pressure gauges, Pressurization Standby Mode light/Standby Pressurization switch, Cabin Air Pressure Relief/Cabin High Altitude lights (double lamp), and Cabin Altitude Warning reset button.

- APU Pneumatic Isolation Valve switch.

- System 1/2/3 Pneumatic temperature gauges.

- System 1/2/3 Manifold Fail/High Stage Valve Open/Temperature High lights (triple lamps), Pressurization Semi-Auto Mode switch and light, Pressurization Altitude Setting button, Pressurization Barometric Setting, and Pressurization Rate Limiter Selector switch.

- Engine 1/2/3 Pneumatic Supply Selector switches.

PLEASE NOTE: For futher information in regard to the pneumatics, pressurization, and air conditioning systems refer to "SECTION 3.05/DC-10 PNEUMATICS, PRESSURIZATION, & AIR CONDITIONING SYSTEMS".

- Engine 1/2/3 Fuel Used gauges (x3), and Total Fuel Quantity gauge.

- Fuel Used Reset button.

- Engine 1/2/3 Fuel Pressure gauges (X3).

- Engine 1/2/3 Fuel Crossfeed Disagree lights and Crossfeed Valve Selector switches (X3).

- Fuel Dump Valve switch (covered), Fuel Dump Valve lights (X2), and Fuel Quantity Test button.

- Left Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Left Fuel Tank Forward/Left Fuel Tank Aft switches (X3) /Center Fuel Tank Pump Low pressure Lights and Center Fuel Tank Transfer/Center Fuel Tank Forward/Center Fuel Tank Left Aft/Center Fuel Tank Right Aft switches (x4)/Right Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Right Fuel Tank Forward/Right Fuel Tank Aft switches (X3). Auxiliary Fuel Tank Low Pressure Lights and Auxiliary Fuel Tank Left/Right switches (X2 .... DC-10-15 Fuel system).

- Left Fuel Tank gauge/Left Tank Fill Valve light/and Left Tank Fill Valve switch, Center Fuel Tank gauge/Center Tank Fill Valve light/and Center Tank Fill Valve switch, and Right Fuel Tank gauge/Right Tank Fill Valve light/and Right Tank Fill Valve switch. Auxiliary Fuel Tank gauge.

- Left and Right Fuel Schedule lights.

PLEASE NOTE: For futher information in regard to the fuel system refer to "SECTION 3.03/DC-10 FUEL SYSTEM".

Right section from top left to right and down ....

- Landing Gear Condition lights (X3 .... DC-10-15 no CLG unit configuration).

- Left Brake Overheat lights (X 4 lamps), Brake temperature Indicator gauge, Right Brake Overheat lights (X4 lamps).

- Differential Brake Temperature Light, Brake Overheat Lamps Test button.

- Engine 1/2/3 N2 RPM gauges.

- Engine 1/2/3 Oil pressure gauges.

- Engine 1/2/3 Oil Temperature gauges.

- Engine 1/2/3 Oil Quantity gauges.

- Cargo Door Condition Annunciator and Cargo Door Condition Annunciator Lights Test switch .... PLEASE NOTE: DC-10-10CF ER panel features additional cargo door lamps.

- Engine 1/2/3 Vibration Indicator gauge/Engine vibration Pickup switch/and Engine Vibration Gauge Test button.

- FE Panel Hydraulics and Fuel section Lamps Test button/FE Panel All Lamps Test button/FE Panel sections Lamps Test Selector switch.

Fuel Temperature gauge.

- Clock with Selector buttons (X4)

- FE panel Lighting switches (x2).

2A.02: FLIGHT ENGINEERS PANEL (DC-10-30/-30F only)

Left section from top left to right and down ....

- APU Generator Load gauge, APU Generator Bus 1/2/3 lights (X3) and APU Generator Fail/In Use lights, APU N1 RPM gauge.and APU Oil Quantity gauge.

- APU Reset Switch, APU Bus 1/2/3 switches (X3). APU EGT gauge, APU Extinguisher Cylinder 1/2 switches (X2), and APU Fire Warning light.

- AC Voltage gauge, AC Frequency gauge, APU N2 RPM gauge. APU Fire Shut Off switch, and APU Anti-Ice switch.

- Electrical Meter switch (7-position rotary selector to monitor either EXT/GPU voltage, APU voltage, AC GEN/DC BUS 1 frequency/voltage, AC GEN/DC BUS 2 frequency/voltage, AC GEN/DC BUS 3 frequency/voltage, BATT & L EMERG AC frequency/voltage/current, ADG GEN voltage .... See "DC-10 ELECTRICAL SYSTEM/FREQUENCY METER, VOLTMETERS, & AMMETER" Section 3.00), DC current/DC voltage gauge, Battery Bus Off light, APU Master switch, APU Fuel Pump switch, and APU Standby Control Switch.

- DC Tie 1 Closed light and DC Tie 1 switch, DC Cross Tie Closed light and DC Cross Tie 1 switch, DC Tie 3 Closed light and DC Tie 3 switch, and Battery Master switch.

- Left Emergency DC Bus Off light, DC Bus 1 Off, DC Bus 2 Off, DC Bus 3 Off lights. and Right Emergency DC Bus Off light.

- Emergency Power In Use light, and External Power Available/External Power In Use lights (double lamp).

- AC Bus Tie 1 Isolation/AC Bus 1 off and Isolation switch, AC Bus Tie 2 Isolation/AC Bus 2 off and Isolation switch, AC Bus Tie 3 Isolation/AC Bus 3 off and Isolation lights (3X triple lamps .... 3X single switches), and External Power switch.

- Left Emergency AC Bus Off light, Generator 1 Load gauge, Dual Land Selected light, Generator 1 Load gauge, Dual Autoland Power On light, Generator 3 Load gauge, and Right Emergency AC Bus Off light.

- Engine 1/2/3 Generator Off/Fail lights and Engine 1/2/3 Generator switches (3X double lamps .... 3X single switches.

- Parallel Generators Selector button.

PLEASE NOTE: For futher information in regard to the electrical system refer to "SECTION 3.00/DC-10 ELECTRICAL SYSTEM".

- Pressurization Auto/Manual Lever.

- System 1/2/3 Hydraulic Pressure gauges.

- 1-3 and 2-3 Hydraulic Motor Pump switches.

- Engine 1/2/3 Left/Right Hydraulic Pressure Low and Left/Right Hydraulic Temperature High lights (quadruple lamps).

- Engine 1/2/3 Left/right Hydraulic Pump switches.

- Rudder Standby power switch, and Auxiliary Hydraulic Pump 1/2 switches.

- System 1/2/3 Hydraulic Quantity gauges.

- System 1/2/3 Hydraulic Temperature gauges.

PLEASE NOTE: For futher information in regard to the hydraulics system refer to "SECTION 3.04/DC-10 HYDRAULICS SYSTEM".

Middle section from top left to right and down ....

- Forward Cargo temperature Control switch, Forward/Center/Aft Cargo Temperature gauges (X3), Forward Cargo temperature Control switch, and Avionics Flow Override Switch.

- cockpit and Duct inlet Temperature gauge, Lavatory/Galley Ventilation/Cargo Heat switch, and Forward/Center/Aft Cabin Temperature and Duct inlet Temperature gauges (x3).

- Trim Air switch.

- cockpit Temperature Control switch, and Forward/Center/Aft Cabin Temperature Control switches (X3),

- FE Annunciator Panel and Master Warning/Master Caution lights.

- A/C Pack 1/2/3 Off lights.

- A/C Pack 1/2/3 Selector switches, A/C Pack Turbine Inlet Temperature/Pack Temperature/Pack Discharge Temperature gauges (X3), and A/C Pack 1/2/3 Indicator switch.

- Pneumatic System 1/2/3 Flow Rate gauges (X3).

- Left Wing Ant-Ice Disagree light, Wing Anti-Ice switch, 1-3 Pneumatic Isolation Disagree light, Right Wing Ant-Ice Disagree light, and Cabin Altitude/Rate Of Change gauge, and Cabin Altitude/Pressure Differential gauge.

- 1-2 Pneumatic Isolation Valve Switch/1-2 Pneumatic Isolation Disagree light,

- System 1/2/3 Pneumatic Pressure gauges, Pressurization Standby Mode light/Standby Pressurization switch, Cabin Air Pressure Relief/Cabin High Altitude lights (double lamp), and Cabin Altitude Warning reset button.

- APU Pneumatic Isolation Valve switch.

- System 1/2/3 Pneumatic temperature gauges.

- System 1/2/3 Manifold Fail/High Stage Valve Open/Temperature High lights (triple lamps), Pressurization Semi-Auto Mode switch and light, Pressurization Altitude Setting button, Pressurization Barometric Setting, and Pressurization Rate Limiter Selector switch.

- Engine 1/2/3 Pneumatic Supply Selector switches.

PLEASE NOTE: For futher information in regard to the pneumatics, pressurization, and air conditioning systems refer to "SECTION 3.05/DC-10 PNEUMATICS, PRESSURIZATION, & AIR CONDITIONING SYSTEMS".

- Engine 1/2/3 Fuel Used gauges (x3), and Total Fuel Quantity gauge.

- Fuel Used Reset button.

- Engine 1/2/3 Fuel Pressure gauges (X3).

- Engine 1/2/3 Fuel Crossfeed Disagree lights and Crossfeed Valve Selector switches (X3).

- Fuel Dump Valve switch (covered), Fuel Dump Valve lights (X2), and Fuel Quantity Test button.

- Left Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Left Fuel Tank Forward/Left Fuel Tank Aft switches (X3)/Center Fuel Tank Pump Low pressure Lights and Center Fuel Tank Transfer/Center Fuel Tank Forward/Center Fuel Tank Left Aft/Center Fuel Tank Right Aft switches (x4)/Right Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Right Fuel Tank Forward/Right Fuel Tank Aft switches (X3). Auxiliary Fuel Tank Low Pressure Lights and Auxiliary Fuel Tank Left/Right switches (X2 .... DC-10-30 Fuel system).

- Left Fuel Tank gauge/Left Tank Fill Valve light/and Left Tank Fill Valve switch, Center Fuel Tank gauge/Center Tank Fill Valve light/and Center Tank Fill Valve switch, and Right Fuel Tank gauge/Right Tank Fill Valve light/and Right Tank Fill Valve switch, Auxiliary Fuel Tank gauge.

- Left and Right Fuel Schedule lights.

PLEASE NOTE: For futher information in regard to the fuel system refer to "SECTION 3.03/DC-10 FUEL SYSTEM".

Right section from top left to right and down ....

- Landing Gear Condition lights (X3 .... DC-10-30 CLG unit configuration ).

- Left Brake Overheat lights (X4 lamps), Brake temperature Indicator gauge, Right Brake Overheat lights (X4 lamps).

- Differential Brake Temperature Light, Center Brake Overheat lights (X2 lamps) Brake Overheat Lamps Test button.

- Engine 1/2/3 N2 RPM gauges.

- Engine 1/2/3 Oil pressure gauges.

- Engine 1/2/3 Oil Temperature gauges.

- Engine 1/2/3 Oil Quantity gauges.

- Cargo Door Condition Annunciator and Cargo Door Condition Annunciator Lights Test switch .... PLEASE NOTE: DC-10-30CF/F FE panels feature additional cargo door lamps.

- Engine 1/2/3 Vibration Indicator gauge/Engine vibration Pickup switch/and Engine Vibration Gauge Test button.

- FE Panel Hydraulics and Fuel section Lamps Test button/FE Panel All Lamps Test button/FE Panel sections Lamps Test Selector switch.

- Clock with Selector buttons (X4)

- FE panel Lighting switches (x2).

Refer to the following "SECTION 2B for DC-10-40, -40D, -40F HGW, -40F LGW, and -40I F/E Panel descriptions.

Mark C
AKL/NZ

Last Edit: Dec 6, 2018 16:55:39 GMT by aerofoto - HJG Admin: updating

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,066

DC10 Panel Installation & Handling Notes Aug 17, 2018 10:25:12 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:25:12 GMT

DC-10 PANELS INSTALLATION & HANDLING NOTES # 2B

UPDATED: August 17th 2018

"PANEL/GAUGE DESCRIPTIONS - DC-10-40/-40D/-40F HGW/-40F LGW/and -40I FE PANELS".

The following notes cover essential elements (only) in relation to the instrumentation featured in the FE sub panels which form part of each DC-10 panel. Use this information as "a basic guide".

PLEASE NOTE: Due to aircraft type configuration differences the F/E Panel for some DC-10 versions are presented and described individually. All items/features are listed as presented in each panel.

2B.00: FLIGHT ENGINEERS PANEL (DC-40 only)

Left section from top left to right and down ....

- APU Generator Load gauge, APU Generator Bus 1/2/3 lights (X3) and APU Generator Fail/In Use lights, APU N1 RPM gauge.and APU Oil Quantity gauge.

- APU Reset Switch, APU Bus 1/2/3 switches (X3). APU EGT gauge, APU Extinguisher Cylinder 1/2 switches (X2), and APU Fire Warning light.

- AC Voltage gauge, AC Frequency gauge, APU N2 RPM gauge. APU Fire Shut Off switch, and APU Anti-Ice switch.

- Electrical Meter switch (7-position rotary selector to monitor either EXT/GPU voltage, APU voltage, AC GEN/DC BUS 1 frequency/voltage, AC GEN/DC BUS 2 frequency/voltage, AC GEN/DC BUS 3 frequency/voltage, BATT & L EMERG AC frequency/voltage/current, ADG GEN voltage .... See "DC-10 ELECTRICAL SYSTEM/FREQUENCY METER, VOLTMETERS, & AMMETER" Section 3.00), DC current/DC voltage gauge, Battery Bus Off light, APU Master switch, APU Fuel Pump switch, and APU Standby Control Switch.

- DC Tie 1 Closed light and DC Tie 1 switch, DC Cross Tie Closed light and DC Cross Tie 1 switch, DC Tie 3 Closed light and DC Tie 3 switch, and Battery Master switch.

- Left Emergency DC Bus Off light, DC Bus 1 Off, DC Bus 2 Off, DC Bus 3 Off lights. and Right Emergency DC Bus Off light.

- Emergency Power In Use light, and External Power Available/External Power In Use lights (double lamp).

- AC Bus Tie 1 Isolation/AC Bus 1 off and Isolation switch, AC Bus Tie 2 Isolation/AC Bus 2 off and Isolation switch, AC Bus Tie 3 Isolation/AC Bus 3 off and Isolation lights (3X triple lamps .... 3X single switches), and External Power switch.

- Left Emergency AC Bus Off light, Generator 1 Load gauge, Dual Land Selected light, Generator 1 Load gauge, Dual Autoland Power On light, Generator 3 Load gauge, and Right Emergency AC Bus Off light.

- Engine 1/2/3 Generator Off/Fail lights and Engine 1/2/3 Generator switches (3X double lamps .... 3X single switches.

- Parallel Generators Selector button.

PLEASE NOTE: For futher information in regard to the electrical system refer to "SECTION 3.00/DC-10 ELECTRICAL SYSTEM".

- Pressurization Auto/Manual Lever.

- Fuel Temperature lights (X6).

- Fuel Heater 1/2/3 switches (X3).

- Total Fuel Quantity gauge.

- Fuel Temperature gauge.

- Clock with Selector buttons.

- Fuel Quantity Test button.

- FE panel Lighting switches (X2).

Middle section from top left to right and down ....

- Forward Cargo temperature Control switch, Forward/Center/Aft Cargo Temperature gauges (X3), Forward Cargo temperature Control switch, and Avionics Flow Override Switch.

- cockpit and Duct inlet Temperature gauge, Lavatory/Galley Ventilation/Cargo Heat switch, and Forward/Center/Aft Cabin Temperature and Duct inlet Temperature gauges (x3).

- Trim Air switch.

- cockpit Temperature Control switch, and Forward/Center/Aft Cabin Temperature Control switches (X3),

- FE Annunciator Panel and Master Warning/Master Caution lights.

- A/C Pack 1/2/3 Off lights.

- A/C Pack 1/2/3 Selector switches, A/C Pack Turbine Inlet Temperature/Pack Temperature/Pack Discharge Temperature gauges (X3), and A/C Pack 1/2/3 Indicator switch.

- Pneumatic System 1/2/3 Flow Rate gauges (X3).

- Left Wing Ant-Ice Disagree light, Wing Anti-Ice switch, 1-3 Pneumatic Isolation Valve Switch/1-3 Pneumatic Isolation Disagree light. Right Wing Ant-Ice Disagree light, Cabin Altitude/Rate Of Change gauge, and Cabin Altitude/Pressure Differential gauge.

- 1-2 Pneumatic Isolation Valve Switch/1-2 Pneumatic Isolation Disagree light,

- System 1/2/3 Pneumatic Pressure gauges, Pressurization Standby Mode light/Standby Pressurization switch, Cabin Air Pressure Relief/Cabin High Altitude lights (double lamp), and Cabin Altitude Warning reset button.

- APU Pneumatic Isolation Valve switch.

- System 1/2/3 Pneumatic Temperature gauges,

- System 1/2/3 Manifold Fail/High Stage Valve Open/Temperature High lights (triple lamps), Pressurization Semi-Auto Mode switch and light, Pressurization Altitude Setting button, Pressurization Barometric Setting, and Pressurization Rate Limiter Selector switch.

- Engine 1/2/3 Pneumatic Supply Selector switches.

PLEASE NOTE: For futher information in regard to the pneumatics, pressurization, and air conditioning systems refer to "SECTION 3.05/DC-10 PNEUMATICS, PRESSURIZATION, & AIR CONDITIONING SYSTEMS".

- Engine 1/2/3 Fuel Used gauges (x3).

- Fuel Used Reset button.

- Engine 1/2/3 Fuel Pressure gauges (X3).

- Engine 1/2/3 Fuel Crossfeed Disagree lights and Crossfeed Valve Selector switches (X3), Fuel Dump Valve switch (covered). and Fuel Dump Valve lights (X2 double lamp).

- Left Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Left Fuel Tank Forward/Left Fuel Tank Aft switches (X3) /Center Fuel Tank Pump Low pressure Lights and Center Fuel Tank Transfer/Center Fuel Tank Forward/Center Fuel Tank Left Aft/Center Fuel Tank Right Aft switches (x4)/Right Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Right Fuel Tank Forward/Right Fuel Tank Aft switches (X3). Auxiliary Fuel Tank Low Pressure Lights (X4) and Auxiliary Fuel Tank Left/Right switches (X2 .... DC-10-40 Fuel system).

- Left Fuel Tank gauge/Left Tank Fill Valve light/and Left Tank Fill Valve switch, Center Fuel Tank gauge/Center Tank Fill Valve light/and Center Tank Fill Valve switch, and Right Fuel Tank gauge/Right Tank Fill Valve light/and Right Tank Fill Valve switch, and Auxiliary Fuel Tank gauge.

- Left and Right Fuel Schedule lights.

PLEASE NOTE: For futher information in regard to the fuel system refer to "SECTION 3.03/DC-10 FUEL SYSTEM".

Right section from top left to right and down ....

- Landing Gear Condition lights (X4 .... DC-10-40 CLG unit configuration).

- Left Brake Overheat lights (X4 lamps), Brake temperature Indicator gauge, Right Brake Overheat lights (X4 lamps).

- Differential Brake Temperature Light, Center Brake Overheat lights (X2 lamps)Brake Overheat Lamps Test button.

- Cargo Door Condition Annunciator and Cargo Door Condition Annunciator Lights Test switch.

- System 1/2/3 Hydraulic Pressure gauges.

- 1-3 and 2-3 Hydraulic Motor Pump switches.

- Engine 1/2/3 Left/Right Hydraulic Pressure Low and Left/Right Hydraulic Temperature High lights (quadruple lamps).

- Engine 1/2/3 Left/right Hydraulic Pump switches (X6).

- Rudder Standby power switch, and Auxiliary Hydraulic Pump 1/2 switches.

- System 1/2/3 Hydraulic Quantity gauges.

- System 1/2/3 Hydraulic Temperature gauges.

PLEASE NOTE: For futher information in regard to the hydraulics system refer to "SECTION 3.04/DC-10 HYDRAULICS SYSTEM".

- FE Panel sections Lamps Test Selector switch/FE Panel Lamps Test button/FE Panel All Lamps Test Selector switch.

- Engine 1/2/3 N2 RPM gauges.

- Engine 1/2/3 Oil pressure gauges.

- Engine 1/2/3 Oil Temperature gauges.

- Engine 1/2/3 Oil Quantity gauges.

2B.01: FLIGHT ENGINEERS PANEL (DC-10-40D/-40F LGW only)

Left section from top left to right and down ....

- APU Generator Load gauge, APU Generator Bus 1/2/3 lights (X3) and APU Generator Fail/In Use lights, APU N1 RPM gauge.and APU Oil Quantity gauge.

- APU Reset Switch, APU Bus 1/2/3 switches (X3). APU EGT gauge, APU Extinguisher Cylinder 1/2 switches (X2), and APU Fire Warning light.

- AC Voltage gauge, AC Frequency gauge, APU N2 RPM gauge. APU Fire Shut Off switch, and APU Anti-Ice switch.

- Electrical Meter switch (7-position rotary selector to monitor either EXT/GPU voltage, APU voltage, AC GEN/DC BUS 1 frequency/voltage, AC GEN/DC BUS 2 frequency/voltage, AC GEN/DC BUS 3 frequency/voltage, BATT & L EMERG AC frequency/voltage/current, ADG GEN voltage .... See "DC-10 ELECTRICAL SYSTEM/FREQUENCY METER, VOLTMETERS, & AMMETER" Section 3.00), DC current/DC voltage gauge, Battery Bus Off light, APU Master switch, APU Fuel Pump switch, and APU Standby Control Switch.

- DC Tie 1 Closed light and DC Tie 1 switch, DC Cross Tie Closed light and DC Cross Tie 1 switch, DC Tie 3 Closed light and DC Tie 3 switch, and Battery Master switch.

- Left Emergency DC Bus Off light, DC Bus 1 Off, DC Bus 2 Off, DC Bus 3 Off lights. and Right Emergency DC Bus Off light.

- Emergency Power In Use light, and External Power Available/External Power In Use lights (double lamp).

- AC Bus Tie 1 Isolation/AC Bus 1 off and Isolation switch, AC Bus Tie 2 Isolation/AC Bus 2 off and Isolation switch, AC Bus Tie 3 Isolation/AC Bus 3 off and Isolation lights (3X triple lamps .... 3X single switches), and External Power switch.

- Left Emergency AC Bus Off light, Generator 1 Load gauge, Dual Land Selected light, Generator 1 Load gauge, Dual Autoland Power On light, Generator 3 Load gauge, and Right Emergency AC Bus Off light.

- Engine 1/2/3 Generator Off/Fail lights and Engine 1/2/3 Generator switches (3X double lamps .... 3X single switches.

- Parallel Generators Selector button.

PLEASE NOTE: For futher information in regard to the electrical system refer to "SECTION 3.00/DC-10 ELECTRICAL SYSTEM".

- Pressurization Auto/Manual Lever.

- Engine 1/2/3 N2 RPM gauges.

- Engine 1/2/3 Oil pressure gauges.

- Engine 1/2/3 Oil Temperature gauges.

- Engine 1/2/3 Oil Quantity gauges.

- FE panel Lighting switches (x2).

Middle section from top left to right and down ....

- Forward Cargo temperature Control switch, Forward/Center/Aft Cargo Temperature gauges (X3), Forward Cargo temperature Control switch, and Avionics Flow Override Switch.

- cockpit and Duct inlet Temperature gauge, Lavatory/Galley Ventilation/Cargo Heat switch, and Forward/Center/Aft Cabin Temperature and Duct inlet Temperature gauges (x3).

- Trim Air switch.

- cockpit Temperature Control switch, and Forward/Center/Aft Cabin Temperature Control switches (X3),

- FE Annunciator Panel and Master Warning/Master Caution lights.

- A/C Pack 1/2/3 Off lights.

- A/C Pack 1/2/3 Selector switches, A/C Pack Turbine Inlet Temperature/Pack Temperature/Pack Discharge Temperature gauges (X3), and A/C Pack 1/2/3 Indicator switch.

- Pneumatic System 1/2/3 Flow Rate gauges (X3).

- Left Wing Ant-Ice Disagree light, Wing Anti-Ice switch, 1-3 Pneumatic Isolation Valve Switch/1-3 Pneumatic Isolation Disagree light. Right Wing Ant-Ice Disagree light, Cabin Altitude/Rate Of Change gauge, and Cabin Altitude/Pressure Differential gauge.

- 1-2 Pneumatic Isolation Valve Switch/1-2 Pneumatic Isolation Disagree light,

- System 1/2/3 Pneumatic Pressure gauges, Pressurization Standby Mode light/Standby Pressurization switch, Cabin Air Pressure Relief/Cabin High Altitude lights (double lamp), and Cabin Altitude Warning reset button.

- APU Pneumatic Isolation Valve switch.

- System 1/2/3 Pneumatic Temperature gauges,

- System 1/2/3 Manifold Fail/High Stage Valve Open/Temperature High lights (triple lamps), Pressurization Semi-Auto Mode switch and light, Pressurization Altitude Setting button, Pressurization Barometric Setting, and Pressurization Rate Limiter Selector switch.

- Engine 1/2/3 Pneumatic Supply Selector switches.

PLEASE NOTE: For futher information in regard to the pneumatics, pressurization, and air conditioning systems refer to "SECTION 3.05/DC-10 PNEUMATICS, PRESSURIZATION, & AIR CONDITIONING SYSTEMS".

- Engine 1/2/3 Fuel Used gauges (x3), and Total Fuel Quantity gauge.

- Fuel Used Reset button.

- Engine 1/2/3 Fuel Pressure gauges (X3).

- Engine 1/2/3 Fuel Crossfeed Disagree lights and Crossfeed Valve Selector switches (X3 each), Fuel Dump Valve switch (covered). and Fuel Dump Valve lights (X2 double lamp).

- Left Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Left Fuel Tank Forward/Left Fuel Tank Aft switches (X3) /Center Fuel Tank Pump Low pressure Lights and Center Fuel Tank Transfer/Center Fuel Tank Forward/Center Fuel Tank Left Aft/Center Fuel Tank Right Aft switches (x4)/Right Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Right Fuel Tank Forward/Right Fuel Tank Aft switches (X3). Auxiliary Fuel Tank Low Pressure Lights (X4) and Auxiliary Fuel Tank Left/Right switches (X2 .... DC-10-40 JAL Fuel system).

- Left Fuel Tank gauge/Left Tank Fill Valve light/and Left Tank Fill Valve switch, Center Fuel Tank gauge/Center Tank Fill Valve light/and Center Tank Fill Valve switch, and Right Fuel Tank gauge/Right Tank Fill Valve light/and Right Tank Fill Valve switch, Auxiliary Fuel Tank lights (X4), and Auxiliary Fuel Tank gauge.

- Left and Right Fuel Schedule lights.

PLEASE NOTE: For futher information in regard to the fuel system refer to "SECTION 3.03/DC-10 FUEL SYSTEM".

Right section from top left to right and down ....

- Landing Gear Condition lights (X3 .... DC-10-40D CLG unit configuration).

- Left Brake Overheat lights (X4 lamps), Brake temperature Indicator gauge, Right Brake Overheat lights (X4 lamps).

- Differential Brake Temperature Light, Center Brake Overheat lights (X2 lamps)Brake Overheat Lamps Test button.

- Cargo Door Condition Annunciator and Cargo Door Condition Annunciator Lights Test switch .... PLEASE NOTE: DC-10-40F FE panels feature additional cargo door lamps.

- System 1/2/3 Hydraulic Pressure gauges.

- 1-3 and 2-3 Hydraulic Motor Pump switches.

- Engine 1/2/3 Left/Right Hydraulic Pressure Low and Left/Right Hydraulic Temperature High lights (quadruple lamps).

- Engine 1/2/3 Left/right Hydraulic Pump switches (X6).

- Rudder Standby power switch, and Auxiliary Hydraulic Pump 1/2 switches.

- System 1/2/3 Hydraulic Quantity gauges.

- System 1/2/3 Hydraulic Temperature gauges.

PLEASE NOTE: For futher information in regard to the hydraulics system refer to "SECTION 3.04/DC-10 HYDRAULICS SYSTEM".

- Fuel Temperature lights (X6).

- Fuel Heater 1/2/3 switches (X3).

- FE Panel sections Lamps Test Selector switch/FE Panel Lamps Test button/FE Panel All Lamps Test Selector switch.

- Fuel Temperature gauge.

- Engine 1/2/3 Vibration Indicator gauge/Engine Vibration Gauge Test button/and Engine vibration Pickup switch.

- Clock with Selector buttons.

2B.02: FLIGHT ENGINEERS PANEL (DC-10-40F HGW/-40I only)

Left section from top left to right and down ....

- APU Generator Load gauge, APU Generator Bus 1/2/3 lights (X3) and APU Generator Fail/In Use lights, APU N1 RPM gauge.and APU Oil Quantity gauge.

- APU Reset Switch, APU Bus 1/2/3 switches (X3). APU EGT gauge, APU Extinguisher Cylinder 1/2 switches (X2), and APU Fire Warning light.

- AC Voltage gauge, AC Frequency gauge, APU N2 RPM gauge. APU Fire Shut Off switch, and APU Anti-Ice switch.

- Electrical Meter switch (7-position rotary selector to monitor either EXT/GPU voltage, APU voltage, AC GEN/DC BUS 1 frequency/voltage, AC GEN/DC BUS 2 frequency/voltage, AC GEN/DC BUS 3 frequency/voltage, BATT & L EMERG AC frequency/voltage/current, ADG GEN voltage .... See "DC-10 ELECTRICAL SYSTEM/FREQUENCY METER, VOLTMETERS, & AMMETER" Section 3.00), DC current/DC voltage gauge, Battery Bus Off light, APU Master switch, APU Fuel Pump switch, and APU Standby Control Switch.

- DC Tie 1 Closed light and DC Tie 1 switch, DC Cross Tie Closed light and DC Cross Tie 1 switch, DC Tie 3 Closed light and DC Tie 3 switch, and Battery Master switch.

- Left Emergency DC Bus Off light, DC Bus 1 Off, DC Bus 2 Off, DC Bus 3 Off lights. and Right Emergency DC Bus Off light.

- Emergency Power In Use light, and External Power Available/External Power In Use lights (double lamp).

- AC Bus Tie 1 Isolation/AC Bus 1 off and Isolation switch, AC Bus Tie 2 Isolation/AC Bus 2 off and Isolation switch, AC Bus Tie 3 Isolation/AC Bus 3 off and Isolation lights (3X triple lamps .... 3X single switches), and External Power switch.

- Left Emergency AC Bus Off light, Generator 1 Load gauge, Dual Land Selected light, Generator 1 Load gauge, Dual Autoland Power On light, Generator 3 Load gauge, and Right Emergency AC Bus Off light.

- Engine 1/2/3 Generator Off/Fail lights and Engine 1/2/3 Generator switches (3X double lamps .... 3X single switches.

- Parallel Generators Selector button.

PLEASE NOTE: For futher information in regard to the electrical system refer to "SECTION 3.00/DC-10 ELECTRICAL SYSTEM".

- Pressurization Auto/Manual Lever.

- Engine 1/2/3 N2 RPM gauges.

- Engine 1/2/3 Oil pressure gauges.

- Engine 1/2/3 Oil Temperature gauges.

- Engine 1/2/3 Oil Quantity gauges.

- FE panel Lighting switches (x2).

Middle section from top left to right and down ....

- Forward Cargo temperature Control switch, Forward/Center/Aft Cargo Temperature gauges (X3), Forward Cargo temperature Control switch, and Avionics Flow Override Switch.

- cockpit and Duct inlet Temperature gauge, Lavatory/Galley Ventilation/Cargo Heat switch, and Forward/Center/Aft Cabin Temperature and Duct inlet Temperature gauges (x3).

- Trim Air switch.

- cockpit Temperature Control switch, and Forward/Center/Aft Cabin Temperature Control switches (X3),

- FE Annunciator Panel and Master Warning/Master Caution lights.

- A/C Pack 1/2/3 Off lights.

- A/C Pack 1/2/3 Selector switches, A/C Pack Turbine Inlet Temperature/Pack Temperature/Pack Discharge Temperature gauges (X3), and A/C Pack 1/2/3 Indicator switch.

- Pneumatic System 1/2/3 Flow Rate gauges (X3).

- Left Wing Ant-Ice Disagree light, Wing Anti-Ice switch, 1-3 Pneumatic Isolation Valve Switch/1-3 Pneumatic Isolation Disagree light. Right Wing Ant-Ice Disagree light, Cabin Altitude/Rate Of Change gauge, and Cabin Altitude/Pressure Differential gauge.

- 1-2 Pneumatic Isolation Valve Switch/1-2 Pneumatic Isolation Disagree light,

- System 1/2/3 Pneumatic Pressure gauges, Pressurization Standby Mode light/Standby Pressurization switch, Cabin Air Pressure Relief/Cabin High Altitude lights (double lamp), and Cabin Altitude Warning reset button.

- APU Pneumatic Isolation Valve switch.

- System 1/2/3 Pneumatic Temperature gauges,

- System 1/2/3 Manifold Fail/High Stage Valve Open/Temperature High lights (triple lamps), Pressurization Semi-Auto Mode switch and light, Pressurization Altitude Setting button, Pressurization Barometric Setting, and Pressurization Rate Limiter Selector switch.

- Engine 1/2/3 Pneumatic Supply Selector switches.

PLEASE NOTE: For futher information in regard to the pneumatics, pressurization, and air conditioning systems refer to "SECTION 3.05/DC-10 PNEUMATICS, PRESSURIZATION, & AIR CONDITIONING SYSTEMS".

- Engine 1/2/3 Fuel Used gauges (x3), and Total Fuel Quantity gauge.

- Fuel Used Reset button.

- Engine 1/2/3 Fuel Pressure gauges (X3).

- Engine 1/2/3 Fuel Crossfeed Disagree lights and Crossfeed Valve Selector switches (X3 each), Fuel Dump Valve switch (covered). and Fuel Dump Valve lights (X2 double lamp).

- Left Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Left Fuel Tank Forward/Left Fuel Tank Aft switches (X3) /Center Fuel Tank Pump Low pressure Lights and Center Fuel Tank Transfer/Center Fuel Tank Forward/Center Fuel Tank Left Aft/Center Fuel Tank Right Aft switches (x4)/Right Fuel Tank Pump Low pressure Lights and Left Fuel Tank Transfer/Right Fuel Tank Forward/Right Fuel Tank Aft switches (X3). Auxiliary Fuel Tank Low Pressure Lights (X4) and Auxiliary Fuel Tank Left/Right switches (X2 .... DC-10-40 JAL Fuel system).

- Left Fuel Tank gauge/Left Tank Fill Valve light/and Left Tank Fill Valve switch, Center Fuel Tank gauge/Center Tank Fill Valve light/and Center Tank Fill Valve switch, and Right Fuel Tank gauge/Right Tank Fill Valve light/and Right Tank Fill Valve switch, Auxiliary Fuel Tank lights (X4), and Auxiliary Fuel Tank gauge.

- Left and Right Fuel Schedule lights.

PLEASE NOTE: For futher information in regard to the fuel system refer to "SECTION 3.03/DC-10 FUEL SYSTEM".

Right section from top left to right and down ....

- Landing Gear Condition lights (X4 .... DC-10-40I CLG unit configuration).

- Left Brake Overheat lights (X4 lamps), Brake temperature Indicator gauge, Right Brake Overheat lights (X4 lamps).

- Differential Brake Temperature Light, Center Brake Overheat lights (X2 lamps)Brake Overheat Lamps Test button.

- Cargo Door Condition Annunciator and Cargo Door Condition Annunciator Lights Test switch .... PLEASE NOTE: DC-10-40F FE panels feature additional cargo door lamps.

- System 1/2/3 Hydraulic Pressure gauges.

- 1-3 and 2-3 Hydraulic Motor Pump switches.

- Engine 1/2/3 Left/Right Hydraulic Pressure Low and Left/Right Hydraulic Temperature High lights (quadruple lamps).

- Engine 1/2/3 Left/right Hydraulic Pump switches (X6).

- Rudder Standby power switch, and Auxiliary Hydraulic Pump 1/2 switches.

- System 1/2/3 Hydraulic Quantity gauges.

- System 1/2/3 Hydraulic Temperature gauges.

PLEASE NOTE: For futher information in regard to the hydraulics system refer to "SECTION 3.04/DC-10 HYDRAULICS SYSTEM".

- Fuel Temperature lights (X6).

- Fuel Heater 1/2/3 switches (X3).

- FE Panel sections Lamps Test Selector switch/FE Panel Lamps Test button/FE Panel All Lamps Test Selector switch.

- Fuel Temperature gauge.

- Engine 1/2/3 Vibration Indicator gauge/Engine Vibration Gauge Test button/and Engine vibration Pickup switch.

- Clock with Selector buttons (X4)

Mark C
AKL/NZ

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,066

DC10 Panel Installation & Handling Notes Aug 17, 2018 10:25:47 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:25:47 GMT

DC-10 PANELS INSTALLATION & HANDLING NOTES # 3

UPDATED: April 7th 2024

The following information is intended to provide additional explanation and clarification in regard to the function of essential systems featured in these DC-10 panels. Although each of these DC-10 panels load into FS with all essential systems auto-configured for departure, this information is intended for use by those whom seek to manually configure these panels from cold & dark scenarios or whom are inquisitive in regard to how each of the systems represented actually function.

3.00: DC-10 ELECTRICAL SYSTEM

The electrical system instrumentation is located within the upper left portion of the F/E sub panel of each DC-10 panel.

ENGINE-DRIVEN GENERATORS

Each engine drives (via a Constant Speed Drive – the instrumentation for this is omitted due to lack of space) a 115V 400Hz AC generator. A single generator is capable of supplying enough energy to power all instrumentation and essential panel systems. The Engine Generator switches are located at the bottom of the electrical system in each F/E sub panel and can be set to either "ON, OFF", or "RESET". Above each generator switch is a load gauge indicating the extent of loading upon the unit as a fraction of the maximum load.

AC BUSES

Each engine drives an AC bus circuit (all of which can supply the AC Tie Bus – this allows the electrical load imposed by the panel systems to be shared evenly between the engine-driven generators). Each AC bus has an Isolation switch which can be set to either "NORM" in order to allow it to connect to the AC Tie Bus, or to "ISOL" in order to ensure it remains isolated.

The AC generators must be set in-phase with each other if they are connected to the same bus. For this reason once the AC Tie Bus is powered (either by the first engine-driven generator to be connected to it or by the Ground Power Unit) no other generators can be connected to it. The AC Bus Isolation lights (amber) for subsequent generators will illuminate even when their corresponding Isolation switch is set to "NORM".

To power the AC Tie Bus using all generators (allowing a shared load) it is necessary to parallel the generators using the Parallel Generators push button located to the right of the Engine 3 Generator switch at the bottom right of the electrical systems section in each F/E sub panel. The engine-driven generators can only be paralleled once all three engines are running, all three AC bus Isolation switches are set to "NORM", or when the AC Tie Bus is not receiving external power from the Ground Power Unit. Upon successful paralleling all AC Bus Isolation lights (amber) will extinguish.

In addition to the main three AC buses there is also the AC Ground Service Bus which powers the navigation and runway turn-off lights along with the Auxiliary Hydraulic Pumps. The AC Ground Service Bus cannot be powered by the AC Tie Bus but can receive power from either the Engine #2 Generator, APU, or the GPU.

DC BUSES

The DC-10 is fitted with four Transformer/Rectifier Units that produce 28V DC power from the AC power of the generators. Transformer/Rectifiers 1, 2A, 2B and 3 are powered respectively by AC Bus 1, AC Bus 2, AC Ground Service Bus, and AC Bus 3. Like the generators, each Transformer/Rectifier has a load gauge indicating the extent of loading upon the unit as a fraction of the maximum load.

The DC buses power some of the panels lower-power equipment as well the Battery. The DC buses can be connected to each other using the DC Tie 1, DC Cross Tie, and DC Tie 3 switches. Unlike the AC buses the DC buses are always connected when the relevant tie switches are set to "CLOSED".

BATTERY POWER

The Battery is engaged using the slot-headed switch located within the centre-right of the electrical systems section in each F/E sub panel. It can be selected "ON" by left mouse clicking on the Battery switch, but, must be left mouse clicked and depressed in order to be rotated 90 degrees anti-clockwise and set to the "OFF" position. The Battery Bus is powered by the battery when the switch is selected "ON" while the Battery Direct Bus receives battery power even when the battery switch is "OFF". Its prime purpose is to provide power to start the APU or call ground crew to connect a GPU.

RUNNING THE AUXILIARY POWER UNIT

The Auxiliary Power Unit is a gas turbine engine in its own right with N1, N2, EGT and Oil Quantity gauges similar to those of the main propulsion engines. Unlike the main engines, the N2 RPM should always be 100% during normal operation as its electrical generator is directly connected to the N2 turbine. N1 and EGT indications will increase as loading upon the APU increases.

To start the APU set the APU Master switch to "ON" in order to open its air intake doors. Wait 30 seconds for the "APU DOOR OPEN" light (blue) on the F/E Annunciator panel to illuminate. Then set the APU Master switch to "START". Then set APU Fuel Pump switch (located next to the APU Master switch) to "ON" in order for the APU to be started. Once the APU is running and up to speed the "APU PWR AVAIL" light (green) will illuminate.

To shut-down the APU set the master switch to "OFF". Note that the APU cannot shut-down immediately (due to a build-up of heat) if it is supplying compressed air (when the APU Pneumatic Isolation Valve is open). Once the APU Pneumatic Isolation Valve is closed a timer will impose a 60 second delay before the APU can be seen to begin shutting-down. Then select the APU Fuel Pump switch to "OFF".

ELECTRICAL POWER FROM THE APU

The APU is equipped with an 115V AC generator identical to those fitted to each of the main engines except that it is directly connected and lacks a Constant Speed Drive unit. The APU generator also features a load gauge similar those for each of the main engine generators.

APU electrical power can be connected to AC Bus 1, 2 or 3 (if they are not already powered by their own respective engine-driven generators) using the three switches located within the top left section of each F/E sub panel. Connecting the APU to AC Bus 2 also connects it to the AC Ground Service Bus but the APU cannot power the AC Tie bus. Nor can buses be paralleled if the APU is switched to power any electrical buses (even if those electrical buses are already receiving power from the main engine generators).

ELECTRICAL POWER FROM THE GPU

Instead of using the on-board APU a Ground Power Unit can be used to power the electrical system. With the simulation stationary and the parking brake "ON", depress the "MECH CALL" tab located on the O/H sub panel (within the voice communication panel above the Auto-Brake controls). Once the GPU is connected the "EXT PWR AVAIL" light (green) will illuminate within the electrical system section in each F/E sub panel. To use GPU power set the External Power switch (located below the "EXT PWR AVAIL" light) to "ON". The "EXT PWR IN USE" light (blue) will then illuminate to indicate GPU power is being supplied to the AC Tie Bus and the AC Ground Service Bus.

Depressing the "MECH CALL" tab again while GPU power is connected will disconnect the GPU if the External Power switch has been selected "OFF", or if the APU or any main engine is running. Otherwise depressing the "MECH CALL" tab a second will start compressed air delivery for ground-assisted startup of the #2 engine (only).

EMERGENCY POWER

If power is lost from all three AC buses due to engine and/or generator failure then limited power can be provided by the Battery and/or the Air-Driven Generator/ADG (Ram Air Turbine).

The AC L EMERG bus and DC L EMERG bus are normally powered by AC Bus 1 and DC Bus 1 respectively. Selecting the EMER PWR switch (located on the O/H sub panel) "ON" will instead power the DC L EMERG Bus (and via an inverter the AC L EMERG Bus also) from the Battery. Note this emergency power supply has a duration limited to approximately 15 minutes only.

The AC R EMERG Bus and DC R EMERG Bus are normally powered by AC Bus 3 and DC Bus 3 respectively. If necessary these can also be run from the ADG (which also powers the AC R EMERG Bus with the AC Bus 3 Transformer/Rectifier then supplying the DC R EMERG bus only).

The ADG is engaged by depressing the red handle located within the extreme lower right section of each C/P sub panel, until it is pulled back and then up. Set the ADG Electric/Hydraulic switch to "R EMERG ELEC". The ADG can then provide power to the emergency buses for as long as an airspeed of no less than 120 KIAS is maintained.

FREQUENCY METER, VOLTMETERS, & AMMETER (Meter mode, Frequency Meter, AC Voltmeter, DC Voltmeter, & DC Ammeter)

This electrical meter has a 7-position rotary switch in order to select and monitor different parts of the electrical system as follows ....

- EXT PWR GPU generator frequency: GPU generator voltage.

- APU GEN & START: APU generator frequency, APU generator voltage, APU starter voltage, APU starter current (multiply indicated value by 10 to for the actual current).

- AC GEN/DC BUS 1: Generator 1 frequency, Generator 1 voltage, DC Bus 1 voltage.

- AC GEN/DC BUS 2: Generator 2 frequency Generator 2 voltage, DC bus 2 voltage.

- AC GEN/DC BUS 3: Generator 3 frequency, Generator 3 voltage, DC bus 3 voltage.

- BATT & L EMERG AC: L EMERG AC Bus frequency, L EMERG AC Bus voltage, Battery voltage, Battery current (+ indicates charging and - indicates discharging)

- ADG: ADG generator frequency, ADG generator voltage.

3.01: DC-10 AUTOPILOT

The DC-10 AP instrumentation is located below the glare shield and is composed of the FD, AT, and all auto-flight related lateral and vertical navigation mode selectors.

Most FS panels feature push-buttons to select AP modes and which remain illuminated to indicate the selected mode. This is not the case using these DC-10 panels. The AP mode selector buttons illuminate only momentarily when depressed - with the selected mode then being displayed within the AP Mode Annunciator Panel on the Main Panel.

The DC-10 AP modes (except for Turbulence mode) cannot be cancelled by clicking on the relevant selector button a second time. Engaging an alternate mode will cancel a previously engaged mode (e.g. HDG and VOR/LOC).

In the case of AP ALT and HDG modes the target altitude and heading must be selected, then the "ALT" and "HDG" knobs depressed in order for the AP to be able to engage the selected modes. This action simulates the selector knob being pulled, a value set, and the selector knob then being reset in order for the selected values to be engaged by the AP.

AUTOPILOT MODE ANNUNCIATOR LIGHTS

Selected AP and AT modes are always displayed per the AP Mode Annunciator Panel located above the ADI gauges in both main panels. The function of each light (from the left-most light) is described below

LIGHT 1: AUTOTHROTTLE ANNUNCITOR.

- Light 1 within this annunciator indicates the autothrottle mode.

- "SPD": This is the most common AT mode used in flight with the system holding the selected target IAS. When the AT is engaged in flight it initializes in "SPD" mode and power is automatically adjusted in order for the selected airspeed to be acquired and maintained. If the AT is in "N1" mode (or "EPR" mode on the DC-10-40 panels only) then power will be automatically adjusted in accordance with a thrust rating consistent with the maximum thrust value displayed within the Thrust Limit Computer in order for the selected airspeed to be acquired and maintained.

- "ALPHA SPD": This is activated automatically when the selected target IAS is dangerously low given the simulation's weight and flap setting. When activated the minimum safe flying speed will be maintained. Once a safe airspeed is established (or airspeed becomes a safe due to increased flap deployment) the normal AT "SPD" mode will resume.

- "N1" (or "EPR" in the DC-10-40 panels only): When engaged power is automatically adjusted in accordance with a thrust rating consistent with the maximum thrust value displayed within the Thrust Limit Computer in order for the selected airspeed to be acquired and maintained. It can also be engaged by selecting the "N1" button located with the AT section on the AP panel, or by engaging TAKE OFF/GO AROUND mode using the "TOGA" button located below the thrust levers on the C/P sub panel.

- "CLAMP": Freezes the thrust levers in place. This initializes when engaging the AT while on the ground and when exceeding 80 KIAS during take off using "TOGA" mode.

- "RETD": Cuts the engine thrust to idle. This is only engaged during an autoland and whilst flaring for the actual landing.

LIGHT 2: ARM ANNUNCIATOR:

- Light 2 within this annunciator is for any mode that has been selected but has not yet been acquired.

- "LAND": Indicates that "LAND" mode has been engaged but the localizer and/or glide slope have not yet been intercepted.

- "VOR": Indicates that "VOR" mode has been engaged but the selected radial has not yet been intercepted.

- "ILS": Indicates that "ILS" mode has been engaged but the localizer and/or glide slope have not yet been intercepted.

- "LOC": Indicates that "LOC" mode has been engaged but the localizer has not yet been intercepted.

- "B/CRS": Indicates that "BACK COURSE" mode has been selected but the ILS localizer has not yet been intercepted.

- "ALT": Indicates that a target altitude has been selected but not yet acquired. This indication can also be combined with "LAND, VOR, ILS, LOC" or "B/CRS" indications.

Light 2 of this annunciator also indicates the status of the Autoland system once the simulation is established on an ILS approach ....

- "APP ONLY": Indicates that both ILS localizer and glide slope are both intercepted with autopilot in ILS mode only (no autoland mode).

- "SNGL LAND": Indicates that the ILS localizer and glide slope are both intercepted with autopilot in "LAND" mode (autoland mode) and with only one autopilot engaged. This is permissible for any CAT 1 type approach (decision height >= 100 feet AGL, visibility > 1,000 feet).

- "DUAL LAND": Indicates that the ILS localizer and glide slope are both intercepted with autopilot in "LAND" mode (autoland mode) and with both autopilots engaged. This is permissible for any CAT 2A type approach (decision height >= 50 feet AGL, visibility > 600 feet).

LIGHT 3: ROLL ANNUNCIATOR

- "CWS": Indicates that the bank angle can be controlled manually (up to a maximum limit of 35° left or right) - except when the controls are released and at which point the current bank angle is then maintained by the AP (unless the bank angle is less than 3° and in which case the wings will be levelled automatically).

- "HDG SEL": Indicates that the simulation is turning towards the selected heading displayed in the AP HDG window.

- "HDG HOLD": Indicates that the AP is holding the simulation's current heading.

- "INS CAP": Indicates that the simulation is manoeuvring onto a track programmed into the INS.

- "INS TRK": Indicates that the simulation is following a track programmed into the INS (in reality the DC-10 has a separate INS driving each AP but in these simulations the second INS is replaced by the default FS2004/FSX GPS).

"GPS TRK": Indicates that the simulation is following a programmed GPS route.

"VOR CAP": Indicates that the simulation is manoeuvring onto the selected VOR radial.

"VOR TRK": Indicates that the simulation has intercepted the selected VOR radial.

"LOC CAP": Indicates that the simulation is manoeuvring onto the selected ILS localizer.

"LOC TRK": Indicates that the simulation has intercepted the selected ILS localizer.

"B/CRS AP": Indicates that the FD is guiding the simulation's manoeuvring onto an ILS localizer back course.

"B/CRS TRK": Indicates that the FD is guiding the simulation during an ILS localizer back course intercept.

"ALIGN": Indicates that the simulation is being aligned with the runway prior to touchdown during an automatic landing.

"ROLLOUT": Indicates the simulation is following the runway centre-line after touchdown while also lowering/derotating the nose during rollout after landing rollout.

"G/A": Indicates that the FD is guiding a Go Around manoeuvre after the "TOGA" button has been engaged in flight – the actual go-around must be flown manually.

"TAKE OFF": Indicates that the FD is guiding the take-off after the "TOGA" button has been engaged on the ground – the actual take-off must be performed manually.

LIGHT 4: PITCH ANNUNCIATOR

"VERT SPD": Indicates that the simulation is maintaining the vertical speed as selected using the VS thumb wheel within the AP sub-panel.

"ALT CAP": Indicates that the simulation is within 100 FT of any selected target altitude and is levelling off.

"ALT HOLD": Indicates that the simulation has acquired the selected target altitude.

"IAS HOLD": Indicates that the AP is using pitch attitude to maintain the airspeed acquired when "IAS HOLD" mode was first engaged. This mode cannot be selected if the AT is engaged in either "SPD" or "ALPHA SPD" mode.

"MACH HOLD": Indicates that the AP is using pitch attitude to maintain the velocity acquired when "MACH HOLD" mode was first engaged. This mode cannot be selected if the AT is engaged in either "SPD" or "ALPHA SPD" mode.

"GS CAP": Indicates that the glide slope has been intercepted and the simulation is manoeuvring in order to capture the glide path.

"GS TRK": Indicates that the simulation has intercepted the ILS glide slope.

"FLARE": Indicates that the AL system is raising the nose to commence the flare for touchdown/landing.

"TURB": Indicates that "TURBULANCE mode is engaged. This functions similarly to "CWS" mode except that the AP is less precise in regard to maintaining the selected attitude.

"G/A": Indicates that the FD is guiding a Go Around manoeuvre after the "TOGA" button has been engaged in flight – the actual go-around must be flown manually.

"TAKE OFF": Indicates that the FD is guiding take-off after the "TOGA" button has been engaged while on the ground – the actual take-off must be performed manually.

"CWS": Indicates that the pitch is being manually controlled (up to a limit of 18° left or right bank) - except when the controls are released and at which point the current pitch attitude is then maintained by the AP.

DUAL AUTOMATIC LANDING

A CAT 3A automatic landing requires (for safety reasons) that not only two separate AP's are used but also that no single failure can simultaneously render both AP's unusable. For this reason it is required that all AC buses be isolated. This occurs automatically when both AP's are engaged and the appropriate generators are available, and is indicated by the AC Bus Isolation lights (blue) - in contrast with the AC Bus Isolation lights (amber) which illuminate when AC buses are manually isolated, or are unable to be connected due to being out-of-phase with each other, or because the GPU is powering the AC Tie bus.

The "DUAL LAND SELECTED" light (blue) illuminates when both AP's are engaged for any automatic landing.

If the #1 and #3 engine-driven generators are engaged and running both AP's will also illuminate the "DUAL LAND PWR ON" light (green) - as well as the AC Bus Isolation lights (blue) - indicating that the simulation is correctly configured for a dual automatic landing. If one or both of these generators is not running then these lights will remain extinguished and it will only be possible to land using a single AP. This scenario will be indicated by the AP MAP displaying "SNGL LAND" rather than "DUAL LAND" indications when the ILS Localizer and Glide Slope are captured, and which means only a CAT 2 approach and landing may be performed.

3.02: AUTO-THROTTLE

The DC-10 AT instrumentation is located below the glare shield and is composed of AT1 and AT2 switches and both N1/EPR LIMIT and airspeed selectors.

The AP/MC panel does not feature an airspeed button such as that associated with most other FS panels. AT "SPD" mode is engaged by selecting a target airspeed in the AT airspeed selector window and either AT1 or AT2 switches then being engaged. AT1 is powered by the AC BUS 1 and AT2 is powered by AC BUS 2. Either AT switch can be engaged. Both AT1 and AT2 switches may be engaged together also.

N1/EPR LIMiTS

The AT system features an "N1 LIMITS" ("EPR LIMITS" on DC-10-40 panels) selector button. A TRC setting must first be selected (either TO, TO FLX, GA, MCR, CL, or MCT). When a TRC setting is selected the indicator bugs inside each "N1/EPR" engine gauge will be adjusted automatically and set to the calculated maximum thrust limit in conjunction with the selected TRC setting and ambient temperature environment. The calculated maximum thrust limit will also be digitally displayed within the TRC THRUST LIMITS window along with the ambient temperature value. The AT will then adjust and maintain engine power in accordance with the selected TRC setting and displayed maximum engine thrust setting. Using "N1/EPR" mode the AT will not capture and hold any selected AT airspeed. AT "N1/EPR" should be cancelled prior to acquiring a selected airspeed by engaging the AT "SPD" mode using airspeed selector button. The AT with then adjust engine power in order to capture and hold the selected airspeed.

TOGA

A "TOGA" button is located on the CP sub panel and may be engaged for any routine T/O or go-around in the event of an aborted approach to landing or any other situation requiring the application of emergency engine thrust. A TRC mode (typically "TO" or "GA" settings) should be selected. AT1 or AT2 switches (or both) should then be engaged and the "TOGA" mode selector button depressed. The AT will then accelerate and maintain engine thrust at the maximum TRC calculated N1/EPR power setting. Using "TOGA" mode the AT will not capture and hold any previously selected AT airspeed until cancelled by engaging AT "SPD" mode. If used for T/O "TOGA" mode will be cancelled when the AP is engaged but the AT will continue to maintain engine thrust at the acquired power setting until AT "SPD" mode is engaged.

3.03: DC-10 FUEL SYSTEM

The DC-10 fuel system instrumentation is located in the lower centre portion of each F/E sub panel. All DC-10 aircraft have three main fuel tanks (one wing tank each for engines #1 and #3 and a centre tank for engine #2) while all, except the DC-10-10, have a fourth auxiliary tank to carry additional fuel.

FEEDING THE ENGINES FROM THEIR RESPECTIVE TANKS

Each of the two wing tanks has two pumps to deliver fuel to its corresponding engine and which are powered by a different AC electrical bus. The #2 engine has three pumps to deliver fuel from the main centre tank as this engine (due to its position above the fuselage) must have fuel pumped to it in order to be run, while the #1 and #3 engines can be gravity fed even if no pumps are operating.

Each pump has a "TANK PUMP PRESS LO" warning light which illuminates when the fuel is low in the corresponding tank, or (briefly) when the corresponding pump first activates. Each engine has a fuel pressure gauge – normal pressure when the engines are running is 120 PSI for the DC-10-10, -15 and -30, and 150 PSI for the DC-10-40.

THE FUEL MANIFOLD

Transferring fuel to other tanks and/or other engines and dumping fuel requires use of the fuel manifold. The fuel manifold can be supplied with fuel from the Auxiliary tank (if fitted) using any of the tanks 4 pumps (selected "ON" or "OFF" using the two 3-state switches), or from the three main tanks using their "TRANS" pumps - for which both switches and "TANK PUMP PRESS LO" warning lights are located to the left of those for feeding the tanks corresponding engine directly.

CROSSFEEDING FUEL TO ENGINES

To crossfeed fuel to an engine from a tank other than that which normally feeds it, the "TRANS" pump for the supplying tank must be selected "ON" (or any Auxiliary Tank pump if that tank is the supplying tank), and the rotary crossfeed valve switch for the receiving engine also then selected to its "OPEN" position. The "XFEED DISAGREE" light will illuminate momentarily when the crossfeed valve switch is moved from one position to the other.

If at least one of the receiving engines main tank pump switches is "ON", the engine will feed from its own tank (if it contains fuel) as well as the crossfeeding tank, while if all the engines main tank pump switches are "OFF" fuel will feed from the crossfeeding tank only.

TRANSFERRRING FUEL FROM TANK TO TANK

PLEASE NOTE: The fuel transfer system represented in these DC-10 panels requires a licensed or non-licensed version of Pete DOWSON's FSUIPC module in order to function.

To transfer fuel from tank to tank the "TRANS" pump for the supplying tank (or any Auxiliary Tank pump if that tank is the supplying tank) must be selected "ON" while the Fill Valve switch for the receiving tank must also be selected "ON". The Auxiliary Tank cannot be replenished from another tank.

DUMPING FUEL

PLEASE NOTE: Fuel dumping system represented in these DC-10 panels requires a licensed or non-licensed version of Pete DOWSON's FSUIPC module in order to function.

Pete DOWSON's FSUIPC module/s can be obtained per the following link ....

forum.simflight.com/topic/80977-updated-modules/

Go to the following section of the above linked posting ....

UPDATED MODULES

"FOR FSX, FSX-SE and Prepar3D"

The current and last updated FSUIPC module "for FSX" is version 4.977.

"FOR FS9"

The current and last updated FSUIPC module for FS9 is the listed version 3.999z9b

Be sure to identify, download, and install the FSUIPC module in accordance with one's FS version of choice/use. Be sure to carefully "READ" the accompanying FSUIPC Installation Instructions. Be advised: Both FS9 and FSX versions (only) of FSUIPC are no longer supported by Pete DOWSON .... and beyond recommending use of this utility (since 2006) HJG does not provide FSUIPC support either (Pete DOWSON's documentation accompanying this module is very comprehensive and more than adequate).

To dump fuel from one or more tanks, the tank(s) must be made to feed the fuel manifold (using any Auxiliary Tank Pump or the TRANS pump from any of the main tanks), and the fuel dump valves must then be opened using the Fuel Dump switch (guarded by a red cover which must be selected/depressed in order to access the switch behind it). Once engaged fuel dumping can be observed as white vapour trails extending from the wingtips (where the fuel dump nozzles are located) when in FS external viewing mode.

FUEL USED GAUGES

These gauges are located at the top of the fuel system in each F/E sub panel. These gauges indicate how much fuel has been burned by each engine. Select and depress the "Fuel Used Reset" button in order to reset the indicated readings to "ZERO".

FUEL QUANTITY TEST BUTTON

When the Fuel Quantity Test button is depressed the fuel gauges read 99,000 LB for each tank (199,000 LB for the Auxiliary tank on DC-10-30 and -40). The Total Fuel Quantity gauge should read the sum total of the displayed indications for each of the individual tank gauges.

3.04: DC-10 HYDRAULIC SYSTEM

The hydraulic system instrumentation is located within the lower left portion of each F/E sub panel (centre-right portion of each DC-10-40 F/E sub panel).

ENGINE DRIVEN PUMPS

The DC-10 has three hydraulic systems each of which is powered in normal operation by two engine-driven pumps. On each system the second pump can be set to "AUTO" mode so as to activate only when the first pump is no longer operating.

HYDRAULIC MOTOR PUMPS

While there is no fluid transfer between either of the three hydraulic systems, the exists hydraulic motor pumps which connect systems 1 and 3 and systems 2 and 3. Each of these motor pumps uses pressure from one hydraulic system to drive the other – in normal use these are set to "ARM" so they operate only when necessary in order to maintain pressure within a hydraulic system that is not otherwise receiving power.

ELECTRIC AUXILIARY PUMPS

Hydraulic System 3 can also be powered by one of two Electrical Auxiliary pumps: These can be started or stopped individually from the F/E sub panel, or both together from the O/H sub panel.

The Electric Auxiliary pumps normally run from the AC Ground Service bus (which in-flight is powered by Generator #2). Auxiliary pump 1 can also be powered by the ADG when it is engaged, and when the ADG switch on the O/H sub panel is set to "HYD".

CONSEQUENCES OF HYDRAULICS SYSTEM LOSS

If Hydraulic System 3 fails (i.e. its pressure falls below 1,000 PSI) it will no longer be possible to retract the landing gear. The landing gear can still be extended though as it can descend per gravity.

If Hydraulic Systems 1 and 2 both fail then the flaps will no longer operate. As FS9 and FSX do not allow flaps and slats to be controlled independently this means that the flap lever can only be moved between both the "UP" and "0" positions in order to operate the LE slats.

If Hydraulic Systems 1 and 3 both fail then the LE slats will no longer operate. As FS9 and FSX do not allow flaps and slats to be controlled independently this means the flap lever cannot be moved between "UP" and any other position. If all three hydraulic systems fail then all flight controls will cease to operate.

3.05: DC-10 PNEUMATICS, PRESSURIZATION, & AIR CONDITIONING SYSTEMS

The DC-10's Pneumatic system is used for engine starting, wing Anti-Ice, Pressurization and Air Conditioning. Instrumentation for these systems is located within the upper-centre section of each F/E sub panel.

COMPRESSED AIR SUPPLY USING THE ENGINES

The most usual source of compressed air for the Pneumatic System is bleed air from the engines. This is controlled using the Engine Pneumatic Supply knobs for each engine and which are located at the bottom of the Pneumatic System section within each F/E sub panel:

Set to "OFF": Bleed air is not available from the corresponding engine.

Set to "LO": Low-pressure bleed air only is available from the corresponding engine.

Set "AUTO": This is the most common setting – high-pressure bleed air is available from corresponding engine in order to maintain system pressure when the engine is at a low power setting. The "HI STAGE OPEN" light (green) illuminates when high-pressure bleed air is in use.

Set to "HI": This uses high-pressure air at higher engine power settings than the "AUTO" setting. It is necessary to depress each knob in order to select between either "OFF, LO, AUTO" and "HI" positions.

If the engines corresponding electrical bus is not powered only low-pressure bleed air is available even with the switch set in either "AUTO" or "HI" positions.

The "Manifold Fail" lights (amber) indicate a failed or leaking pneumatic manifold - and may be depressed to test. Depressing light 1 tests the dual detector loops and will illuminate lights 1 and 2, while depressing lights 2 and 3 tests the single detector loops and will only illuminate the selected light. Illumination of any "Manifold Fail light" will also result in the "Master Warning" light" (red) and the O/H panel "PNEU MANFLD FAIL" light (red) being illuminated also.

PNEUMATIC ISOLATION VALVES

The 1-2 and 1-3 Pneumatic Isolation Valves allow air pressure to be transferred between their respective systems in case an engine or pneumatic system failure, or for the purpose of engine starting. When these switches are set in the "NORM" or "CLOSED" positions the pneumatic systems are isolated from one another – lifting a switch cover and setting the switch to "OPEN" allows the two systems to be connected.

COMPRESSED AIR SUPPLY USING THE APU

Setting the APU Pneumatic Isolation switch to "OPEN" will engage the APU Isolation Valve if the APU is running normally - allowing the APU to power Pneumatic System 2. It will also open the 1-2 and 1-3 Pneumatic Isolation Valves if their switches are set to the "NORM" position (even if the APU is not running) allowing Pneumatic System 2 to drive systems 1 and 3 also.

COMPRESSED AIR SUPPLY USING A GROUND AIR-CART

With the GPU connected (see ELECTRICAL SYSTEM guide) it is also possible to connect a ground air-cart for compressed air delivery as an alternative to using the APU for engine startup. Air-delivery is requested by selecting the "MECH CALL" button on the O/H sub panel for a second time, with the "External Power" switch selected "ON", and neither the APU nor any of the main engines running (otherwise a second "MECH CALL" selection will disengage the GPU power supply).

Like the APU, the ground air-cart supplies compressed air to Pneumatic System 2. Pneumatic power can be supplied to the other systems by setting both 1-2 and 1-3 Pneumatic Isolation Valve switches to "OPEN", or by setting the APU Pneumatic Isolation Valve switch to "OPEN" with the 1-2 and 1-3 Isolation Valve switches set in "NORM" position.

WING ANTI-ICE

The left and right wing Anti-Ice systems are controlled by a single switch. As running the wing anti-ice system on the ground for more than a few seconds can cause damage from overheating, the "ON" position will only open the wing Anti-Ice Valves whilst airborne. On the ground the system can be tested by setting the switch to "TEST" – the switch is spring-loaded and releasing it from the "TEST" position will cause it to return to the "OFF" position.

The "WING ANTI-ICE DISAGREE" lights (amber) will illuminate while the Anti-Ice valves are in transit.

PRESSURIZATION & AIR CONDITIONING PACKS

Each pneumatic system powers a Pressurization and Air Conditioning Kit (Pack) which cools the hot air from the pneumatic manifolds to the level required in order to provide a comfortable cabin temperature environment.

Three gauges to the right indicate the Pack Turbine Inlet temperature, the position of the Pack Temperature Valve, and the Pack Discharge Temperature of the selected Pack - using the Pack Indicator switch located alongside. Each pack also has an "PACK OFF" light (amber) which illuminates if the Pack is not running but its switch is not in the "OFF" position (e.g. if it lacks a supply of compressed air).

In normal operation the Packs are used in "AUTO" mode during which the temperature of the Pack air is set automatically.

The Pack Temperature Control Valve can also be set manually using the lower knob positions.

Each Pack knob must be depressed until an audible click is heard in order to switch between "Automatic" and "Manual" modes. In "Manual" mode these knobs must also be depressed to select between "COLD" and "HOT" options – and when released the knob will return to "STOP" position.

AUTOMATIC PRESSURIZATION CONTROL

Automatic mode is the most commonly used for pressurization control. In automatic mode the pressurization altitude and barometric settings should be set to correspond with the elevation and air pressure of the destination airport.

On the ground the cabin altitude will increase at 350 FPM until the cabin is completely depressurized.

After takeoff the system will attempt to maintain a cabin altitude equal to that of the take-off airport elevation until 5,000 FT above this altitude. At this point the pressurization system enters "Climb/Cruise" mode.

In "Climb/Cruise" mode the target minimum cabin altitude (climbing to high altitude will require a higher cabin altitude to be used following a programmed relationship with aircraft altitude) should be set.

"Automatic" mode is the most commonly used for pressurization control. In "Automatic" mode the pressurization altitude and barometric settings should be set to correspond with the elevation and air pressure of the destination airport.

On the ground the cabin altitude will increase at 350 FPM until the simulation is completely depressurized.

After takeoff the simulation will attempt to maintain a cabin altitude equal to that of the departure airport elevation until it has climbed 5,000 FT above this altitude. At this point the pressurization system enters "Climb/Cruise" mode.

In "Climb/Cruise" mode the simulation's target minimum cabin altitude (climb to high altitude will require that a higher cabin altitude be used following a programmed relationship with simulation altitude) is set.

If the departure airport is less than 2,700 FT above sea level, or the destination airport is more than 2,700 FT above sea level, then the target minimum cabin altitude is that of the destination airport elevation or 4,500 FT .... whichever is lower.

If the departure airport is more than 2,700 FT above sea level and the destination airport is less than 2,700 FT above sea level, then the target minimum cabin altitude is 2,700 FT.

High altitude cruise will require that the cabin altitude to be set higher than the target minimum.

If the simulation descends more than 1,000 FT below the maximum reached while in "Climb/Cruise" mode, and reaches a rate of descent exceeding 1,000 FPM, then the pressurization system will switch to "Descent" mode.

In "Descent" mode the pressurization system will attempt to smoothly decrease its cabin altitude (using the destination airport elevation and baro settings set on the Cabin Press sub-panel) so that on touchdown its cabin altitude is 300 FT lower than the destination airport elevation. If the simulation climbs more than 1,000 FT above the minimum reached while in "Descent" mode, the pressurization system will revert to "Climb/Cruise" mode.

SEMI-AUTOMATIC PRESSURIZATION CONTROL

Semi-Automatic mode is engaged using the "AUTO/SEMI-AUTO switch on the Cabin Pressure indicator and which will cause the "SEMI-AUTO ON" light (blue) to illuminate. In "Semi-Automatic" mode the pressurization altitude setting should be set to correspond with the desired cabin altitude.

On the ground the cabin altitude will increase at 350 FPM until the cabin is completely depressurized.

In flight pressurization should be set so that the cabin altitude will converge (given the limitations of the pressurization system) on the selected pressurization altitude and with the rate of change limited to that set on the "Pressurization Rate Limiter".

STANDBY PRESSURIZATION CONTROL

If AC Bus 1 loses power the Automatic and Semi-Automatic pressurization mode becomes inoperative then Standby Pressurization mode (which uses AC Bus 2 ) should be engaged.

Standby Pressurization mode is engaged by selecting the "Standby Pressurization" knob and which will cause the "STANDBY ON" light to illuminate.This knob can be set anywhere within a cabin vertical speed range of ±3,000 FPM. To exit Standby mode set this knob to "ZERO". Once "ZERO" is selected this knob can then be reset and either Automatic or Semi-Automatic pressurization modes resumed.

MANUAL PRESSURIZATION CONTROL

If electrical power is lost on both AC Bus 1 and AC Bus 2 then pressurization must be controlled manually.

The yellow pressurization control wheel (in the bottom left of each F/E sub panel) can be freed for manual control by setting the Auto/Manual lever to "MANUAL". Once "MANUAL" mode has been selected the Pressurization Outflow Valve can be opened by depressing the top of the wheel or closed by depressing the bottom of the wheel.

The further this wheel is depressed from its centre point the faster the Pressurization Outflow Valve will respond.

The passenger and cargo doors cannot be opened if the pressure differential is greater than 0.5 PSI – unlike in Automatic, Semi-Automatic, or Standby modes depressurization must be achieved by fully opening the Pressurization Outflow Valve after landing.

AIR CONDITIONING TEMPERATURE CONTROLS

The air conditioning controls set the temperature of the four fuselage zones (cockpit along with the forward, centre, and aft cabins) and both forward and aft cargo compartments. Each temperature control can be set for "Automatic" operation (using the temperature setting knobs located in the top half of the AC section of the F/E sub panel), or for "Manual" operation in which each Temperature Control Valve can be held stationary or moved in either "COLD" or "HOT" directions.

The cockpit and cabin temperature controls can be set between the limits of 65 °F and 85 °F (or 18 °C and 30 °C if ones "International" settings are set to metric values within FS).

The forward cargo compartment temperature can be set to "LO" (39 °F/4 °C) or "HI" (65 °F/18 °C).

The aft cargo compartment temperature can be set anywhere within the range of 40/50/60/70/80/90 °F (or 5/10/15/20/25/30 °C).

The temperature selector knobs must be depressed until an audible click is heard in order to switch between "Automatic" and "Manual" modes. In "Manual" mode the selector knobs must be depressed to switch between "COLD" or "HOT" selections – when released these selector knobs will return to "STOP" position.

3.06: DC-10 INS NAVIGATION SYSTEM

Each DC-10 panel is equipped with the same INS navigation feature included within some other HJG supplied B707, B727, CV-990, DC-8, and all L1011 panels. This INS system is "fully functional".

PLEASE NOTE: A complete INS navigation tutorial applicable to this feature represented within these panels has been compiled by Nathan FORD and is accessible on the "HJG GENERAL" forum page and/or per the following link ....

INS NAVIGATION TUTORIAL
tonymadgehjg.proboards.com/thread/9801/ins-tutorial

This tutorial is further supported by an INS tutorial "in video form" (also produced by Nathan FORD) and which is accessible on the "HJG VIDEOS" forum page and/or per the following link ....

INS NAVIGATION TUTORIAL (video)
tonymadgehjg.proboards.com/thread/8957/ins-tutorial

Mark C
AKL/NZ

&

George CARTY
DUR/UK

Last Edit: Apr 7, 2024 8:09:32 GMT by aerofoto - HJG Admin: updating

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,066

DC10 Panel Installation & Handling Notes Aug 17, 2018 10:26:26 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:26:26 GMT

DC-10 PANELS INSTALLATION & HANDLING NOTES # 4

UPDATED: October 2nd 2018

4.00: DEFAULT ENGINES RUNNING PANEL CONFIGURATION

The following procedure relates to the default MSFS engines running scenario.

PLEASE NOTE: Each of these DC-10 simulations loads into FS using the default MSFS engines running scenario and will all essential panel systems auto-configured for departure .... save for all interior/exterior lighting, YD, anti-skid, A/B, and Pitot Static, Flaps/Slats, Elevator Trim, Radios and Navigation settings, WX Radar, V-Ref data, and AP/MCP configuration .... each of which must be manually configured.

PRE-TAXI CHECKS

Go to OH panel ....

- Check WING LIGHTS are "ON".

- Select STROBE LIGHTS are "OFF"

- Check BEACON LIGHT is "ON".

- Check NAVIGATION LIGHTS are "ON".

- Select RWY TURN OFF LIGHTS "ON"

- Check LANDING LIGHTS are "OFF"

- Check Check YD switches are "OFF".

- Check ANTI-SKID switch is "ARMED".

- Select AB selector switch to "TO".

- Select AB switch to "ARM".

- Revise OH ANNUNCIATOR panel .... cancel CUE Lamps and/or attend to any indicated items.

Go to AP/MC panel ....

- Check target ALTITUDE is selected.

- Check AP1/2 switches are "OFF".

- Check HEADING is selected .... verify selection in HSI.

- Check AT1/2 switches are "OFF".

- Check target AT SPEED is selected .... verify selection in ASI.

- Check NAVIGATION COURSE is selected .... verify selection in HSI.

- Check NAV1/2 RADIO FREQUENCIES are selected.

- Check FD is "ON" .... verify display in HSI.

Go to CP panel ....

- Select ELEVATOR TRIM to "3.5" (for MGW T/O).

- Check SPOILERS are "RETRACTED".

- Select FLAPS/SLATS 22° (for MGW T/O).

- Check ENGINE THRUST LEVERS are "CLOSED".

- Check COM1/2 RADIO FREQUENCIES are selected.

- Check ADF1/2 RADIO FREQUENCIES are selected.

- Select RADIO AUDIO options.

- Check TRANSPONDER RADIO FREQUENCY is selected.

- Check WX RADAR is "ON".

- Check WX Radar is set to "NORM".

Go to WX Radar ....

- Revise WX RADAR indications.

- Check WX Radar RANGE.

- Adjust WX Radar BRIGHTNESS.

Go to Main panel ....

- Set V-REF SPEED CHART in accordance with T/O flap setting .... verify V-REF settings per ASI speed bugs.

- Check ALTIMETER BAROMETRIC PRESSURE setting.

- Cancel MASTER WARNING and MASTER CAUTION lamps.

Go to FE panel ....

- Cancel MASTER WARNING and MASTER CAUTION lamps.

PRE T/O CHECKS

Go to OH panel ....

- Select STROBE LIGHTS "ON".

- Select LANDING LIGHTS "ON".

- Check YD is "OFF".

Go to CP panel ....

- Recheck ELEVATOR TRIM is set to "3.5" (for MGW T/O).

- Recheck SPOILERS are "RETRACTED".

- Recheck FLAPS/SLATS 22° are selected (for MGW T/O).

Go to Main panel ....

- Check TRC is set to "TO" or "TO/FLX" .... note maximum power indications in conjunction with ambient temperature environment.

- Check engine N1 (EPR for DC-10-40's) bugs are set in accordance with displayed TRC indications.

PLEASE NOTE: The recommended maximum engine N1/EPR settings for T/O apply to a 15 °C ambient temperature environment at SL. Other temperature and airport altitude environments will impose different settings/limitations and variations in performance during T/O and C/O.

- Check V-REF SPEED CHART T/O flap setting .... verify V-REF settings per ASI speed bugs.

Go to AP/MC panel ....

- Check target AT AIRSPEED is selected.

- Check AT is "OFF".

T/O may now be commenced.

4.01: APU ASSISTED DEFAULT AUTO-ENGINE STARTUP

This scenario uses the default MSFS auto-engine start procedure .... beyond initializing the default keyboard commands it "IS NOT" necessary to perform any manual procedures to assist this auto-start option.

Force the shutdown of all 3 engines .... use CTRL + SHIFT + F1 keyboard commands.

This will induce a complete power failure .... a perfectly normal consequence for this particular scenario and until APU power is available.

Go to MP or FE sub-panel .... if using MP both OH and CP sub panels may be selected open over the MP or FE panel (recommended) for observation purposes.

- Select keyboard commands CTRL+E .... the panel will commence auto-configuration for engine startup .... the APU will be started first .... the engines will then be auto-started in the order of #3, #1, and #2 .... and following completion of engine startup procedures the panel will auto-reconfigure for a "READY TO GO" scenario.

PLEASE NOTE: This auto-start procedure takes approximately 3-4 minutes to complete.

PLEASE NOTE ALSO: If started in external FS viewing mode some 80 seconds will elapse between selecting CTRL+E and the first engine being seen/heard to start. This is perfectly normal due to the necessary pre-engine start auto-startup procedure for the APU and associated auto-panel configuration for the auto-engine start process to be successfully completed. Some 80 seconds will also elapse between startup of the last engine and the APU being auto-shutdown and associated post engine startup panel auto-reconfiguration process to be successfully completed.

Pre-departure/flight preparations may proceed following completion of this auto-start procedure.

PLEASE NOTE: All interior/exterior lighting, YD, anti-skid, A/B, and Pitot Static, Flaps/Slats, Elevator Trim, Radios and Navigation settings, WX Radar, V-Ref data, and AP/MCP configuration must be accomplished manually.

4.02: GPU ASSISTED DEFAULT AUTO-ENGINE STARTUP

This scenario uses the default MSFS auto-engine start procedure .... beyond initializing the default keyboard commands it "IS NOT" necessary to perform any manual procedures to assist this auto-start option.

Force the shutdown of all 3 engines .... use CTRL + SHIFT + F1 keyboard commands.

This will induce a complete power failure .... a perfectly normal consequence for this particular scenario and until APU power is available.

Go to the OH sub panel ....

- Depress "MECH CALL" tab (once only) .... note "connect GPU" and "GPU connected" dialogue.

Go to MP or FE sub-panel .... if using MP both OH and CP sub panels may be selected open over the MP or FE panel (recommended) for observation purposes.

- Select keyboard commands CTRL+E .... the panel will commence auto-configuration for engine startup .... the engines will be auto-started in the order of #2, #3, and #1 (with cockpit to ground dialogue) .... and following completion of engine startup procedures the panel will auto-reconfigure for a "READY TO GO" scenario.

PLEASE NOTE: This auto-start procedure takes approximately 3-4 minutes to complete.

PLEASE NOTE ALSO: If started in external FS viewing mode some 30 seconds will elapse between selecting CTRL+E and the first engine being seen/heard to start. This is perfectly normal due to the necessary pre-engine start auto-startup procedure for the GPU and associated auto-panel configuration for the auto-engine start process to be successfully completed. Some 30 seconds will also elapse between startup of the last engine and associated post engine startup panel auto-reconfiguration process to be successfully completed.

Pre-departure/flight preparations may proceed following completion of this auto-start procedure.

PLEASE NOTE: All interior/exterior lighting, YD, anti-skid, A/B, and Pitot Static, Flaps/Slats, Elevator Trim, Radios and Navigation settings, WX Radar, V-Ref data, and AP/MCP configuration must be accomplished manually.

4.03: APU STARTUP & POWER SUPPLY ONLY

The following is a "partial" cold & dark scenario only as some listed (and other) items are "ON" by default .... for ease of adaptation to these panels.

Force shutdown all 3 engines .... use CTRL + SHIFT + F1 keyboard commands.

This will induce a complete power failure .... a perfectly normal consequence for this particular scenario and until APU power is available.

PRE-APU CONNECTION/POWER SUPPLY

PLEASE NOTE: This section is optional. It should only be used if a partial cold & dark scenario is desired ,... otherwise move on to the following "APU POWER SUPPLY" section further below.

Go to FE sub panel ....

- Check APU Bus 1/2/3 switches are "OFF".

- Check APU MASTER START/RUN switch is "OFF".

- Check APU FUEL PUMP switch is "OFF".

- Check BATTERY switch is "ON".

- Check EXTERNAL POWER switch is "OFF".

- Check DC Bus 1/2/3 tie switches are "CLOSED".

- Check AC Bus 1/2/3 Isolation switches are set to "ISOL".

- Check ENG GEN 1/2/3 switches are "OFF".

APU POWER SUPPLY

Go to FE sub panel ....

- Check LEFT FUEL TANK TRANSFER switch is "OFF".

- Check LEFT FUEL TANK FORWARD switch is "ON".

- Check LEFT FUEL TANK AFT switch is "ON".

- Check CENTER FUEL TANK TRANSFER switch is "OFF".

- Check CENTER FUEL TANK FORWARD switch are "ON".

- Check CENTER FUEL TANK LEFT AFT switch is "ON".

- Check CENTER FUEL TANK RIGHT AFT switch is "ON.

- Check RIGHT FUEL TANK TRANSFER switch is "OFF".

- Check RIGHT FUEL TANK FORWARD switch "ON".

- Check RIGHT FUEL TANK AFT switch is "ON".

- Check AUXILIARY FUEL TANK LEFT and RIGHT switches are set to "ALL" (not applicable to DC-10-10).

- Select APU MASTER START/RUN switch to "RUN" .... wait for FE panel annunciator "APU DOOR OPEN" lamp (blue) to illuminate.

- Select APU FUEL PUMP switch "ON".

- Select APU MASTER START/RUN switch to "START".

During spool up the APU START switch will auto-reset to "RUN" at approx N2 55%.

Following startup the "APU AVAIL" lamp will illuminate (green).

- Select APU BUS 1/2/3 switches to "ON".

The APU gauges should indicate approximately as follows ....

N1 = 96%
EGT = 361 °C
N2 = 100%

- Recheck BATTERY switch is "ON".

- Recheck EXTERNAL POWER Switch is "OFF".

- Select DC Bus 1/2/3 tie switches are set to "OPEN".

- Select AC Bus 1/2/3 Isolation switches are set to "NORM".

- Recheck ENG GEN 1/2/3 switches are "OFF".

- Select AC PACK 1/2/3 switches to "AUTO".

- Check APU PNEUMATIC ISOLATION VALVE switch is set to "CLOSE".

- Check both 1-2 and 1-3 PNEUMATIC ISOLATION switches are set to "NORM".

- Select ENG PNEUMATIC SUPPLY 1/3/3 switches to "AUTO".

- Select FE PANEL LIGHTING "ON" (as required).

Power will now be available for all systems .... all instrumentation should now appear unflagged.

FE and Main Panel MASTER WARNING and MASTER CAUTION lamps will remain illuminated.

OH panel ELECTRICS and HYDRAULICS cue lamps will remain illuminated also.

Pre-engine startup and pre-departure flight preparations may now proceed.

PLEASE NOTE: Unless the default MSFS auto-engine startup scenario (using keyboard commands CTRL+E) is employed .... the engines cannot be started until either APU or GPU power supply has been correctly engaged.

4.04: GPU STARTUP & POWER SUPPLY ONLY

The following is a "partial" cold & dark scenario only as some listed (and other) items are "ON" by default .... for ease of adaptation to these panels.

Force shutdown all 3 engines .... use CTRL + SHIFT + F1 keyboard commands.

This will induce a complete power failure .... a perfectly normal consequence for this particular scenario and until GPU power is available.

PRE GPU CONNECTION/POWER SUPPLY

PLEASE NOTE: This section is optional. It should only be used if a partial cold & dark scenario is desired ,... otherwise move on to the following "GPU CONNECTION/POWER SUPPLY" section.

Go to FE sub panel ....

- Check APU Bus 1/2/3 switches are "OFF".

- Check APU MASTER START/RUN switch is "OFF".

- Check APU FUEL PUMP switch is "OFF".

- Check BATTERY switch is "ON".

- Check EXTERNAL POWER switch is "OFF".

- Check DC Bus 1/2/3 tie switches are "CLOSED".

- Check AC Bus 1/2/3 Isolation switches are set to "ISOL".

- Check ENG GEN 1/2/3 switches are "OFF".

GPU CONNECTION/POWER SUPPLY

Go to OH sub panel ....

- Depress "MECH CALL" tab (once only) .... note "connect GPU" and "GPU connected" dialogue .... FE sub panel "EXT PWR AVAIL" lamp (green) will illuminate in response to this dialogue.

Go to FE sub panel ....

- Select EXTERNAL POWER switch to "ON" .... "EXT PWR AVAIL" lamp (green) will remain illuminated and "EXT PWR IN USE" lamp (blue) will illuminate.

- Recheck APU Bus 1/2/3 switches are "OFF".

- Recheck APU MASTER START/RUN switch is "OFF".

- Recheck APU FUEL PUMP switch is "OFF".

- Select BATTERY switch to "ON".

- Select DC Bus 1/2/3 tie switches are set to "OPEN".

- Select AC Bus 1/2/3 Isolation switches are set to "NORM".

- Recheck ENG GEN 1/2/3 switches are "OFF".

- Select AC PACK 1/2/3 switches to "AUTO".

- Check APU PNEUMATIC ISOLATION VALVE switch is set to "CLOSE".

- Check both 1-2 and 1-3 PNEUMATIC ISOLATION switches are set to "NORM".

- Select ENG PNEUMATIC SUPPLY 1/3/3 switches to "AUTO".

- Select FE PANEL LIGHTING "ON" (as required).

Power will now be available for all systems .... all instrumentation should now appear unflagged.

FE and Main Panel MASTER WARNING and MASTER CAUTION lamps will remain illuminated.

OH panel ELECTRICS and HYDRAULICS cue lamps will remain illuminated also.

Pre-engine startup and pre-departure flight preparations may now proceed.

PLEASE NOTE: Unless the default MSFS auto-engine startup scenario (using keyboard commands CTRL+E) is employed .... the engines cannot be started until either APU or GPU power supply has been correctly engaged.

4.05: PRE-ENGINE STARTUP & PRE-DEPARTURE PANEL/FLIGHT PREPARATIONS

The following procedure assume successful APU startup or GPU connection and power supply.

Go to OH panel ....

- Select OH PANEL LIGHTING "ON" (as required).

- Select WING LIGHTS "ON".

- Check STROBE LIGHTS are "OFF".

- Check BEACON LIGHT is "OFF".

- Select NAVIGATION LIGHTS are "ON".

- Check RWY TURN OFF LIGHTS are "OFF".

- Check LANDING LIGHTS are "OFF".

- Check YD switches are "OFF".

- Check ANTI-SKID switch is "ARMED".

- Check AB selector is "OFF".

- Check AB switch is "OFF".

Go to AP/MC panel ....

- Select AP/MCP PANEL LIGHTING "ON" (as required).

- Select target ALTITUDE (as required).

- Check AP1/2 switches are "OFF".

- Select HEADING (as required) .... verify selection in HSI.

- Check AT1/2 switches are "OFF".

- Select target AT SPEED (as required) .... verify selection in ASI.

- Select NAVIGATION COURSE (as required) .... verify selection in HSI.

- Set NAV1/2 RADIO FREQUENCIES (as required .... NAV2 is accessed per FO main panel AP/MCP).

- Select FD switch to "ON" .... verify selection in HSI.

Go to CP panel .... both CP an WX Radar panels can be opened together ....

- Select CP and MP PANEL LIGHTING "ON" (as required .... some MP lighting is controlled from CP and WX Radar panels).

- Check ELEVATOR TRIM is set to "NEUTRAL".

- Check SPOILERS are "RETRACTED".

- Check FLAPS/SLATS are "RETRACTED".

- Check ENGINE THRUST LEVERS are "CLOSED".

- Check ENGINE FUEL IGNITION LEVERS are "OFF".

- Set COM1/2 RADIO FREQUENCIES (as required).

- Set ADF1/2 RADIO FREQUENCIES (as required).

- Set TRANSPONDER RADIO FREQUENCY (as required).

- Set WX RADAR to "ON".

- Perform WX Radar "STBY" and "TEST" checks .... revise WX RADAR indications.

- Perform WX Radar "TILT" check .... revise WX RADAR indication.

- Set WX Radar to "NORM".

Go to WX RADAR panel ....

- Select WX and MP LIGHTING "ON" (as required .... some MP lighting is controlled from WX Radar and CP panels).

- Set WX Radar RANGE (as required).

- Set WX Radar BRIGHTNESS (as required).

Go to MAIN panel ....

- Select MP LIGHTING "ON" (as required .... some MP lighting is controlled from CP and WX Radar panels.

- Set V-REF SPEED CHART in accordance with T/O flap setting (as required) .... verify V-REF settings per ASI speed bugs.

- Set TRC COMPUTER to "TO" .... note temperature and maximum power indications .... verify power limits per N1/EPR bugs.

- Set ALTIMETER BAROMETRIC PRESSURE setting (as required).

Engine startup may now proceed.

4.06: APU ASSISTED ENGINE STARTUP & APU SHUTDOWN (combined full procedure)

The following is a "partial" cold & dark scenario only as some listed (and other) items are "ON" by default .... for ease of adaptation to these panels.

The following procedure requires APU startup and power supply prior to engine startup.

Force shutdown all 3 engines .... use CTRL + SHIFT + F1 keyboard commands.

This will induce a complete power failure .... a perfectly normal consequence for this particular scenario and until GPU power is available.

PRE-APU POWER SUPPLY

PLEASE NOTE: This section is optional. It should only be used if a partial cold & dark scenario is desired ,... otherwise move on to the following "APU POWER SUPPLY" section further below.

Go to FE sub panel ....

- Check APU Bus 1/2/3 switches are "OFF".

- Check APU MASTER START/RUN switch is "OFF".

- Check APU FUEL PUMP switch is "OFF".

- Check BATTERY switch is "ON".

- Check EXTERNAL POWER switch is "OFF".

- Check DC Bus 1/2/3 tie switches are "CLOSED".

- Check AC Bus 1/2/3 Isolation switches are set to "ISOL".

- Check ENG GEN 1/2/3 switches are "OFF".

APU POWER SUPPLY

Go to FE sub panel ....

- Check LEFT FUEL TANK TRANSFER switch is "OFF".

- Check LEFT FUEL TANK FORWARD switch is "ON".

- Check LEFT FUEL TANK AFT switch is "ON".

- Check CENTER FUEL TANK TRANSFER switch is "OFF".

- Check CENTER FUEL TANK FORWARD switch are "ON".

- Check CENTER FUEL TANK LEFT AFT switch is "ON".

- Check CENTER FUEL TANK RIGHT AFT switch is "ON.

- Check RIGHT FUEL TANK TRANSFER switch is "OFF".

- Check RIGHT FUEL TANK FORWARD switch "ON".

- Check RIGHT FUEL TANK AFT switch is "ON".

- Check AUXILIARY FUEL TANK LEFT and RIGHT switches are set to "ALL" (not applicable to DC-10-10).

- Select APU MASTER START/RUN switch to "RUN" .... wait for F/E panel annunciator "APU DOOR OPEN" lamp (blue) to illuminate.

- Select APU FUEL PUMP switch "ON".

- Select APU MASTER START/RUN switch to "START".

During spool up the APU START switch will auto-reset to "RUN" at approx N2 55%.

Following startup the "APU AVAIL" lamp will illuminate (green).

- Select APU BUS 1/2/3 switches to "ON".

The APU gauges should indicate approximately as follows ....

N1 = 96%
EGT = 361 °C
N2 = 100%

- REcheck BATTERY switch is "ON".

- Recheck EXTERNAL POWER switch is "OFF".

- Select DC Bus 1/2/3 tie switches to "OPEN".

- Select AC Bus 1/2/3 Isolation switches to "NORM".

- Recheck ENG GEN 1/2/3 switches are "OFF".

- Select AC PACK 1/2/3 switches to "AUTO".

- Check APU PNEUMATIC ISOLATION VALVE switch is set to "CLOSE".

- Check both 1-2 and 1-3 PNEUMATIC ISOLATION switches are set to "NORM".

- Select ENG PNEUMATIC SUPPLY 1/3/3 switches is set to "AUTO".

- Select FE PANEL LIGHTING "ON" (as required).

Power will now be available for all systems .... all instrumentation should now appear unflagged.

FE and MP Panel MASTER WARNING and MASTER CAUTION lamps will remain illuminated.

OH ELECTRICS and HYDRAULICS cue lamps will remain illuminated also.

Go to OH sub panel ....

- Select BEACON LIGHT to "ON".

PUSH-BACK FROM TERMINAL GATE/RAMP

Go to FE sub panel ....

- Recheck APU is set to "RUN" .... and is running.

- Recheck BATTERY switch is "ON".

- Recheck EXTERNAL POWER switch is "OFF"

- Recheck DC Bus 1/2/3 tie switches are set to "OPEN".

- Recheck AC Bus 1/2/3 Isolation switches are set to "NORM".

- Recheck ENG GEN 1/2/3 switches are "OFF".

- Select AC PACK 1/2/3 switches to "OFF".

PLEASE NOTE: AC PACKS must be "OFF" for engine start.

- Select APU PNEUMATIC ISOLATION VALVE switch to "OPEN".

- Recheck both 1-2 and 1-3 PNEUMATIC ISOLATION switches are set to "NORM".

- Select ENG PNEUMATIC SUPPLY 1/2/3 switches to "OFF".

PLEASE NOTE: ENG PNEUMATIC SUPPLY switches must be "OFF" for engine start.

- Check LEFT FUEL TANK TRANSFER switch is "OFF".

- Check LEFT FUEL TANK FORWARD switch is "ON".

- Check LEFT FUEL TANK AFT switch is "ON".

- Check CENTER FUEL TANK TRANSFER switch is "OFF".

- Check CENTER FUEL TANK FORWARD switch are "ON".

- Check CENTER FUEL TANK LEFT AFT switch is "ON".

- Check CENTER FUEL TANK RIGHT AFT switch is "ON.

- Check RIGHT FUEL TANK TRANSFER switch is "OFF".

- Check RIGHT FUEL TANK FORWARD switch "ON".

- Check RIGHT FUEL TANK AFT switch is "ON".

- Check AUXILIARY FUEL TANK LEFT and RIGHT switches are set to "ALL" (not applicable to DC-10-10).

Go to CP sub panel ....

- Check ENGINE 1/2/3 FUEL SHUTOFF/IGNITION levers are "OFF".

- Check ENGINE 1/2/3 THRUST levers are "CLOSED".

PLEASE NOTE: It is recommend both OH and CP sub panels remain open over the MP during engine startup procedures .... and the CP sub panel be moved left slightly to ensure completely obstructed view of all engine gauges.

Go to O/H sub panel ....

- Select #3 ENGINE STARTER (only) .... it will illuminate .... focus on the MP #3 ENGINE N2 gauge .... it will begin to cycle .... at precisely N2 22.9% (N1 02.0% DC-10-40D/-40F HGW/-40F LGW/-40I panels only .... or use FE panels N2 gauge) engage the CP #3 ENGINE SHUTOFF/IGNITION lever .... following spool-up the #3 ENGINE STARTER will audibly disengage and its lamp auto-extinguish .... and #3 engine will stabilize as follows ....

DC-10-10/-15/-30/-40

N1 = 20%
EGT = 545 °C
N2 = 54%

DC-10-40D/-40F HGW/-40F LGW/-40I

N1 = 20%
EGT = 364 °C
N2 = 60%

- Start ENGINES #1 and #2 individually and in precisely the same manner.

Go to FE sub panel ....

- Select ENG GEN 1/2/3 switches to "ON".

- Select AC PACK 1/2/3 switches to "AUTO".

- Select APU PNEUMATIC ISOLATION VALVE switch to "CLOSE".

- Recheck both 1-2 and 1-3 PNEUMATIC ISOLATION switches are set to "NORM".

- Select ENG PNEUMATIC SUPPLY 1/2/3 switches to "AUTO".

APU SHUTDOWN

Go to FE sub panel ....

- Recheck BATTERY switch is "ON".

- Recheck EXTERNAL POWER Switch is "OFF".

- Recheck DC Bus 1/2/3 tie switches are set to "OPEN".

- Recheck AC Bus 1/2/3 Isolation switches are set to "NORM".

- Recheck ENG GEN 1/2/3 switches are set to "ON".

- Select APU MASTER START/RUN switch to "OFF" .... wait 60 seconds for the APU N1, EGT, and N2 cores to begin spooling down and F/E panel annunciator "APU DOOR OPEN" lamp (blue) to extinguish.

- Select APU FUEL PUMP switch to "OFF".

- Select APU BUS 1/2/3 switches to "OFF" .... after APU shutdown.

- Depress "PARALLEL GENERATORS" button (once only) .... remaining "AC BUS TIE ISOL" lamps will extinguish indicating all 3 engine generators are now supplying the AC tie bus.

- Cancel FE, OH, and MP MASTER WARNING and MASTER CAUTION lamps.

Post-engine startup pre-departure flight preparations may now proceed.

APU ASSISTED ENGINE STARTUP - Tutorial Video
PLEASE NOTE: As each simulation loads into FS with a default engines running scenario .... the first (approx) 2.5 minutes of this following tutorial video instruct in regard to setting up a "partial" cold and dark scenario "prior to" actual APU and engine startup.

4.07: GPU ASSISTED ENGINE STARTUP & DISENGAGE (combined full procedure)

The following is a "partial" cold & dark scenario only as some listed (and other) items are "ON" by default .... for ease of adaptation to these panels.

The following procedure requires GPU startup and power supply prior to engine startup.

Force shutdown all 3 engines .... use CTRL + SHIFT + F1 keyboard commands.

This will induce a complete power failure .... a perfectly normal consequence for this particular scenario and until GPU power is available.

PRE-GPU CONNECTION/POWER SUPPLY

PLEASE NOTE: This section is optional. It should only be used if a partial cold & dark scenario is desired ,... otherwise move on to the following "GPU CONNECTION/POWER SUPPLY" section.

Go to FE sub panel ....

- Check APU Bus 1/2/3 switches are "OFF".

- Check APU MASTER START/RUN switch is "OFF".

- Check APU FUEL PUMP switch is "OFF".

- Check BATTERY switch is "ON".

- Check EXTERNAL POWER switch is "OFF".

- Check DC Bus 1/2/3 tie switches are "CLOSED".

- Check AC Bus 1/2/3 Isolation switches are set to "ISOL".

- Check ENG GEN 1/2/3 switches are "OFF".

GPU CONNECTION/POWER SUPPLY

Go to OH sub panel ....

- Depress "MECH CALL" tab (once only) .... note "connect GPU" and "GPU connected" dialogue .... FE sub panel "EXT PWR AVAIL" lamp (green) will illuminate in response to this dialogue.

Go to FE sub panel ....

- Select EXTERNAL POWER switch "ON" .... "EXT PWR AVAIL" lamp (green) will remain illuminated and "EXT PWR IN USE" lamp (blue) will illuminate.

- Recheck APU Bus 1/2/3 switches are "OFF".

- Recheck APU MASTER START/RUN switch is "OFF".

- Recheck APU FUEL PUMP switch is "OFF".

- Select BATTERY switch to "ON".

- Select DC Bus 1/2/3 tie switches to "OPEN".

- Select AC Bus 1/2/3 Isolation switches to "NORM".

- Recheck ENG GEN 1/2/3 switches are "OFF".

- Select AC PACK 1/2/3 switches to "AUTO".

- Check APU PNEUMATIC ISOLATION VALVE switch is set to "CLOSE".

- Check both 1-2 and 1-3 PNEUMATIC ISOLATION switches are set to "NORM".

- Select ENG PNEUMATIC SUPPLY 1/2/3 switches are set to "AUTO".

- Select FE PANEL LIGHTING "ON" (as required).

Power will now be available for all systems .... all instrumentation should now appear unflagged.

FE and MP MASTER WARNING and MASTER CAUTION lamps will remain illuminated.

OH ELECTRICS and HYDRAULICS cue lamps will remain illuminated.

Go to FE sub panel ....

- Recheck APU Bus 1/2/3 switches are "OFF".

- Recheck APU MASTER START/RUN switch is "OFF".

- Recheck APU FUEL PUMP switch is "OFF".

- Recheck BATTERY switch is "ON".

- Check EXTERNAL POWER switch is "ON".

- Recheck DC Bus 1/2/3 tie switches are set to "OPEN".

- Recheck AC Bus 1/2/3 Isolation switches are set to "NORM".

- Recheck ENG GEN 1/2/3 switches are "OFF".

- Select AC PACK 1/2/3 switches to "OFF".

PLEASE NOTE: AC PACKS must be "OFF" for engine start.

- Recheck APU PNEUMATIC ISOLATION VALVE switch is set to "CLOSE".

- Recheck both 1-2 and 1-3 PNEUMATIC ISOLATION switches are set to "NORM".

- Select ENG PNEUMATIC SUPPLY 1/2/3 switches to "OFF".

PLEASE NOTE: ENG PNEUMATIC SUPPLY switches must be "OFF" for engine start.

- Check LEFT FUEL TANK TRANSFER switch is "OFF".

- Check LEFT FUEL TANK FORWARD switch is "ON".

- Check LEFT FUEL TANK AFT switch is "ON".

- Check CENTER FUEL TANK TRANSFER switch is "OFF".

- Check CENTER FUEL TANK FORWARD switch are "ON".

- Check CENTER FUEL TANK LEFT AFT switch is "ON".

- Check CENTER FUEL TANK RIGHT AFT switch is "ON.

- Check RIGHT FUEL TANK TRANSFER switch is "OFF".

- Check RIGHT FUEL TANK FORWARD switch "ON".

- Check RIGHT FUEL TANK AFT switch is "ON".

- Check AUXILIARY FUEL TANK LEFT and RIGHT switches are set to "ALL" (not applicable to DC-10-10).

Go to CP sub panel ....

- Check ENGINE 1/2/3 FUEL SHUTOFF/IGNITION levers are "OFF".

- Check ENGINE 1/2/3 THRUST levers are "CLOSED".

PLEASE NOTE: It is recommend both OH and CP sub panels remain open over the MP during engine startup procedures .... and the CP sub panel be moved left slightly to ensure completely obstructed view of all engine gauges.

Go to OH sub panel ....

- Select BEACON LIGHT to "ON".

"DO NOT" PUSH-BACK FROM TERMINAL GATE/APRON .... remain stationary.

- Depress "MECH CALL" tab again (2nd time .... once only) .... note "ready to start" and "able to start when pneumatic air pressure is available" and "clear to start the first engine" dialogue.

Go to FE sub panel ....

- Check SYSTEM 2 PNEUMATIC PRESSURE gauge is indicating "50 PSI" .... wait 30 seconds to achieve required pressure.

Go to OH sub panel ....

- Select #2 ENGINE STARTER (only) .... it will illuminate .... focus on the MP #2 ENGINE N2 gauge .... it will begin to cycle .... at precisely N2 22.9% (N1 02.0% DC-10-40D/-40F HGW/-40F LGW/-40I panels only .... or use FE panels N2 gauge) engage the CP #2 ENGINE SHUTOFF/IGNITION lever .... following spool-up the #2 ENGINE STARTER will audibly disengage and its lamp auto-extinguish .... and #2 engine will stabilize as follows ....

DC-10-10/-15/-30/-40

N1 = 20%
EGT = 545 °C
N2 = 54%

DC-10-40D/-40F HGW/-40F LGW/-40I

N1 = 20%
EGT = 364 °C
N2 = 60%

"DO NOT" IMMEDIATELY ATTEMPT #3 AND #1 ENGINE STARTUP.

Go to FE sub panel ....

- Select ENG GEN 2 switch "ON".

Go to OH sub panel ....

Depress "MECH CALL" tab (again/3rd time .... once only) .... note "disconnect GPU" and "and GPU disconnected" dialogue.

Go to FE sub panel ....

- Check EXTERNAL POWER switch has auto-reset to "OFF" .... "EXT PWR IN USE" (blue) and "EXT PWR AVAIL" (green) lamps extinguished.

Go to OH sub panel ....

Depress "MECH CALL" tab (again/4th time .... once only) .... note "request clearance to start remaining engines" and "clear to start other engines" dialogue.

PLEASE NOTE: It is not possible to release brakes or start remaining #3 and #1 engines until after the "clear to start other engines" dialogue is completed.

PUSH-BACK FROM TERMINAL GATE/RAMP .... only after clearance to "release brakes" and "start other engines" dialogue is completed.

Go to FE sub panel ....

- Select the #2 (only) ENG PNEUMATIC SUPPLY switch to "AUTO".

PLEASE NOTE: The #2 ENG PNEUMATIC SUPPLY switch must be set to "AUTO" to enable #3 and #1 engine start .... #3 and #1 ENG PNEUMATIC SUPPLY switches must remain "OFF" during #3 and #1 engine start.

- Check BRAKES are "ON".

- Select keyboard commands E+2 (for #2 engine control only).

- Increase ENGINE #2 power to "N2 70% (use N2 gauge on F/E panel to verify power setting).

- Check SYSTEM 2 PNEUMATIC PRESSURE gauge is indicating approximately "45-50 PSI" .... wait to achieve required pressure indication.

- Select both 1-2 and 1-3 PNEUMATIC ISOLATION switches to "OPEN" .... double click both switches .... lamps (amber) for each switch will momentarily illuminate and extinguish during transition.

- Recheck APU PNEUMATIC ISOLATION VALVE switch is "OFF".

Go to OH sub panel ....

- Select #3 ENGINE STARTER (only) .... it will illuminate .... focus on the MP #3 ENGINE N2 gauge .... it will begin to cycle .... at precisely N2 22.9% (N1 02.0% DC-10-40D/-40F HGW/-40F LGW/-40I panels only .... or use FE panels N2 gauge) engage the CP #3 ENGINE SHUTOFF/IGNITION lever .... following spool-up the #3 ENGINE STARTER will audibly disengage and its lamp auto-extinguish .... and #3 engine will stabilize as follows ....

PLEASE NOTE: The SYSTEM 2 PNEUMATIC PRESSURE indication will fluctuate between "35-45 PSI" during engine startup .... this is perfectly normal.

- Start ENGINE # 1 in precisely the same manner.

Go to FE sub panel ....

- Select ENG GEN 1/3 switches to "ON".

- Select AC PACK 1/2/3 switches to "AUTO".

- Recheck APU PNEUMATIC ISOLATION VALVE switch is set to "CLOSE".

- Recheck both 1-2 and 1-3 PNEUMATIC ISOLATION switches are set to "NORM" .... lamps (amber) for each switch will momentarily illuminate and extinguish during transition.

- Select ENG PNEUMATIC SUPPLY 1/3 switches to "AUTO".

- Reduce ENGINE #2 power to idle (use N2 gauge on F/E panel to verify).

- Select keyboard commands E+1+2+3 (to resynchronize all 3 engines).

- Depress "PARALLEL GENERATORS" button (once only) .... remaining "AC BUS TIE ISOL" lamps will extinguish indicating all 3 engine generators are now supplying the AC tie bus.

- Cancel FE, OH, and MP MASTER WARNING and MASTER CAUTION lamps.

Post-engine startup pre-departure flight preparations may now proceed

GPU ASSISTED ENGINE STARTUP - Tutorial Video
PLEASE NOTE: As each simulation loads into FS with a default engines running scenario .... the first (approx) 2.5 of this following tutorial video instruct in regard to setting up a "partial" cold and dark scenario "prior to" actual GPU and engine startup. GPU assisted engine startups are a rare scaenario for the DC-10 and are only used in the event of a U/S APU.

4.08: POST-ENGINE STARTUP & PRE-DEPARTURE PANEL/FLIGHT PREPARATIONS

The following procedures assume successful startup of all 3 engines.

Go to OH panel ....

- Select OH PANEL LIGHTING "ON" (as required).

- Recheck WING LIGHTS are "ON".

- Select STROBE LIGHTS "OFF".

- Recheck BEACON LIGHT is "ON".

- Recheck NAVIGATION LIGHTS are "ON".

- Select RWY TURN OFF LIGHTS "ON".

- Recheck LANDING LIGHTS are "OFF" (for taxiing).

- Recheck Check YD switches are "OFF".

- Recheck ANTI-SKID switch is "ARMED".

- Select AB selector switch to "TO".

- Select AB switch to "ARM".

Go to AP/MC panel ....

- Select AP/MCP PANEL LIGHTING "ON" (as required).

- Recheck target ALTITUDE is selected (as required).

- Recheck AP1/2 switches are "OFF".

- Recheck HEADING is selected (as required) .... reverify selection in HSI.

- Recheck AT1/2 switches are "OFF".

- Recheck target AT SPEED is selected (as required) .... reverify selection in ASI.

- Recheck NAVIGATION COURSE is selected (as required) .... reverify selection in HSI.

- Recheck NAV1/2 RADIO FREQUENCIES are selected (as required .... NAV2 is accessed per FO main panel AP/MCP).

- Recheck FD is "ON" .... reverify selection in HSI.

Go to CP panel .... both CP an WX Radar panels can be opened together ....

- Select CP and MP PANEL LIGHTING "ON" (as required .... some MP lighting is controlled from cP and WX Radar panels).

- Select ELEVATOR TRIM to "3.5" (or as required).

- Recheck SPOILERS are "RETRACTED".

- Select FLAPS/SLATS 22° (or as required).

- Recheck ENGINE THRUST LEVERS are "CLOSED" (prior to taxiing).

- Recheck ENGINE FUEL IGNITION LEVERS are "ON".

- Recheck COM1/2 RADIO FREQUENCIES are selected (as required).

- Recheck ADF1/2 RADIO FREQUENCIES are selected (as required).

- Recheck TRANSPONDER RADIO FREQUENCY is selected (as required).

- Recheck WX RADAR is "ON".

- Recheck WX Radar is set to "NORM".

Go to WX RADAR panel ....

- Recheck WX and MP LIGHTING "ON" (as required .... some MP lighting is controlled from WX Radar and CP panels).

- Revise WX RADAR indications.

- Recheck WX Radar RANGE (as required).

- Adjust WX Radar BRIGHTNESS (as required).

Go to MAIN panel ....

- Select MP LIGHTING "ON" (as required .... some MP lighting is controlled from CP and WX Radar panels.

- Recheck V-REF SPEED CHART in accordance with T/O flap setting (as required) .... reverify V-REF settings per ASI speed bugs.

- Recheck TRC is set to "TO" .... note temperature and maximum power indications .... reverify power limits per N1/EPR bugs.

- Recheck ALTIMETER BAROMETRIC PRESSURE setting (as required).

Taxiing may now proceed.

4.09: INFLIGHT ENGINE STARTUP

Should an engine need to be restarted in flight then this can be achieved provided airspeed is sufficient to drive the engine at no less than N2 10%. In order to windmill-start any engine ....

Go to the OH panel ....

- Depress the STARTER for the failed engine.

PLEASE NOTE: The selected STARTER "will not" illuminate during windmill starting.

Go to the CP panel ....

- Engage the ENGINE SHUTOFF/IGNITION lever for the failed engine .... the selected engine should then restart.

Go to the FE panel ....

Depress the "PARALLEL GENERATORS" button (once only) to synchronize all 3 generators in order for the electrical load to be shared.

PLEASE NOTE: If airspeed is insufficient to allow windmill starting then restart can still be achieved in flight using pneumatic power from a functioning engine or from the APU.

PLEASE NOTE ALSO: In the event all 3 engines should fail in flight then it will be necessary to engage the EMERGENCY POWER switch on the OH panel (to maintain basic flight instruments only using Battery power) .... and to deploy the ADG lever on the CP panel (red lever at the bottom right of the pedestal to supply hydraulic pressure to System 3) .... prior to attempting to restart the engines.

Mark C
AKL/NZ

Last Edit: Oct 2, 2018 12:49:45 GMT by aerofoto - HJG Admin: updating

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,066

DC10 Panel Installation & Handling Notes Aug 17, 2018 10:27:05 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:27:05 GMT

DC-10 PANELS INSTALLATION & HANDLING NOTES # 5

UPDATED: August 17th 2018

5.00: PANEL CONFIGURATION/FLIGHT PREPARATION CHECKLISTS.

The prime purpose of these "SECTION 5.00" tutorials is to aid familiarity with these DC-10 panels and their instrument layouts (some configurations do differ) .... and from which full cold and dark scenarios may later be enabled following sufficient familiarity.

The following checklists assume engine startup procedures have been successfully completed using either the APU or GPU assisted engine startup options .... or .... using the default MSFS engines running and panel auto-configuration scenario as referenced within "SECTION 4.00" of this manual.

PLEASE NOTE: The default engines running and panel auto-configuration scenario is always loaded into FS for convenience .... but .... requires fuel and payload, all interior/exterior lighting, Yaw Damper, Anti-Skid, Auto-Braking, Pitot Static, flaps/flats, elevator trim, radios and navigation settings, WX Radar, V-Ref data, and all AP/MCP settings to be set/adjusted manually .... "as required".

All panel systems should be revised as follows prior to departure. This process takes less than 5 minutes to complete in FS .... longer on the R/W aircraft.

5.01: GENERAL (all DC-10 panel versions) .... prior to taxiing.

- Check payload is distributed correctly to avoid imbalance during flight.

- Check fuel quantity has been correctly calculated for duration of intended flight (with sufficient reserves to accommodate either holding and/or diversion to an alternate airport) and is correctly distributed to avoid imbalance during flight.

- Check all PAX Doors are "CLOSED".

- Check all cargo Doors are "CLOSED".

5.02: OVERHEAD PANEL (all DC-10 panel versions) .... prior taxiing.

- Set Overhead Panel lighting .... "as required".

- Check Yaw Damper switches are "OFF".

- Check Auxiliary Hydraulic Pumps switches is set to neutral position (not "STOP" or "START")

- Check Anti-Skid switch is "ARMED".

- Perform Anti-Skid test .... depress and release Anti-Slid Test button (note indication in O/H Annunciator warning panel).

- Check Way Point/INS/GPS Selector switch is set to "SPLIT".

- Check Compass Selector switch is set to "NORM".

- Check VOR/ILS/RADIO Selector switch is set to "NORM".

- Check Flight Director Command/Compass Selector switch is set to "NORM".

- Check INS has "aligned" (if required).

- Check Emergency Power switch is "OFF".

- Check Emergency Lighting switch is "ARMED".

- Perform Emergency Lights Test .... depress Emergency Lights Test button (EMER LT TEST light should illuminate after 4 seconds).

- Check No Smoking and Seat Belt Sign switches are "ON".

- Set PA Reset .... depress and release PA Reset button.

- Check Auto-Brakes switch is to "TO".

- Check Auto-Brakes Arming switch is set to "ARM".

- Check Landing Lights switches are "OFF".

- Check Runway TurnOff Lights switches are "ON".

- Set Thunderstorm and Dome Light switches .... "as required".

- Check Navigation, Beacon, Strobe, and Wing Lights switches are "ON".

- Check ADG Electrical/Hydraulic switch is set to "HYD".

- Check Pitot Heat switch is "ON" (set as required).

- Set Engine Anti-Ice switches "as required".

- Check Standby Comparator switch is "OFF".

- Set Windshield Wipers .... "as required".

- Check Electrics, Fuel, Hydraulics, Pneumatics Cue lamps on O/H annunciator panel are "OFF/EXTINGUISHED (attend to any indicated items).

- Perform O/H Panel Annunciator Warning Light test .... depress and release OH Panel Annunciator Warning Light test tab (note observations).

- Check/Revise O/H Annunciator warning panel (attend to any indicated items).

- Check M/P and F/E Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED".

5.03: CENTER PEDESTAL & WX RADAR PANELS (all DC-10 panel versions) .... prior taxiing.

- Set Center Pedestal and Main Panel lighting .... "as required" (bottom left of C/P panel).

- Set Elevator Trim .... "3.5" units (for MGW T/O).

- Check Wing Spoilers are "RETRACTED".

- Check Thrust Levers are "closed".

- Set Flaps ("FLAP 22" for for MGW T/O).

- Check correct/required COM1 is "selected".

- Check correct/required ADF1 radio Frequencies is "selected".

- Set Radio Audio panel "as required".

- Check TOGA switch/lamp is "OFF/EXTINGUISHED".

- Check correct/required COM2 radio Frequency is "selected".

- Check correct/required ADF2 radio Frequencies is "selected".

- Check correct/required Transponder code is "selected".

5.04: WEATHER RADAR PANEL (all DC-10 panel versions) .... prior taxiing.

- Set WX Radar and Captain/FO Main Panel lighting .... "as required" (top of WX Radar panel.

- Select C/P Panel Weather Radar "STBY" tab "ON" .... revise WX Radar Screen indications.

- Select C/P Panel Weather Radar "TEST" tab "ON" .... revise WX Radar Screen indications.

- Select C/P Panel Weather Radar "NORM" tab "ON" .... revise WX Radar Screen indications.

- Set C/P Panel weather Radar System switch to "1/2" (either position).

- Adjust scanner axis using C/P Panel Weather Radar "TILT" knob .... revise WX Radar Screen and note indications during adjustments.

- Adjust WX Radar range using WX Radar Range Selector Control knob.

- Adjust WX Radar brightness using WX Radar Intensity Control knob.

5.05: AUTO-PILOT MODE CONTROL PANEL (all DC-10 panel versions) .... prior taxiing.

- Set Auto-Pilot/Mode Control Panel lighting .... "as required" (left side of AP/MCP panel).

- Check Flight Director Switch is "ON".

- Check correct/required NAV1 radio frequency is "selected".

- Check HSI Source switch is set to "VOR/ILS".

- Check correct/required VOR course has been entered into the "CRS" selector.

- Check the Auto-Throttle 1/2 Switches are "OFF".

- Check target airspeed (up to 300 KTS below 10,000 FT) has been entered into the "SPD" selector.

- Check target heading has been entered into the "HDG" selector.

- Check target altitude has been entered into the "ALT" selector.

- Check Auto-Pilot 1/2 master switches are "OFF".

- Check correct/required NAV2 radio frequency (on the F/O panel view) is "selected".

5.06: MAIN PANEL (all DC-10 panel versions) .... prior taxiing.

- Set V-Speed chart in accordance with required T/O flap setting ("FLAP 22" for MGW T/O) and note weight calculated V1/VR/V2/CLEAN V-REF speeds.

- Check V1/VR/V2 speed bugs in ASI gauge are correctly set (in accordance with weight calculated V-REF indications per V-SPEED chart).

- Check AT maximum speed bug in ASI gauge is correctly set (in accordance with AP/MCP "SPD" selection).

- Check FD bars are visible with AI gauge.

- Perform AI gauge test .... depress and release AI Test button and not observations.

- Check Heading and Course indicators in HSI gauge are correctly set (in accordance with AP/MCP "CRS" and "HDG" selections).

- Check Altimeter Barometric Pressure setting is correct set (in accordance with local airport settings) .... "adjust as required".

- Set RA to desired Minimum Altitude .... "as required".

- Note Static Air Temperature Indication.

- Check "TO" tab is selected/illuminated in Thrust Rating Computer.

- Note maximum Thrust Limit for Temperature value displayed in Thrust Rating Computer.

- Check maximum engine EPR/N1/N2 bugs are correctly set (in accordance with displayed altitude temperature and auto-calculated Thrust Rating Computer indications).

Refer to the following "SECTION 5A and 5B for F/E Panel checklists.

PLEASE NOTE: DUE TO CONFIGURATION DIFFERENCES THE F/E PANEL CHECKLISTS FOR EACH DC-10 VERSION ARE PRESENTED INDIVIDUALLY.

Mark C
AKL/NZ

Last Edit: Aug 23, 2018 20:50:37 GMT by aerofoto - HJG Admin

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,066

DC10 Panel Installation & Handling Notes Aug 17, 2018 10:27:40 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:27:40 GMT

DC-10 PANELS INSTALLATION & HANDLING NOTES # 5A

UPDATED: August 17th 2018

DC-10-10, -15, AND -30 F/E PANEL CHECKLISTS (only)

The purpose of this tutorial is to further aid familiarity with these DC-10 panels and their instrument layouts .... and from which full cold and dark scenarios may be enabled.

PLEASE NOTE: Due to configuration differences the following F/E Panel checklists are presented individually with all items listed as presented in each panel (from top to bottom left, centre top to bottom, and top to bottom right). Each of these checklists are specific to each DC-10 aircraft type/panel version.

5.07-A: FLIGHT ENGINEERS PANEL (DC-10-10 only) .... prior taxiing.

LEFT F/E PANEL SECTION ....

- Set Flight Engineers Panel lighting .... "as required" (see bottom right of F/E panel).

- Check APU Reset switch is set to "APU GEN".

- Check APU Bus 1/2/3 switches are "OFF".

- Check APU Extinguisher Cylinder 1/2 switches are "OFF".

- Check APU Fire and Anti-Ice witches are "OFF".

- Check Meter Switch is set to "1/2/3" (either position) .... "as required".

- Check APU Run switch is set to "OFF" (above "ELEC PWR SYS").

- Check APU Fuel switch is "OFF".

- Check APU Standby switch is "OFF".

- Check DC Tie 1, DC Cross Tie, and DC Tie 3 switches are set to "OPEN".

- Check Battery Switch switch is "ON".

- Check AC Bus 1/2/3 Isolation switches are set to "NORM".

- Check External Power Switch switch is "OFF".

- Check Engine Generator 1/2/3 switches are "ON".

- Check Parallel Generators button .... "click/depress once only" (confirm all AC BUS TIE ISOL lights are extinguished).

- Check Pressurization Auto/Manual Lever is set to "AUTO".

- Check Engine Hydraulic Motor Pump 1-3 switch is set to "ARM".

- Check Engine Hydraulic Motor Pump 2-3 switch is set to "ARM".

- Check Engine 1/2/3 Hydraulic Left and Right Pump switches are "ON".

- Check Rudder Standby Power switch is "ON".

- Check Auxiliary Hydraulic Pumps 1/2 switches set to neutral position (not "ON" or "STOP").

MIDDLE F/E PANEL SECTION ....

- Set Forward Cargo Temperature switches .... "as required".

- Set Aft Cargo Temperature switches .... "as required".

- Check Avionics Flow Override switch is set to "NORM"

- Check Lavatory/Galley Ventilation and Cargo Heat switch is "ON".

- Set cockpit Temperature Control switch .... "as required".

- Check Trim Air switch is set to "ON".

- Check Forward, Center, and Aft Cabin Temperature control switches are set to "AUTO".

- Revise F/E Annunciator panel .... check Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED" and no other indications are displayed/illuminated.

- Check Air Conditioning Packs 1/2/3 Indicator switches are set to "AUTO".

- Check Air Conditioning Packs Indicator switch is set to either "1/2/3" (either position).

- Set Wing Anti-Ice switch .... "as required".

- Set Cabin Altitude .... "as required" (airport altitude and barometric pressure setting).

- Set 1-2 Pneumatic Isolation Valve switch to "NORM".

- Set 1-3 Pneumatic Isolation Valve switch to "NORM".

- Check APU Pneumatic Isolation Valve switch is "OFF".

- Set Engine 1/2/3 Pneumatic Supply switches to "AUTO".

- Set Standby Pressurization Rate .... "DEACTIVATED" (knob pushed in).

- Check Cabin Alt Warning Reset button is set to "OFF".

- Set Auto/Semi-Auto Pressurization switch to "AUTO".

- Set Pressurization Altitude .... "as required" (approximately 8,500 FT for 31,000 FT cruise).

- Set Pressurization Barometric Pressure .... "as required" (approximately "2992" for 31,000 FT cruise).

- Set Pressurization Rate Limit .... "as required" (500 FPM - 1000 FPM for climb to 31,000 FT).

- Depress Fuel Used button to clear displayed Engine 1/2/3 Fuel Used quantities .... "only if necessary".

- Check Engine 1/2/3 Crossfeed Valves are "CLOSED".

- Check Fuel Dump Valve switch is "OFF/COVERED".

- Check Left Fuel Tank Transfer Switch is "OFF".

- Check Left Fuel Tank Forward/Aft switches are "ON".

- Check Center Fuel Tank Transfer Switch is "OFF".

- Check Center Fuel Tank Forward/Left/Aft switches are "ON".

- Check right Fuel Tank Transfer Switch is "OFF".

- Check right Fuel Tank Forward/Aft switches are "ON".

- Perform Total Fuel Quantity test .... depress Fuel Quantity Test button and release (note indications).

- Check Left, Center, and Right Fill Tank Valve switches are "CLOSED/OFF".

RIGHT F/E PANEL SECTION ....

- Check Landing Gear Condition lamps .... 3X green indication (DC-10-10).

- Perform brake temperature test .... "depress and release Brake Temperatures Test button" (note indications).

- Check Engine 1/2/3 N2 Turbine indications .... approximately N2 60% ground idle.

- Check Engine 1/2/3 Oil Pressure indications .... approximately 48.7 PSI ground idle.

- Check Engine 1/2/3 Oil Temperature indications .... approximately 108 °C ground idle.

- Check Engine 1/2/3 Oil Quantity indications .... approximately 14 quarts ground idle (DC-10-10).

- Perform cargo door lights test .... set Cargo Door indication Test switch to "TEST" and release (note indications).

- Check engine vibration switch is set to "TURB".

- Perform engine vibration test .... depress and release Engine Vibration Gauge Test button and release (note indications).

- Perform F/E Panel lights test .... depress and release Lights Test button (note indications).

- Perform F/E Panel lights test with Lights Test Switch set to "1/2/3" positions (individually) .... depress and release Lights Test button (note indications).

- Perform F/E Panel lights test .... depress and release "All Lights Test" switch (note indications).

- Check/Revise F/E Annunciator warning panel (attend to any indicated items).

- Recheck F/E and M/P Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED".

5.07-B: FLIGHT ENGINEERS PANEL (DC-10-15 only) .... prior taxiing.

LEFT F/E PANEL SECTION ....

- Set Flight Engineers Panel lighting .... "as required" (see bottom right of F/E panel).

- Check APU Reset switch is set to "APU GEN".

- Check APU Bus 1/2/3 switches are "OFF".

- Check APU Extinguisher Cylinder 1/2 switches are "OFF".

- Check APU Fire and Anti-Ice witches are "OFF".

- Check Meter Switch is set to "1/2/3" (either position) .... "as required".

- Check APU Run switch is set to "OFF" (above "ELEC PWR SYS").

- Check APU Fuel switch is "OFF".

- Check APU Standby switch is "OFF".

- Check DC Tie 1, DC Cross Tie, and DC Tie 3 switches are set to "OPEN".

- Check Battery Switch switch is "ON".

- Check AC Bus 1/2/3 Isolation switches are set to "NORM".

- Check External Power Switch switch is "OFF".

- Check Engine Generator 1/2/3 switches are "ON".

- Check Parallel Generators button .... "click/depress once only" (confirm all AC BUS TIE ISOL lights are extinguished).

- Check Pressurization Auto/Manual Lever is set to "AUTO".

- Check Engine Hydraulic Motor Pump 1-3 switch is set to "ARM".

- Check Engine Hydraulic Motor Pump 2-3 switch is set to "ARM".

- Check Engine 1/2/3 Hydraulic Left and Right Pump switches are "ON".

- Check Rudder Standby Power switch is "ON".

- Check Auxiliary Hydraulic Pumps 1/2 switches set to neutral position (not "ON" or "STOP").

MIDDLE F/E PANEL SECTION ....

- Set Forward Cargo Temperature switches .... "as required".

- Set Aft Cargo Temperature switches .... "as required".

- Check Avionics Flow Override switch is set to "NORM".

- Check Lavatory/Galley Ventilation and Cargo Heat switch is "ON".

- Set cockpit Temperature Control switch .... "as required".

- Check Trim Air switch is set to "ON".

- Check Forward, Center, and Aft Cabin Temperature control switches are set to "AUTO".

- Revise F/E Annunciator panel .... check Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED" and no other indications are displayed/illuminated.

- Check Air Conditioning Packs 1/2/3 Indicator switches are set to "AUTO".

- Check Air Conditioning Packs Indicator switch is set to either "1/2/3" (either position).

- Set Wing Anti-Ice switch .... "as required".

- Set 1-2 Pneumatic Isolation Valve switch to "NORM".

- Set 1-3 Pneumatic Isolation Valve switch to "NORM".

- Check APU Pneumatic Isolation Valve switch is "OFF".

- Set Engine 1/2/3 Pneumatic Supply switches to "AUTO".

- Set Standby Pressurization Rate .... "DEACTIVATED" (knob pushed in).

- Check Cabin Alt Warning Reset button is set to "OFF".

- Set Auto/Semi-Auto Pressurization switch to "AUTO".

- Set Pressurization Altitude .... "as required" (approximately 8,500 FT for 31,000 FT cruise).

- Set Pressurization Barometric Pressure .... "as required" (approximately "2992" for 31,000 FT cruise).

- Set Pressurization Rate Limit .... "as required" (500 FPM - 1000 FPM for climb to 31,000 FT).

- Depress Fuel Used button to clear displayed Engine 1/2/3 Fuel Used quantities .... "only if necessary".

- Check Engine 1/2/3 Crossfeed Valves are "CLOSED".

- Check Fuel Dump Valve switch is "OFF/COVERED".

- Perform Total Fuel Quantity test .... depress and release Fuel Quantity Test button (note indications).

- Check Left Fuel Tank Transfer Switch is "OFF".

- Check Left Fuel Tank Forward/Aft switches are "ON".

- Check Center Fuel Tank Transfer Switch is "OFF".

- Check Center Fuel Tank Forward/Left/Aft switches are "ON".

- Check right Fuel Tank Transfer Switch is "OFF".

- Check right Fuel Tank Forward/Aft switches are "ON".

- Check Auxiliary Fuel Tank Left and Right switches are set to "ALL".

- Check Left, Center, and Right Fill Tank Valve switches are "CLOSED/OFF".

RIGHT F/E PANEL SECTION ....

- Check Landing Gear Condition lamps .... 3X green indication (DC-10-15).

- Perform brake temperature test .... "depress and release Brake Temperatures Test button" (note indications).

- Check Engine 1/2/3 N2 Turbine indications .... approximately N2 60% ground idle.

- Check Engine 1/2/3 Oil Pressure indications .... approximately 48.7 PSI ground idle.

- Check Engine 1/2/3 Oil Temperature indications .... approximately 108 °C ground idle.

- Check Engine 1/2/3 Oil Quantity indications .... approximately 14 quarts ground idle (DC-10-10).

- Perform cargo door lights test .... set Cargo Door indication Test switch to "TEST" and release (note indications).

- Check engine vibration switch is set to "TURB".

- Perform engine vibration test .... depress and release Engine Vibration Gauge Test button and release (note indications).

- Perform F/E Panel lights test .... depress and release Lights Test button (note indications).

- Perform F/E Panel lights test with Lights Test Switch set to "1/2/3" positions (individually) .... depress and release Lights Test button (note indications).

- Perform F/E Panel lights test .... depress and release "All Lights Test" switch (note indications).

- Check/Revise F/E Annunciator warning panel (attend to any indicated items).

- Recheck F/E and M/P Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED".

5.07-C: FLIGHT ENGINEERS PANEL (DC-10-30 only) .... prior taxiing.

LEFT F/E PANEL SECTION ....

- Set Flight Engineers Panel lighting .... "as required" (see bottom right of F/E panel).

- Check APU Reset switch is set to "APU GEN".

- Check APU Bus 1/2/3 switches are "OFF".

- Check APU Extinguisher Cylinder 1/2 switches are "OFF".

- Check APU Fire and Anti-Ice witches are "OFF".

- Check Meter Switch is set to "1/2/3" (either position) .... "as required".

- Check APU Run switch is set to "OFF" (above "ELEC PWR SYS").

- Check APU Fuel switch is "OFF".

- Check APU Standby switch is "OFF".

- Check DC Tie 1, DC Cross Tie, and DC Tie 3 switches are set to "OPEN".

- Check Battery Switch switch is "ON".

- Check AC Bus 1/2/3 Isolation switches are set to "NORM".

- Check External Power Switch switch is "OFF".

- Check Engine Generator 1/2/3 switches are "ON".

- Check Parallel Generators button .... "click/depress once only" (confirm all AC BUS TIE ISOL lights are extinguished).

- Check Pressurization Auto/Manual Lever is set to "AUTO".

- Check Engine Hydraulic Motor Pump 1-3 switch is set to "ARM".

- Check Engine Hydraulic Motor Pump 2-3 switch is set to "ARM".

- Check Engine 1/2/3 Hydraulic Left and Right Pump switches are "ON".

- Check Rudder Standby Power switch is "ON".

- Check Auxiliary Hydraulic Pumps 1/2 switches set to neutral position (not "ON" or "STOP").

MIDDLE F/E PANEL SECTION ....

- Set Forward Cargo Temperature switches .... "as required".

- Set Aft Cargo Temperature switches .... "as required".

- Check Avionics Flow Override switch is set to "NORM".

- Check Lavatory/Galley Ventilation and Cargo Heat switch is "ON".

- Set cockpit Temperature Control switch .... "as required".

- Check Trim Air switch is set to "ON".

- Check Forward, Center, and Aft Cabin Temperature control switches are set to "AUTO".

- Revise F/E Annunciator panel .... check Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED" and no other indications are displayed/illuminated.

- Check Air Conditioning Packs 1/2/3 Indicator switches are set to "AUTO".

- Check Air Conditioning Packs Indicator switch is set to either "1/2/3" (either position).

- Set Wing Anti-Ice switch .... "as required".

- Set 1-2 Pneumatic Isolation Valve switch to "NORM".

- Set 1-3 Pneumatic Isolation Valve switch to "NORM".

- Check APU Pneumatic Isolation Valve switch is "OFF".

- Set Engine 1/2/3 Pneumatic Supply switches to "AUTO".

- Set Standby Pressurization Rate .... "DEACTIVATED" (knob pushed in).

- Check Cabin Alt Warning Reset button is set to "OFF".

- Set Auto/Semi-Auto Pressurization switch to "AUTO".

- Set Pressurization Altitude .... "as required" (approximately 8,500 FT for 31,000 FT cruise).

- Set Pressurization Barometric Pressure .... "as required" (approximately "2992" for 31,000 FT cruise).

- Set Pressurization Rate Limit .... "as required" (500 FPM - 1000 FPM for climb to 31,000 FT).

- Depress Fuel Used button to clear displayed Engine 1/2/3 Fuel Used quantities .... "only if necessary".

- Check Engine 1/2/3 Crossfeed Valves are "CLOSED".

- Check Fuel Dump Valve switch is "OFF/COVERED".

- Perform Total Fuel Quantity test .... depress and release Fuel Quantity Test button (note indications).

- Check Left Fuel Tank Transfer Switch is "OFF".

- Check Left Fuel Tank Forward/Aft switches are "ON".

- Check Center Fuel Tank Transfer Switch is "OFF".

- Check Center Fuel Tank Forward/Left/Aft switches are "ON".

- Check right Fuel Tank Transfer Switch is "OFF".

- Check right Fuel Tank Forward/Aft switches are "ON".

- Check Auxiliary Fuel Tank Left and Right switches are set to "ALL".

- Check Left, Center, and Right Fill Tank Valve switches are "CLOSED/OFF".

- RIGHT F/E PANEL SECTION ....

- Check Landing Gear Condition lamps .... 4X green indication (DC-10-30/-30CF/-30ER).

- Perform brake temperature test .... "depress and release Brake Temperatures Test button" (note indications).

- Check Engine 1/2/3 N2 Turbine indications .... approximately N2 60% ground idle.

- Check Engine 1/2/3 Oil Pressure indications .... approximately 48.7 PSI ground idle.

- Check Engine 1/2/3 Oil Temperature indications .... approximately 108 °C ground idle.

- Check Engine 1/2/3 Oil Quantity indications .... approximately 14 quarts ground idle (DC-10-30/-30CF/-30ER).

- Perform cargo door lights test .... set Cargo Door indication Test switch to "TEST" and release (note indications).

- Check engine vibration switch is set to "TURB".

- Perform engine vibration test .... depress and release Engine Vibration Gauge Test button and release (note indications).

- Perform F/E Panel lights test .... depress and release Lights Test button (note indications).

- Perform F/E Panel lights test with Lights Test Switch set to "1/2/3" positions (individually) .... depress and release Lights Test button (note indications).

- Perform F/E Panel lights test .... depress and release "All Lights Test" switch (note indications).

- Check/Revise F/E Annunciator warning panel (attend to any indicated items).

- Recheck F/E and M/P Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED".

Refer to the following "SECTION 5B for DC-10-40, -40D, -40F HGW, -40F LGW, and -40I F/E Panel checklists.

Mark C
AKL/NZ

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,066

DC10 Panel Installation & Handling Notes Aug 17, 2018 10:28:17 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:28:17 GMT

DC-10 PANELS INSTALLATION & HANDLING NOTES # 5B

UPDATED: August 17th 2018

DC-10-40, -40D, -40F HGW, -40F LGW, and -40I F/E PANEL CHECKLISTS (only)

The purpose of this tutorial is to further aid familiarity with these DC-10 panels and their instrument layouts .... and from which full cold and dark scenarios may be enabled.

PLEASE NOTE: Due to configuration differences the following F/E Panel checklists are presented individually with all items listed as presented in each panel (from top to bottom left, centre top to bottom, and top to bottom right). Each of these checklists are specific to each DC-10 aircraft type/panel version.

5.07-D: FLIGHT ENGINEERS PANEL (DC-10-40 only) .... prior taxiing.

- LEFT F/E PANEL SECTION ....

- Set Flight Engineers Panel lighting .... "as required" (see bottom left of F/E panel).

- Check APU Reset switch is set to "APU GEN".

- Check APU Bus 1/2/3 switches are "OFF".

- Check APU Extinguisher Cylinder 1/2 switches are "OFF".

- Check APU Fire and Anti-Ice witches are "OFF".

- Check Meter Switch is set to "1/2/3" (either position) .... "as required".

- Check APU Run switch is set to "OFF" (above "ELEC PWR SYS").

- Check APU Fuel switch is "OFF".

- Check APU Standby switch is "OFF".

- Check DC Tie 1, DC Cross Tie, and DC Tie 3 switches are set to "OPEN"

- Check Battery Switch switch is "ON".

- Check AC Bus 1/2/3 Isolation switches are set to "NORM".

- Check External Power Switch switch is "OFF".

- Check Engine Generator 1/2/3 switches are "ON".

- Check Parallel Generators button .... "click/depress once only" (confirm all AC BUS TIE ISOL lights are extinguished).

- Check Pressurization Auto/Manual Lever is set to "AUTO".

- Set Fuel Heater 1/2/3 switches .... "as required".

- Set Fuel Temperature switch .... "as required" (TANK or ENG1/2/3 position).

- Perform Total Fuel Quantity test .... depress and release Fuel Quantity Test button (note indications).

MIDDLE F/E PANEL SECTION ....

- Set Forward Cargo Temperature switches .... "as required".

- Set Aft Cargo Temperature switches .... "as required".

- Check Avionics Flow Override switch is set to "NORM".

- Check Lavatory/Galley Ventilation and Cargo Heat switch is "ON".

- Set cockpit Temperature Control switch .... "as required".

- Check Trim Air switch is set to "ON".

- Check Forward, Center, and Aft Cabin Temperature control switches are set to "AUTO".

- Revise F/E Annunciator panel .... check Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED" and no other indications are displayed/illuminated.

- Check Air Conditioning Packs 1/2/3 Indicator switches are set to "AUTO".

- Check Air Conditioning Packs Indicator switch is set to either "1/2/3" (either position).

- Set Wing Anti-Ice switch .... "as required".

- Set 1-2 Pneumatic Isolation Valve switch to "NORM".

- Set 1-3 Pneumatic Isolation Valve switch to "NORM".

- Check APU Pneumatic Isolation Valve switch is "OFF".

- Set Engine 1/2/3 Pneumatic Supply switches to "AUTO".

- Set Standby Pressurization Rate .... "DEACTIVATED" (knob pushed in).

- Check Cabin Alt Warning Reset button is set to "OFF".

- Set Auto/Semi-Auto Pressurization switch to "AUTO".

- Set Pressurization Altitude .... "as required" (approximately 8,500 FT for 31,000 FT cruise).

- Set Pressurization Barometric Pressure .... "as required" (approximately "2992" for 31,000 FT cruise).

- Set Pressurization Rate Limit .... "as required" (500 FPM - 1000 FPM for climb to 31,000 FT).

- Depress Fuel Used button to clear displayed Engine 1/2/3 Fuel Used quantities .... "only if necessary".

- Check Engine 1/2/3 Crossfeed Valves are "CLOSED".

- Check Fuel Dump Valve switch is "OFF/COVERED".

- Check Left Fuel Tank Transfer Switch is "OFF".

- Check Left Fuel Tank Forward/Aft switches are "ON".

- Check Center Fuel Tank Transfer Switch is "OFF".

- Check Center Fuel Tank Forward/Left/Aft switches are "ON".

- Check right Fuel Tank Transfer Switch is "OFF".

- Check right Fuel Tank Forward/Aft switches are "ON".

- Check Auxiliary Fuel Tank Left and Right switches are set to "ALL".

- Check Left, Center, and Right Fill Tank Valve switches are "CLOSED/OFF".

RIGHT F/E PANEL SECTION ....

- Check Landing Gear Condition lamps .... 4X green indication (DC-10-40).

- Perform brake temperature test .... "depress and release Brake Temperatures Test button" (note indications).

- Perform cargo door lights test .... set Cargo Door indication Test switch to "TEST" and release (note indications).

- Check Engine Hydraulic Motor Pump 1-3 switch is set to "ARM".

- Check Engine Hydraulic Motor Pump 2-3 switch is set to "ARM".

- Check Engine 1/2/3 Hydraulic Left and Right Pump switches are "ON".

- Check Rudder Standby Power switch is "ON".

- Check Auxiliary Hydraulic Pumps 1/2 switches set to neutral position (not "ON" or "STOP").

- Perform F/E Panel lights test .... depress and release Lights Test button (note indications).

- Perform F/E Panel lights test with Lights Test Switch set to "1/2/3" positions (individually) .... depress and release Lights Test button (note indications).

- Perform F/E Panel lights test .... depress and release "All Lights Test" switch (note indications).

- Check Engine 1/2/3 N2 Turbine indications .... approximately N2 60% ground idle.

- Check Engine 1/2/3 Oil Pressure indications .... approximately 48.7 PSI ground idle.

- Check Engine 1/2/3 Oil Temperature indications .... approximately 108 °C ground idle.

- Check Engine 1/2/3 Oil Quantity indications .... approximately 9 gallons ground idle (DC-10-10).

- Recheck F/E and M/P Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED".

5.07-E: FLIGHT ENGINEERS PANEL (DC-10-40D & DC-10-40F LGW only) .... prior taxiing.

LEFT F/E PANEL SECTION ....

- Set Flight Engineers Panel lighting .... "as required" (see bottom left of F/E panel).

- Check APU Reset switch is set to "APU GEN".

- Check APU Bus 1/2/3 switches are "OFF".

- Check APU Extinguisher Cylinder 1/2 switches are "OFF".

- Check APU Fire and Anti-Ice witches are "OFF".

- Check Meter Switch is set to "1/2/3" (either position) .... "as required".

- Check APU Run switch is set to "OFF" (above "ELEC PWR SYS").

- Check APU Fuel switch is "OFF".

- Check APU Standby switch is "OFF".

- Check DC Tie 1, DC Cross Tie, and DC Tie 3 switches are set to "OPEN".

- Check Battery Switch switch is "ON".

- Check AC Bus 1/2/3 Isolation switches are set to "NORM".

- Check External Power Switch switch is "OFF".

- Check Engine Generator 1/2/3 switches are "ON".

- Check Parallel Generators button .... "click/depress once only" (confirm all AC BUS TIE ISOL lights are extinguished).

- Check Pressurization Auto/Manual Lever is set to "AUTO".

- Check Engine 1/2/3 N2 Turbine indications .... approximately N2 60% ground idle.

- Check Engine 1/2/3 Oil Pressure indications .... approximately 48.7 PSI ground idle.

- Check Engine 1/2/3 Oil Temperature indications .... approximately 108 °C ground idle.

- Check Engine 1/2/3 Oil Quantity indications .... approximately 9 gallons ground idle (DC-10-40).

MIDDLE F/E PANEL SECTION ....

- Set Forward Cargo Temperature switches .... "as required".

- Set Aft Cargo Temperature switches .... "as required".

- Check Avionics Flow Override switch is set to "NORM".

- Check Lavatory/Galley Ventilation and Cargo Heat switch is "ON".

- Set cockpit Temperature Control switch .... "as required".

- Check Trim Air switch is set to "ON".

- Check Forward, Center, and Aft Cabin Temperature control switches are set to "AUTO".

- Revise F/E Annunciator panel .... check Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED" and no other indications are displayed/illuminated.

- Check Air Conditioning Packs 1/2/3 Indicator switches are set to "AUTO".

- Check Air Conditioning Packs Indicator switch is set to either "1/2/3" (either position).

- Set Wing Anti-Ice switch .... "as required".

- Set 1-2 Pneumatic Isolation Valve switch to "NORM".

- Set 1-3 Pneumatic Isolation Valve switch to "NORM".

- Check APU Pneumatic Isolation Valve switch is "OFF".

- Set Engine 1/2/3 Pneumatic Supply switches to "AUTO".

- Set Standby Pressurization Rate .... "DEACTIVATED" (knob pushed in).

- Check Cabin Alt Warning Reset button is set to "OFF".

- Set Auto/Semi-Auto Pressurization switch to "AUTO".

- Set Pressurization Altitude .... "as required" (approximately 8,500 FT for 31,000 FT cruise).

- Set Pressurization Barometric Pressure .... "as required" (approximately "2992" for 31,000 FT cruise).

- Set Pressurization Rate Limit .... "as required" (500 FPM - 1000 FPM for climb to 31,000 FT).

- Depress Fuel Used button to clear displayed Engine 1/2/3 Fuel Used quantities .... "only if necessary".

- Check Engine 1/2/3 Crossfeed Valves are "CLOSED".

- Perform Total Fuel Quantity test .... depress and release Fuel Quantity Test button (note indications).

- Check Left Fuel Tank Transfer Switch is "OFF".

- Check Left Fuel Tank Forward/Aft switches are "ON".

- Check Center Fuel Tank Transfer Switch is "OFF".

- Check Center Fuel Tank Forward/Left/Aft switches are "ON".

- Check right Fuel Tank Transfer Switch is "OFF".

- Check right Fuel Tank Forward/Aft switches are "ON".

- Check Auxiliary Fuel Tank Left and Right switches are set to "ALL"

RIGHT F/E PANEL SECTION ....

- Check Landing Gear Condition lamps .... 3X green indication (DC-10-40D & DC-10-40F LGW).

- Perform brake temperature test .... "depress and release Brake Temperatures Test button" (note indications).

- Perform cargo door lights test .... set Cargo Door indication Test switch to "TEST" and release (note indications).

- Check Engine Hydraulic Motor Pump 1-3 switch is set to "ARM".

- Check Engine Hydraulic Motor Pump 2-3 switch is set to "ARM".

- Check Engine 1/2/3 Hydraulic Left and Right Pump switches are "ON".

- Check Rudder Standby Power switch is "ON".

- Check Auxiliary Hydraulic Pumps 1/2 switches set to neutral position.

- Set Fuel Heater 1/2/3 switches .... "as required".

- Set Fuel Temperature switch .... "as required" (TANK or ENG1/2/3 position).

- Check engine vibration switch is set to "TURB".

- Perform engine vibration test .... depress and release Engine Vibration Gauge Test button and release (note indications).

- Recheck F/E and M/P Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED".

5.07-F: FLIGHT ENGINEERS PANEL (DC-10-40I & DC-10-40F HGW only) .... prior taxiing.

LEFT F/E PANEL SECTION ....

- Set Flight Engineers Panel lighting .... "as required" (see bottom left of F/E panel).

- Check APU Reset switch is set to "APU GEN".

- Check APU Bus 1/2/3 switches are "OFF".

- Check APU Extinguisher Cylinder 1/2 switches are "OFF".

- Check APU Fire and Anti-Ice witches are "OFF".

- Check Meter Switch is set to "1/2/3" (either position) .... "as required".

- Check APU Run switch is set to "OFF" (above "ELEC PWR SYS").

- Check APU Fuel switch is "OFF".

- Check APU Standby switch is "OFF".

- Check DC Tie 1, DC Cross Tie, and DC Tie 3 switches are set to "OPEN".

- Check Battery Switch switch is "ON".

- Check AC Bus 1/2/3 Isolation switches are set to "NORM".

- Check External Power Switch switch is "OFF".

- Check Engine Generator 1/2/3 switches are "ON".

- Check Parallel Generators button .... "click/depress once only" (confirm all AC BUS TIE ISOL lights are extinguished).

- Check Pressurization Auto/Manual Lever is set to "AUTO".

- Check Engine 1/2/3 N2 Turbine indications .... approximately N2 60% ground idle.

- Check Engine 1/2/3 Oil Pressure indications .... approximately 48.7 PSI ground idle.

- Check Engine 1/2/3 Oil Temperature indications .... approximately 108 °C ground idle.

- Check Engine 1/2/3 Oil Quantity indications .... approximately 9 gallons ground idle (DC-10-40).

MIDDLE F/E PANEL SECTION ....

- Set Forward Cargo Temperature switches .... "as required".

- Set Aft Cargo Temperature switches .... "as required".

- Check Avionics Flow Override switch is set to "NORM".

- Check Lavatory/Galley Ventilation and Cargo Heat switch is "ON".

- Set cockpit Temperature Control switch .... "as required".

- Check Trim Air switch is set to "ON".

- Check Forward, Center, and Aft Cabin Temperature control switches are set to "AUTO".

- Revise F/E Annunciator panel .... check Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED" and no other indications are displayed/illuminated.

- Check Air Conditioning Packs 1/2/3 Indicator switches are set to "AUTO".

- Check Air Conditioning Packs Indicator switch is set to either "1/2/3" (either position).

- Set Wing Anti-Ice switch .... "as required".

- Set 1-2 Pneumatic Isolation Valve switch to "NORM".

- Set 1-3 Pneumatic Isolation Valve switch to "NORM".

- Check APU Pneumatic Isolation Valve switch is "OFF".

- Set Engine 1/2/3 Pneumatic Supply switches to "AUTO".

- Set Standby Pressurization Rate .... "DEACTIVATED" (knob pushed in).

- Check Cabin Alt Warning Reset button is set to "OFF".

- Set Auto/Semi-Auto Pressurization switch to "AUTO".

- Set Pressurization Altitude .... "as required" (approximately 8,500 FT for 31,000 FT cruise).

- Set Pressurization Barometric Pressure .... "as required" (approximately "2992" for 31,000 FT cruise).

- Set Pressurization Rate Limit .... "as required" (500 FPM - 1000 FPM for climb to 31,000 FT).

- Depress Fuel Used button to clear displayed Engine 1/2/3 Fuel Used quantities .... "only if necessary".

- Check Engine 1/2/3 Crossfeed Valves are "CLOSED".

- Perform Total Fuel Quantity test .... depress and release Fuel Quantity Test button (note indications).

- Check Left Fuel Tank Transfer Switch is "OFF".

- Check Left Fuel Tank Forward/Aft switches are "ON".

- Check Center Fuel Tank Transfer Switch is "OFF".

- Check Center Fuel Tank Forward/Left/Aft switches are "ON".

- Check right Fuel Tank Transfer Switch is "OFF".

- Check right Fuel Tank Forward/Aft switches are "ON".

- Check Auxiliary Fuel Tank Left and Right switches are set to "ALL".

RIGHT F/E PANEL SECTION ....

- Check Landing Gear Condition lamps .... 4X green indication (DC-10-40I & DC-10-40F HGW).

- Perform brake temperature test .... "depress and release Brake Temperatures Test button" (note indications).

- Perform cargo door lights test .... set Cargo Door indication Test switch to "TEST" and release (note indications).

- Check Engine Hydraulic Motor Pump 1-3 switch is set to "ARM".

- Check Engine Hydraulic Motor Pump 2-3 switch is set to "ARM".

- Check Engine 1/2/3 Hydraulic Left and Right Pump switches are "ON".

- Check Rudder Standby Power switch is "ON".

- Check Auxiliary Hydraulic Pumps 1/2 switches set to neutral position.

- Set Fuel Heater 1/2/3 switches .... "as required".

- Set Fuel Temperature switch .... "as required" (TANK or ENG1/2/3 position).

- Check engine vibration switch is set to "TURB".

- Perform engine vibration test .... depress and release Engine Vibration Gauge Test button and release (note indications).

- Recheck F/E and M/P Master Warning and Master Caution Lamps are "OFF/EXTINGUISHED".

Mark C
AKL/NZ

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,066

DC10 Panel Installation & Handling Notes Aug 17, 2018 10:28:56 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:28:56 GMT

DC-10 PANELS INSTALLATION & HANDLING NOTES # 6

UPDATED: July 27th 2019

This tutorial assumes that engine startup procedures and pre-departure panel configuration/reconfiguration have been successfully completed in accordance with the post engine startup/pre departure checklist (see section 4.07: "POST-ENGINE STARTUP & PRE-DEPARTURE PANEL/FLIGHT PREPARATIONS").

6.00: PANEL/FLIGHT PREPARATION.

- Check PAX and CARGO DOORS are "CLOSED".

- Check payload is distributed correctly to avoid imbalance during flight.

- Check fuel requirement has been correctly calculated for duration of intended flight (with sufficient reserves to accommodate either holding and/or diversion to an alternate airport) and is correctly distributed to avoid imbalance during flight.

Go to OH panel ....

- Check WING LIGHTS are "ON".

- Check STROBE LIGHTS are "OFF"

- Check BEACON LIGHT is "ON".

- Check NAVIGATION LIGHTS are "ON".

- Select RWY TURN OFF LIGHTS "ON".

- Check LANDING LIGHTS are "OFF"

- Check Check YD switches are "OFF".

- Check ANTI-SKID switch is "ARMED".

- Select AB selector to "TO".

- Select AB switch to "ARM".

- Revise OH ANNUNCIATOR panel .... cancel CUE Lamps and/or attend to any indicated items.

Go to AP/MC panel ....

- Check target ALTITUDE is selected.

- Check AP1/2 switches are "OFF".

- Check HEADING is selected .... verify selection in HSI.

- Check AT1/2 switches are "OFF".

- Check target AT SPEED is selected .... verify selection in ASI.

- Check NAVIGATION COURSE is selected .... verify selection in HSI.

- Check NAV1/2 RADIO FREQUENCIES are selected.

- Check FD is "ON" .... verify display in HSI.

Go to CP panel ....

- Select ELEVATOR TRIM to "3.5" (for MGW T/O).

- Check SPOILERS are "RETRACTED".

- Select FLAPS/SLATS 22° (for MGW T/O).

- Check ENGINE THRUST LEVERS are "CLOSED" (prior to taxiing).

- Check COM1/2 RADIO FREQUENCIES are selected.

- Check ADF1/2 RADIO FREQUENCIES are selected.

- Select RADIO AUDIO options.

- Check TRANSPONDER RADIO FREQUENCY is selected.

- Check WX RADAR is "ON".

- Check WX Radar is set to "NORM".

Go to WX Radar panel ....

- Revise WX RADAR indications.

- Check WX Radar RANGE.

- Adjust WX Radar BRIGHTNESS.

Go to Main panel ....

- Set V-REF SPEED CHART in accordance with T/O flap setting .... verify V-REF settings per ASI speed bugs.

- Check ALTIMETER BAROMETRIC PRESSURE setting.

- Cancel MASTER WARNING and MASTER CAUTION lamps.

Go to FE panel ....

- Revise F/E ANNUNCIATOR panel .... attend to any indicated items and cancel MASTER WARNING and MASTER CAUTION lamps

6.01: TAXIING.

PLEASE NOTE: Taxiing should not be commenced before the above checklist has been revised and until all 3 engines are stable after successful completion of startup procedures.

Release Brakes .... and increase engine thrust to commence slow taxiing.

Once the simulation is moving .... reduce engine thrust in order to maintain a sensible taxiing speed (approximately 15-20 KTS) .... be prepared to further adjust engine power in order to control/maintain a sensible ground taxiing speed.

PLEASE NOTE: Engine power settings in relation to taxiing speed will vary in accordance with the weight of each simulation .... and the natural ground friction phenomenon which can be more apparent within some FS sceneries than others.

PLEASE NOTE ALSO: Engine power may be applied asymmetrically (using keyboard commands E+1/2/3) in order to control taxiing speed and/or assist ground manoeuvring.

PLEASE NOTE ADDITIONALLY: Using asymmetric power all engines will need to be resynchronized (using keyboard commands E+1/2/3).

6.02: TAKE OFF & INITIAL CLIMB - MANUAL MODE

Align the simulation with the RWY centre-line ....

Check all engines have been synchronized (using keyboard commands E+1/2/3).

Go to OH panel ....

- Select STROBE LIGHTS "ON".

- Select LANDING LIGHTS "ON".

- Check YD is "OFF".

Go to CP panel ....

- Check ELEVATOR TRIM is set to "3.5" (for MGW T/O).

- Check SPOILERS are "RETRACTED".

- Check FLAPS/SLATS 22° are selected (for MGW T/O).

PLEASE NOTE" Failure to set either flaps or trim (or both) correctly will trigger the T/O CONFIG alarm when the thrust levers are advanced for T/O power.

Go to Main panel ....

- Check TRC is set to "TO" or "TO/FLX" .... note maximum power indications in conjunction with ambient temperature environment.

- Check engine N1 (EPR for DC-10-40's) bugs are set in accordance with displayed TRC indications.

PLEASE NOTE: The recommended maximum engine N1/EPR settings for T/O apply to a 15 °C ambient temperature environment at SL. Other temperature and airport altitude environments will impose different settings/limitations and variations in performance during T/O and C/O.

- Check V-REF SPEED CHART T/O flap setting .... verify V-REF settings per ASI speed bugs.

Go to AP/MC panel ....

- Check target AT AIRSPEED is selected.

- Check AT is "OFF".

Increase engine thrust and manually set T/O power .... to the maximum TRC calculated setting as pre-bugged within engine N1/EPR gauges.

"DO NOT" ever exceed the maximum pre-bugged engine N1/EPR settings during any manual T/O.

- Release Brakes.

- Commence T/O acceleration.

PLEASE NOTE: A rolling T/O procedure may also be performed .... if desired.

The pre-bugged maximum T/O power setting must be achieved by 80 KTS during any T/O roll .... or the T/O attempt abandoned.

Rotation should be commenced slowly and smoothly as the simulation accelerates through the pre-bugged VR safety speed .... upon the "ROTATE" T/O callout.

"DO NOT" over-rotate the simulation .... over-rotation "WILL" increase potential for either a tail-strike upon rotation or impair airspeed acceleration following T/O and with the added risk of a stall.

Retract landing gear as the VSI needle cycles through the 500 FPM positive ROC indication.

Following any MGW T/O and with "FLAP 22" selected the initial ROC should be restricted as follows ....

- DC-10-10 = 2.000 FPM
- DC-10-15 = 2.500 FPM
- DC-10-30 = 2,000 FPM
- DC-10-40 = 1,800 FPM
- DC-10-40D = 2,500 FPM
- DC-10-40F (HGW) = 2,000 FPM
- DC-10-40F (LGW) = 2,500 FPM
- DC-10-40I = 2,000 FPM

A slightly higher ROC may be established following any reduced weight T/O and prior flap/slat retraction.

Either AP1 or AP2 (but not both) can be engaged as soon as possible following T/O (for FS convenience only) .... and set to either AP "CWS" (1 click up) or AP "CMD" (2 clicks up) mode.

Engaging AP "CWS" mode enables partial AP authority (only) .... with vertical and lateral control being influenced per manual flight control input.

Engaging the AP "CMD" mode enables complete AP authority .... with vertical and lateral control being influenced per AP inputs.

Upon fully engaging the AP vertical navigation is controlled using either AP "IAS" or "VS" pitch modes.

Using AP "IAS" pitch mode the ROC toward target altitude is influenced by engine thrust/airspeed.

Using AP "VS" pitch mode the ROC toward target altitude is controlled using AP "VS" thumb wheel.

Upon fully engaging the AP lateral navigation is controlled using either AP "HDG" or "VOR/LOC" modes.

PLEASE NOTE: No AP navigation modes can be engaged unless the AP has first been fully engaged.

PLEASE NOTE ALSO: Fully engaging the AP following T/O and cleanup (recommended) and selecting both "HDG" and "ALT" modes enables the AP to commence capturing the intended HDG and altitude selections and at the earliest stage.

After T/O the recommended flap/slat retraction airspeeds are as follows ....

- FLAP 22° RETRACTED = 200 KIAS
- FLAP 15° RETRACTED = 215 KIAS
- FLAP 5° RETRACTED = 230 KIAS
- LE SLATS° FULLY RETRACTED 245 KIAS

PLEASE NOTE: Flaps/Slats should be fully retracted by 250 KTS .... or in accordance with the FLAP CLEAN airspeed displayed within the V-REF placard.

Once a clean configuration has been established .... set climb thrust (manually reduce engine power to N2 90-95% N2) and increase the ROC as follows ....

- DC-10-10 = 2.500 FPM
- DC-10-15 = 3.000 FPM
- DC-10-30 = 2,500 FPM
- DC-10-40 = 2,500 FPM
- DC-10-40D = 3.000 FPM
- DC-10-40F (HGW) = 2,500 FPM
- DC-10-40F (LGW) = 3,000 FPM
- DC-10-40I = 2,500 FPM

PLEASE NOTE: Power reduction/climb thrust and ROC following T/O will vary in accordance with simulated weight (see "DC-10 BASIC FLYING GUIDES 7.00" for recommended altitude/ROC adjustments for each DC-10 version.

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

Once the simulation is clean, stable, and established in the climb ....

Go to OH panel ....

- Select YD "ON".

- Select ANTI-SKID "ARMED".

- Select LANDING LIGHTS "OFF".

- Select RUNWAY TURNOFF LIGHTS "OFF".

- Check PITOT HEAT is "ON".

- Select AUTO-BRAKES "OFF".

- Select AUTO BRAKES ARM "OFF".

Go to Main panel ....

- Set the TRC to "CL" .... note maximum power indications in conjunction with ambient temperature environment.

- Check engine N1/EPR bugs are set in accordance with displayed TRC indications.

Go to CP panel ....

- Check WX RADAR is "ON".

Go to WX Radar panel ....

- Revise WX RADAR indications .... and adjust range.

Go to FE panel ....

- Set pressurization in accordance with target cruising altitude .... approximately 5,000 FT for 31,000 FT if not set to "AUTO".

Allow the simulation to accelerate toward 290-300 KTS (below 10.000 FT)

Either "VS" or "IAS" climb modes may be engaged during climb .... but not both modes together.

Passing 10,000 FT and 290 KTS AP "VS" climb mode (only) should be engaged and maintained prior to acquiring cruising altitude.

"CWS" mode should not be used above 10,000 FT.

"IAS" climb mode should not be used above 20,000 FT at less than 290 KTS.

Pre-selected target heading and altitude selections may be adjusted at any stage during climb and without disengaging the AP .... but if adjusted then "HDG" and "ALT" selections must be reset in order to enable the AP to acquire the reselected target heading and altitude.

Upon intercepting a pre-selected VOR course AP "VOR/LOC" mode should be engaged.

PLEASE NOTE: Either AP "HDG" or "VOR/LOC" modes may be engaged during AP controlled climb and in order to establish the simulation on a specific heading or VOR radial .... but not both modes together.

Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course (in decreasing increments) for up to a few minutes or so and prior to capturing, and stabilizing upon, the preselected VOR radial .... this is a perfectly normal FS phenomenon.

INS or GPS navigation modes may also be engaged during climb .... but not both modes together.

PLEASE NOTE: The FS default GPS map may be revised at any time during the climb

These DC-10 panels "are" AT equipped .... the AT system should be engaged no later than approximately 5 KTS prior to the pre-selected target airspeed being acquired and only once the simulation is stable and established in the climb.

Go to AP/MC panel ....

- Select AT "ON"

- Select AT "N1/EPR HOLD" mode .... engine thrust will be automatically adjusted to the maximum climb thrust power setting in accordance with the indicated TRC "CL" limit and ambient temperature environment.

- Check AT speed is selected.

- As airspeed continues to accelerate toward the selected AT speed engage AT "SPD HOLD" mode .... engine thrust will be automatically readjusted to acquire and maintain the target AT airspeed.

PLEASE NOTE: Either AT "N1/EPR HOLD" or AT "SPD HOLD" modes may be engaged during climb .... but not both modes together.

PLEASE NOTE ALSO: The AT functions independently of the AP system.

During AP controlled climb the ROC may continue to be manually adjusted using the AP "VS" thumb wheel.

During climb the WX Radar should be frequently revised.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored and the simulation's performance and progress along any airway monitored, and adjusted .... if necessary .... during T/O and the following initial climb stage.

6.02-A: TAKE OFF & INITIAL CLIMB - TOGA MODE

Align the simulation with the RWY centre-line ....

Go to OH panel ....

- Select STROBE LIGHTS "ON".

- Select LANDING LIGHTS "ON".

- Check Check YD is "OFF".

Go to CP panel ....

- Check ELEVATOR TRIM is set to "3.5" (for MGW T/O).

- Check SPOILERS are "RETRACTED".

- Check FLAPS/SLATS 22° are selected (for MGW T/O)

PLEASE NOTE" Failure to set either flaps or trim (or both) correctly will trigger the T/O CONFIG alarm when the thrust levers are advanced for T/O power.

Go to Main panel ....

- Check TRC is set to "TO" or "TO/FLX" .... note maximum power indications in conjunction with ambient temperature environment.

- Check engine N1 (EPR for DC-10-40's) bugs are set in accordance with displayed TRC indications.

PLEASE NOTE: The recommended maximum engine N1/EPR settings for T/O apply to a 15 °C ambient temperature environment at SL. Other temperature and airport altitude environments will impose different settings/limitations and variations in performance during T/O and C/O.

- Check V-REF SPEED CHART T/O flap setting .... verify V-REF settings per ASI speed bugs.

Go to AP/MC panel ....

- Check target AT AIRSPEED is selected.

- Check AT (AT1 or AT2) is "ON".

- Select AT N1 HOLD (EPR HOLD for DC-10-40 panels) tab "ON"

Go to CP panel ....

- Select "TOGA" button "ON"

The "TOGA" button will illuminate when engaged and the AT will automatically increase engine thrust to T/O power setting .... to the maximum calculated TRC indication as pre-bugged within engine N1/EPR gauges.

- Release Brakes.

- Commence T/O acceleration.

PLEASE NOTE: A rolling T/O procedure may also be performed .... if desired.

The pre-bugged maximum T/O power setting must be achieved by 80 KTS during any T/O roll .... or the T/O attempt abandoned.

Rotation should be commenced slowly and smoothly as the simulation accelerates through the pre-bugged VR safety speed .... upon the "ROTATE" T/O callout.

"DO NOT" over-rotate the simulation .... over-rotation "WILL" increase potential for either a tail-strike upon rotation or impair airspeed acceleration following T/O and with the added risk of a stall.

Retract landing gear as the VSI needle cycles through the 500 FPM positive ROC indication.

Following any MGW T/O and with "FLAP 22" selected the initial ROC should be restricted as follows ....

- DC-10-10 = 2.000 FPM
- DC-10-15 = 2.500 FPM
- DC-10-30 = 2,000 FPM
- DC-10-40 = 1,800 FPM
- DC-10-40D = 2,500 FPM
- DC-10-40F (HGW) = 2,000 FPM
- DC-10-40F (LGW) = 2,500 FPM
- DC-10-40I = 2,000 FPM

A slightly higher ROC may be established following any reduced weight T/O and prior flap/slat retraction.

Either AP1 or AP2 (but not both) can be engaged as soon as possible following T/O (for FS convenience only) .... and set to either AP "CWS" (1 click up) or AP "CMD" (2 clicks up) mode.

PLEASE NOTE: Engaging the AP will automatically cancel "TOGA" mode .... the AT will continue to maintain the applied N1/EPR HOLD T/O power setting until AT IAS SPEED HOLD mode is engaged.

Engaging AP "CWS" mode enables partial AP authority (only) .... with vertical and lateral control being influenced per manual flight control input.

Engaging the AP "CMD" mode enables complete AP authority .... with vertical and lateral control being influenced per AP inputs.

Upon fully engaging the AP vertical navigation is controlled using either AP "IAS" or "VS" pitch modes.

Using AP "IAS" pitch mode the ROC toward target altitude is influenced by engine thrust/airspeed.

Using AP "VS" pitch mode the ROC toward target altitude is controlled using AP "VS" thumb wheel.

Upon fully engaging the AP lateral navigation is controlled using either AP "HDG" or "VOR/LOC" modes.

PLEASE NOTE: No AP navigation modes can be engaged unless the AP has first been fully engaged.

PLEASE NOTE ALSO: Fully engaging the AP following T/O and cleanup (recommended) and selecting both "HDG" and "ALT" modes enables the AP to commence capturing the intended HDG and altitude selections and at the earliest stage.

After T/O the recommended flap/slat retraction airspeeds are as follows ....

- FLAP 22° RETRACTED = 200 KIAS
- FLAP 15° RETRACTED = 215 KIAS
- FLAP 5° RETRACTED = 230 KIAS
- LE SLATS° FULLY RETRACTED 245 KIAS

PLEASE NOTE: Flaps/Slats should be fully retracted by 250 KTS .... or in accordance with the FLAP CLEAN airspeed displayed within the V-REF placard.

Once a clean configuration has been established .... increase the ROC as follows ....

- DC-10-10 = 2.500 FPM
- DC-10-15 = 3.000 FPM
- DC-10-30 = 2,500 FPM
- DC-10-40 = 2,500 FPM
- DC-10-40D = 3.000 FPM
- DC-10-40F (HGW) = 2,500 FPM
- DC-10-40F (LGW) = 3,000 FPM
- DC-10-40I = 2,500 FPM

PLEASE NOTE: The ROC following T/O will vary in accordance with simulated weight (see "DC-10 BASIC FLYING GUIDES 7.00" for precise altitude/ROC adjustments for each DC-10 version.

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

Once the simulation is clean, stable, and established in the climb ....

Go to Main panel ....

- Set TRC to "CL" (climb).... note maximum power indications in conjunction with ambient temperature.

- Check engine N1/EPR bugs are set in accordance with displayed TRC indications.

Go to AP/MC panel ....

- Check AT speed is selected.

- Select AT "N1/EPR HOLD" mode .... engine thrust will be automatically adjusted to the maximum climb thrust power setting in accordance with the indicated TRC "CL" limit and ambient temperature environment.

- As airspeed continues to accelerate toward the selected AT speed engage AT "SPD HOLD" mode .... engine thrust will be automatically readjusted to acquire and maintain the target AT airspeed.

PLEASE NOTE: Either AT "N1/EPR HOLD" or "AT SPD HOLD" modes may also be engaged during climb .... but not both modes together.

PLEASE NOTE ALSO: The AT functions independently of the AP system.

Go to OH panel ....

- Select YD "ON".

- Select ANTI-SKID "ARMED".

- Select LANDING LIGHTS "OFF".

- Select RUNWAY TURNOFF LIGHTS "OFF".

- Check PITOT HEAT is "ON".

- Select AUTO-BRAKES "OFF".

- Select AUTO BRAKES ARM "OFF".

Go to CP panel ....

- Check WX RADAR is "ON".

Go to WX Radar panel ....

- Revise WX RADAR indications .... and adjust range.

Go to FE panel ....

- Set pressurization in accordance with target cruising altitude .... approximately 5,000 FT for 31,000 FT if not set to "AUTO".

Allow the simulation to continue accelerating toward 290-300 KTS (below 10.000 FT)

Either "VS" or "IAS" climb modes may be engaged during climb .... but not both modes together.

Passing 10,000 FT and 290 KTS AP "VS" climb mode (only) should be engaged and maintained prior to acquiring cruising altitude.

"CWS" mode should not be used above 10,000 FT.

"IAS" climb mode should not be used above 20,000 FT.at less than 290 KTS.

Pre-selected target heading and altitude selections may be adjusted at any stage during climb and without disengaging the AP .... but if adjusted then "HDG" and "ALT" selections must be reset in order to enable the AP to acquire the reselected target heading and altitude.

Upon intercepting a pre-selected VOR course AP "VOR/LOC" mode should be engaged.

PLEASE NOTE: Either AP "HDG" or "VOR/LOC" modes may be engaged during AP controlled climb and in order to establish the simulation on a specific heading or VOR radial .... but not both modes together.

Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course (in decreasing increments) for up to a few minutes or so and prior to capturing, and stabilizing upon, the preselected VOR radial .... this is a perfectly normal FS phenomenon.

INS or GPS navigation modes may also be engaged during climb .... but not both modes together.

PLEASE NOTE: The FS default GPS map may be revised at any time during the climb

During AP controlled climb the ROC may continue to be manually adjusted using the AP "VS" thumb wheel.

During climb the WX Radar should be frequently revised.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored and the simulation's performance and progress along any airway monitored, and adjusted .... if necessary .... during T/O and the following initial climb stage.

6.03: CLIMB TO CRUISING ALTITUDE - AP VS PITCH MODE.

After T/O and clean-up ensure the AP system has been fully engaged.

PLEASE NOTE: No AP modes can be engaged unless the AP has first been fully engaged.

Using AP "VS" pitch mode the ROC must be selected manually (using the AP VS thumb wheel) .... then adjusted, in stages, in order to maintain a near-constant airspeed/MACH velocity throughout the climb toward cruising altitude.

Increasing engine thrust using AP "VS" pitch mode will result in a corresponding increase in airspeed/MACH velocity .... reducing engine thrust during any AP "VS" pitch mode will result in a corresponding decrease in airspeed/MACH velocity .... with little or no immediate variation in the established pitch attitude/ROC.

Using AP "VS" pitch mode 290-300 KTS may be considered a practical/maximum target climb airspeed for best overall performance below 10,000 FT.

AP "VS" pitch mode may be used throughout the climb toward cruising altitude.

Either AT "N1/EPR HOLD" (set "CL" on the TRC) or AT "IAS SPD HOLD" modes may be engaged throughout the climb toward cruising altitude .... but not both modes together.

PLEASE NOTE: AT "N1/EPR HOLD" mode should be cancelled in favour of AT "IAS SPD HOLD" mode when nearing the target climb airspeed prior to acquiring cruising altitude.

The AT functions independently of the AP system.

Lateral navigation can controlled using either AP "HDG" or AP "VOR/LOC" modes throughout the climb toward cruising altitude.

Upon acquiring any preselected VOR radial the simulation may gently weave several degrees left, and right, over the intended course (in decreasing increments) for up to a few minutes or so and prior to capturing, and stabilizing upon, the preselected VOR radial .... this is a perfectly normal FS phenomenon.

INS or GPS navigation modes may also be engaged during climb .... but not both modes together.

PLEASE NOTE: The FS default GPS map may be revised at any time during the climb.

From 10,000 FT it will be necessary to adjust/reduce the ROC in stages and throughout the remaining climb to cruising altitude.

PLEASE NOTE: ROC/altitude adjustments will vary slightly in accordance with weight, engine thrust, and acquired airspeed/velocity but can be applied as follows ....

- 10,000 FT .... increase airspeed to 305 KTS (AT)
- 15,000 FT
- 20,000 FT
- 23,000 FT .... increase airspeed to 310 KTS (AT)
- 26,000 FT
- 29,000 FT
- 30,000 FT .... increase airspeed to 315 KTS (AT) / MACH 0.82

This procedure is intended to ensure a more-or-less constant engine power setting and airspeed/velocity throughout the climb to cruising altitude .... to avoid overspeeding the engines (see "DC-10 BASIC FLYING GUIDES 7.00" for recommended ROC/altitude/airspeed adjustments for each DC-10 version.

Climbing through 15,000 FT .... check the pressurization system has been correctly set (approximately "5,000 FT" for cruise at 31,000 FT unless set to "AUTO") and is working.

PLEASE NOTE: In the event of a pressurization failure and alarm being triggered .... level the simulation immediately .... identify the problem .... and if confirmed to be pressurization related then descend immediately to 10,000 FT .... with a view to also returning to the departure or nearest alternative airport.

Following any MGW T/O 31,000 FT may be considered a practical intermediate target cruising altitude.

PLEASE NOTE: Climb beyond 31,000 FT following any MGW departure "IS NOT" recommended. Following any T/O at much less than MGW .... or following substantial fuel burn off later during the cruise .... climb to higher cruising altitudes (up to 39,000 FT) is quite practical.

Climbing through 18,000 FT .... set altimeter barometric pressure indication (displayed within the altimeter gauge) to read "2992/1013". Failure perform this particular procedure will result in an incorrect altitude indication by the time the simulation nears the intended/selected target cruising altitude.

Reference to MACH velocity should be prioritized over IAS indications from approximately 20,000 FT.

MACH velocity will be observed to increase slowly throughout the climb .... this is perfectly normal.

IAS airspeed can be observed to deteriorate slowly throughout the climb beyond 20,000 FT .... this is perfectly normal.

From this point the AP will maintain the simulation at the selected pitch attitude/ROC .... with airspeed/MACH velocity being controlled per the AT system.

Go to WX Radar panel ....

- Adjust WX Radar RANGE.

During climb the WX Radar should be frequently revised.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored and the simulation's performance and progress along any airway monitored, and adjusted .... if necessary .... throughout the climb to cruising altitude.

6.03-A: CLIMB TO CRUISING ALTITUDE - AP IAS PITCH MODE.

After T/O and clean-up ensure the AP system has been fully engaged.

PLEASE NOTE: No AP modes can be engaged unless the AP has first been fully engaged.

Using AP "IAS" pitch mode the AP will endeavour maintain the acquired airspeed/MACH velocity per constant automatic pitch/ROC adjustments during climb. This may result in slightly greater or less than the recommended ROC performance.

Increasing engine thrust using AP "IAS" pitch mode will result in corresponding increases in both ROC and airspeed/velocity .... reducing engine thrust during any AP "IAS" pitch mode will result in corresponding decreases in ROC and airspeed/velocity.

Using AP "IAS" pitch mode 250-270 KTS may be considered a practical/maximum target climb airspeed for best overall performance below 20,000 FT.

Using AP "IAS" pitch mode 270-290 KTS may be considered a practical/maximum target climb airspeed for best overall performance above 20,000 FT

PLEASE NOTE: engaging "IAS" pitch mode in excess of 270 KTS below 20,000 FT .... or in excess of 290 KTS above 20,000 FT can result in an excessive pitch attitude/ROC.

Using "IAS" pitch mode AT "N1/EPR" and "SPD" modes cannot be engaged.

Lateral navigation can controlled using either AP "HDG" or AP "VOR/LOC" modes throughout the climb toward cruising altitude.

Upon acquiring any preselected VOR radial the simulation may gently weave several degrees left, and right, over the intended course (in decreasing increments) for up to a few minutes or so and prior to capturing, and stabilizing upon, the preselected VOR radial .... this is a perfectly normal FS phenomenon.

INS or GPS navigation modes may also be engaged during climb .... but not both modes together.

PLEASE NOTE: The FS default GPS map may be revised at any time during the climb.

PLEASE NOTE: ROC/altitude adjustments will vary slightly in accordance with weight, engine thrust, and acquired airspeed/velocity but should be observed to be "approximately" (+ or -) as follows ....

- 10,000 FT .... 2,500 FPM
- 15,000 FT .... 2,000 FPM
- 20,000 FT .... 1,500 FPM
- 23,000 FT .... 1,000 FPM
- 26,000 FT .... 800 FPM
- 29,000 FT .... 500 FPM
- 30,000 FT .... 200 FPM

Climbing through 15,000 FT .... check the pressurization system has been correctly set (approximately "5,000 FT" for cruise at 31,000 FT unless set to "AUTO") and is working.

PLEASE NOTE: In the event of a pressurization failure and alarm being triggered .... level the simulation immediately .... identify the problem .... and if confirmed to be pressurization related then descend immediately to 10,000 FT .... with a view to also returning to the departure or nearest alternative airport.

Following any MGW T/O 31,000 FT may be considered a practical intermediate target cruising altitude.

PLEASE NOTE: Climb beyond 31,000 FT following any MGW departure "IS NOT" recommended. Following any T/O at much less than MGW .... or following substantial fuel burn off later during the cruise .... climb to higher cruising altitudes (up to 39,000 FT) is quite practical.

Climbing through 18,000 FT .... set altimeter barometric pressure indication (displayed within the altimeter gauge) to read "2992/1013". Failure perform this particular procedure will result in an incorrect altitude indication by the time the simulation nears the intended/selected target cruising altitude.

Reference to MACH velocity should be prioritized over IAS indications from approximately 20,000 FT.

From 20,000FT "IAS" pitch mode should be cancelled and "MACH" pitch mode engaged.

MACH velocity will be observed to increase slowly throughout the climb .... this is perfectly normal.

IAS airspeed will be observed to deteriorate slowly throughout the climb beyond 20,000 FT .... this is perfectly normal.

From this point the AP will maintain the simulation at the best pitch attitude/ROC in accordance with airspeed/MACH velocity.

Go to WX Radar panel ....

- Adjust WX Radar RANGE.

During climb the WX Radar should be frequently revised

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored and the simulation's performance and progress along any airway monitored, and adjusted .... if necessary .... throughout the climb to cruising altitude.

6.04: ACQUIRING CRUISING ALTITUDE AND LEVEL ACCELERATION DURING CRUISE.

With AP "ALT" mode engaged the simulation will commence an auto-altitude capture within 150 FT of any preselected target altitude.

An altitude alert tone will be triggered automatically 700 FT prior to capturing any selected target cruising altitude.

During AP "IAS" climb mode the ROC should should be reduced to approximately as follows ....

- 1,000 FPM within the last 1,000 FT of climb towards any target cruising altitude.

- 500 FPM within 500 FT of climb towards any target cruising altitude.

- 200 FPM within 200 FT of climb towards any target cruising altitude.

- 100 FPM within 100 FT of climb towards any target cruising altitude,

This practice ensures a smooth altitude capture during the AP auto-altitude capture process.

PLEASE NOTE: A ROC in excess of 200 FPM during the last 100 FT of climb towards any target cruising altitude is "not recommended" and may result in mild but progressively decreasing porpoising oscillations following any aut0-altitude capture.

Upon auto-acquiring any preselected target altitude the AP will gently pitch the nose "up" and then "down" momentarily prior to capturing, and maintaining, the preselected altitude .... this is a perfectly normal FS phenomenon.

Upon acquiring cruising altitude the simulation should be allowed to slowly accelerate toward 315-320 KTS (AT) or MACH 0.82-MACH 0.83 "prior to" thrust reduction in order to maintain a stable cruise airspeed/velocity.

Either AT "N1/EPR HOLD" (set "MCR" on the TRC) or AT "IAS SPD HOLD" modes may be engaged during the climb toward cruising altitude .... but not both modes together.

PLEASE NOTE: AT "N1/EPR HOLD" mode should be cancelled in favour of AT "IAS SPD HOLD" mode when nearing the target climb airspeed prior to acquiring cruising altitude.

The AT functions independently of the AP system.

PLEASE NOTE: DC-10's are capable of sustaining much higher cruise airspeed performance .... but .... 315-320 KTS/MACH 0.82-MACH 0.83 should be considered the best "economic" performance "at 31,000 FT".

PLEASE NOTE ALSO: IAS airspeed/MACH velocity indications (in FS) are always be determined by a combination of engine power setting, altitude, air temperature at altitude, and simulated aircraft weight.

Once established in the high-speed/high altitude cruise the simulation should demonstrate an approximately +2° to +1 AI pitch attitude within the 300-320 KTS/MACH 0.80-MACH 0.83 range .... subject to altitude and simulated weight.

During the high altitude/high speed cruise regime airspeed may be observed to progressively increase "slowly" over both time and distance (unless the AT is engaged .... and in which case engine EPR/N1/EGT/N2/and F/F indications may be seen to reduce fractionally instead) as the simulation becomes progressively lighter subsequent to fuel (weight) burn-off .... these observations are perfectly normal.

During the high altitude/high speed cruise regime the AI pitch attitude may also be observed to decrease marginally over both time and distance as the simulation becomes progressively lighter subsequent to fuel (weight) burn-off .... this observation is perfectly normal.

Either AP "HDG" or "VOR/LOC" modes may be engaged during cruise .... but not both modes together.

Upon acquiring any preselected VOR radial the simulation may gently weave several degrees left, and right, over the intended course (in decreasing increments) for up to a few minutes or so and prior to capturing, and stabilizing upon, the preselected VOR radial .... this is a perfectly normal FS phenomenon.

INS or GPS navigation modes may also be engaged during cruise .... but not both modes together.

PLEASE NOTE: The FS default GPS map may be revised at any time during cruise.

Check the pressurization system has been correctly set (approximately "5,000 FT" for cruise at 31,000 FT unless set to "AUTO") and is working.

PLEASE NOTE: In the event of a pressurization failure and alarm being triggered .... level the simulation immediately .... identify the problem .... and if confirmed to be pressurization related then descend immediately to 10,000 FT .... with a view to also returning to the departure or nearest alternative airport.

From this point the simulation can be flown "automatically" all the way toward its TOD point and with complete reliance upon both the AP, AT, and navigation systems.

Go to WX Radar panel ....

- Adjust WX Radar RANGE.

During cruise the WX Radar should be frequently revised.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored and the simulation's performance and progress along any airway monitored, and adjusted .... if necessary .... throughout the cruise.

6.05: DESCENT.

In aviation 2 sayings are common among aircrew and in reference to most aircraft types ....

- "some aircraft go down fast but won't slow down fast" ....

- "slow down before going down" ....

The DC-10 is capable of high sustained airspeeds/velocities within the high altitude cruise regime .... so .... both of the above "MUST" always be born-in-mind prior to commencing any descent from cruising altitude.

The descent .... in particular .... must be planned, and controlled, or one can/"WILL" (potentially) get into trouble very quickly

The descent "procedure" .... from 31,000 FT .... should be commenced from "no less than" approximately 110 DME "prior to" any destination airport or its nearest navigation aid.

PLEASE NOTE: From 31,000 FT .... and following sufficient deceleration "first" .... the actual descent (TOD) should not be commenced until approximately 100 DME "prior to" any destination airport or its nearest navigation aid.

From 110 DME "prior to" any destination airport or its nearest navigation aid .... engine power must be reduced slightly .... and level cruise maintained .... in order to aid bleeding the acquired airspeed to less than 300 KTS (290 KTS AT) "prior to" commencing any descent (see "BASIC FLYING GUIDES 7.00: DESCENT").

This power reduction procedure should ensure a descent airspeed of between 290-295 KTS is maintained throughout the descent and until 10,000 FT.

ONLY AT "IAS SPD" mode (set "MCR" on the TRC) may be engaged throughout the descent .... "DO NOT" use AT "N1/EPR SPD" mode during descent

The AT functions independently of the AP system.

A new target altitude value must "first" be entered into the AP Altitude Selector .... then the AP "ALT" selector reset .... and a ROD not exceeding of 2,000 FPM manually set using the AP "VS" thumb Wheel.

PLEASE NOTE: It is not necessary to disengage the AP in order to commence the descent.

The simulation should demonstrate an approximate +0° -1° AI pitch attitude during the descent.

Either AP "HDG" or "VOR/LOC" modes may be engaged during cruise .... but not both modes together.

Upon acquiring any preselected VOR radial the simulation may gently weave several degrees left, and right, over the intended course (in decreasing increments) for up to a few minutes or so and prior to capturing, and stabilizing upon, the preselected VOR radial .... this is a perfectly normal FS phenomenon.

INS or GPS navigation modes may also be engaged during descent .... but not both modes together.

PLEASE NOTE: The FS default GPS map may be revised at any time during descent.

Go to WX Radar panel ....

- Adjust WX Radar RANGE.

- During descent the WX Radar should be frequently revised.

Airspeed, ROD, and distance to run toward any destination airport must be monitored constantly throughout the descent .... and the ROD adjusted .... if necessary .... to ensure airspeed does not exceed 290-295 KTS. This ensures a more-or-less constant airspeed throughout the descent without risking overspeeding the simulation whilst also ensuring arrival at 10,000 FT by approximately 30 DME prior to any destination airport or its nearest navigation aid.

It is recommended AP "VS" mode be engaged throughout the descent (rather than AP "IAS" mode) .... in order to manage the descent most effectively.

IAS airspeed should be prioritized over MACH velocity indications below 20,000 FT ....

MACH velocity will be observed to deteriorate slowly throughout any descent .... this is perfectly normal.

IAS airspeed will be observed to increase slowly throughout the descent .... this is perfectly normal.

Descending through 18,000 FT the altimeter barometric pressure indication .... displayed within the altimeter gauge .... must be adjusted to read "2991/1012" (or as required for destination airport). Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears its destination airport pattern and approach-to-landing altitude .

Reset cabin pressurization in accordance with the destination airport altitude.

Descending through 10,000 FT a 250 KT (AT) airspeed should be selected .... and a 2,000 FPM ROD maintained prior to entering the destination airport airport approach-to-landing pattern.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored and the simulation's performance and progress along any airway monitored, and adjusted .... if necessary .... throughout the descent.

6.06: APPROACH TO LANDING - AP AUTO-APPROACH/ILS MODE.

The approach-to-landing should not be commenced with in excess of 15%-20% total fuel remaining .... "at the very most". Flying any approach to landing overweight "WILL" result in difficulties. Fuel loadings should be planned/calculated for each flight "prior to" departure and in order to ensure the simulation is not overweight upon arrival at its destination airport .... but .... with sufficient fuel quantity remaining to also accommodate holding and/or diversion to an alternate airport.

AT "SPD" mode (set "GA" on the TRC) can be engaged for this approach .... and used down to 500 FT (only) "prior to" landing.

"DO NOT" engage AT "N1/EPR HOLD" during any approach to landing.

The AT functions independently of the AP system.

5,000 FT (AGL) and 250 KTS may be considered a practical altitude and target airspeed at which to enter the pattern "prior to" commencing the approach-to-landing procedures from approximately 20 DME for any destination (SL) airport.

PLEASE NOTE: Procedures and MSA's are specific to and vary from airport to airport.

Prior to commencing any approach to landing the ASI speed bugs must be set in accordance with the intended landing flap settings.

Go to AP/MC panel ....

- Check target ALTITUDE is selected.

- Check HEADING is selected .... verify selection in HSI.

- Check target AT SPEED is selected .... verify selection in ASI.

- Check RWY HEADING/COURSE is selected .... verify selection in HSI.

- Check ILS RADIO FREQUENCY is selected in the NAV1 or NAV2 radio.

- Check FD is "ON" .... verify display in HSI.

Go to CP panel ....

- Check COM1/2 RADIO FREQUENCIES are selected.

- Check ADF1/2 RADIO FREQUENCIES are selected.

- Select RADIO AUDIO options.

- Check TRANSPONDER RADIO FREQUENCY is selected.

Go to WX RADAR panel ....

- Revise WX RADAR indications.

- Adjust WX Radar RANGE.

Go to Main panel ....

- Set V-REF SPEED CHART in accordance with landing flap settings (either FLAP 35 or FLAP 50) .... verify V-REF settings per ASI speed bugs.

- Check ALTIMETER BAROMETRIC PRESSURE setting (set to destination airport).

- Check DECISION HEIGHT ALTITUDE has been entered into the RA.

Go to FE panel ....

- Check/Reset PRESSURIZATION .... set to destination airport altitude.

Entering the downwind leg of any approach to landing pattern .... the simulation's airspeed should be slowly reduced toward 230 KTS (AT).

LE/SLATS should be selected at 255 KTS (AT)

In level flight and flying the downwind sector at approximately 230 KTS with LE SLATS (only) selected .... the simulation's AI pitch attitude will be observed to increase to approximately +3°.

A long final approach leg (approximately 18-20 DME) to landing is preferable to a much shorter approach to landing. This promotes additional time for the simulation to become properly aligned with, and stabilized on, the intended ILS/GS for any destination airport RWY.

Entering the base leg at the commencement of any approach to landing .... maintain 230 KTS (AT) with LE SLATS (only) selected.

These DC-10 simulations are capable of flying either AP controlled ILS/GS coupled auto-approaches to landing .... and fully automatic autoland procedures .... with absolute precision.

These DC-10 simulations are also capable of flying either AP controlled ILS/GS coupled auto-approaches to landing .... and fully automatic autoland procedures .... from a 90° axis of intercept although a 25°-30° intercept should be regarded as preferable.

Once established at an approximately 25°-30° angle of intercept for any ILS/GS AP "ILS" mode should be engaged .... "prior to" the actual intercept. This will enable an AP controlled auto-intercept for the ILS/GS and the intended RWY .... and an AP controlled auto-turn to the final approach RWY heading during the intercept for any such coupled approach to landing.

PLEASE NOTE: Failure to correctly implement the above procedures "WILL" ensure an uncontrolled/unstable or otherwise failed ILS/GS coupling on approach-to-landing.

Upon commencement of any AP controlled auto-turn to final approach heading (approximately 18-20 DME from the destination airport RWY) .... and "prior to" acquiring the ILS/GS indications .... airspeed should be reduced toward 200 KTS (AT) .... and FLAPS 5 selected.

Once the ILS/GS radial has been successfully captured .... adjust the "HDG" cursor on the HSI gauge to reflect the approach to landing RWY centre-line heading. This is simply to enable the AP to fly the RWY centre-line heading in the event of a missed/cancelled or otherwise failed ILS/GS coupled approach to landing .... and upon AP "HDG" mode being re-engaged.

Just prior to intercepting the ILS/GS radial .... airspeed should be further reduced toward 180 KTS (AT) .... and FLAP 15 selected

PLEASE NOTE: During any approach to landing engine thrust will be cycled in accordance with drag imposed by both the flaps and landing gear as the AT endeavours to maintain the selected airspeed. Prior to selecting gear down .... and as a result of power fluctuations imposed by AT constantly cycling engine thrust .... the "Landing Gear Warning" may be triggered. This is perfectly normal .... until the landing gear is actually extended for landing. "DO NOT" be lured into extending the landing gear at too early a stage or at too high an airspeed during the approach to landing.

- Select FLAP 22 at 180 KTS.

- Select gear down at 175 KTS .... and further reduce airspeed towards 140-150 KTS (AT) .... "IN ACCORDANCE WITH PLACARDED "V-A, V-APP" AND "V-REF" AIRSPEED/FLAP SETTING DATA .... this "will" vary in accordance with DC-10 aircraft type and weight.

- Select FLAP 35 at approximately 165 KTS.

- Select FLAP 50 at approximately 155 KTS.

During deceleration process and in conjunction with both flap and landing gear deployments .... and a sensible landing weight also .... the AI pitch attitude should vary between approximately +1° to +3° throughout the final approach to landing.

Flying the approach-to-landing is a delicate balance of engine thrust, and airspeed, in relation to the simulated aircraft weight in order to maintain the correct/desirable AI pitch attitude throughout any approach to landing .... in conjunction with both flap and landing gear deployments .... and without risking either insufficient or excessive airspeed, ROD, or an unacceptable AI pitch attitude.

Excessive airspeed during any approach-to-landing will force the simulation's nose pitch attitude to decrease .... to the extent of possibly risking a shallow dive toward the RWY threshold .... if not corrected .... with the added risk of a nose gear collapse, and crash, upon ground contact.

Insufficient airspeed during any approach-to-landing will force the simulation's nose pitch attitude to increase .... to the extent of possibly encouraging RWY visibility problems, unacceptable airspeed deterioration (risking an irrecoverable stall) .... if not corrected .... with the added risk of a tail strike, and crash, upon ground contact.

These DC-10 panels are equipped with a GPWS system which provides automatic altitude callouts when passing through the following critical altitudes ....

- "TWENTY-FIVE-HUNDRED"
- "500"
- "100"
- "50"
- "40"
- "30"
- "20"
- "10"

A "MINIMUMS" GPWS callout will also be auto-triggered in conjunction with any selected RA "Decision Height" altitude.

Go to Main panel ....

- Select LANDING GEAR is "DOWN" .... prior to landing.

Go to FE panel ....

- Confirm "GEAR DOWN/4 GREEN" (GEAR DOWN/3 GREEN for DC-10-10/-15/-40D/and --40F LGW)

Go to OH panel ....

- Select YD is "OFF" .... prior to landing.

- Select LANDING LIGHTS are "ON" .... prior to landing.

- Check ANTI-SKID is "ARMED" .... prior to landing.

- Check AUTO-BRAKES are "ARMED" and set to "MEDIUM" .... prior to landing

Go to CP panel ....

- Check the FLAP 50/FULL FLAPS are "SELECTED" .... prior to landing.

- Check the WING SPOILERS are "ARMED" .... prior to landing.

Go to AP/MC panel ...

- Check "AP2" (and AP1) are both engaged .... prior to landing.

PLEASE NOTE: use "AP1" if the NAV1 radio is tuned to the ILS radio frequency or "AP2" if the NAV2 radio is tuned into the ILS frequency.

- Check AP "ILS" Mode is engaged .... prior to landing.

The approach to landing airspeed should never be allowed to exceed or deteriorate below the placarded V-REF airspeed during any landing.

The AT should be disengaged at 500 FT .... prior to landing.

The AP must be disengaged at "100 FT" (in response to the "100" GPWS altitude call-out) .... prior to landing.

A smooth manual flare .... to an approximately +3° to +4 AI pitch attitude should be slowly commenced from 50 FT .... prior to landing.

Engine power should be retarded to "IDLE" detent from 10 FT prior to landing .... and the ROD decent reduced to less than 50 FPM in order to ensure the smoothest possible touchdown so as to avoid bouncing the simulation upon ground contact.

The wing spoilers will auto-deploy upon main gear contact with the RWY .... if previously (correctly) armed prior to landing.

Apply REVERSE THRUST immediately upon touchdown.

The simulation should be slowly derotated in order to land the nose gear after landing .... a little manual back pressure should be applied per controller device input in order to assist landing the nose gear as gently as possible.

Upon decelerating through 80 KTS reverse thrust should be "CANCELLED" .... after which manual/hydraulic braking action may be applied.

- Retract FLAPS/SLATS manually.

- Vacate the RWY via the nearest exit.

- Set ELEVATOR TRIM to its neutral detent.

- Select LANDING LIGHTS "OFF" .... upon vacating the RWY.

- Select RUNWAY TURN OFF LIGHTS "ON" .... upon vacating the RWY.

- Select STROBE LIGHTS "OFF".

Taxi to gate.

PLEASE NOTE: Engine power may be applied asymmetrically (using keyboard commands E+1/2/3) in order to control taxiing speed and/or assist ground manoeuvring.

PLEASE NOTE: Using asymmetric power all engines will need to be resynchronized (using keyboard commands E+1/2/3).

Go to FE panel ...

- Start the APU (whilst taxiing to gate) .... and connect APU ELECTRICAL BUS.

- Select ENGINE GENERATORS 1/2/3 switches "OFF".

- Select ENGINE PNEUMATIC SUPPLY 1/2/3 switches "OFF".

- Check PRESSURIZATION .... set to destination airport altitude (if necessary use AUTO/MANUAL PRESSURIZATION lever to depressurize).

Upon arrival at gate/ramp parking .... select BRAKES "ON"

Go to OH panel ...

- Select RWY TURNOFF LIGHTS "OFF".

Go to CP panel ...

- Shutdown ENGINES 1/2/3 .... close fuel levers.

6.06-A: APPROACH TO LANDING - AP AUTO-APPROACH MODE/Autoland MODE.

The approach-to-landing should not be commenced with in excess of 15%-20% total fuel remaining .... "at the very most". Flying any approach to landing overweight "WILL" result in difficulties. Fuel loadings should be planned/calculated for each flight "prior to" departure and in order to ensure the simulation is not overweight upon arrival at its destination airport .... but .... with sufficient fuel quantity remaining to also accommodate holding and/or diversion to an alternate airport.

AT "SPD" mode (set "GA" on the TRC) can be engaged for this approach .... and used throughout the entire approach to landing.

"DO NOT" engage AT "N1/EPR LIMTS" during any approach to landing.

The AT functions independently of the AP system.

5,000 FT (AGL) and 250 KTS may be considered a practical altitude and target airspeed at which to enter the pattern "prior to" commencing the approach-to-landing procedures from approximately 20 DME for any destination (SL) airport.

PLEASE NOTE: Procedures and MSA's are specific to and vary from airport to airport.

Prior to commencing any approach to landing the ASI speed bugs must be set in accordance with the intended landing flap settings.

Go to AP/MC panel ....

- Check target ALTITUDE is selected.

- Check HEADING is selected .... verify selection in HSI.

- Check target AT SPEED is selected .... verify selection in ASI.

- Check RWY HEADING/COURSE is selected .... verify selection in HSI.

- Check ILS RADIO FREQUENCY is selected in the NAV1 or NAV2 radio

- Check FD is "ON" .... verify display in HSI.

Go to CP panel ....

- Check COM1/2 RADIO FREQUENCIES are selected.

- Check ADF1/2 RADIO FREQUENCIES are selected.

- Select RADIO AUDIO options.

- Check TRANSPONDER RADIO FREQUENCY is selected.

Go to WX RADAR panel ....

- Revise WX RADAR indications.

- Adjust WX Radar RANGE.

Go to Main panel ....

- Set V-REF SPEED CHART in accordance with landing flap settings (either FLAP 35 or FLAP 50) .... verify V-REF settings per ASI speed bugs.

- Check ALTIMETER BAROMETRIC PRESSURE setting (set to destination airport).

- Check DECISION HEIGHT ALTITUDE has been entered into the RA.

Go to FE panel ....

- Check/reset PRESSURIZATION (set to destination airport altitude)

Entering the downwind leg of any approach to landing pattern .... the simulation's airspeed should be slowly reduced toward 230 KTS (AT).

LE/SLATS should be selected at 255 KTS (AT)

In level flight and flying the downwind sector at approximately 230 KTS with LE SLATS (only) selected .... the simulation's AI pitch attitude will be observed to increase to approximately +3°.

A long final approach leg (approximately 18-20 DME) to landing is preferable to a much shorter approach to landing. This promotes additional time for the simulation to become properly aligned with, and stabilized on, the intended ILS/GS for any destination airport RWY.

Entering the base leg at the commencement of any approach to landing .... maintain 230 KTS (AT) with LE SLATS (only) selected

These DC-10 simulations are capable of flying either AP controlled ILS/GS coupled auto-approaches to landing .... and fully automatic autoland procedures .... with absolute precision.

These DC-10 simulations are also capable of flying either AP controlled ILS/GS coupled auto-approaches to landing .... and fully automatic autoland procedures .... from a 90° axis of intercept although a 25°-30° intercept should be regarded as preferable.

Once established at an approximately 25°-30° angle of intercept for any ILS/GS AP "ILS" mode should be engaged .... "prior to" the actual intercept. This will enable an AP controlled auto-intercept for the ILS/GS and the intended RWY .... and an AP controlled auto-turn to the final approach RWY heading during the intercept for any such coupled approach to landing.

PLEASE NOTE: Failure to correctly implement the above procedures "WILL" ensure an uncontrolled/unstable or otherwise failed ILS/GS coupling on approach-to-landing.

Upon commencement of any AP controlled auto-turn to final approach heading (approximately 18-20 DME from the destination airport RWY) .... and "prior to" acquiring the ILS/GS indications .... airspeed should be reduced toward 200 KTS (AT) .... and FLAPS 5 selected.

Once the ILS/GS radial has been successfully captured .... adjust the "HDG" cursor on the HSI gauge to reflect the approach to landing RWY centre-line heading. This is simply to enable the AP to fly the RWY centre-line heading in the event of a missed/cancelled or otherwise failed ILS/GS coupled approach to landing .... and upon AP "HDG" mode being re-engaged.

Just prior to intercepting the ILS/GS radial .... airspeed should be further reduced toward 180 KTS (AT) .... and FLAP 15 selected.

PLEASE NOTE: During any approach to landing engine thrust will be cycled in accordance with drag imposed by both the flaps and landing gear as the AT endeavours to maintain the selected airspeed. Prior to selecting gear down .... and as a result of power fluctuations imposed by AT constantly cycling engine thrust .... the "Landing Gear Warning" may be triggered. This is perfectly normal .... until the landing gear is actually extended for landing. "DO NOT" be lured into extending the landing gear at too early a stage or at too high an airspeed during the approach to landing.

- Select FLAP 22 at 180 KTS.

- Select gear down at 175 KTS .... and further reduce airspeed towards 140-150 KTS (AT) .... "IN ACCORDANCE WITH PLACARDED "V-A, V-APP" AND "V-REF" AIRSPEED/FLAP SETTING DATA .... this "will" vary in accordance with DC-10 aircraft type and weight.

- Select FLAP 35 at approximately 165 KTS.

- Select FLAP 50 at approximately 155 KTS.

During deceleration process and in conjunction with both flap and landing gear deployments .... and a sensible landing weight also .... the AI pitch attitude should vary between approximately +1° to +3° throughout the final approach to landing.

Flying the approach-to-landing is a delicate balance of engine thrust, and airspeed, in relation to the simulated aircraft weight in order to maintain the correct/desirable AI pitch attitude throughout any approach to landing .... in conjunction with both flap and landing gear deployments .... and without risking either insufficient or excessive airspeed, ROD, or an unacceptable AI pitch attitude.

Excessive airspeed during any approach-to-landing will force the simulation's nose pitch attitude to decrease .... to the extent of possibly risking a shallow dive toward the RWY threshold .... if not corrected .... with the added risk of a nose gear collapse, and crash, upon ground contact.

Insufficient airspeed during any approach-to-landing will force the simulation's nose pitch attitude to increase .... to the extent of possibly encouraging RWY visibility problems, unacceptable airspeed deterioration (risking an irrecoverable stall) .... if not corrected .... with the added risk of a tail strike, and crash, upon ground contact.

These DC-10 panels are equipped with a GPWS system which provides automatic altitude callouts when passing through the following critical altitudes ....

- "TWENTY-FIVE-HUNDRED"
- "500"
- "100"
- "50"
- "40"
- "30"
- "20"
- "10"

A "MINIMUMS" GPWS callout will also be auto-triggered in conjunction with any selected RA "Decision Height" altitude.

Go to Main panel ....

- Check the LANDING GEAR is "DOWN" .... prior to landing.

Go to FE panel ....

- Confirm "GEAR DOWN/4 GREEN" (GEAR DOWN/3 GREEN for DC-10-10/-15/-40D/and --40F LGW)

Go to OH panel ....

- Check the YD is "OFF" .... prior to landing.

- Check the LANDING LIGHTS are "ON" .... prior to landing.

- Check ANTI-SKID is "ARMED" .... prior to landing.

- Check AUTO-BRAKES are "ARMED" and set to "MEDIUM" .... prior to landing.

Go to CP panel ....

- Check the FLAP 50/FULL FLAPS are "SELECTED" .... prior to landing.

- Check the WING SPOILERS are "ARMED" .... prior to landing.

Go to AP/MC panel ....

- Check AP "LAND" Mode is engaged .... prior to landing.

- Check "AP2" (and AP1) are both engaged .... prior to landing.

PLEASE NOTE: AP "LAND" mode requires both "AP1" and "AP2" both remain engaged throughout the approach to landing, landing, and rollout after landing.

The approach to landing airspeed should never be allowed to exceed or deteriorate below the placarded V-REF airspeed during any landing.

"DO NOT" disengage the AT .... prior to landing.

"DO NOT" disengage the AP .... prior to landing.

The AP will commence a smooth auto-flare .... to an approximately +3° to +4 AI pitch attitude from 50 FT .... prior to landing.

The AT will auto-retarded engine thrust "IDLE" detent prior to landing.

Th AP will auto-reduce the ROD to less than 50 FPM prior to landing ..... in order to ensure the smoothest possible touchdown so as to avoid bouncing the simulation upon ground contact.

The wing spoilers will auto-deploy upon main gear contact with the RWY .... if previously (correctly) armed prior to landing.

The AT will auto-disengage .... immediately upon ground contact/touchdown.

Apply REVERSE THRUST .... immediately after touchdown.

The AP will auto-derotate the simulation after touchdown .... to gently land the nose gear after landing.

Upon decelerating through 80 KTS reverse thrust should be "CANCELLED" .... after which manual/hydraulic braking action may be applied.

The AP will auto-disengage decelerating through 80 KTS .... during rollout after landing.

- Retract FLAPS/SLATS manually.

- Vacate the RWY via the nearest exit.

- Set ELEVATOR TRIM to its neutral detent.

- Select LANDING LIGHTS "OFF" .... upon vacating the RWY.

- Select RUNWAY TURN OFF LIGHTS "ON" .... upon vacating the RWY.

- Select STROBE LIGHTS "OFF".

Taxi to gate.

PLEASE NOTE: Engine power may be applied asymmetrically (using keyboard commands E+1/2/3) in order to control taxiing speed and/or assist ground manoeuvring.

PLEASE NOTE: Using asymmetric power all engines will need to be resynchronized (using keyboard commands E+1/2/3).

Go to FE panel ...

- Start the APU (whilst taxiing to gate) .... and connect APU ELECTRICAL BUS.

- Select ENGINE GENERATORS 1/2/3 switches "OFF".

Select ENGINE PNEUMATIC SUPPLY 1/2/3 switches "OFF".

- Check PRESSURIZATION .... is set to destination airport altitude (if necessary use AUTO/MANUAL PRESSURIZATION lever to depressurize).

Upon arrival at gate/ramp parking .... select BRAKES "ON"

Go to OH panel ...

- Select RWY TURNOFF LIGHTS "OFF".

Go to CP panel ...

- Shutdown ENGINES 1/2/3 .... close fuel levers.

6.07: GO-AROUND PROCEDURE

In the event of a missed approach and Go-Around things "will" happen quickly and require eually prompt actions accordingly.

The TRC should already have been set to "GA" for the approach to landing.

Go to MAIN panel ....

- Check TRC is set to "GA".

Go to AP/MC panel ....

- Check "AT1" or "AT2" are engaged.

Go to CP panel ....

- Select "TOGA" mode.

The "TOGA " tab will illuminate.

Go to AP/MC panel ....

- Select "AT N1/EPR HOLD" mode.

The AT will accelerate engine thrust to the maximum N1/EPR limits in accordance with the TRC dictated "GA" setting and ambient temperature environment.

If intending to return to the airport circuit/approach pattern altitude .... retract FLAPS and landing gear ("DO NOT" retract LE SLATS) .... once successfully established in the climb engage "AT IAS SPD" mode (this will cancel "AT N1/EPR HOLD" mode).

Go to AP/MC panel

- Select a climb airspeed of 230 KTS (AT).

- Select a target altitude.

- Select AP "ALT" mode.

- Select AP "VS" mode .... and set a ROC not exceeding 1,000 FPM.

- Select a target heading .... the displayed heading should remain set at the previously selected to RWY heading at the commencement of the final approach to landing.

- Select AP "HDG" mode .... maintain RWY heading to approach altitude

Go to MAIN panel ....

- Check TRC is set to "CL" mode.

With LE SLATS extended .... climb to airport circuit/approach pattern altitude for another landing attempt .... and better luck this time

If intending to climb back to cruising altitude for the purpose of diverting to an alternate airport .... retract FLAPS, LE SLATS, and landing gear .... once successfully established in the climb engage "AT IAS SPD" mode (this will cancel "AT N1/EPR HOLD" mode).

Go to AP/MC panel

- Select an airspeed of 290 KTS (AT).

- Select a target altitude

- Select AP "ALT" mode.

- Select AP "VS" mode .... and set a ROC not exceeding 2,500-3,000 FPM.

- Select a target heading .... the displayed heading should remain set at the previously selected to RWY heading at the commencement of the final approach to landing.

- Select AP "HDG" mode .... maintain RWY heading to approach altitude.

- Climb to cruising altitude (as required) and navigate to diversion airport .... and once again better luck this time

Mark C
AKL/NZ

Last Edit: Jul 27, 2019 8:47:23 GMT by aerofoto - HJG Admin

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,066

DC10 Panel Installation & Handling Notes Aug 17, 2018 10:31:32 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:31:32 GMT

DC-10 INSTALLATION & HANDLING NOTES # 7

UPDATED: December 6th 2018

7.00: DC-10 - BASIC FLYING GUIDES

PLEASE NOTE .... the following information is not based on real world DC-10 performance data. This data is based on FS observations in FS2004 (only), operating from the default MSFS KSEA airport, at MGTOW for each aircraft type, and using HJG supplied DC-10 panels and FDE. Operating from other MSFS airports, below or in excess of the MGTOW for each aircraft type, and using default MSFS or other non-HJG supplied DC-10 panels and FDE will result in different performance observations. All performance indications are based on use of the AT system during both climb to cruising altitude, cruise at FL310 cruise (only), descent, and approach to landing. Flying the following recommended profiles requires dependence on both the AP and AT systems .... as well as concentration and skill.

PLEASE NOTE ALSO: By default all HJG supplied simulations load into FS with both 100% fuel and payload .... resulting in a nominal "overload". This is quite normal. The end user is expected to manually adjust either fuel or payload (or both) in order to ensure each simulation is set at/near its certified MGW or otherwise in accordance with the requirements for ones anticipated virtual flight.

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°

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°

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°

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°

DC-10-15 (Hot & High configuration)

3X GE CF6-50C2F turbofan engines rated at 46,500 LBS thrust e/a

MGTOW = 455,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 66,153 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 80.0 %
CENTER = 48.8 %
RIGHT = 80.0 %
CENTER 2 = 48.8 %

No payload adjustment = 50 LBS overload

PANEL = "DC-10-15"

TRIM = 3.5 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = N2 105 % ("maximum")
INITIAL CLIMB RATE = 2,500 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 91 % or target AT airspeed 295 KTS (below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 2,500 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM - increase airspeed toward 305 KTS (AT)
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,800 FPM - increase airspeed toward 310 KTS (AT)
- 23,000 FT reduce ROC to 1,500 FPM
- 26,000 FT reduce ROC to 1,200 FPM - increase airspeed toward 315 KTS (AT)
- 29,000 FT reduce ROC to 1,000 FPM
- 30,000 FT reduce ROC to 800 FPM - increase airspeed toward 320 KTS (AT)
- 30,500 FT reduce ROC to 500 FPM
- 30,800 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE - - maintain 320 KTS (AT)/MACH 0.83

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 = 79.3 %
EGT = 715 °C
N2 = 86.6 %
F/F = 6,030 LBS (X3 = 18,090 LBS total)
AI PITCH = +2°

FL310 MACH 0.83 CRUISE PERFORMANCE

IAS = 319 KTS
MACH = 0.83.2
TAS = 488 MPH
GS = 523 KTS (319 X 1.64 = 523)
N1 = 81.9 %
EGT = 720 °C
N2 = 88.0 %
F/F = 6,425 LBS (X3 = 19,275 LBS total)
AI PITCH = +2°

DC-10-30 (intercontinental)

3X GE CF6-50C turbofan engines rated at 51,000 LBS thrust e/a

MGTOW = 565,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 44,947 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0 %
CENTER = 72.6 %
RIGHT = 100.0 %
CENTER 2 = 72.6 %

No payload adjustment = 135 LBS overload

PANEL = "DC-10-30"

TRIM = 4.0 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = N2 111 % ("maximum")
INITIAL CLIMB RATE = 2,000 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 91 % or target AT airspeed 295 KTS (below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 3,000 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
- 30,700 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)
EPR = 3.93
N1 = 81.0 %
EGT = 720 °C
N2 = 87.5 %
F/F = 6,430 LBS (X3 = 19,290 LBS total)
AI PITCH = +2°

DC-10-30CF/F/K-DC-10 (intercontinental convertible/freighter)

3X GE CF6-50C turbofan engines rated at 51,000 LBS thrust e/a

MGTOW = 565,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 79,487 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0 %
CENTER = 56.3 %
RIGHT = 100.0 %
CENTER 2 = 56.3 %

No payload adjustment = 16 LBS overload

PANEL = "DC-10-30F & DC-10-30F"

TRIM = 4.0 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = N2 111 % ("maximum")
INITIAL CLIMB RATE = 2,000 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 91 % or target AT airspeed 295 KTS (below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 3,000 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
- 30,700 FT reduce ROC to 200 FPM - increase airspeed toward 320 KTS (AT)
- 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)
EPR = 3.94
N1 = 81.1 %
EGT = 720 °C
N2 = 87.5 %
F/F = 6,429 LBS (X3 = 19,287 LBS total)
AI PITCH = +2°

DC-10-30ER (extended range)

3X GE CF6-50C2B turbofan engines rated at 54,000 LBS thrust e/a

MGTOW = 580,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 62,374 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0 %
CENTER = 66.4 %
RIGHT = 100.0 %
CENTER 2 = 66.4 %

No payload adjustment = 158 LBS overload

PANEL = "DC-10-30"

TRIM = 4.0 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = N2 111 % ("maximum")
INITIAL CLIMB RATE = 2,500 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/LEAN UP CLIMB THRUST = N2 91 % or target AT airspeed 295 KTS (below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 2,500 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM - increase airspeed toward 305 KTS (AT)
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,800 FPM - increase airspeed toward 310 KTS (AT)
- 23,000 FT reduce ROC to 1,500 FPM
- 26,000 FT reduce ROC to 1,200 FPM - increase airspeed toward 315 KTS (AT)
- 29,000 FT reduce ROC to 1,000 FPM
- 30,000 FT reduce ROC to 800 FPM - increase airspeed toward 320 KTS (AT)
- 30,500 FT reduce ROC to 500 FPM
- 30,800 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE - maintain 320 KTS (AT)/MACH 0.83

FL310 MACH 0.82 CRUISE PERFORMANCE

IAS = 315 KTS
MACH = 0.82.2
TAS = 483 MPH
GS = 516 KTS (315 X 1.64 = 516)
EPR = 3.91
N1 = 77.6 %
EGT = 710 °C
N2 = 85.8 %
F/F = 6,270 LBS (X3 = 18,810 LBS total)
AI PITCH = +2°

FL310 MACH 0.83 CRUISE PERFORMANCE

IAS = 319 KTS
MACH = 0.83.2
TAS = 488 MPH
GS = 523 KTS (315 X 1.64 = 516)
EPR = 3.97
N1 = 79.4 %
EGT = 718 °C
N2 = 86.8 %
F/F = 6,590 LBS (X3 = 19,770 LBS total)
AI PITCH = +2°

DC-10-40 (NWA US domestic configuration)

3X P&W JT9D-20J turbofan engines rated at 49,400 LBS thrust e/a

MGTOW = 565,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 44,927 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0 %
CENTER = 72.6 %
RIGHT = 100.0 %
CENTER2 = 72.6 %
No payload adjustment = 135 LBS overload

PANEL = "DC-10-40" (NWO US DOMESTIC)

TRIM = 4.0 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = EPR 1.51
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 91% 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
TAS = 516 MPH (315 X 1.64 = 516)
GS = 485 KTS
EPR = 1.08
N1 = 67.9 %
EGT = 702 °C
N2 = 83.2 %
F/F = 6,074 LBS (X3 = 18,222 LBS total)
AI PITCH = +2°

DC-10-40D (JAL domestic configuration - CLG up-locked or removed)

3X P&W JT9D-59A turbofan engines rated at 49,400 LBS thrust e/a (derated)

MGTOW = 475,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 133,604 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 76.0 %
CENTER = 30.3 %
RIGHT = 76.0 %
CENTER2 = 30.3.6 %
No payload adjustment = 72 LBS overload

PANEL = "DC-10-40D" (JAL DOMESTIC)

TRIM = 3.5 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = EPR 1.55
INITIAL CLIMB RATE = 2,500 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 T/O CLIMB THRUST = EPR 1.33/N2 91 % or target AT airspeed 295 KTS below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 2,500 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM - increase airspeed toward 305 KTS (AT)
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,800 FPM - increase airspeed toward 310 KTS (AT)
- 23,000 FT reduce ROC to 1,500 FPM
- 26,000 FT reduce ROC to 1,200 FPM - increase airspeed toward 315 KTS (AT)
- 29,000 FT reduce ROC to 1,000 FPM
- 30,000 FT reduce ROC to 800 FPM - increase airspeed toward 320 KTS (AT)
- 30,500 FT reduce ROC to 500 FPM
- 30,800 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE - maintain 320 KTS (AT)/MACH 0.83

FL310 MACH 0.83 CRUISE PERFORMANCE

IAS = 320 KTS
MACH = 0.83.4
TAS = 489 MPH
GS = 524 KTS (320 X 1.64 = 524)
EPR = 1.09
N1 = 67.1 %
EGT = 483 °C
N2 = 83.1 % (F/E panel)
F/F = 6,236 LBS (X3 = 18,708 LBS total)
AI PITCH = +1°

DC-10-40F (low gross weight freighter - CLG up-locked or removed)

3X P&W JT9D-59A turbofan engines rated at 53,000 LBS thrust e/a

MGTOW = 475,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 134,046 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 76.0 %
CENTER = 30.0 %
RIGHT = 76.0 %
CENTER2 = 30.0.6 %
No payload adjustment = 74 LBS overload

PANEL = "DC-10-40F LGW"

TRIM = 3.5 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = EPR 1.55
INITIAL CLIMB RATE = 2,500 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 T/O CLIMB THRUST = EPR 1.33/N2 91% or target AT airspeed 295 KTS below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 2,500 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM - increase airspeed toward 305 KTS (AT)
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,800 FPM - increase airspeed toward 310 KTS (AT)
- 23,000 FT reduce ROC to 1,500 FPM
- 26,000 FT reduce ROC to 1,200 FPM - increase airspeed toward 315 KTS (AT)
- 29,000 FT reduce ROC to 1,000 FPM
- 30,000 FT reduce ROC to 800 FPM - increase airspeed toward 320 KTS (AT)
- 30,500 FT reduce ROC to 500 FPM
- 30,800 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE - maintain 320 KTS (AT)/MACH 0.83

FL310 MACH 0.82 CRUISE PERFORMANCE

IAS = 315 KTS
MACH = 0.82.2
TAS = 483 MPH
GS = 516 KTS (315 X 1.64 = 516)
EPR = 1.06
N1 = 62.5 %
EGT = 472 °C
N2 = 81.2 % (F/E panel)
F/F = 5,845 LBS (X3 = 17,535 LBS total)
AI PITCH = +1°

FL310 MACH 0.83 CRUISE PERFORMANCE

IAS = 319 KTS
MACH = 0.83.2
TAS = 488 MPH
GS = 523 KTS (315 X 1.64 = 523)
EPR = 1.07
N1 = 63.8 %
EGT = 477 °C
N2 = 81.8 % (F/E panel)
F/F = 6,164 LBS (X3 = 18,492 LBS total)
AI PITCH = +1°

DC-10-40F (high gross weight freighter - CLG equipped/extended)

3X P&W JT9D-59A turbofan engines rated at 53,000 LBS thrust e/a

MGTOW = 572,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 45,046 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0 %
CENTER = 72.5 %
RIGHT = 100.0 %
CENTER2 = 72.5 %
No payload adjustment = 70 LBS overload

PANEL = "DC-10-40F HGW"

TRIM = 4.0 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = EPR 1.55
INITIAL CLIMB RATE = 2,000 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 T/O CLIMB THRUST = EPR 1.41/N2 93% or target AT airspeed 290 KTS (below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 2,000 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
- 30,700 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)
EPR = 1.07
N1 = 64.1 %
EGT = 476 °C
N2 = 81.8 % (F/E panel)
F/F = 6,080 LBS (X3 = 18,240 LBS total)
AI PITCH = +2°

IAS = 319 KTS
MACH = 0.83.2
TAS = 488 MPH
GS = 523 KTS (315 X 1.64 = 516)
EPR = 1.08
N1 = 65.1 %
EGT = 479 °C
N2 = 82.3 % (F/E panel)
F/F = 6,350 LBS (X3 = 19,050 LBS total)
AI PITCH = +2°

DC-10-40I (JAL international configuration)

3X P&W JT9D-59A turbofan engines rated at 53,000 LBS thrust e/a

MGTOW = 572,000 LBS

DEFAULT 100 % FUEL/PAYLOAD = 43,756 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0 %
CENTER = 73.3 %
RIGHT = 100.0 %
CENTER2 = 73.3 %
No payload adjustment = 89 LBS overload

PANEL = "DC-10-40I" (JAL INTERNATIONAL)

TRIM = 4.0 units (gauge indication)
T/O FLAP SETTING = 22° (4X notches)
T/O THRUST = EPR 1.55
INITIAL CLIMB RATE = 2,000 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 T/O CLIMB THRUST = EPR 1.41/N2 93% or target AT airspeed 290 KTS (below 10,000 FT .... 300 KTS + above 10,000 FT)

Maintain 2,000 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
- 30,700 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)
EPR = 1.07
N1 = 64.1 %
EGT = 475 °C
N2 = 81.8 % (F/E panel)
F/F = 6,080 LBS (X3 = 18,240 LBS total)
AI PITCH = +1°

IAS = 319 KTS
MACH = 0.83.2
TAS = 488 MPH
GS = 523 KTS (315 X 1.64 = 516)
EPR = 1.08
N1 = 65.1 %
EGT = 479 °C
N2 = 82.3 % (F/E panel)
F/F = 6,350 LBS (X3 = 19,050 LBS total)
AI PITCH = +2°

7.01: DESCENT (from FL310 only)

- 110 DME to destination airport/navaid .... maintain level cruise and reduce airspeed to less than 300 KTS (AT) "prior to" commencing descent.

- 100 DME to destination airport/navaid (or as required in accordance with destination airport altitude) .... commence 2,000 FPM ROD and reduce airspeed to less than 290 KTS (AT).

- Descending through 17,500 FT .... adjust altimeter barometric pressure setting to "2991" (or as required for destination airport) .... maintain 2,000 FPM ROD and less than 290 KTS (AT).

- Descending through 10,000 FT (or approximately 30 DME to destination airport/navaid) .... reduce airspeed toward 250 KTS and adjust ROD as required.

PLEASE NOTE: The approach to landing should not be flown with in excess of 20% total fuel remaining (all tanks combined overall total) in order to ensure the best/correct AI pitch attitude in conjunction with flap, landing gear, and airspeed adjustments during final approach to landing.

7.02: AUTO-APPROACH WITH & MANUAL LANDING USING AT

- Enter downwind leg of destination airport pattern in accordance with local pattern MSA .... use AP "HDG" to fly downwind leg.

- Select LE FLAPS/SLATS at 255 KTS (AT) .... and further reduce airspeed toward 230 KTS (AT).

- Select ILS/GS frequency on NAV1 radio .... as required.

- Adjust AP "CRS" to reflect ILS/GS RWY approach heading .... as required.

- Select NAV2, ADF1/2, and COM1/2 radio frequencies .... as required.

- Commence base leg at (approximately 18 to 20 DME from destination airport at 230 KTS (AT) with LE FLAPS/SLATS only extended) .... use AP "HDG" to fly downwind leg.

- Engage AP "ILS" mode (for auto ILs intercept) .... during base leg.

- Auto-intercept ILS for final approach to landing (approximately 18 DME to destination airport RWY) .... select FLAP 5 and reduce airspeed toward 200 KTS (AT).

- Established on ILS Select FLAP 15 and reduce airspeed toward 180 KIAS (AT) "prior to" to intercepting GS .

- Established on both the ILS and GS .... select FLAP 22 and reduce airspeed towards 140-150 KTS (AT) .... this will vary according to DC-10 type and weight

- Select gear down at approximately 175 KTS.

- Select landing lights "ON".

- Select FLAP 35 at approximately 165 KTS.

- Select FLAP 50 at approximately 155 KTS.

- Use AT to maintain approach to landing airspeed .... in accordance with placarded V-REF during approach to landing.

- AI pitch attitude should not exceed more than +3° during any stage of approach prior to flare for landing.

- "ARM" Spoilers prior to landing.

- "ARM" Anti-Skid.

- "ARM" A/B .... and set AB to "MEDIUM" or as required.

- Select YD "OFF".

- Disengage AT at 500 FT .... maintain V-REF airspeed per manual engine thrust during remainder of approach prior to landing.

- Disengage AP and at 200 FT .... fly remainder of approach to landing "MANUALLY".

- Commence the manual flare (to approximately +4° to +5° degrees on the AI) for landing at 50 FT above the RWY.

- Manually reduce engine thrust to "idle/near idle" at approximately 20-10 FT above RWY .... ensure ROD descent is less than 100 FPM prior to landing.

- "FULLY IDLE" all 3 engines upon main gear contact with RWY .

- With engine power at idle .... wing spoilers will auto-deploy upon main gear contact with RWY.

- Manually Apply reverse thrust (engines must be at idle) .... AT will auto-disengage when reverse trust is applied.

- Cancel reverse thrust at 80 KTS .... ease out of reverse using F3 then cancel reverse complete per F1 keyboard commands.

- Apply manual braking (assisted by A/B) to decelerate toward a sensible taxiing/ground speed.

- Retract wing spoilers, flaps, and slats.

- Disengage and disarm A/B.

- Select landing lights "OFF" upon vacating RWY.

- Select RWY Turnoff lights "ON".

- Start APU and reconfigure electrical supply whilst taxiing.

- Taxi to gate.

7.03:AUTO-APPROACH & AUTO-FLARE/AutolandING USING AT

- Enter downwind leg of destination airport pattern in accordance with local pattern MSA .... use AP "HDG" to fly downwind leg.

- Select LE FLAPS/SLATS at 255 KTS (AT) .... and further reduce airspeed toward 230 KTS (AT).

- Select ILS/GS frequency on NAV1 radio .... as required.

- Adjust AP "CRS" to reflect ILS/GS RWY approach heading .... as required.

- Select NAV2, ADF1/2, and COM1/2 radio frequencies .... as required.

- Commence base leg at (approximately 18 to 20 DME from destination airport at 230 KTS (AT) with LE FLAPS/SLATS only extended) .... use AP "HDG" to fly downwind leg.

- Engage AP "ILS" mode (for auto ILs intercept) .... during base leg.

- Auto-intercept ILS for final approach to landing (approximately 18 DME to destination airport RWY) .... select FLAP 5 and reduce airspeed toward 200 KTS (AT).

- Established on ILS Select FLAP 15 and reduce airspeed toward 180 KIAS (AT) "prior to" to intercepting GS .

- Established on both the ILS and GS .... select FLAP 22 and reduce airspeed towards 140-150 KTS (AT) .... this will vary according to DC-10 type and weight.

- Select gear down at approximately 175 KTS.

- Select landing lights "ON".

- Select FLAP 35 at approximately 165 KTS.

- Select FLAP 50 at approximately 155 KTS.

- AI pitch attitude should not exceed more than +3° during any stage of approach to landing.

- Use AT to maintain approach to landing airspeed .... in accordance with placarded V-REF during approach to landing.

- AI pitch attitude should not exceed more than +3° during any stage of approach prior to flare for landing.

- "ARM" Spoilers prior to landing.

- "ARM" Anti-Skid.

- "ARM" A/B .... and set AB to "MEDIUM" or as required.

- Select YD "OFF".

- Engage AP "LAND" mode and "AP2" .... both AP1 and AP2 must be engaged for fully automatic landings.

- AP will commence auto-flare from 50FT (to approximately +4° to +5° degrees on the AI) .... and auto-retard power to idle from 20FT.

- With engine power at idle .... wing spoilers will auto-deploy upon main gear contact with RWY.

- Manually Apply reverse thrust (engines must be at idle) .... AT will auto-disengage when reverse trust is applied.

- Cancel reverse thrust at 80 KTS .... ease out of reverse using F3 then cancel reverse complete per F1 keyboard commands.

- AP will auto-disengage at 60 KTS .... apply manual braking (assisted by A/B) to decelerate toward a sensible taxiing/ground speed.

- Retract wing spoilers, flaps, and slats.

- Disengage and disarm A/B.

- Select landing lights "OFF" upon vacating RWY.

- Select RWY Turnoff lights "ON".

- Select Strobe lights "OFF".

- Start APU and reconfigure electrical supply whilst taxiing.

- Taxi to gate.

Mark C
AKL/NZ

Last Edit: Dec 20, 2018 19:46:19 GMT by aerofoto - HJG Admin: updating

aerofoto - HJG Admin Administrator Global Moderator Posts: 19,066	DC10 Panel Installation & Handling Notes Apr 7, 2024 9:31:18 GMT Select Post Deselect Post Link to Post Member Give Gift Back to Top Post by aerofoto - HJG Admin on Apr 7, 2024 9:31:18 GMT WX Radar and Fuel Dumping System references within the above manual have been updated with the latest FSUIPC links
	HJG B707, B717-200, B720, B727, B737, BAC 1-11, BAe 146/ARJ, C135, C1K, CARAVELLE, COMET, CONCORDE, CV880, CV990, DC-8, DC-9, DC-10, TRIDENT, L-1011, MD-80/-90, MERCURE, & VC10 RATED. I know you think you understand what you thought I said but what you thought you heard is not what I meant !

DC10 Panel Installation & Handling Notes

Post by aerofoto - HJG Admin on Aug 17, 2018 10:23:12 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:24:09 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:24:42 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:25:12 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:25:47 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:26:26 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:27:05 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:27:40 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:28:17 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:28:56 GMT

Post by aerofoto - HJG Admin on Aug 17, 2018 10:31:32 GMT

Post by aerofoto - HJG Admin on Apr 7, 2024 9:31:18 GMT