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weight and performance calculations for the McDonnel Douglas DC-10-10
McDonnel Douglas DC-10-10
role : wide-body airliner
importance : ****
first flight : 29 August 1970 operational : August 1971 (American Airlines)
country : United States of America
production : DC-10-10 : 122 aircraft at Long Beach from 1970 – 1981, total DC-10 386.
About 100 subcontractors were involved in the production process, among ; Convair,
San Diego (forward section fuselage) , Mitsubishi, Japan (landing gear door
actuators), Aeritalia, Naples (upper fin and rudder), General Dynamics (fuselage
shell), De Havilland Canada, Toronto (wings)
general information :
3-jet widebody, designed as replacement for the DC-8. First design was for a 2-engine aircraft, later changed to a 3-engine design. Smaller than the Boeing 747, but with comparable range and able to land on smaller airfields. During early operations there were multiple incidents, some with disastrous outcome. There were issues with the cargo door. The locking mechanism was not save, causing the cargo door being blown out in flight, resulting in explosive decompression and the cabin floor not strong enough to take this and collapsing. The control cables for the tail rudder, elevators and tail engine run underneath the floor and when the cabin floor collapsed they were trapped leaving the airliner out of control. After the AA191 American Airlines crash in May 1979 the DC-10 was grounded in the US by the FAA. In August 1983 MDD announced production would be stopped due to lack of orders, caused by the public thinking the aircraft was not save and also due to poor fuel economy reputation. With the DC-10 gaining more fleet flying hours and the early faults being corrected, the aircraft got a safety record comparable with the other widebody airliners. It outsold its direct competitor, the Lockheed L1011 Tristar. Production ended in 1989. In 2014 a DC-10 made the last commercial passenger flight.
The DC-10 is capable of performing all-weather operations, a function that many preceding jetliners had been incapable of. From the onset, it could perform takeoffs and landings completely under autopilot . Cassette tapes were used to load preprogrammed flight plans into the digital air data flight computer, meeting ARINC 576 requirements.
DC-10-15 was a hot & high version with more powerful CF6-50C2F engines, ordered by Mexicana and Aeromexico, only 7 were built between 1981 and 1983.
primary users : American Airlines, United Airlines, Turkish Airlines (THY), Laker
Airways, Western Airlines
Accommodation:
flight crew : 3 cabin crew : 7
flight crew consist of pilot, co-pilot and flight engineer
passengers : seating for 287 in two class : 28 first class and 259 coach class seats
( 34 -in pitch) exit limit : 399 passengers, high density seating for 383 passengers
engine : 3 General Electric CF6-6D turbofan engines of 179.92 [KN] (40446.9 [lbf])
dimensions :
wingspan : 47.34 [m], length overall: 55.3 [m], length of fuselage : 51.97 [m]
height : 17.7 [m] wing area : 358.7 [m^2] fuselage exterior width : 6.02 [m]
weights :
empty weight : 107280 [kg]
operating empty weight : 108939 [kg] max. structural payload : 43014 [kg]
Zero Fuel weight (ZFW) : 151953 [kg] max. landing weight (MLW) : 164880 [kg]
max. take-off weight : 206400 [kg] weight fuel : 64665 [kg] (82376 [litres])
performance :
Never-exceed speed : 0.95 [Mach] (1052 [km/hr]) at 7620 [m]
critical Mach speed : 0.88 [Mach]
max. cruising speed : 960 [km/hr] (Mach 0.88 ) at 9145 [m] (35 [%] power)
economic cruising speed : 925 [km/hr] (Mach 0.85 ) at 9145 [m]
service ceiling : 10605 [m]
range with max fuel and MTOW : 7315 [km] (ATA domestic fuel reserves - 370.0 [km]
alternate)
description :
cantilever low-wing monoplane with retractable landing gear with nose wheel
Wings : primary two-spar box-type fail-safe wing structure of high-strength aluminium
alloy with Fowler-type double slotted trailing edge flaps with full-span slotted LE
flaps (slats) ,with spoilers airfoil : Douglas average thickness/chord ratio : 10.3 [%],
sweep angle 3/4 chord: 35.0 [°]
2 engines attached to the wings 1 in the tail, landing gear attached to the wings, useful
load inside the fuselage fuel tanks in the wings
Fuselage : Pressurized conventional semi-monocoque fail safe structure of circular
cross-section built mainly of high-strength aluminium alloy
calculation : *1* (dimensions)
wing chord at root : 10.71 [m]
wing chord at tip : 3.21 [m]
taper ratio : 0.300 [ ]
mean wing chord : 7.58 [m]
wing aspect ratio : 6.25 []
Oswald factor (e): 0.670 []
seize (span*length*height) : 46337 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 18.9 [kg/hr]
fuel consumption (econ. cruise speed) : 7783.4 [kg/hr] (9915.1 [litre/hr]) at 40 [%]
power
distance flown for 1 kg fuel : 0.12 [km/kg] at 9145 [m] height, sfc : 35.6 [kg/KN/h]
total fuel capacity : 82376 [litre] (64665 [kg])
calculation : *3* (weight)
weight engine(s) dry : 11127.0 [kg] = 20.61 [kg/KN]
weight 221.1 litre oil tank : 18.80 [kg]
oil tank filled with 3.4 litre oil : 3.1 [kg]
oil in engine 6.6 litre oil : 5.9 [kg]
fuel in engine 29.5 litre fuel : 21.59 [kg]
weight fuel lines : 131.5 [kg]
weight engine cowling : 1403.4 [kg]
weight thrust reversers : 809.6 [kg]
total weight propulsion system : 13521 [kg](6.6 [%])
***************************************************************
Accommodation cabin facilities:
American Airlines DC-10 seating layout
United Airlines DC-10 seating layout
typical 2-class cabin layout for 287 passengers : economy : pitch : 86.4 [cm] 34.0 [-in]
( 2+5+2 ) seating in 33.4 rows
weight passenger seats : 1547.9 [kg]
weight cabin crew seats : 35.0 [kg]
weight flight crew seats : 63.0 [kg]
weight 2 jump seats in the cockpit :14.0 [kg]
high density seating passengers : 383 [pax] at mainly 10 -abreast seating in 43.7 rows,
pitch 79.4 [cm] 31.3 [-in]
pax density, normal seating : 0.74 [m2/pax], high density seating : 0.56 [m2/pax]
weight 6 lavatories : 193.3 [kg]
weight 4 galleys : 395.2 [kg]
weight elevator galley : 145 [kg]
weight overhead stowage for hand luggage : 100.4 [kg]
weight 3 wardrobe closets : 28.7 [kg]
weight 3 movie screens : 63.8 [kg]
weight 69 windows (41x28cm) made of acrylic glass : 188.2 [kg]
weight 8 (1.93 x 1.07 [m]) Type A main entry doors : 476.1 [kg]
weight 3 (main door size : 1.68 x 1.78 [m]) freight doors (belly) : 243.5 [kg]*
total belly baggage/cargo hold volume : 104.6 [m3]
underfloor belly hold can accommodate : 14 LD3 containers, netto volume : 61.9 [m3]
and : 22.8 [m3] bulk cargo
cabin volume (usable), excluding flight deck : 397 [m3]
passenger compartment volume : 292 [m3]
passenger cabin max width : 5.72 [m] cabin length : 41.45 [m] max cabin height :
2.41 [m] floor area : 213.6 [m2]
weight cabin facilities : 3494.2 [kg]
safety facilities:
evacuation time with 383 passengers : 49 [sec]
weight 13 hand fire extinguisher : 40 [kg]
weight cockpit voice recorder (CVR) and flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators : 186.6 [kg]
weight emergency flare installation : 10 [kg]
weight 8 emergency evacuation slides : 392.7 [kg]
weight safety equipment & facilities : 650 [kg]
fuselage construction:
fuselage aluminium frame : 20409 [kg]
floor loading (payload/m2): 201 [kg/m2]
weight rear pressure bulkhead : 460.2 [kg]
fuselage covering ( 814.4 [m2] duraluminium 3.01 [mm]) : 6557.6 [kg]
weight floor beams : 5127.6 [kg]
weight cabin furbishing : 3187.8 [kg]
weight cabin floor : 3021.0 [kg]
weight (sound proof) isolation : 637.5 [kg] TO-noise level : 97.0 [EPNdB]
weight empty 331 [litre] potable water tank : 29.3 [kg]
weight empty waste tank : 21.4 [kg]
weight engine mount in tail : 90 [kg]
weight fuselage structure : 39541.3 [kg]
Laker Airways DC-10-10 G-AZZC at London-Gatwick (LGW), May 1973
Avionics:
weight VHF radio and Selcal : 9.0 [kg]
weight flight and service attendants intercom : 5.0 [kg]
weight dual cloud-collision radar : 25.0 [kg]
weight VOR/ILS,RMI,DME,radio altimeter, ASI, time clock : 20.0 [kg]
digital air data computer meeting ARINC 576 requirements : 33 [kg]
weight CAT IIIA auto-landing system : 10.0 [kg]
weight artificial horizons, compass, alti-meters : 7 [kg]
weight ground proximity warning system (GPWS) : 6 [kg]
weight engine monitoring gauges & control switches : 21 [kg]
weight reserve ADI, ASI, alti-meter,compass,engine temp. and rpm indicators : 15 [kg]
weight avionics : 151.0 [kg]
Systems:
Air-conditioning and pressurization system maintains sea level conditions up
to 6400 [m] and gives equivalent of 2440 [m] at 12200 [m]. pressure differential :
0.58 [bar] (kg/cm2) pressurized fuselage volume : 576 [m3] cabin air refreshment
time : 2.8 [min]
weight air-conditioning and pressurization system : 350 [kg]
weight APU / engine starter: 90.0 [kg]
weight lighting : 94.7 [kg]
weight triple redundant 207 bar hydraulic system : 156.7 [kg]
weight three engine-driven 90kVA 400 Hertz electricity generators : 71.8 [kg]
weight integrated drive generator (IDG) : 25 [kg]
weight three 24V 25Ah nickel-cadmium batteries : 36.2 [kg]
weight controls : 21.9 [kg]
weight systems : 846.6 [kg]
total weight fuselage : 44683 [kg](21.6 [%])
***************************************************************
total weight aluminium ribs (1301 ribs) : 6882 [kg]
weight engine mounts : 180 [kg]
weight 6 wing fuel tanks empty for total 82376 [litre] fuel : 4613 [kg]
weight wing covering (painted aluminium 3.84 [mm]) : 7430 [kg]
total weight aluminium spars (multi-cellular wing structure) : 9967 [kg]
weight wings : 24280 [kg]
weight wing/square meter : 67.69 [kg]
weight thermal leading-edge anti-icing : 52.1 [kg]
weight high & low speed ailerons (17.44 [m2]) : 591.4 [kg]
weight fin (45.90 [m2]) : 1557.0 [kg]
weight rudder (10.30 [m2]) : 335.3 [kg]
weight tailplane (stabilizer) (96.61 [m2]): 3604.8 [kg]
weight elevators (27.70 [m2]): 507.35 [kg]
weight flight control hydraulic servo actuators: 77.2 [kg]
weight trailing-edge double slotted flaps (62.06 [m2]) : 1790.3 [kg]
weight leading edge slats made of aluminium alloy honeycomb (42.05 [m2]) : 762.4 [kg]
weight spoilers (12.7 [m2]) : 213.8 [kg]
total weight wing construction : 38565 [kg] (35.4 [%])
*******************************************************************
tire pressure main wheels : 12.41 [Bar] (nitrogen), ply rating : 23 PR
tire speed limit : 389 [km/hr]
total tyre footprint : 1.06 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 50 [ ]
Aircraft Classification Number (ACN), MTOW on rigid runway and medium
subgrade strength (B) : 38 [ ]
Can also operate from unpaved runways subgrade B
wheel pressure : 22704.0 [kg]
weight 8 Dunlop main wheels (1270 [mm] by 508 [mm]) : 1402.7 [kg]
weight 2 nose wheels : 175.3 [kg]
weight hydraulic disc wheel-brakes : 152.0 [kg]
weight Duplex anti-skid units : 9.0 [kg]
weight oleo-pneumatic shock absorbers : 202.6 [kg]
weight wheel hydraulic operated retraction system : 2028.8 [kg]
weight undercarriage struts (four-wheel bogies) with axle 6072.4 [kg]
total weight landing gear : 10042.8 [kg] (4.9 [%]
*******************************************************************
********************************************************************
calculated empty weight : 106811 [kg](51.7 [%])
weight oil for 9.1 hours flying : 188.3 [kg]
weight lifejackets : 129.2 [kg]
weight 5 life rafts : 179.4 [kg]
weight catering : 365.9 [kg]
weight water : 292.7 [kg]
weight crew : 810 [kg]
weight crew luggage, nav. chards, flight doc., miscell. items : 163 [kg]
operational weight empty : 108939 [kg] (52.8 [%])
********************************************************************
weight 287 passengers : 22099 [kg]
weight luggage : 4592 [kg]
weight cargo : 16323 [kg] (cargo + luggage/m3 belly : 189 [kg/m3])
zero fuel weight (ZFW): 151953 [kg](73.6 [%])
weight fuel for landing (1.7 hours flying) : 12927 [kg]
max. landing weight (MLW): 164880 [kg](79.9 [%])
max. fuel weight : 173604 [kg] (84.1 [%])
payload with max fuel : 353 passengers + luggage 32796 [kg]
published maximum take-off weight : 206400 [kg] (100.0 [%])
The Windsor incident
Monday 12 June 1972 American Airlines DC-10-10 N103AA c/n 46503
DSP Flight AA96 from Detroit (DTW) to Buffalo (BUF) with 11 crew and 56 passengers. First flight : 1971 Airframe hrs : 2142 engines : GE CF6-6D No people died in the
crash only 11 injured. location : +- 42°19’00”N 83°02’00”W
American Airlines DC-10 N103AA had just taken off for flight AA96 when, at an altitude of 3500m, the aft bulk cargo door blows out of the fuselage over Windsor, Ontario, Canada. The cabin floor partially collapses due to the decompression. Fortunately, there are only 56 passengers on board, so the floor is not heavily loaded and there was no one in the collapsing area. The rudder no longer works, but the elevators remain intact. Captain Bryce McCormick takes over the controls and by using the throttle handles of the remaining two wing engines, he manages to turn the aircraft around and make a safe emergency landing on Detroit Metropolitan airport. It landed on RW03 with 300 km/h (162 kts), approach sink rate 4 m/s. It veered to the right on landing, by differential thrust reverser use, the airplane came back on the runway and coming to a stop, 2682m from the threshold with only the right main landing gear besides the runway. The FAA only makes a polite phone call to McDonnel Douglas (MDD) and does not demand that the floor be strengthened. MDD inserts a small peephole to check the latch, after which the cargo door was again deemed safe. To close the door, a member of the ground crew first had to press a button to have the electric motors lock the door, then he had to move his ladder to bring down a handle, then he had to move his ladder again to see through a small peephole to see if the door was locked properly.
On March 3, 1974, a Turkish Airlines DC-10 crashes near Paris as a result of the failure of the rear cargo door (see the accident file ).
A change to the locking system is also recommended, but this is not given an urgency predicate, which means that many airlines do not do it or are late in doing so (as with the Turkish DC-10). The FAA also wanted additional vent holes in the floor, but MDD did not want to do this because of the high costs and felt that the peephole and the modified latch had solved the problem. While it was statistically certain that a cargo door would fail at some point, which would lead to the loss of the aircraft in the case of the DC-10, not being fail safe.
N103AA was the fifth DC-10 built, delivered in 1971 it had only 2142 flying hours.
calculation : * 4 * (engine power)
power loading (Take-off) : 382 [kg/KN]
power loading (Take-off) 1 PUF: 574 [kg/KN]
max. total take-off power : 539.8 [KN]
calculation : *5* (loads)
manoeuvre load : 1.5 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.2 [g]
design flight time : 2.55 [hours]
design cycles : 16140 sorties, design hours : 41157 [hours]
max. wing loading (MTOW & flaps retracted) : 575 [kg/m2]
wing stress (2 g) during operation : 150 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.87 ["]
max. angle of attack (stalling angle, clean) : 14.04 ["]
max. angle of attack (full flaps) : 18.24 ["]
angle of attack at max. speed : 0.83 ["]
United Airlines DC-10-10 N1849U c/n 46939 at San Francisco (SFO), November 1996
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.22 [ ]
lift coefficient at max. angle of attack (clean): 1.27 [ ]
max. lift coefficient full flaps : 1.97 [ ]
drag coefficient at max. speed : 0.0428 [ ]
drag coefficient at econ. cruise speed : 0.0402 [ ]
induced drag coefficient at econ. cruise speed : 0.0075 [ ]
drag coefficient (zero lift) : 0.0327 [ ]
lift/drag ratio at econ. speed : 5.06 [ ]
calculation : *8* (speeds
take-off decision speed (V1) : 292 [km/u] (158 [kt])
take-off rotation speed (VR) : 306 [km/u] (165 [kt])
lift-off speed (VLOF) : 320 [km/u] (173 [kt]) at pitch angle : 13.7 [°]
take-off safety speed (V2) : 323 [km/u] (174 [kt])
flap retraction speed (V3) at 500m (OW loaded : 198617 [kg]): 324 [km/u] (175 [kt])
steady initial climb speed (V4) : 349 [km/u] (188 [kt])
climb speed (to FL150 with 66 [%] power) : 499 [km/hr] (269 [kt])
max. endurance speed (Vbe): 422 [km/u] min. fuel/hr : 6069 [kg/hr] at height : 1524 [m]
max. range speed (Vbr): 859 [km/u] (0.79 [mach]) min. fuel consumption : 8.16 [kg/km]
at cruise height : 9449 [m]
max. cruising speed : 960 [km/hr] (518 [kt]) at 9145 [m] (power:44 [%])
max. operational speed (Mmo) : 1052 [km/hr] (Mach 0.95 ) at 7620 [m] (power:66 [%])
airflow at cruise speed per engine : 460.3 [kg/s]
speed of thrust jet : 1572 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.72
descent speed 7315 - 3048 [m]: 519 [km/u] (280 [kt])
approach speed 3048 - 500 [m] (clean): 389 [km/u] (210 [kt])
minimum control speed (MCS) Vmca (clean): 322 [km/u] (174 [kt])
stalling speed clean at 500 [m] height at Max.Landing Weight : 164880 [kg]):
280 [km/u] (151 [kt])
Approach speed at MLW 164880 kg (363500 lb) : 136 kts
final approach speed (landing speed) at sea-level with full flaps VREF (max. landing
weight): 252 [km/u] (136 [kt])
ICAO Aircraft Approach Category (APC) : C
stalling speed at sea-level with full flaps VSO (max. landing weight): 194 [km/u]
(105 [kt]
rate of climb at sea-level ROC (loaded, 66 % power) : 714 [m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 952 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 100 % power on remaining
engines) : 577 [m/min]
rate of descent from FL240 to FL100 (7315m > 3048m): 1067 [m/min] (3501 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers:
457 [m/min] (1499 [ft/min])
calculation : *9* (regarding various performances)
low wheel pressure, can also take off from unpaved runways
ICAO Aerodrome Reference Code : 4D
Brake kinetic energy capacity : 2185 [KW]
FAR TO RW length with MTOW 206400 kg (455000 lb) : 10825 ft > 3300 m
FAR TO runway length (TOFL) requirement at TOW 206400 [kg] standard day at
SL (= ASDA) : 3306 [m]
landing run (MLW) : 881 [m]
FAR Landing runway at MLW 164880 kg : 1750 [m]
landing distance (C.A.R.) from 15 [m] at SL, dry runway : 1740 [m]
landing distance (C.A.R.) from 15 [m] at SL, wet runway : 2001 [m]
FAR landing runway length requirements at SL : 1762 [m]
max. lift/drag ratio : 10.02 [ ]
climb to 5000 [m] with max payload : 6.48 [min]
climb to 10000 [m] with max payload : 19.95 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
ceiling limited by max. pressure differential 14125 [m]
theoretical ceiling fully loaded (mtow- 60 min.fuel: 198617 [kg] ) : 16900 [m]
calculation *10* (action radius & endurance)
range with max. payload: 6399 [km] with 43014.0 [kg] max. useful load (84.2 [%] fuel)*
range with high density pax: 7323 [km] with 383 passengers (95.6 [%] fuel)*
range with typical two-class pax: 7785 [km] with 287 passengers (100.0 [%] fuel)*
Range with max. fuel : 3950 nm = 7315 km, ferry range : 4300 nm = 7965 km, according Jane’s all the world aircraft 79-80 ferry range : 9543 km !
range with max.fuel : 7685 [km] with 10 crew and 353 passengers and 100.0 [%] fuel*
ferry range : 8228 [km] with 3 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 125715 [litre] fuel : 12151
[km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 2749266 [paskm]
useful load with range 1000km : 43014 [kg]
useful load with range 1000km : 383 passengers
production (theor.max load): 41293 [tonkm/hour]
production (useful load): 41293 [tonkm/hour]
production (passengers): 339498 [paskm/hour]
oil and fuel consumption per tonkm : 0.189 [kg]
calculation *11* (operating cost)
fuel cost per hour (9915 [litre]):5949 [eur] (34 [pax-km/litre fuel])
fuel cost per seat 1000km flight (354 [pax] 2-class seating): 17.52 [eur/1000PK]
oil cost per hour: 78 [eur]
crew cost per hour : 1350 [eur]
list price 2023 : 283 [mln USD]
average flying hours in 1 year : 2675 [hours] technical life : 16 [year]
real average service life : 16 [years]
depreciation - 16 [years] to 10% residual value
economic hours (expected total flying hours): 42800 [hours] is 0 [%] less then cor. design hours 42800 [hours]
financing interest per flying hour : 2381 [EUR]
write off per flying hour : 5494 [EUR]
time between engine failure : 18138 [hr]
can continue fly on 2 engines, low risk for emergency landing for PUF
workhours per day : 9.48 [hr]
average flight hours till crash : 0.87 [mln hr] (325 service years)
Turkish Airlines DC-10-10 TC-JAV
safe flight hours till fatality : 6462 [hr] (2.4 service years)
reservation pax liability/flying hour : 19.93 [SDR*] (24.92 [eur])
insurance cost per hour : 1498 [eur] insurance rate : 3.8 [%]
engine maintenance cost per hour : 775.8 [eur]
wing maintenance cost per hour : 309.5 [eur]
fuselage maintenance cost per hour : 250.50 [eur]
tire life (time till worn out) : 101 [cycles]
maintenance cost per hour (excluding engines): 2698 [eur]
direct operating cost per hour: 20248 [eur], DOC per km : 21.89 [eur]
DOC per seat 1000km flight (354 [pax] 2-class seating): 59.64 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 55.02 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.49 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 3.48 [eur/pax]
airport landing fee / passenger : 3.48 [eur/pax]
retour ticket price 1000km trip : 193.67 [eur/pax]
price retour ticket Schiphol-Barcelona : 226.47 [eur/pax]
accidents with fatalities > see the accident file
Literature :
McDonnell Douglas DC-10-10 | Federal Aviation Administration (faa.gov)
https://contentzone.eurocontrol.int/aircraftperformance/default.aspx?
https://www.boeing.com/search/results.html?q=airplane+characteristics
McDonnell Douglas DC-10 - Wikipedia
Jane’s all the world aircraft 1979-80 page 391
Advanced jetliners page 21
American Airlines Flight 96 - Wikipedia, the free encyclopedia
McDonnell Douglas DC-10 | Federal Aviation Administration (faa.gov)
Op weg naar het noodlot – Paul Eddy/Bruce page/ Elaine Potter
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 01 Januari 2024 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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