DC 10
DC 10
DC 10
AIRPLANE
CHARACTERISTICS
FOR
AIRPORT PLANNING
DAC-67803A
REPRINTED JANUARY 1991
REVISION A APRIL 2004
DC/MD-10 AIRPLANE CHARACTERISTICS
LIST OF REVISIONS
Page Date
Original
1 to 190 January 1991
iv June 2010
133 June 2010
134 June 2010
162 June 2010
163 June 2010
164 June 2010
2 May 2011
MAY 2011 iv
CONTENTS
Page
APRIL 2004 v
CONTENTS
Page
APRIL 2004 vi
1.0 SCOPE
1.1 Purpose
1.2 Introduction
1.3 Inclusion of MD-10-10F/-30F Information
1.0 SCOPE
1.1 Purpose
Content of the document reflects the results of a coordinated effort by representatives from
the following organizations:
Aerospace Industries Association
Airport Operators Council International
Air Transport Association of America
International Air Transport Association
APRIL 2004 1
1.2 Introduction
This document has been partially revised to incorporate key information for the MD-10-
10F and MD-10-30F Freighters. The main change was the incorporation of the MD-11
landing gear tires and carbon brakes onto the MD-10-10F and the MD-10-30F Freighters.
The general airplane characteristics table and select pages from section 7 of the document
pertaining to pavement data were the only pages revised. All existing charts and
diagrams for the DC-10 that were not revised can still be considered valid for the MD-10-
10F and MD-10-30F Freighters.
MAY 2011 2
SERIES 10CF 30CF 40CF MD-10-10F MD-10-30F
MODE PSGR CARGO PSGR CARGO PSGR CARGO CARGO CARGO
ENGINE CF6-6D CF6-50C JT9D-59A* CF6-6D CF6-50C
POUNDS 443,000 443,000 558,000 558,000 558,000 558,000 443,000 583,000
MAXIMUM RAMP WEIGHT
KILOGRAMS 200,942 200,942 253,105 253,105 253,105 253,105 200,942 264,444
POUNDS 363,500 363,500 411,000 411,000 411,000 411,000 375,000 436,000
MAXIMUM LANDING WEIGHT
KILOGRAMS 164,881 164,881 186,427 186,427 186,427 186,427 170,097 197,766
POUNDS 440,000 440,000 555,000 555,000 555,000 555,000 440,000 580,000
MAXIMUM TAKEOFF WEIGHT
KILOGRAMS 199,581 199,581 251,744 251,744 251,744 251,744 199,581 263,084
POUNDS 243,750 215,444 268,751 238,036 272,773 242,058 216,000 236,500
OPERATING WEIGHT EMPTY
KILOGRAMS 110,563 97,724 121,904 107,971 123,728 109,796 97,976 107,275
POUNDS 335,000 335,000 391,000 391,000 391,000 391,000 355,000 414,000
MAXIMUM ZERO FUEL
WEIGHT
KILOGRAMS 151,954 151,954 177,355 177,355 177,355 177,355 161,025 187,787
MAXIMUM STRUCTURAL POUNDS 91,250 119,556 122,249 152,964 118,227 148,942 139,000 177,500
5
PAYLOAD
(WEIGHT LIMITED) KILOGRAMS 41,390 54,230 55,451 69,383 53,627 67,559 63,049 80,512
CUBIC FEET 4,597 16,845 4,618 16,866 4,618 16,866 14,200 14,200
MAXIMUM CARGO VOLUME
CUBIC METERS 130.17 477.05 130.77 477.65 130.77 477.65 402.1 402.1
STANDARD 255 0 255 0 255 0 0 0
SEATING CAPACITY
(STD/MAX)
MAXIMUM 399 0 399 0 399 0 0 0
U.S. GALLONS 21,762*** 21,762*** 36,652 36,652 36,652 36,652 21,762 36,652
USABLE FUEL CAPACITY
LITERS 82,376 82,376 137,509 137,509 137,509 137,509 82,376 137,509
FOR 572,000 POUND MTOGW: ADD 379 POUNDS TO OWE AND SUBTRACT 379 POUNDS FROM MAXIMUM STRUCTURAL PAYLOAD
INCREASE LANDING WEIGHT TO 421,000 POUNDS
April 2004
THIS PAGE LET BLANK INTENTIONALLY
68
7.0 PAVEMENT DATA
A brief description of the pavement charts that follow will help in their use for airport planning. Each
airplane configuration is depicted with a minimum range of four loads imposed on the main landing
gear to aid in interpolation between the discrete values shown. All curves for any single chart
represent data based on rated loads and tire pressures considered normal and acceptable by current
aircraft tire manufacturer's standards.
Section 7.2.1 and 7.2.2 present basic data on the landing gear footprint configuration, maximum
design taxi loads, and tire sizes and pressures.
Maximum pavement loads for certain critical conditions at the tire-to-ground interface are shown in
Section 7.3.1 and 7.3.2.
Pavement requirements for commercial airplanes are customarily derived from the static analysis of
loads imposed on the main landing gear struts. Paragraph 7.4.1 and Figures 7.4.1 and 7.4.2 are
provided in order to determine these loads throughout the stability limits of the airplane at rest on the
pavement. These main landing gear loads are used as the point of entry to the pavement design
charts, interpolating load values where necessary.
The flexible pavement design curves paragraph 7.5 and Figures 7.5.1 through 7.5.3 are based on
procedures set forth in Instruction Report No. S-77-1, "Procedures for Development of CBR Design
Curves," dated June 1977, and as modified according to the methods described in ICAO Aerodrome
Design Manual, Part 3, Pavements, 2nd Edition, 1983, Section 1.1 (The ACN/PCN Method), and
utilizing the alpha factors approved by ICAO in October 2007. Instruction Report No. S-77-1 was
prepared by the U.S. Army Corps of Engineers Waterways Experiment Station, Soils and Pavements
Laboratory, Vicksburg, Mississippi.
Rigid pavement design curves Paragraph 7.7 and Figures 7.7.1 through 7.7.3 have been prepared with
the Westergaard equation in general accordance with the procedures outlined in the Design of
Concrete Airport Pavement (1955 edition) by Robert G. Packard, published by the American
Concrete Pavement Association, 3800 North Wilke Road, Arlington Heights, Illinois 60004-1268.
These curves are modified to the format described in the Portland Cement Association publication
XP6705-2, Computer Program for Airport Pavement Design (Program PDILB), 1968, by Robert G.
Packard.
The following procedure is used to develop the rigid pavement design curves such as those shown in
Section 7.7.1 through 7.7.3:
133
JUNE 2010
1. Having established the scale for pavement thickness to the left and the scale for allowable
working stress to the right, an arbitrary load line is drawn representing the main landing gear
maximum weight to be shown.
2. Values of the subgrade modulus (k) are then plotted as shown in Figures 7.7.1 through 7.7.3.
3. Additional load lines for the incremental values of weight on the main landing gear are drawn
on the basis of the curve for k = 300, already established.
All LCN curves have been plotted from data in the International Civil Aviation Organization (ICAO)
document 7290-AM/865/2, Aerodrome Manual, Part 2, Aerodrome Physical Characteristics, 2nd
Edition, 1965.
On the same charts showing LCN verusus equivalent single wheel load, there are load plots showing
equivalent single wheel load versus pavement thickness for flexible pavements and versus radius of
relative stiffness for rigid pavements.
Procedures and curves provided in the ICAO Aerodrome Manual Part 2, Chapter 4 are used to
determine equivalent single wheel loads for use in making LCN conversion of rigid pavement
requirements.
ICAO has sdopted the ACN/PCN Reporting System, desribed in Paragraph 7.9, which will replace
other strength reports systems.
134
JUNE 2010
72 FT 4.6 IN (22.06 M)
41 FT 3 IN(12.57 M)
35 FT(10.67 M)
24 IN
(61 CM)
7.2.1 FOOTPRINT
MODEL DC-10 SERIES 10, 10CF AND
MD-10 SERIES 10F
7.2 .2 FOOTPRINT
MODEL DC-10 SERIES 30, 30CF, 40, 40CF AND
MD-10 SERIES 30F
V W = MAXIMUM VERTICAL WING GEAR GROUND LOAD PER STRUT AT MOST AFT
CENTER OF GRAVITY
NOTE: ALL LOADS CALCULATED USING AIRPLANE MAXIMUM DESIGN TAXI WEIGHT
V W = MAXIMUM VERTICAL WING GEAR GROUND LOAD PER STRUT AT MOST AFT CENTER OF
GRAVITY
V C = MAXIMUM VERTICAL CENTER GEAR GROUND LOAD PER STRUT AT MOST AFT CENTER OF
GRAVITY
H W = MAXIMUM HORIZONTAL WING GEAR GROUND LOAD PER STRUT FROM BRAKING
H C = MAXIMUM HORIZONTAL CENTER GEAR GROUND LOAD PER STRUT FROM BRAKING
NOTE: ALL LOADS CALCULATED USING AIRPLANE MAXIMUM DESIGN TAXI WEIGHT
MD-10- 30F LB 583,000 71,060 111,375 221,432 74,424 177,145 96,102 32,300 76,882
FREIGHTER
KG 264,445 32,232 50,518 100,440 33,758 80,352 43,591 14,651 34,873
200
440 440
MAXIMUM RAMP
WEIGHT 443,000 LB
360 360
WEIGHT 160
ON MAIN
LANDING
GEARS
(1000 LB)
320 320
140
280 280
120
C.G. FOR ACN
CALCULATIONS
240 240
100
200 200
80 85 90 95 100
550 550
MAXIMUM RAMP
WEIGHT 583,000 LB
240
500 500
220
450 450
WEIGHT 200
ON MAIN
LANDING
GEARS
(1000 LB)
120
250 250
80 85 90 95 100
PERCENT OF WEIGHT ON MAIN GEAR
163
JUNE 2010
H54 X 21-24 36 PR TIRES
PRESSURE CONSTANT AT 155PSI
CG AT MOST AFT POSITION FOR MAXIMUM RAMP WEIGHT
100
80
AIRCRAFT
163-A
CLASSIFICATION
NUMBER
(ACN)
40
20
0
100 150 200 250 300 350 400 450 500
(1,000 LB)
April 2004
7.9.2 AIRCRAFT CLASSIFICATION NUMBER - FLEXIBLE PAVEMENT
MODEL DC-10 SERIES 30, 30CF, 40, AND 40CF
164
JUNE 2010
H54 X 21-24 36 PR TIRES
PRESSURE CONSTANT AT 175PSI
CG AT MOST AFT POSITION FOR MAXIMUM RAMP WEIGHT
AIRCRAFT
164-A
CLASSIFICATION
NUMBER
(ACN)
60
20
200 250 300 350 400 450 500 550 600
(1,000 LB)
(1,000 KG) 100 120 140 160 180 200 220 240 260
AIRCRAFT GROSS WEIGHT
April 2004
H54 X 21-24 36 PR TIRES
PRESSURE CONSTANT AT 145PSI
CG AT MOST AFT POSITION FOR MAXIMUM RAMP WEIGHT
120
100
AIRCRAFT
CLASSIFICATION
NUMBER
(ACN)
60
40
20
200 250 300 350 400 450 500 550 600
(1,000 LB)
(1,000 KG) 100 120 140 160 180 200 240 260 280
AIRCRAFT GROSS WEIGHT
April 2004
H54 X 21-24 36 PR TIRES
PRESSURE CONSTANT AT 155PSI
CG AT MOST AFT POSITION FOR MAXIMUM RAMP WEIGHT
AIRCRAFT
166-A
CLASSIFICATION
NUMBER
(ACN)
April 2004
H54 X 21-24 36 PR TIRES
PRESSURE CONSTANT AT 175PSI
CG AT MOST AFT POSITION FOR MAXIMUM RAMP WEIGHT
120
100
NUMBER
(ACN)
60
40
20
200 250 300 350 400 450 500 550 600
(1,000 LB)
April 2004
H54 X 21-24 36 PR TIRES
PRESSURE CONSTANT AT 145PSI
CG AT MOST AFT POSITION FOR MAXIMUM RAMP WEIGHT
120
100
AIRCRAFT
CLASSIFICATION
NUMBER
168-A
(ACN)
60
40
20
200 250 300 350 400 450 500 550 600
(1,000 LB)
April 2004
(Limited to
1.75 MPa)
(Limited to
1.25 MPa)
8.0 POSSIBLE DC-10/MD-10 DERIVATIVE AIRPLANES
8.0 POSSIBLE DC-10/MD-10 DERIVATIVE AIRPLANES
No additional versions of the DC-10/MD-10 series aircraft are currently planned.