FS2002 dynamic model for American Airlines Mc Donnell Douglas DC10-40 by Freeware Flight Group.  Dynamics by Paul R. Varn November 18, 2001.

Will NOT work in FS2000 or FS98!

Meets flight and performance specifications as published compiled 
from many sources on the Internet and books.  
Thanks to Gary Hall for helping with research and testing.

The inclusion of this fully-feature "aircraft.cfg" file provides all the new dynamic features of FS2002 including electrical system, timed slats and flaps, spoilerons, smoke and lighting effects, damage and scrape effects, and highly detailed control system.
Other features include:
Realistic engine startup and dynamics.
Electrical system and generators (Requires FS2K start and generator switches.)
Correct V speeds, stalls, TO weights and rolls, breaking, and landing roll.  Very effective rudder.

The original dynamics files supplied with this visual model did not include the special FS2002 code and thus was missing many feature.
Another drawback of not having FS2002-specific code in the aircraft.cfg file is this forces FS2002 to construct this file from scratch when imported.  this causes the file to be populated with many irritating defaults that destroy the dynamcis created within the air file.

Installation:
This model is intended for use with 3D visual model file 
"DC1030AA.zip".  By editing the "aircraft.cfg" file and filling in the sections: [flitsim.1], [fltsim.2], etc you can add as many paints of this model as you want.  When adding, pay careful attention to the lines marked "ui-".  This lines MUST be filled in to work correctly.
If you are using only one paint, leave the example section ".1" as is.

DO NOT use FsEdit program on this model or it will be destroyed!

Although the model distributed and painted by the group is designated "DC10-30", the DC10-40 looks the same, but is heavier with longer range. 

Install the model from the original archive and replace files from my archive after backing up your originals.  Both "aircraft.cfg" AND "DC1040.air" files are REQUIRED from this distribution for correct operation of the model.  Other 3D models have not been tested with the files in this distribution and other 3D models could have drastic problems with these files.

These files are used at your own risk and if used with other 3D models may not perform to specifications or may have visual distortions.

Performance will suffer if not used with a high quality panel that avoids problems with typical 98 gauge flaws such as reversed N1/N2.
You can tell if the N1/N2 gauges are reversed by inspecting their operation.  At idle, N1 should be much lower than N2.

ELECTRICAL SYSTEM:
IMPORTANT:  This model has fully working 2K/2K2 electrical system 
including system loads, battery, and generator voltages.  
It is required you have 2K battery and generator switches 
(not the FS98 panel dummy gen switches) installed.
You are not likely to find panels with 2K/2K2 starters for three engines.  However, the starter and generator switches from the FS2000 Concorde work great.
If you don't have a panel with these switches 
(such as the 2K Concorde starter and gen switches) 
there are work-arounds as follows:

Use the FS2K OPTIONS menu and select CONTROLS --> ASSIGNMENTS.
Find the description for enabling the generators and assign a 
keybord combo to that function.  I use CONTRL-numpad minus (-).  
While you are at it, you might want to also assign a battery enable 
key.  I use CONTRL-\ (under the ENTER key.)

With these keys defined, you can now turn on the battery.  If the 
battery switch seems to have no effect (the panel gauges are 
on or lit up all the time) it means the generators may be on.  
Toggle that control to see if they are.

With battery on, go through the starter key sequence (engine1)-
e,1,j,+(one or more taps until you see the N2 gauge climb slowly and 
steadily.)  
With engine one started, press your generator key assignment and 
generator 1 will now be activated.  
One is enough to keep most of the system powered while you continue 
starting other engines assuming you don't turn on everything right away.
Repeat the above for remaining engines 2+3.
I suggest tapping BACKSPACE key after all is done to return you to 
main window zoom mode so your next key presses don't mess up your engines.

When using panels with FS98 engine switches, you will have to HOLD DOWN the engine starter "+" key while the engine spools up enough to ignite.

ALTERNATIVE:
Use the FS2K auto start sequence: CONTRL-E.  
This will start the battery, engines, and generators for you.

Unlike converted FS98 air files, fully 2K2 air files let you power up 
the generators in flight if you forget and your battery dies.
Simply turn on your panel FS2002 generator(s) or your keyboard combo 
and your failed electrical system will fully power up.
----------------

FLAPS:
Due to the way FS98/2K/2K2 and flaps gauge designers model flaps, it's impossible to obtain accurate flap setting based on what you see on the gauge.

Many flap gauges are "visually" calibrated for 40 degrees as their heighest setting.  Regardless of the actual flap degrees coded into the flight model, flap gauges simply take their total scale and divide it up into semi-equal parts.  Regardless of the total flaps degrees available in the actual model or in real life, if you use a gauge calibrated for 40 degrees, you will always get 40 degrees (indication) at max flap even if in real life and in the dynamic model the flaps only go to 30 (as is the case with most modern airliners.)


For this reason, you cannot expect to meet real life flaps INDICATIONS with just any gauge you happen to use.  However, regardless of the gauge, 100% flaps on the gauge is always 100% in the model and will produce the intended lift and drag at that setting.  Anything in between is hit and miss.  This model has been coded for 8 positions plus up.  For your reference, the slats are configed so they are fully extended by position 7 (next-to-last.)  They move in two increments:
Position 3
Position 7.
There is no slats movement (IN THE DYNAMIC MODEL) in the other inrements.

Digital gauges are the worst.  They all seem to be coded to provide the same increments between up and full.  In many cases this will cause the gauge to not move between one or more settings.  I suggest using analog flap gauges for best representation of movement between settings.
-------------------------

DYNAMIC MODEL:
Sploilerons are modeled as they are in the real plane with the exception the DC10 also uses spoilerons for pitch control.  It's not known at this time how to do that in FS2K2.  If you have a spoiler indicator light installed on your panel, you will see this light during hard turns.  This is not an error.  Take a look at the wings to see your cool spoilerons in action.

Spoilers (speed break) has the unique feature by accident in that FS2K only models full on or full off unless you use a special gauge.  Most gauges are full on and off and it just so happens the DC10 is that way in real life.  Because of this, you should not use an incremented gauge in your panel.

If you are used to flying jets with smaller engines, be careful.
The 53,000 lbs thrust P+W JT9D is larger and more powerful than the 45,000 lb thrust engines on the 747-400.  You have to think ahead more than you are used to with smaller engines as the spool time is noticable.

Reversers are set to 70% N1 as to spec.  According to published sources, there is an interlock that prevents #2 engine (rear) from being reversed until the nose wheel is down.  Although FS doesn't appear to support that feature, you are asked not to reverse until all wheels are on the ground.

Unlike most models, you cannot slam this plane down on the runway and walk away from it.  Descent rates near -800 fpm and Landing weights near or over rated max WILL produce crashes.  You should practice gentle landings observing your instruments carefully.

Many of the specs below are included in the F10 kneepad with this distribution.
----------------------------

SPECIFICATIONS: (* indicates lack of data in real world)
Mc Donnell Douglas DC10-40CF (Common Performance Improvement Package)
1st year produced - 1971
Last year produced - 1989
Total produced - 446

Gross (MTOW): 565,000 lbs with full fuel (max payload modeled)

Dry Weight: 326,434 (includes engine weight, pax, cargo)

Pax: 255 - 380

Max Landing Weight: 411,000 lbs (84,566 lbs total fuel)

Height (ground to top of tail fin) = 58 feet, 1 inch

Tailplane:
span = 71 feet, 2 inches
Area = 1,040  feet 3 inches

Rudder (combined) area = 111 sq feet

Elevator area = 298 sq feet

Main Wing:
Span = 165 feet 4 inches
Area = 3,647 sq feet
Aspect Ratio = 7.5
Chord = 22 feet
Sweep = 35 degrees

Ailerons (inboard outboard combined) = 187.8 sq feet

Fuel: 
245,566 lbs (37,198 USG)
Rate at econo cruise = 28,000 lbs/hour total all engines.
Note: Range and fuel rate are based on ideal conditions with no wind and air temperature modeled for -68 degrees F at 35,000ft.  Be sure to use some kind of download "real world" weather for most accurate performance.  Jeppeson "Real Weather" as supplied with FS2K does not provide accurate high altitude weather, winds, and temperates typical of most airliners.  Use Squawk Box or FS_METEO for most accurate modeling.

Fuel load matches real-world layout closely with normal attrition causing a constantly changing center of lift.  Fuel is carefully balanced to retain smooth auto pilot control under all normal flight conditions.  It's recommended you fill all tanks to the same percentage when loading partial fills.

Tank layout (as seen from the rear):
                      |
                      O
     1          2    aux     2           3
---L aux-------Left/Center\Right-------R aux---
              (O)  |  |   |   (O)

Note- Although the outboard wing tanks are called "aux" in the sim, in reality they are tanks 1 and 3 respectively.  Tank 2 actually spans the wings through the fuselage.  In this case, tank 2 is represented by the sim tanks LEFT and RIGHT.  The Center (in reality Aux) tank sits in the middle of tank 2 position within the width of the fuselage.
1 capacity = 105,375 lbs

2 capacity = 32,698 lbs (X2)

Aux capacity (1,3) = 40,699 lbs (X2)

As you can see the outboard wing tanks are significant and should ALWAYS contain fuel.

To maintain proper fuel balance closest to simulating a balanced attrition 
of fuel throughout the flight, fill tanks according to following table:

Fuel Required (lbs):            Tank Load Table:
30K-65,395                      Fill L+R as needed
65,395-164,169                  Fill L+R, add Center as needed
165,170-Full                    Fill L+R, Fill Center, Add to AUX as needed

Engines: 3 ea Pratt & Whitney JT9D-59A 53,000 lbs take off thrust at sea level, 11,950 lbs thrust at cruise.  Weight- 9,140 lbs each.

Range: 4,100 Nautical Miles (econo cruise at 33,000ft) 9-11 hours

Typical Cruise Altitude (service ceiling): 33,400 ft.

Cruise Speed: Normal Economy = Mach .83, 484 knots Ground speed 
(551 MPH)
Max Level = Mach .85
Do not excede = Mach .95

Take off runway length at 86 degrees F and MTOW: 10,280 feet

Minimum Landing runway length at MLW: 5,350 feet.

Standard temperature, sea level pressure altitude, no wind---
V1 - Takeoff Decision Speed (MTOW):
147 KIAS (565,000 lbs.)

VR - Rotation Speed MTOW (dry runway, flaps position 4):
162 KIAS (565,000 lbs.)

V2 - Takeoff Safety Speed MTOW (dry runway, flaps position 4):
178 KIAS (565,000 lbs.)

VREF - Landing Threshold Speed MLW (flaps 30 [full], gear down)
152 KIAS (411,000 lbs Gross, 84,500 lbs fuel)
138 KIAS (356,434 lbs Gross, 30,000 lbs fuel)
100 KIAS Dirty Stall (full flaps + gear) 30K Lbs fuel

Comments:
You will find this "heavy" very powerful at take off although the roll is quite long due to high rotation speed (162 knots.)  Initial take off pitch should be held at +10 until over V2.  2500 ft/min initial climb is possible at low weights.  Even under poor conditions and max weight, 1800 ft/min is typical.  As is normal for most airliners and all heavies, climb rate near max cruise will be very shallow to avoid loss of speed and power.
It is very important to follow the load fuel table to avoid pitch instability.

Paul R. Varn pvarn@speakeasy.org
