The thrust of one engine is maybe enough for some altitude and weights, but you cannot make a normal approach with it. The thrust/weight ratio is about .26 for all three engines, makes approximate .085 with a single engine. Multiply that with a thrust lapse rate and consider an LoD of 15-17 (less w...

If we could just get it to rain where and when it's needed!

Thanks for the photo's!

Thanks, Don.How did you know I'm still size 50?
Per

Unlucky guess?
I screwed up the HTML code. Be glad I screwed it up at "50" and not "200".

There's an echo in here.[/quote

What echo, echo, echo echoecho.............?
Per Per Per Per Per

Fixed

In the picture it looks like the tail cone. Can the engine be operated without (in case of emergency)? What suitable airports were on their route, did they have the option to land elsewhere in case another engine goes bust? I guess a DC-10 cannot fly on a single engine (with freighter-like gross we...

Well how long would they have had to circle to get down below Max Gross Landing Weight? (I don't know if the DC-10 is capable of in-flight fuel jettisoning or not.)

The DC-10 can jettison fuel.

The DC-9 family, No.

Yes, I didn't expound enough. "The Zero Fuel Weight (ZFW) of an airplane is the total weight of the airplane and all its contents, minus the total weight of the fuel on board. For example, if an airplane is flying at a weight of 5,000 lb and the weight of fuel on board is 500 lb, the Zero Fuel ...

No manufacturer exposes compensation to the "PUBLIC" until it has to. The information has been known by the aviation community for more than a year. I would have expected Boeing to have learned something from the Airbus A380 mess. Development of the Boeing 787 is a big disappointment from ...

I saw the earlier posts by you (3WE) and Flyboy. I agree the wind speeds reported on the METAR's and actual wind speeds encountered by the aircraft on the runway could be different. My point was the difference between the speeds reported in the press were given in kilometers per hour and in one case...

The winds were more or less down the runway, 300 at 20 gusting to 40 Knots. 40 knots = 72 km.

I believe wind gusts and/or wind shear may have played a roll.

Dunno, but I'm talking about that piece of rubber held in place by two jubilee clamps. Must be a hole in that pipe thingie. Per Per, The "pipe thingie" is a wing strut. The strut keeps the wing tips from dragging the ground when the aircraft is parked and (more importantly) keep the wing ...

Are you talking about the strut step, per? Kind of important for getting to the fuel caps on the wing, so I'm usually quite happy to see them on things flying with me inside. I have flown several high wing aircraft without struts. The Cessna 195, 177 Cardinal and 210G and subsequent have cantilever...

Is the MD-11 harder to fly than the DC-10? I'll leave the definitive answer to those that fly the two aircraft. What follows is from my experience with the aircraft during test flights. The MD-11 handles differently, primarily in pitch, than the DC/MD-10. The MD-11 likes a fully stabilized approach....

Hi Ken.
Long time no chat.
Welcome.

Glenn is correct. FCC-1 and FCC-2 receive flap position, wheel speed and RA signals. The FCC will trigger spoiler deployment if all conditions are satisfied (Wheel speed >80 Knots Flaps >31 degrees, RA 7 +or-1 feet). and they are armed. if the spoilers have not extended by the time the nose gear str...

Wheel spin up deploys the spoilers. The spoilers must be armed and the throttles must be at idle. I'm sure there needs to be a PSEU input there somewhere. If you mean PSEU Proximity Sensor Electronic Unit, the MD-11 doesn't use one. There is an output from prox sensors on the spoiler panels to repo...

CNN is now saying the Air Force has not lost a C-17. That would be good news!

CNN is reporting a C-17 crash.

The aircraft tends to pitch up at spoiler deployment but that should have happened before the pitch up occurred. Thank you for finally bringing up the spoilers. It is impossible to tell from the grainy video whether the spoilers extended on the first touchdown. It seems reasonable to conjecture/spe...

The crew seats on the MD-11, DC/MD-10 are not on tracks. They are bolted into position. Only the seat bottom and back rest move. I don't see how seat movement could be a factor.

The first touch down looks to be firm but the nose came down as expected. As expected, although a tad quickly. It almost looks like they peeled it back off on purpose, but why? Yes, and if they did intentionally lift it off, why weren't they in go-around mode? I was under the impression that traini...

I've got to agree with flyboys observations The first touch down looks to be firm but the nose came down as expected. The cause of the pitch up after the first touch down is puzzling. The MD-11 has a smaller tail than the DC/MD-10. Pitch response is different than the 10. The aircraft tends to pitch...

This was the first fatal accident for FedEx. Yes, it is similar to the FedEx MED at EWR and the Mandarin at HKG. No SB you have not seen several FedEx MD-11's up side down, you have seen one (EWR). The failure mode seems to be linked to a high sink rate and a side load at touchdown. One of the main ...

Many tail drags can be attributed to poor pilot technique but in this case there must have been another factor or two involved. Hitting the localizer antenna is usually the result of degraded aircraft performance. A couple of causes are weight and balance issues & thrust setting, there are others.

Not Uncle Ben!

If anyone can pronounce it, "Mr. Spock's full name "S'chn T'gai Spock".