FedEx DC10-30

PRINT THIS DOCUMENT NOW (or forever hold your peace)

FIRST:

Cut and paste the folder Panel.d10jvpn1 from this archive
to your FSFSconv Folder, usually located in the Aircraft
Folder of FS98. Check and make sure that there is now a
folder within FSFSconv entitled Panel.d10jvpn1 with
data in that folder ... If the folder is not present
in the FSFSconv folder, this panel will not work, and
you should try this again. You can always use any panel
you want, but it should be a three engine heavy panel.
If so, you probably already know how to change that.

Introduction:

I have been flying this aircraft for a few years now and
have added my own modifications to the sounds and panels.
These are not my creations, and those in the zipped file
may not work for you. In any case, this aircraft is NOT
for beginners, and I suggest you have at least 50 hours
logged in heavy aircraft before you try this one. My
first test flight was a total disaster, but after that I
was able to fly this aircraft with relative ease. It is
not an aircraft for sight-seeing, nor is it made for
STOL Airports. If you don't understand what I'm talking
about, forget this aircraft for a while, and keep flying
the Boeing 737 until you understand. I personally have over
5000 hours logged with FS95/98 and 2000, and began with the
first version called FS3.1 (a DOS version on one floppy disk).
So, I'm warning you that if I had a failure on my first flight,
you will likely have at least one before you master this
aircraft. If you are a seasoned heavy aircraft enthusiast,
continue reading below ... I will assume you understand me.
This aircraft is best flown with a 32MB Video Card and at
least a 200 MB MMX Processor.

About the DC10-30:

This version is a replica of the most common DC10 used by
Federal Express. Like all DC10s, it is a bit tail heavy.
It can easily fly half-way around the world on full tanks,
provided a fuel efficiency ascent and high altitude flight
is arranged, at the proper cruise speed. It will cruise at
mach .90 with relative ease, depending on the altitude.
Normal high altitude cruise speed is mach .84 or .80 ...
depending on the flight distance. Take-off speed, without
flaps, is about 150 kts. Default climb rate with autoclimb
is 2200 f/m. Normal climb rate is about 1000 f/m with
full tanks until reaching 220 kts, then it can be increased
to 2000 f/m with gear up to FL100.

Pre-takeoff:

As usual, preset instruments or write down VORs pre-flight.
Use GPS98 for direct GPS Flights (available here and elsewhere).
GPS98 is what I normally use unless I have a VOR flight plan.
Set the trim to negative .01 (-01) before take-off. Flaps can be
used, but they create drag and are normally unnecessary. If flaps
are used on T/O, 1 notch (F7 once) only! Set Altitude to desired,
usually above FL300 (30,000 feet). Set climb rate to
1000 for full tanks, 2000 for half tanks (adjust tanks before flight).

Set runway heading as direct heading if using autopilot heading.
Set Speed to 220 knots. Turn on autopilot (CMD) at far right
of this panel, or where it exists on your panel (if you change panels).
Turn on auto trottle, but not the Airspeed hold switch.
Use whatever texture density that is best with your video card
and processor.

Preflight Checklist:

Flaps= zero or 1 notch
Speed= 220
Altitude= 30,000 (up to you)
Climb Rate= +1000 (full tanks) +2000 (half tanks)
Heading= Same as runway heading
Climb Rate= -.01
CMD= ON (Autopilot Command On)
A/T= ON (Autothrottle On)
Lights= Landing, Nav, Int ... up to you (not required in FS98)
Taxi:

This is a heavy aircraft and cannot turn fast. The gear wheels are
under and behind you, so you should start a turn after you reach
the turn line designator (if available). Do not exceed 20 kts while
on taxiway. Prepare for immediate stop at all times. Do not stop
before attempting a 90 degree turn on the taxiway unless you can
control left and right engines individually. To make a sharp 90
degree right turn at full stop will require full thrust with the
left wing engine, while the right engine is at neutral. This may
cause counter-balance because each engine is fueled by separate
tanks (i.e., wing engine left, tank left, etc.) Taxi to close
proximity of chosen runway, and hold. Request for take-off and
set Squawk to ATC directive. Move closer to runway and hold.

Take-off:

Upon ATC directive, cleared for take-off, roll onto runway and
hold in runway position. Make sure all settings are correct.
Set Brakes with "Ctrl Period", or manually hold brakes. Use the
W key to make sure it shows you have the brakes on, then W
again to put you in the cockpit. Use the joystick tophat
to show the runway, or alternate between W and W to show the
runway and panel. Use "Shift-Z" over and over to see above
location and frame rate and speed. With brakes on, hit F4 or
push full trottle on your joystick. At 90 percent trottle,
press the period to release brakes. Maintain full trottle.
Begin your roll. At 140 kts click the Altitude Hold Button,
or pull up manually (manual pull-up is not recommended). You
should hear the sound of the gear leaving the runway, and 10
seconds later, hit the "G" key to pull the gear up. If using
flaps, hit F5 to bring flaps up. Now click on the Airspeed
hold button to maintain 220, and adjust your climb rate to
more or less as needed. Normal climb rate will be 2000 f/m
at 240 kts, so adjust speed to 240 kts.

Altitude Climb:

Upon climb, set heading button which should be your runway
heading. Check climb rate is adequate, continue or change
as necessary. At 3000 feet, make turn to destination or VOR
if needed. Climb at 240 kts to 10,000 feet, then increase to
330 kts. If climbing at 2000 ft/m you can stay there to
FL300 (30,000 ft). After that you will start to slow, so it
is best to climb at no more than 1500 f/m after 25,000 if
attempting above 30,000 (FL300). Climb rate is always relative
to speed. Monitor speed at all times during climb.

Cruise:

At altitude use VOR vector routes or direct GPS to destination.
Use the three-to-one rule plus 20 if at FL300 or above. This
aircraft is very fast on a cruise, and the three-to-one rule
only applies to those flying at FL300 at mach .74 or less.
You can hit "S" three times and see her fly, and once again to
be in the cockpit. You can also simply hit "W" and see only
what you are flying over. If you have a tophat joystick you
can control what you see during the flight. Have fun during
the cruise, but be careful to not hit a key that will stop
the engines .

Landing:

As mentioned above, use the three-to-one plus 20 rule to begin
your descent. If the airport altitude is sea level, you would
start your descent (Cruising at FL300) at 110 miles from the
airport ... 90+20=110. Set speed to mach on the panel and
slow to mach .74 on descent. Change altitude to at least
10,000 feet above the desired runway (AP) altitude. If it is at
3000 feet, set altitude to 13,500 to make sure you will be
above FL100 on slowing. Descent rate should be corrected
to 1800, rather than the default of 2200. Continue descent
to about 18,000 above AP altitude, and slow to 280 kts.
If you cannot slow fat enough, hit F7 once to slow ... do
not try to use the speed brakes unless you have more guts
than I. At about 12,000 feet above ground level (AGL), slow
to 240 kts. Stay level above 10,000 feet AGL at 240 kts and
maintain unless needed to line up with runway.

Runway Lineup:

If you are experienced you need no advise from me. I assumed
that from the beginning of this document. You will already
know what VOR to follow, and what ILS heading to follow,
so why am I saying anything? Well, because you should understand
that this is a huge aircraft, and some of you are just jumping
in after flying something similar. I assume you know how to
check for the ATIS frequency which will advise you of the current
runway in use, but this aircraft cannot turn and maneuver like
others.

Upon approach to the airport you need to make a very wide turn
away from it. In order to make a safe final approach you need
to be at least 30 miles out on final! You can do this by
maintaining 6500 (AGL) on approach to the AP, then turning away at
40 miles at an opposite heading ... 90 degrees back ... 90
degrees again ... then final. Once you Pick up the ILS you
will be fine if you follow the following advise.

Before you are within the control area, you should change your
airspeed to 180 kts. Negotiate your aircraft to final ILS
approach ... set flaps to one notch. At one notch you can still
turn well, even if autopilot is turned off. Keep it on.
If you use external view you will see that the aircraft is
floating nose-up! On the panel you will see the trim at positive
as well. That is totally normal, believe it or not!
The crew can still see out of the cabin, and as the flaps increase,
you will see why.

Once you Pick-up the ILS, and are on final approach, and at 180 kts,
the ILS approach needle will show the rest. As most of us do, A/P
is engaged, and ILS Approach is Auto! Once the ILS A/P Needle
kicks in, readjust the speed to 170 kts. When you can see the
airport runway, drop gear, then set speed to 160 kts. Now drop
flaps, and you're in.

You can land two ways ... cockpit or scenery view ...
Cockpit will have you in the seat all the way, and you will see
the runway approaching you fairly fast. At the last few hundred
feet, with ILS on, The nose will dip up and down and you will
crash without control on your part. The solution is, once you
get to a point where the nose starts to dip ... hit the key
"Z" and then take control with the joystick ... pull up! Once you
actually touch down, hit on the keyboard after you
hit the / key to add slats! If you don't know these things,
you should call us in a few years.

Obviously, don't try this with kids watching ... seriously!
If you have techniques they should not see, DON'T LET THEM
SEE THEM!!!

If you have any questions, and you really have experience, and
especially if you are a female, give me a shout!

Douglas E. Trapp
Irving, Texas
kc6zof@yahoo.com