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The McDonnell Douglas DC-10 is a three-engine wide-body jet airliner manufactured by McDonnell Douglas. The DC-10 has range for medium- to long-haul flights, capable of carrying a maximum of 380 passengers. Its most distinguishing feature is the two turbofan engines mounted on underwing pylons and a third engine at the base of the vertical stabilizer. The model was a successor to McDonnell Douglas's DC-8 for long-range operations, and competed in the same markets as the Lockheed L-1011 TriStar, which has a similar layout. The DC-10 had a poor safety record initially that was continuously improved over the years. Production of the DC-10 ended in 1989 with 386 delivered to airlines and 60 to the U.S. Air Force as air-to-air refueling tankers, designated ''KC-10 Extender''.〔("McDonnell Douglas DC-10/KC-10 Transport." ) ''Boeing.'' Retrieved: February 28, 2006.〕 The largest operator of the DC-10 is U.S. cargo airline FedEx Express. The DC-10 was succeeded by the related McDonnell Douglas MD-11. Boeing, which merged with McDonnell Douglas in 1997, conducted an upgrade program that equipped many in-service DC-10s with a glass cockpit that eliminated the flight engineer position; the upgraded aircraft were re-designated as MD-10s. The DC-10's last commercial passenger flight took place in February 2014, although freighter versions continue to operate. Despite the airliner's popularity, only a few DC-10s are on display, while other retired aircraft are in storage. DC-10s are also used for specialist services, such as the Orbis International Flying Eye Hospital, which has a compartment for performing eye surgery. ==Development== Following an unsuccessful proposal for the U.S. Air Force's CX-HLS (Heavy Logistics System) in 1965, Douglas Aircraft began design studies based on its CX-HLS design. In 1966, American Airlines offered a specification to manufacturers for a widebody aircraft smaller than the Boeing 747 but capable of flying similar long-range routes from airports with shorter runways. The DC-10 became McDonnell Douglas's first commercial airliner after the merger between McDonnell Aircraft Corporation and Douglas Aircraft Company in 1967.〔Waddington 2000, pp. 6–18.〕 An early DC-10 design proposal was for a four-engine double-deck wide-body jet airliner with a maximum seating capacity of 550 passengers similar in length of a DC-8. The proposal was shelved in favor of a trijet single-deck wide-body airliner with a maximum seating capacity of 399 passengers, and similar in length to the DC-8 Super 60.〔Endres 1998, p. 13.〕 The DC-10 was first ordered by launch customers American Airlines with 25 orders, and United Airlines with 30 orders and 30 options in 1968.〔Endres 1998, p. 16.〕〔("American Orders 25 'Airbus' Jets." ) ''St. Petersburg Times,'' 14 September 2011.〕 The first DC-10, a series 10, made its maiden flight on August 29, 1970.〔Endres 1998, pp. 25–26.〕 Following a test program with 929 flights covering 1,551 hours, the DC-10 received its type certificate from the FAA on July 29, 1971.〔Endres 1998, p. 28.〕 It entered commercial service with American Airlines on August 5, 1971 on a round trip flight between Los Angeles and Chicago. United Airlines began DC-10 service on August 16, 1971.〔Endres 1998, p. 52.〕 American's DC-10s had 206 seats and United's had 222; both had six-across seating in first-class and eight-across (four pairs) in coach.〔''Aviation Daily'' 29 July 1971〕 The DC-10's similarity to the Lockheed L-1011 in design, passenger capacity, and launch date resulted in a sales competition that affected profitability of the aircraft. The first DC-10 version was the "domestic" series 10 with a range of 3,800 miles (3,300 nmi, 6,110 km) with a typical passenger load and a range of 2,710 miles (2,350 nmi, 4,360 km) with maximum payload. The series 15 had a typical load range of 4,350 miles (3,780 nmi, 7,000 km).〔("DC-10 Technical Specifications." ) ''Boeing.'' Retrieved: March 12, 2011.〕〔Endres 1998, pp. 32–33.〕 The series 20 was powered by Pratt & Whitney JT9D turbofan engines, whereas the series 10 and 30 engines were General Electric CF6. Before delivery of its aircraft, Northwest's president asked that the "series 20" aircraft be redesignated "series 40" because the aircraft was much improved over the original design. The FAA issued the series 40 certificate on October 27, 1972.〔Waddington 2000, p. 70.〕 The series 30 and 40 were the longer-range "international" versions. The main visible difference between the models is that the series 10 has three sets of landing gear (one front and two main) while the series 30 and 40 have an additional centerline main gear. The center main two-wheel landing gear (which extends from the center of the fuselage) was added to distribute the extra weight and for additional braking. The series 30 had a typical load range of 6,220 mi (10,010 km) and a maximum payload range of 4,604 mi (7,410 km). The series 40 had a typical load range of 5,750 miles (9,265 km) and a maximum payload range of 4,030 miles (3,500 nmi, 6,490 km).〔〔Endres 1998, pp. 34–35.〕 The DC-10 had two engine options and introduced longer-range variants a few years after entering service; these allowed it to distinguish itself from its main competitor, the L-1011. The 446th and final DC-10 rolled off the Long Beach, California Products Division production line in December 1988 and was delivered to Nigeria Airways in July 1989.〔〔Roach, John and Anthony Eastwood. ("Jet Airliner Production List, Volume 2." ) ''The Aviation Hobby Shop'' online, July 2006. Retrieved: September 19, 2010.〕 The production run exceeded the 1971 estimate of 438 deliveries needed to break even on the project. As the final DC-10s were delivered McDonnell Douglas had started production of its successor, the MD-11.〔Steffen 1998, p. 120.〕 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「McDonnell Douglas DC-10」の詳細全文を読む スポンサード リンク
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