Sylvie Willis
The McDonnell Douglas DC-10 is a wide-body jet airliner that was in production from 1968 to 1989, with 386 delivered to airlines and 60 KC-10 tankers. The DC-10 had a poor fuel economy reputation, which, along with a crash in 1979, led to its production ending. However, as design flaws were fixed and fleet hours increased, the DC-10 achieved a long-term safety record comparable to other similar-era passenger jets. The DC-10-30, the best-selling version, had a larger wingspan and a slightly longer fuselage, resulting in a higher maximum takeoff weight than the DC-10-10. The DC-10-30's total fuel capacity was 137,770 litres (108,149 kg) and its minimum fuel consumption was 9.85 kg/km.
| Characteristics | Values |
|---|---|
| Fuel capacity | 137,770 litres or 108,149 kg |
| Fuel burn | 18,000 lbs or 9 tonnes per hour |
| Minimum fuel consumption | 9.85 kg/km |
| Maximum takeoff weight | 590,000 lbs or 270 tonnes |
| Engine type | Three GE CF6-50C2B engines |
| Engine thrust | 54,000 lbf or 240 kN |
| Range | 6,600 miles or 10,620 km |
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What You'll Learn
The DC-10's poor fuel economy
The DC-10 was a three-engine wide-body jet airliner manufactured by McDonnell Douglas. The DC-10's poor fuel economy was one of the reasons for its production discontinuation in 1989. The aircraft had a reputation for poor fuel efficiency, which, combined with public apprehension following a crash in 1979, led to a lack of orders and ultimately the end of its production.
The DC-10-30, the best-selling version of the aircraft, had a total fuel capacity of 137,770 litres (108,149 kg). However, its fuel consumption was high, with an estimated burn rate of 9 tonnes per hour immediately after takeoff, decreasing to around 7-7.5 tonnes per hour as the flight progressed. This resulted in a fuel efficiency of approximately 9.85 kg/km.
To address the issue of poor fuel economy, some variants of the DC-10 were designed with improved fuel efficiency in mind. The DC-10-15, for example, was fitted with higher-thrust GE CF6-50C2F engines, larger fuel tanks, and a larger wingspan to increase range and fuel efficiency. This variant was specifically designed for use at hot and high-altitude airports.
Additionally, the proposed DC-10-50 variant was intended to have extra fuel tanks, wingtip extensions, and a rear center landing gear to support increased weight. However, these plans were abandoned after British Airways opted for the Lockheed L-1011-500 instead.
Despite these efforts, the DC-10's fuel economy remained a challenge, and it was ultimately succeeded by the lengthened and heavier McDonnell Douglas MD-11, which offered improved performance and efficiency.
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DC-10-30 fuel capacity
The McDonnell Douglas DC-10 is an American trijet wide-body aircraft. The DC-10-30 is the best-selling version of the DC-10, with a larger wingspan and a slightly longer fuselage than the DC-10-10. The DC-10-30 first flew on February 28, 1973, and the first one was delivered in April 1973.
The DC-10-30 has a maximum takeoff weight of 590,000 pounds (270 t) and is powered by three GE CF6-50C2B engines, each producing 54,000 lbf (240 kN) of thrust. The DC-10-30 also has an additional fuel tank in the rear cargo hold, increasing its range to 6,600 miles (5,730 nmi; 10,620 km).
The total fuel capacity of the DC-10-30 is 137,770 litres (108,149 kg). In terms of fuel consumption, one source estimates a burn rate of 7.5 tons/hour for trips greater than 5 hours. Another source estimates a burn rate of 9 tons/hour for a London to Los Angeles flight with a full payload.
The DC-10-30 was produced from 1972 to 1988, with 163 aircraft built and delivered to 38 different customers. The model was first delivered to KLM and Swissair on November 21, 1972, and was first introduced into service on December 15, 1972, by Swissair.
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DC-10-30 fuel burn rate
The DC-10 is an American trijet wide-body aircraft manufactured by McDonnell Douglas. The DC-10-30 is the best-selling version of the aircraft, with a larger wingspan and a slightly longer fuselage than the DC-10-10. The DC-10-30 was first delivered in April 1973 and was discontinued in 1988. It has a maximum takeoff weight of 251,744 kg and a total fuel capacity of 137,770 litres.
The DC-10-30 is powered by three GE CF6-50C2B engines, which offer improved fuel efficiency over the previous model. Each engine produces 54,000 lbf of thrust. The aircraft has a maximum range of 6,600 miles (10,620 km) and can travel non-stop for 10,200 km.
The fuel burn rate of the DC-10-30 depends on various factors, including the payload, flight distance, and speed. According to a PPRuNe forum user, a DC-10-30 with CF6 engines burns fuel at a rate of 9 tonnes per hour immediately after takeoff. After 4.5 hours, the fuel burn rate decreases to around 7-7.5 tonnes per hour. This estimate assumes a flight distance of 2,500 NM and includes contingency and diversion fuel.
Another PPRuNe forum user provides a ballpark figure of 7.5 tonnes per hour for flights longer than 5 hours. This user also mentions that fuel costs can be kept down by using decision point fuel planning and maximizing optimum levels through trading altitude for wind graphs.
The DC-10-30 has a minimum fuel consumption rate of 9.85 kg/km and a minimum fuel burn rate of 7,262 kg/hour at a height of 7,315 m.
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DC-10-10 fuel tank extensions
The McDonnell Douglas DC-10 aircraft had a poor fuel economy reputation, which, along with safety concerns, contributed to its discontinuation in 1989. The DC-10-10 was a proposed version of the aircraft with extra fuel tanks, 3 feet (91 cm) extensions on each wingtip, and a rear center landing gear. The extra fuel tanks would have increased the aircraft's range and fuel efficiency.
The DC-10-10 was designed to use Pratt & Whitney JT9D-15 turbofan engines, each producing 45,500 lbf (202 kN) of thrust, with a maximum takeoff weight of 530,000 pounds (240 t). However, engine improvements led to increased thrust and higher takeoff weight. As a result, Northwest Orient Airlines, one of the launch customers, requested that the aircraft be renamed the DC-10-40.
The DC-10-30, another variant of the DC-10, also featured fuel tank extensions. The KC-10 Extender, based on the DC-10-30, is a tanker aircraft primarily operated by the United States Air Force. It has a maximum takeoff weight of 590,000 pounds (267,619 kg) and can carry a maximum load of 340,000 pounds (154,221 kg), including fuel, cargo, and passengers. The DC-10-30ER is another extended-range version of the DC-10-30, with an additional fuel tank in the rear cargo hold, increasing its range by 700 miles to 6,600 miles (5,730 nmi; 10,620 km).
In terms of fuel consumption, a DC-10-30 with CF6-50C2B engines can be expected to burn approximately 18,000 lbs (9 tonnes) of fuel per hour for a London to Los Angeles flight with a full payload. However, the actual fuel burn rate may vary depending on factors such as flight conditions and crew optimization of fuel usage.
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Fuel efficiency improvements
Another critical aspect of improving fuel efficiency is engine selection and upgrades. The DC-10 has been equipped with various engines, such as the General Electric CF6-50 turbofan engines and the Pratt & Whitney JT9D series. These engines offer different thrust capabilities and fuel efficiencies. For example, the DC-10-30ER aircraft, powered by GE CF6-50C2B engines, has an additional fuel tank and an extended range of 700 miles compared to the standard DC-10-30. Engine improvements can lead to increased thrust and, consequently, improved fuel efficiency.
Furthermore, operational strategies and crew expertise are essential for optimizing fuel efficiency. By utilizing decision-point fuel planning and maximizing the use of optimum levels, crews can significantly reduce fuel costs. This involves trading altitude for wind conditions and maintaining fuel efficiency at different stages of flight. Additionally, the use of fuel-efficient flight paths and optimized cruise speeds can further enhance fuel efficiency, ensuring that the aircraft operates within the most economical range.
Finally, weight management is critical to improving fuel efficiency. The DC-10-30, with its higher maximum takeoff weight (MTOW) compared to the DC-10-10, demonstrates the impact of weight on fuel efficiency. By carefully managing payload and fuel loads, operators can optimize the aircraft's zero-fuel weight (ZFW) and, consequently, improve fuel efficiency. This involves careful calculation and consideration of the aircraft's weight and balance characteristics to ensure efficient performance.
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Frequently asked questions
The fuel consumption of a DC-10 depends on the variant. The DC-10-30 has a total fuel capacity of 137,770 litres or 108,149 kg. The DC-10-30's minimum fuel consumption is 7262 kg/hr and its fuel burn can be 10 tonnes per hour immediately after take-off, reducing to 7-7.5 tonnes per hour 10 hours later. The DC-10-10 has a maximum takeoff weight of 530,000 pounds (240 t) and the DC-10-30ER has a maximum takeoff weight of 590,000 pounds (270 t).
The crew can keep fuel costs down by using decision point fuel planning and maximising the use of optimum levels, trading altitude for wind.
The DC-10 had a poor fuel economy reputation, which contributed to the end of its production in 1989. However, it outsold the similar Lockheed L-1011 TriStar due to the latter's delayed introduction and high cost.
