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DC-10-30 Engine Question.  
User currently offlineJkw777 From , joined Dec 1969, posts, RR:
Posted (10 years 10 months 1 week 1 day 2 hours ago) and read 3640 times:

Hi there folks,

This may be classed as a cheap hits post, but really I am just very curious to know something about the DC-10-30 3rd engine.


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Photo © Justin Wood



One this shot, taken by moi  Big grin, I notice that on the 3rd engine there seems to be a chain of circular objects on the silver/chrome part of the engine. Any ideas on why that would be there or what it actually is?!

I have never noticed it before you see, hence why I ask!

Many thanks for any feedback given,

Regards,

Justin  Smile/happy/getting dizzy

PS: Hope y'all like my shot! I am a newbie photographer so I'm always pleased to hear what you think, Thank you.  Smile

12 replies: All unread, jump to last
 
User currently offlineDc10hound From United States of America, joined Dec 2000, 463 posts, RR: 5
Reply 1, posted (10 years 10 months 1 week 1 day 2 hours ago) and read 3596 times:

By your description, I guess "third engine" is the tail engine - #2.

The circular objects are removable inspection plates for the #2 engine inlet nose cowl. The internal space in this area contains anti-ice ducting.

That area is not really part of the engine, it is aircraft structure. The actual front of the engine is about 10-15 feet aft, almost directly under the rudder.



"Eagles soar. But weasels never get sucked into jet intakes.."
User currently offlineJutes85 From , joined Dec 1969, posts, RR:
Reply 2, posted (10 years 10 months 1 week 20 hours ago) and read 3538 times:

The actual front of the engine is about 10-15 feet aft, almost directly under the rudder.


What is the real point of this? Why do they need to add the extra metal to cover the front area?


User currently offlineGrandTheftAero From United States of America, joined Nov 2003, 254 posts, RR: 5
Reply 3, posted (10 years 10 months 1 week 16 hours ago) and read 3487 times:

What is the real point of this? Why do they need to add the extra metal to cover the front area?"

The "extra metal" is called a crown. It is warmed by engine bleed air and prevents ice formation. All three nacelles have this feature.

The reason that the engine is placed in the aft portion of the duct is that the hot exhaust gases would have melted the aluminum airframe if the engine was placed in the front of the duct. Also the pressure of the exhaust gas may have blown apart the duct entirely. For a forward-mounted engine to work, a duct that could withstand the temperature and pressure of the exhaust would have to be placed between the turbine rear frame and exhaust body of the engine. Additionally the exhaust end of the duct would have to properly shaped to expand the exhaust flow to optimal conditions. This is essentially an afterburner duct without the fuel nozzles, flameholders, and variable nozzle.

Given all this, it seems that Douglas made the right decision in placing the #2 engine in the aft portion of the duct. However, the penalty for the long inlet duct is that a significantly thick boundary layer is ingested by the engine, thereby deteriorating performance. Apparently the loss in performance was not substantial enough to deter Douglas, Lockheed and others to use duct-fed engines on their trijet airplanes.

--Shane


User currently offlineFDXmech From United States of America, joined Mar 2000, 3251 posts, RR: 34
Reply 4, posted (10 years 10 months 1 week 9 hours ago) and read 3440 times:

>>>What is the real point of this? Why do they need to add the extra metal to cover the front area?<<<

The extra metal in the shape of an intake duct is structure supporting the vertical stabilizer/rudder.

The #2 engine is mounted to the pylon structure directly above it.

Also hypothetically, how would you drop (replace) the engine if it were directly on top of the fuselage?



You're only as good as your last departure.
User currently offlineAvioniker From United States of America, joined Dec 2001, 1109 posts, RR: 11
Reply 5, posted (10 years 10 months 1 week 7 hours ago) and read 3410 times:

Nice picture. By the way NW flies -40's, sorry.
The principle difference is that the -30 has GE CF-6-50's and the -40 has Pratts.
There's others but I just couldn't resist...sorry



One may educate the ignorance from the unknowing but stupid is forever. Boswell; ca: 1533
User currently offline747Teach From United States of America, joined Nov 2000, 176 posts, RR: 1
Reply 6, posted (10 years 10 months 1 week 6 hours ago) and read 3398 times:

Avioniker: "By the way, NW flies -40's, sorry." The Fleet Summary as of Jan. 01, 2004 lists 22 DC-10-30 aircraft in operation with the NWA fleet. There are no DC-10-40 aircraft listed in the operational fleet. There are two -40 aircraft, 1143 and 1144 listed in storage. Regards,

User currently offlineAvioniker From United States of America, joined Dec 2001, 1109 posts, RR: 11
Reply 7, posted (10 years 10 months 6 days 2 hours ago) and read 3296 times:

I'll be darned!
That is a Pratt powered bird in the picture, however...



One may educate the ignorance from the unknowing but stupid is forever. Boswell; ca: 1533
User currently offlineXFSUgimpLB41X From United States of America, joined Aug 2000, 4229 posts, RR: 37
Reply 8, posted (10 years 10 months 6 days 2 hours ago) and read 3285 times:

Sorry Avionker.. wrong again. Notice the straight #2 nacelle..those are GE engines, which is the quickest ID for it being a -30 series. I cant remember the exact ship numbers, but this is probably a -30EER. 580,000 mgtow...


Chicks dig winglets.
User currently offlineVC-10 From United Kingdom, joined Oct 1999, 3708 posts, RR: 34
Reply 9, posted (10 years 10 months 6 days 1 hour ago) and read 3273 times:
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View Large View Medium
Click here for bigger photo!

Photo © Paul Robinson
View Large View Medium
Click here for bigger photo!

Photo © Paul Robinson



View Large View Medium
Click here for bigger photo!

Photo © Paul Robinson
View Large View Medium
Click here for bigger photo!

Photo © Paul Robinson



View Large View Medium
Click here for bigger photo!

Photo © Paul Robinson



User currently offlineN243NW From United States of America, joined Jul 2003, 1640 posts, RR: 20
Reply 10, posted (10 years 10 months 6 days 1 hour ago) and read 3272 times:

XFSUgimp is correct. Here is N229NW listed in the FAA's archives:

N229NW is Assigned
Assigned/Registered Aircraft
Aircraft Description


Et cetera, et cetera, et cetera...Oh, here it is:

Airworthiness
Engine Manufacturer...GE
Engine Model....CF6-50 SER


There you are. Yes, indeed, the Pratts can easily be identified by the bulge on the #2 nacelle's intake.

-N243NW Big grin



B-52s don't take off. They scare the ground away.
User currently offlineFDXmech From United States of America, joined Mar 2000, 3251 posts, RR: 34
Reply 11, posted (10 years 10 months 6 days ago) and read 3256 times:

VC10

Great photo's.

We had a #2 change a couple months back. The old fashioned way, four manual chain hoists. To make matters worse, the chain hoist/engine cradle combo left us several inches short of mating. We had to drop it down again, switch equipment and manually hoist it back up again. OOH the pain!



You're only as good as your last departure.
User currently offlineStarlionblue From Greenland, joined Feb 2004, 17186 posts, RR: 66
Reply 12, posted (10 years 10 months 3 days 6 hours ago) and read 3154 times:

As far as I know, all planes with engines in rear ducts have the engine in the way back. Apart from the thermal issues, it is much more important to control the air going into the engine than the air going out. Although Boeing probably wished it had done something completely different at some points during the 727 test program. Those #2's kept flaming out on rotation.


"There are no stupid questions, but there are a lot of inquisitive idiots."
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