My main complaint with the DC-10 was actually the pilot input console by your knee with the sharp edge that dug into it the whole flight unless I took my leg off the rudder pedals! Which one did you like best?
@@iusedtogomach Do You Have any Videos (or information) about American 191 Chicago May 25th. 1979? I was 17 years old when that plane crashed and to this day it haunts me!!!!
@@iusedtogomach Well, to tell the truth, I will always love 747, I liked the DC 10 in cargo, but I don't remember much about that defect you mention. And I never really liked the DC-10 console.
my aviation friend (cpl piston) sent me the link to this. Because I had told him that in the 70s, when I had the pleasure to fly brand new DC-10-30s as first-officer we used to have following procedure regarding reverse operation / - setting. On touch down as flying pilot call out "reverse" as soon as ground contact (spoiloer deploy) upon which the assisting pilot set reverse thrust as previously briefed (idle, partial or full, all engines or 1 and 3 only) before landing. If required amount of reverse thrust could be adjusted on touch down, e.g. calling 70% or so. Then followed by the call 60kt, "idle reverse" and/or reverse off. As flying one could so fully concentrate on the outside regarding obstacles, traffic, distance to exit taxiway, aircraft behaviour (drift etc.) and speed deceleration (IAS and optical / physical sensation), while the pilot assisting could concentrate on cockpit indications regarding reverse thrust (similar spin up, reverser lights etc.) So I told him later, that I could not understand the change in policy some decades later where the pilot flying would do mostly all of thes beforementioned actions himself, this in matter of seconds during the critical phase of touching down at highspeed, flare and possibly crosswind compensation asf. while the pilot assisting is condemned to just monitoring arms crossed ?! As seen in this movie, the pilot flying drifts off the center line while desperately searching for the reverser levers, only after ca. 15 seconds at 70m/s, (over 1000 meters lost runway length) finally the 3 engine instruments on top (% N1 or EPR, depending on engine tpyes) show normal reverse, only to be urged to reduce back to idle shortly thereafter, to avoid possible backfiring (engine stall) due to airstream loop, sucking in it's own warm, thin exhaust air. Most probably this unefficient split of duties was introduced by some whitecollar desktop people during the introduction of first officers getting to act during all the phases of flight, including take-off and all taxi operations on their legs, for training in case of captain incapcitation. In my opinion though perdiodical, e.g. yearly practicing of all tasks by one and only pilot should be enough for this purpose, and the rest of the year safety should be prevailing. Hard for me to understand that this mjaor flightops change has just been accepted to my knowledge without opposition ww. Not all changes to new flying procedures have been to their best in the past.
Thanks for the comment! This was only about my third landing in the real thing. This wasn't an airline but a testbed to evaluate missile reentry sensors. We had three pilots. We had experience is lots of other aircraft and the other two guys had flown this a lot before. We pretty much used the procedures they had used a decade before when it was a radar testbed. I had flown 737s for United briefly before this. I never saw the in-depth, almost dual-piloting, you mention. The guy flying flies the airplane and the other guy does the radios and looks out for issues (as does the FE). We also had a 727 testbed with other pilots besides me and that operation was similar. I've flown a lot of large, multi-engine aircraft and it was always me on the throttles. I never had an instructor (like at TPS) ever touch the throttles. But, I think the procedures you mentioned, when directed and practiced so it is universal would and probably did work well.
This was actually a rather smooth landing. The camera mount was very flexible so it moved and makes the landing look worse than it was. I had worse ones!
The gouge was to start the flare at 40 ft. Well, my first landing was in the left seat and I'm waiting for 40 ft. It went like this: "50", my boss yelling "FLARE!!", "30", "20", "10"... I mentioned that I never heard the 40 but both he and the FE told me that of course it say's "40". My second flight, same day, I'm in the right seat and just watching. All I was doing was listening for the "40". We could have lost an engine and I wouldn't have done a thing. Just wanted to hear the "40" they said I missed. It ended up that it DOES NOT call out "40" the very altitude you would want it to. All their hours in the thing and they never noticed that.
Well, they had most of the bugs worked out by this time. I just wish I had had a better camera mount, it makes the landing/runway look rough but it's mostly the camera mount. That's my story and I'm sticking to it! We were using it for sensors at high altitude (looking up, not down 🙂) and we routinely cruised at the max altitude of the aircraft (41K') which provided the maximum pressure differential and load on the fuselage and the substantial modifications for our aircraft (see pictures of the aircraft at the gregbass.com link above). It held together (thank you Lord).
Do you know what airport this is? Also, did the history of the DC-10 ever scare you? I was on one in the summer of 1990, a year after UAL 232 crashed in Sioux City. Just wondering.
It was Chennault "International" airport in Lake Charles, LA. It was an old Army/USAF base originally. Has a nice long runway. This one had a large fuselage modification and we flew it at the top of its envelope (max differential pressure) so yes, I was a little concerned but more so for the modification (that eventually had issues) than the baseline airplane. I thought the "fix" for the Sioux City crash was 'weak' but it would probably get you down safely. It really was a nice flying airplane though, especially for its size. It's better to have an older airplane that has all the bugs worked out than a new one that is still discovering the issues: see 737 MAX. Thanks for looking and for your question.
Thank you for the quick response! That's very interesting (older versus newer aircraft)! Newer isn't always better, huh?! Much obliged! Best of luck to you!
@@donnyb.3210 I imagine the DC-10 would be inefficient by today's standards though because it needs 3 in the cockpit and doesn't have a supercritical wing?
@@iusedtogomach The 737 MAX saga reminds me of the FedEx MD-11 crashes: in both cases an older design (the 737 NG or the DC-10) had been altered to make it more fuel efficient, resulting in a dangerous flaw in the aircraft's handling.
+poseidon neptune It was owned by the Missile Defense agency when I flew it and used for carrying sensors to observe missile tests. It now lives in the boneyard at Davis-Monthan AFB in Tucson Az. More pictures and info here (click on DC-10): gregbass.com/2
+John Lindsey That is a tough one. F-18 and de Havilland Beaver I think but also F-16, F-15, A-7 and of course the F-4, not necessarily in that order :-)
![Отказ пилота! Как посадить самолет в экстренной ситуации! [Инструкция]](/img/n.gif)
My favorite aircraft! DC10 and MD11... One of the most beautiful aircraft ever designed... gonna miss both of them...
Same here along with the MD 80.
@@roundtripflyeryeah!!!
Those were the days :) Thanks for the memories..
You're welcome!
Im retired Captain. I used DC10 and 747-200. I loved both, so sad but lovely memories, it broke my heart. Good luck both.
My main complaint with the DC-10 was actually the pilot input console by your knee with the sharp edge that dug into it the whole flight unless I took my leg off the rudder pedals! Which one did you like best?
@@iusedtogomach Do You Have any Videos (or information) about American 191 Chicago May 25th. 1979?
I was 17 years old when that plane crashed and to this day it haunts me!!!!
@@iusedtogomach Well, to tell the truth, I will always love 747, I liked the DC 10 in cargo, but I don't remember much about that defect you mention. And I never really liked the DC-10 console.
Legendary captain my dream to be pilot👨🏻✈️
Thank you!@@3zofat
Thanks for great video! DC-10 is my favorite airliner of all times. Give us more, please.
Thank you.
Just mind boggling how quick these behemoths come to a stop.
Great Office :D. too bad there are few of these ladies still fliying :(
In 1982 I flew in ward air DC 10 from prestwick to Calgary
EGPK?
@@ArchiezVidz yes
my aviation friend (cpl piston) sent me the link to this. Because I had told him that in the 70s, when I had the pleasure to fly brand new DC-10-30s as first-officer we used to have following procedure regarding reverse operation / - setting. On touch down as flying pilot call out "reverse" as soon as ground contact (spoiloer deploy) upon which the assisting pilot set reverse thrust as previously briefed (idle, partial or full, all engines or 1 and 3 only) before landing. If required amount of reverse thrust could be adjusted on touch down, e.g. calling 70% or so. Then followed by the call 60kt, "idle reverse" and/or reverse off. As flying one could so fully concentrate on the outside regarding obstacles, traffic, distance to exit taxiway, aircraft behaviour (drift etc.) and speed deceleration (IAS and optical / physical sensation), while the pilot assisting could concentrate on cockpit indications regarding reverse thrust (similar spin up, reverser lights etc.) So I told him later, that I could not understand the change in policy some decades later where the pilot flying would do mostly all of thes beforementioned actions himself, this in matter of seconds during the critical phase of touching down at highspeed, flare and possibly crosswind compensation asf. while the pilot assisting is condemned to just monitoring arms crossed ?! As seen in this movie, the pilot flying drifts off the center line while desperately searching for the reverser levers, only after ca. 15 seconds at 70m/s, (over 1000 meters lost runway length) finally the 3 engine instruments on top (% N1 or EPR, depending on engine tpyes) show normal reverse, only to be urged to reduce back to idle shortly thereafter, to avoid possible backfiring (engine stall) due to airstream loop, sucking in it's own warm, thin exhaust air. Most probably this unefficient split of duties was introduced by some whitecollar desktop people during the introduction of first officers getting to act during all the phases of flight, including take-off and all taxi operations on their legs, for training in case of captain incapcitation. In my opinion though perdiodical, e.g. yearly practicing of all tasks by one and only pilot should be enough for this purpose, and the rest of the year safety should be prevailing. Hard for me to understand that this mjaor flightops change has just been accepted to my knowledge without opposition ww. Not all changes to new flying procedures have been to their best in the past.
Thanks for the comment! This was only about my third landing in the real thing. This wasn't an airline but a testbed to evaluate missile reentry sensors. We had three pilots. We had experience is lots of other aircraft and the other two guys had flown this a lot before. We pretty much used the procedures they had used a decade before when it was a radar testbed. I had flown 737s for United briefly before this. I never saw the in-depth, almost dual-piloting, you mention. The guy flying flies the airplane and the other guy does the radios and looks out for issues (as does the FE). We also had a 727 testbed with other pilots besides me and that operation was similar. I've flown a lot of large, multi-engine aircraft and it was always me on the throttles. I never had an instructor (like at TPS) ever touch the throttles. But, I think the procedures you mentioned, when directed and practiced so it is universal would and probably did work well.
Nice Video!! Thanks for sharing!
Cool!.. we flew these with ith Air NZ!... thanks 👍🇳🇿
I'm guessing from the landing gear lights that this is a DC-10-10?
Yes!
It was the biggest plane I ever flew on.
Of course it is!
Awesome
i miss that old girl i liked the dc10
Very very nice!!!!
Thanks! It was fun to fly!
@@iusedtogomach good for you, I used to work at O'Hare years ago, still fascinated with flight, and your video was great!!!!
Bro, why do you gotta land like that what are you trying to break the landing gear? What did it do to you?
This was actually a rather smooth landing. The camera mount was very flexible so it moved and makes the landing look worse than it was. I had worse ones!
and it’s a DC10
Is that the voice of the GPWS in the DC-10 or did it simply not have one? Never heard that voice in a GPWS before
I think so, but I haven’t heard it either
The gouge was to start the flare at 40 ft. Well, my first landing was in the left seat and I'm waiting for 40 ft. It went like this: "50", my boss yelling "FLARE!!", "30", "20", "10"... I mentioned that I never heard the 40 but both he and the FE told me that of course it say's "40". My second flight, same day, I'm in the right seat and just watching. All I was doing was listening for the "40". We could have lost an engine and I wouldn't have done a thing. Just wanted to hear the "40" they said I missed. It ended up that it DOES NOT call out "40" the very altitude you would want it to. All their hours in the thing and they never noticed that.
Cool!
Death machine
Well, they had most of the bugs worked out by this time. I just wish I had had a better camera mount, it makes the landing/runway look rough but it's mostly the camera mount. That's my story and I'm sticking to it! We were using it for sensors at high altitude (looking up, not down 🙂) and we routinely cruised at the max altitude of the aircraft (41K') which provided the maximum pressure differential and load on the fuselage and the substantial modifications for our aircraft (see pictures of the aircraft at the gregbass.com link above). It held together (thank you Lord).
Do you know what airport this is? Also, did the history of the DC-10 ever scare you? I was on one in the summer of 1990, a year after UAL 232 crashed in Sioux City. Just wondering.
It was Chennault "International" airport in Lake Charles, LA. It was an old Army/USAF base originally. Has a nice long runway. This one had a large fuselage modification and we flew it at the top of its envelope (max differential pressure) so yes, I was a little concerned but more so for the modification (that eventually had issues) than the baseline airplane. I thought the "fix" for the Sioux City crash was 'weak' but it would probably get you down safely. It really was a nice flying airplane though, especially for its size. It's better to have an older airplane that has all the bugs worked out than a new one that is still discovering the issues: see 737 MAX. Thanks for looking and for your question.
Thank you for the quick response! That's very interesting (older versus newer aircraft)! Newer isn't always better, huh?! Much obliged! Best of luck to you!
@@donnyb.3210 I imagine the DC-10 would be inefficient by today's standards though because it needs 3 in the cockpit and doesn't have a supercritical wing?
@@iusedtogomach The 737 MAX saga reminds me of the FedEx MD-11 crashes: in both cases an older design (the 737 NG or the DC-10) had been altered to make it more fuel efficient, resulting in a dangerous flaw in the aircraft's handling.
❤
who does this aircraft belong to?
+poseidon neptune It was owned by the Missile Defense agency when I flew it and used for carrying sensors to observe missile tests. It now lives in the boneyard at Davis-Monthan AFB in Tucson Az. More pictures and info here (click on DC-10): gregbass.com/2
@@iusedtogomach Cool video! I remember when "Sweet Judy" and Voodoo One lived at LAX.
what is your favorite plane of the many you flown?
+John Lindsey
That is a tough one. F-18 and de Havilland Beaver I think but also F-16, F-15, A-7 and of course the F-4, not necessarily in that order :-)
What’s the white shit on the windshield?
It was condensation between the glass layers. This was an old plane! 🙂
That’s the Concorde not DC-10.😊
In your dreams!
It's a DC-10 Dumbass.
that aint no concorde tf you mean?
Listen to the GPWS and see the difference
Imagine it crashed LOL
Bro, why do you gotta land like that what are you trying to break the landing gear? What did it do to you?