#n260up

The UPS MD-11F N260UP basks in the setting sun at DFW. The double hinged, split rudder on the Douglas DC-10 and McDonnell Douglas MD-11 is a consequence of the placement of the number two engine in the fin. Had the vertical fin of the DC-10/MD-11 had a conventional rudder, it would have had insufficient yaw authority in the event of a loss of either the number one or number three engine. To compensate, the rudder is double hinged to allow it more “throw” left or right than what a conventional single hinged rudder could perform. The wing-mounted engines of the DC-10/MD-11 are also placed relatively close to the fuselage to help reduce the yaw moment in an engine out situation. By comparison, the Lockheed L-1011 Tristar’s number two engine is set low at the end of the fuselage, allowing for a very generous fin and rudder area. As a consequence, the wing mounted engines on the Tristar are moved further out on the wing which had the effect of lessening the structural weight of the wing (the engines act as mass dampers on wing bending moments) and made the cabin quieter since the engines were further away from the fuselage. However, a FedEx pilot once told me “Douglas builds structural birds that are stronger than brick shithouses!” and that structural robustness is one of the factors that gave the DC-10 greater longevity than the L-1011. | October Aviation Photo Challenge | @kjdphoto1971 | #1017planes | “Up” | Day 8 | #Avgeek #aviation #aircraft #planeporn #KDFW #DFW #airport #airlines #planespotting #instaplane #instagramaviation #McDonnellDouglas #MD11 #UPS #N260UP #splendid_transport #instaaviation #Avgeekery #AvgeekSchoolofKnowledge (at DFW Founders Plaza)

The double hinged, split rudder on the Douglas DC-10 and McDonnell Douglas MD-11 is a consequence of the placement of the number two engine in the fin. Had the vertical fin of the DC-10/MD-11 had a conventional rudder, it would have had insufficient yaw authority in the event of a loss of either the number one or number three engine. To compensate, the rudder is double hinged to allow it more “throw” left or right than what a conventional single hinged rudder could perform. The wing-mounted engines of the DC-10/MD-11 are also placed relatively close to the fuselage to help reduce the yaw moment in an engine out situation. By comparison, the Lockheed L-1011 Tristar’s number two engine is set low at the end of the fuselage, allowing for a very generous fin and rudder area. As a consequence, the wing mounted engines on the Tristar are moved further out on the wing which had the effect of lessening the structural weight of the wing (the engines act as mass dampers on wing bending moments) and made the cabin quieter since the engines were further away from the fuselage. However, as one FedEx pilot one told me “Douglas builds structural birds that are stronger than brick shithouses!” and that structural robustness is one of the factors that gave the DC-10 greater longevity than the L-1011. #Avgeek #aviation #aircraft #planeporn #KDFW #DFW #airport #airlines #planespotting #instaplane #instagramaviation #McDonnellDouglas #MD11 #UPS #N260UP #splendid_transport #instaaviation #Avgeekery #AvgeekSchoolofKnowledge (at Founder's Plaza - Airport Observation Area)