Hey lads,
I knew L-1011's doors opened within the cabin, I didn't know D.C.-10's did the same.
https://youtu.be/NCmPdJ139ws
What would have happen in case of emergency landing and total lost of electrical power within the plane? Did the crew had to force it up, or could you "eject" the door on the outside? Why this concept was abandoned in favor of the more conventional one B and A are using?
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Re: L-1011 & DC-10 doors opening in case of emergency
It has an air bottle for emergency opening also it can be lifted by hand it has a counter balance so it is not heavy to "roll up" 767 door is very similar
Last edited by COSPN on Thu May 11, 2017 11:03 am, edited 2 times in total.
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- gr8slvrflt
- Posts: 1510
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Re: L-1011 & DC-10 doors opening in case of emergency
On the L-1011, at least, the doors were spring-loaded and would still open without electrical power. As a back-up, there was a large crank stowed on board that could be used to manually open the doors. In reality, the doors often failed so you'd just use another one.
Re: L-1011 & DC-10 doors opening in case of emergency
The L-1011 doors had a mechanical/emergency mode that relied on a counterbalance unit with strong titanium springs that pulled the doors very quickly. Absolutely no need for the crews to manually lift the doors.
Re: L-1011 & DC-10 doors opening in case of emergency
Waw didn't know that. Thanks for the replies
Re: L-1011 & DC-10 doors opening in case of emergency
The 767 has doors like this as well (don't know the exact similarity of their operation versus the DC-10/L-1011, but they slide up in the fuselage too).
Re: L-1011 & DC-10 doors opening in case of emergency
Subject to confirmation regarding the other two aircraft types, while on the L-1011 all Type A doors were electrically actuated, on the DC-10 and B767 that was only true for 1L.
Re: L-1011 & DC-10 doors opening in case of emergency
dash500 wrote:Subject to confirmation regarding the other two aircraft types, while on the L-1011 all Type A doors were electrically actuated, on the DC-10 and B767 that was only true for 1L.
2L was also electrically actuated on the Ten, usually from a panel at the adjacent jumpseat. 767s with two Type A doors forward of the wing have electronic controls at both if specified by the customer.
Re: L-1011 & DC-10 doors opening in case of emergency
The DC-10 has a video on YouTube regarding door opening procedures on an ex-Canadian DC-10 training video, which I've pasted below.
Seems as if the DC-10 would have handholds to manually raise the doors like the 767, but it appears not (or that Canadian was assuming electrical power would be available).
https://youtu.be/R37pftDR9Ss?t=9m35s
Seems as if the DC-10 would have handholds to manually raise the doors like the 767, but it appears not (or that Canadian was assuming electrical power would be available).
https://youtu.be/R37pftDR9Ss?t=9m35s
Re: L-1011 & DC-10 doors opening in case of emergency
There were 301 fatalities of Saudia L1011 flight 163 on 19 August 1980, when the flight returned safely to Riyadh after a fire broke out in the rear cargo hold. The captain choose not to evacuate the plane immediately after they came to a stop after even leaving correctly the runway.
It took 23 minutes from the engine shutdown until the fuselage was accessed. Saudi reports stated that the crew could not get the plug-type doors to open in time. It is assumed that most passengers and flight attendants were incapacitated during the landing roll, or they would not have attempted to open a door on a moving aircraft. It is known that the aircraft remained pressurized during the landing roll as the cabin pressurization system was on standby, and the aircraft was found with both pressurization doors almost completely closed. The pressurization doors should have opened completely on touchdown to depressurize the aircraft. The crew were found still in their flight-station seats.
And the emergency ground staff lacked the respective knowledge of how to open the door from the outside...
It took 23 minutes from the engine shutdown until the fuselage was accessed. Saudi reports stated that the crew could not get the plug-type doors to open in time. It is assumed that most passengers and flight attendants were incapacitated during the landing roll, or they would not have attempted to open a door on a moving aircraft. It is known that the aircraft remained pressurized during the landing roll as the cabin pressurization system was on standby, and the aircraft was found with both pressurization doors almost completely closed. The pressurization doors should have opened completely on touchdown to depressurize the aircraft. The crew were found still in their flight-station seats.
And the emergency ground staff lacked the respective knowledge of how to open the door from the outside...
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- Tristarsteve
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Re: L-1011 & DC-10 doors opening in case of emergency
The type A doors on the Tristar were all electrically powered, open and close. The counterbalance was loaded as the door was closed, and unloaded as it opened. There was a manual crank stored in the flight deck, but this was never used in normal operation. Closing the door with the crank was very hard work, especially the last few inches as the springs were compressed. Opening the door was easy with the counterbalance pulling it open.
In emergency, the door opened on the counterbalance very quickly as the slide was left behind to fall out of the door.
BA and GF Tristars had eight type A doors to allow more passenger seats, the BA Airtours carried 398 pax, but most other aircraft had two type 1 doors at the back. These were manually operated and only used in emergency.
In emergency, the door opened on the counterbalance very quickly as the slide was left behind to fall out of the door.
BA and GF Tristars had eight type A doors to allow more passenger seats, the BA Airtours carried 398 pax, but most other aircraft had two type 1 doors at the back. These were manually operated and only used in emergency.
Re: L-1011 & DC-10 doors opening in case of emergency
N644US wrote:The DC-10 has a video on YouTube regarding door opening procedures on an ex-Canadian DC-10 training video, which I've pasted below.
Seems as if the DC-10 would have handholds to manually raise the doors like the 767, but it appears not (or that Canadian was assuming electrical power would be available).
https://youtu.be/R37pftDR9Ss?t=9m35s
All Dc10 doors were electrically powered and had individual pneumatic pressure system as backup. Same electric for all L1011 doors, but spring powered open as backup. 767 only L1 (and L2 on 764) are powered. All doors are counterbalanced and can be opened/closed very easily by hand.
Re: L-1011 & DC-10 doors opening in case of emergency
dash500 wrote:Subject to confirmation regarding the other two aircraft types, while on the L-1011 all Type A doors were electrically actuated, on the DC-10 and B767 that was only true for 1L.
Correct about the 767, just 1L had an electrical aid to open, the others were all manual- and very clumsy if I may say, the lever could hit you badly when closing the door.
Re: L-1011 & DC-10 doors opening in case of emergency
I noticed this thread was moved... wouldn't it make more sense to move it to the "Technical/Operations" forum instead of "Travel, Polls & Preferences"?
Re: L-1011 & DC-10 doors opening in case of emergency
dash500 wrote:Subject to confirmation regarding the other two aircraft types, while on the L-1011 all Type A doors were electrically actuated, on the DC-10 and B767 that was only true for 1L.
Door 2L on the 764 also has an electric actuator.
Rgds,
Martijn
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