RIGID CARGO BARRIER INSTALLATION.
A main deck rigid cargo barrier (figure 1) replaces the standard cargo net (see below). By eliminating the room needed for net stretch in the event of an accident, the barrier opens space for additional cargo or passengers. It allows seating and basic amenities for five passengers in the forward cabin area in the baseline freighter.

STRUCTURAL CHANGES TO INCREASE MAXIMUM TAKEOFF GROSS WEIGHT.
Several structural changes are made during freighter conversion to permit operators to carry more revenue cargo. The MTOGW of airplanes converted through the MD-10 program increases as follows:

• DC-10 Series 10: 446,000 lb (202,304 kg) with a payload of 143,500 lb (65,091 kg) for a nonstop range of approximately 2,000 nmi.

• DC-10 Series 30: 580,000 lb (263,086 kg) with a payload of 180,000 lb (81,720 kg) for a nonstop range of approximately 3,700 nmi.

• MD-11: 630,500 lb (286,247 kg) with a payload of 201,851 lb (91,640 kg) for a nonstop range of approximately 4,000 nmi.

2 Flight Deck Retrofit
Phase two of the FedEx MD-10 program is installation of the ACF, a liquid crystal display flight deck based on the integrated glass design in the MD-11. It features six 8- by 8-in displays that show all flight and systems information. Commonality with the MD-11 flight deck allows flight crews to move from one airplane to the other with minimal additional training. The ACF includes the following features:

• High-speed, high-capacity computers.
• Airplane system controllers.
• Operational improvements.

HIGH-SPEED, HIGH-CAPACITY COMPUTERS.
These new-generation computers integrate the MD-10 flight deck display electronics and related software. The computers integrate such multiple functions as displays, flight management, data aquisition and central aural warning. Three of the computers, coupled with a pair of new aircraft interface units linking them to the aircraft systems, replace 22 separate computers in the existing DC-10 design.

AIRPLANE SYSTEM CONTROLLERS.
A major benefit of the ACF derives from the airplane system controllers originally designed for the MD-11. These controllers eliminate the need for a flight engineer by managing the functions of all major airplane systems, such as the hydraulic and fuel systems.

OPERATIONAL IMPROVEMENTS.
Other significant improvements are incorporated within the flight deck upgrade to further reduce flight crew workload and enhance the operational reliability of the MD-10. These improvements include advanced weather radar with predictive windshear detection, the MD-11-derived Category IIIb autoland capability, satellite communications, Global Positioning System navigation capabilities, and future air navigation system compatibility (see "Operator Benefits of Future Air Navigation System").

Summary
Taking advantage of the MD-10 program offered by Boeing can provide operators of DC-10s with a number of benefits, including lower operating costs, greater reliability, a reduced spares inventory, and increased payload and range. Operators may choose a passenger-to-freighter configuration, a retrofit of the DC-10 flight deck with the advanced common flight deck, or both for maximum benefit.


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Rigid Cargo Barrier
A rigid cargo barrier (RCB) is now being installed as a replacement for existing cargo barrier nets in DC-10 and MD-11 airplanes undergoing passenger-to-freighter modification. Compared with nets, the RCB offers operators more space for cargo and additional crew as well as higher allowable main deck cargo loads.

Douglas Products Division is also considering installing the RCB on production MD-11 Freighters. By replacing the cargo net, the RCB frees the space forward of the net that is otherwise kept clear to allow for stretching during an emergency landing. Operators can use this space for more baggage stowage or additional crew seats.

The RCB is designed to restrain a main deck cargo load of 202,000 lb (91,627 kg). This substantially increases the allowable main deck cargo load for the MD-11 Freighter from its current limit of 156,000 lb (70,761 kg). It also allows maximum live-animal transport on the main deck.

The RCB installation consists of a 10-in (25.4-cm)-thick interlocking bonded aluminum sandwich structure supported at 18 locations on the fuselage shell and 10 locations on the floor. This design results in the most weight-efficient cargo barrier in the world, as measured in pounds of cargo per pound of barrier. The RCB is tightly integrated with the fuselage for two reasons:

• To take advantage of the inherent stiffness and strength of the RCB.
• To minimize the weight and expense of the fuselage modifications required to withstand emergency landing loads. (The RCB is designed not to impose loads on the airplane structure during normal operation.)