McDonnell Douglas DC 10 40 Landing Gear

C H A P T E R 14

L A N D I N G G E A R

Page

TABLE OF CONTENTS 14-00-01/02

DESCRIPTION

General 14-10-01

Description 14-10-01

Controls and Indicators 14-10-04

COMPONENTS

Nose Gear 14-20-01

Main and Center Gear 14-20-02

CONTROLS AND INDICATORS 14-30-01

FUNCTIONAL SCHEMATICS

Main Wheel Brakes and Anti-Skid System 14-40-01/02

Automatic Brake System 14-40-05/06

JLNov 1/79 14-00-01/02

LANDING G E A R

GENERAL

The aircraft has a tricycle landing gearcomprised of four-wheel trucks on eachmain gear, and dual wheels on the nosegear. A supplemental dual-wheel centergear is installed on the international ver-sion only. Domestic version aircrafthave provisions only for installation ofthe supplemental dual-wheel center gear.The landing gear and main gear wheel-well doors are hydraulically actuated.The main and nose gear can beextended without extending the centergear on aircraft that have the center gearinstalled. A free-fall capability isdesigned into the system for use ifrequired by hydraulic failure. Anelectrically monitored, visual/auralindicating and warning system providesindication of gear status during variousphases of flight. Dual, hydraulicpowered, multi-disk wheel brakes withanti-skid control systems are providedon the main and center gear. Accumu-lators in the system provide reservebrake pressure in the event of normalhydraulic system pressure loss.

DESCRIPTION

LANDING GEAR SYSTEM

The landing gear and main gear doorsare retracted and extended by hydraulicsystem 3. If system 3 has a loss ofpressure, but fluid is available, hydraulicpower to retract the gear can be suppliedif either the (1-3) or (2-3) reversiblemotor-pumps are operating.

If no hydraulic pressure is available dueto loss of fluid or complete system fail-ure, or if the landing gear lever is

jammed in the up position, the main andnose gear can be mechanically unlatchedby an alternate gear extension leverin the floor at the right side of the pedes-tal, and the center gear, if installed,can be unlatched by a center gear alter-nate extension handle on the floor, justforward of the lower main circuit breakerpanel. This allows all gear to free-falland mechanically latch in the down posi-tion. The main landing gear is normallyheld in the up position by hydraulicpressure. In the event of loss of pres-sure, the main gear rests on the mainwheelwell doors, and the nose gear andcenter gear are held up by overcenterlinkage.

Trim cylinders maintain the truck beamsperpendicular to the main gear struts.On aircraft with Service Bulletin 32-135incorporated or production equivalent, atrim cylinder interlock mechanism pre-vents moving the gear handle to up inthe event of hydraulic failure in the trimsystem.

NOSE GEAR STEERING SYSTEM

Nose gear steering is powered by hy-draulic systems 1 and 3. Both the nosegear steering wheel and the rudderpedals provide steering control. Thenose gear steering wheel has overrideauthority over rudder pedal steering.The nose gear steering wheel pro-vides steering up to 68 degrees oneither side of neutral, and full rudderpedal travel provides steering up to amaximum of 10 degrees on either sideof the neutral position. If hydraulicsystem 1 or 3 fails completely, nose-wheel steering is limited to 25 degrees

JLNov 1/81 14-10-01

in the direction of the inoperative hydrau-lic system. Rudder pedal steering isnot noticeably affected by loss of onehydraulic system. Rudder pedal steer-ing is rendered inoperative by themechanical ground sensing mechanismduring nose gear strut extension attakeoff. Nose gear steering using thenose gear steering wheel while the gearis retracted is not possible as thesteering bypass valve is mechanicallyplaced in a bypass mode upon nose gearretraction. This prevents inadvertentsteering and possible jamming of thenose wheels in the wheelwell whileretracted.

GROUND SENSING SYSTEM

A mechanically operated ground sensingmechanism is provided on the aircraft.It is operated by extension and compres-sion of the nose gear strut. The sys-tem mechanically disables rudder pedalnosewheel steering, operates the gearhandle antiretraction release mechanism,and cams two switches which energize ordeenergize a number of ground controlrelays which establish a ground or flightmode of operation for various systems.

VISUAL/AURAL INDICATING ANDWARNING SYSTEM

The landing gear position indicating sys-tem consists of lights, aural warning,and mechanical indicating elements.Red and green lights are provided togive visual indication of the status ofthe landing gear in relation to landinggear handle, alternate gear extensionlever, and throttles position for allphases of flight. Below 215 KIAS, anaural warning horn and red lights willannunciate a configuration in which thegear is not down and any throttle isretarded. Above 215 KIAS only the lightswarn of this condition. At any speed, thehorn sounds if the flaps are extendedbeyond the approach position with thegear not down. The horn can be silencedby use of a gear horn off button, except

when the gear is not down the flaps areextended beyond the approach flapsposition.

In the event the electrical indicator sys-tem malfunctions, it is possible to con-firm that the landing gear is down andlocked by observing mechanical indica-tors. Determination that the main gearis down and locked can be made byobserving a button protruding from thetop surface of each wing. A viewingwindow in the cabin floor and through amain gear wells is also provided forchecking that gear is up and doors areclosed. Viewing tubes installed in thefloor of the forward cabin provide meansof visually checking the nose gear locks.No provisions are made for visual checkof the center gear locks, however uplock-ing may be verified by means of thecenter gear alternate extension handleon aircraft with the center gear installed.On aircraft with or without the centergear installed, center gear door lockingclosed may be verified by means of thecenter gear alternate extension handle.

BRAKE SYSTEM

There are two independent braking sys-tems for each of the eight main wheelsand two center wheels when installed.Each brake system uses a separate hy-draulic power system. Brake system 1utilizes power from hydraulic system 1,and provides pressure to brakes on allmain and center gear wheels. Brakesystem 2 is powered by hydraulic sys-tem 3 and provides pressure to brakeson all main gear and center gear wheelsindependently of brake system 1. Ade-quate braking for all landing conditionsis available with only one brake systemoperative. Each brake system is pro-vided with two accumulators which willsupply reserve braking pressure in theevent of normal hydraulic pressurefailure. Fully charged accumulators willprovide approximately 6 normal manualpower brake applications. Brakes areavailable as long as brake system

14-10-02JL

Aug 1/81

pressure is above the red band on therespective brake system hydraulicpressure gage. Pedal forces requiredto actuate brakes are very low, andthe brake pedals can actually bebottomed even though the system isfunctioning normally.

On some aircraft, brake temperaturesare monitored by OVHT lights and aBRAKE TEMP gage that will selectivelydisplay the temperature of any brake.Normally the brake temperature gageindicates the temperature of thehottest brake. If the wheel is ex-posed to excessive brake temperature,fuse plugs in the wheel will meltcausing tire pressure release.

The parking brakes are set by apply-ing full braking pressure with thetoe operated rudder pedal brakes,positioning the park brake handlefully aft, and then releasing therudder pedals. This action trapsbraking pressure in the system.Adequate parking brake pressure isavailable if the brake system hy-draulic pressure gages indicate inthe white band. With parking brakeset for several hours, normal hyd-raulic system bleed off can resultin no pressure at brakes. As longas brake pressure is indicated therewill be pressure at the brakes. Theparking brakes may be released byfully depressing, then releasing thetoe pedals. If hydraulic system(s)depressurize(s) while parking brakesare set, the brake pressure laterbleeds off, then parking brakes willbe repressurized automatically whenhydraulic system(s) are repressurized,and this will occur without resettingparking brake handle. Two lights,

one on the pedestal and one on theoverhead panel indicate when theparking brake handle is set to parkposition. The takeoff warning auralsignal (intermittent car horn sound,identical to cabin altitude warning)sounds when the ground shift mechan-ism is in the ground mode and eitherthrottle 1 or 2 is advanced fortakeoff and the parking brake is notreleased.

AUTOMATIC BRAKE SYSTEM (ABS)(Installed on some aircraft)

The automatic brake system (ABS) pro-vides the means for automaticallyapplying the brakes during the land-ing mode. The system consists of acontrol panel, indicating lights, anauto brake control unit, and a landmanifold.

In the landing mode, ABS operatesonly from brake system 1 (hydraulicsystem 1) and provides selection ofone of three modes of operation;minimum, medium or maximum. In min-imum and medium modes of operationthe system compares actual aircraftdeceleration, (from flight guidancesystem linear accelerometer) withthe mode selected and maintains aconstant level of deceleration. Inthe maximum mode, full brake system 1pressure is applied to the brakes(limited only by anti-skid systemoperation) and maximum decelerationis achieved. Landing mode is armedafter gear is down prior to landingby selecting the deceleration leveldesired and arming the system.Arming of the ABS requires the ABSbeing operative, (no system failure),deceleration level selected prior tolanding anti-skid armed and oper-ational and the linear accelerometerunit-2 operative.

JLFeb 1/87 14-10-03

The ABS landing mode is activated whenspoilers are deployed (either auto-matically or manually) with throttlelevers retarded and brake pedals re-leased. Automatic braking is delayedafter spoiler deployment for approx-imately 1 second in maximum mode andapproximately 3 seconds in mimimum ormedium modes to allow for normal nosewheel touchdown. Pilot takeover canbe initiated at any time and ABS sys-tem will disarm if brake pedal isdepressed beyond approximately 40 per-cent of travel, if throttle lever 1or 3 is advanced beyond 15 degrees,deceleration selector is moved toOFF position. The arm-disarm switchwill move to DISARM and ABS lightswill cone on for the above conditions.(Moving AUTO BRAKE deceleration sel-ector to OFF will not turn on ABSlights). Stowing ground spoilers willrelease brake pressure without disarm-ing the ABS landing mode. The ABSlights will remain off and automaticbraking will again be available ifspoilers are re-deployed.

An ABS malfunction will cause thesystem to automatically disarm. Thearm-disarm switch will move to DISARM,and indicating lights will come on.To rearm the ABS system after it hasautomatically disarmed, the deceler-ation selector must be moved to OFFand then back to the decelerationsetting and the arm-disarm switchmoved to ARM. If the fault hascleared, the system will rearm. Inflight the ABS is disarmed when thegear handle interlock relay sensesthe gear handle up.

ANTI-SKID SYSTEM

A fully automatic, pressure modulatinganti-skid control system is installedin each of the two hydraulic powerbrake systems, the system is con-

trolled by individual wheel speedtransducers, anti-skid control box,and individual anti-skid controlvalves for each main and center wheelbrake. Pilot induced manual brakevalve pressure (as a result of toe-brake pedal deflection) is metered asnecessary to provide efficient brakingand prevent tire skidding. The anti-skid system responds most efficientlywith full pedal application (pedalsbottomed) or at least steady partialpedal application. The system incorp-orates locked wheel touchdown protect-ion, to the rear bogie wheels only, toprevent inadvertent landing with thebrakes applied. A shift from groundmode to flight mode, while on theground, will release the rear bogiewheels at low speed leaving normalbraking on forward bogie wheels. Thesystem automatically reverts to amanual power brake system, below 10knots for the main gear and on someaircraft 3 to 4 knots for the center-line gear, but the anti-skid lightsremain off. An arming switch, testbutton, and indicating lights areprovided to control and monitor thesystem.

CONTROLS AND INDICATORS

Controls, indicators, and annunciatorlights are on the pilots' instrumentpanels, Pedestal, Overhead Panel, andFlight Engineer's Upper InstrumentPanel No. 3. The main and nose gearalternate gear extension lever is tothe right of the pedestal on the floorand the center gear alternate exten-sion handle is on the floor forward ofthe main circuit breaker panels.Illustrations of these major panelsare in Chapter 1. Individual controlsand indicators are illustrated anddescribed in another section of thischapter.

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Feb 1/87

NOSE GEAR DOWN LOCKSAFETYPIN LOCKPIN INSTALLED

WITH HANDLE INBYPASS POSITION

BYPASSVALVELOCKPIN

NORMALLYCLOSED

LINKAGE(ENGAGED)

PARKING BRAKEINDICATOR

BYPASS VALVE ANDLANDING GEAR DOWNLOCK PIN

JLMay 1/76

14-20-01

MAIN AND CENTER GEARMAIN GEAR

DOWN LOCKSAFETY PIN

MAIN DOORHANDLE

LEFT GEAR SHOWNRIGHT GEAR OPPOSITE

CENTER GEAR(If Installed)

DOWN LOCKSAFETY PIN

STRUTPRESSUREGAGE

14-20-02JL

May 1/76

LANDING GEAR - Controls and Indicators

GEAR Lights (Nose, Left, Right & Center)(Copilots Instrument Panel & F/E's UpperInstrument Panel No 3 An unsafe indicationon one of two gear indicating systems doesnot require a mandatory visual inspection)GREEN - Come on when gear handle is down

and landing gear is down andlocked Also on when gear handle isup and landing gear is down andlocked, if alternate gear extensionlever is raised

RED - Come on when landing gear is notdown and locked and handle is downor when any unsafe condition existsAlso comes on when landing gear isin transit or not in agreement withgear handle, or when gear is up andlocked and any throttle is retardedto idle

OFF - When gear handle is up and gear isup and locked

NOTEBoth red and green lights for respective mamgear will be on when mam gear doormaintenance safety hook is installed

GEAR HORN OFF ButtonWhen pushed, will silence gear warning hornwhen flaps are not in landing range

Lever Release Pushrod KnobTo unlock alternate gear extension lever toreturn to stowed position lift lever to relievetension on link in detent, then press down onpushrod knob on outboard side of lever andallow lever to return to stowed position

GEAR HandleMechanically positions landing gear hydrauliccontrol valve for retraction or extension of Ianding gear To move handle from UP or DOWN,it must be pulled aftAn interlock prevents moving gear handle toUP, if hydraulic pressure to landing gear trimsystem fails

GEAR HANDLE REL ButtonReleases anti-retraction mechanism and per-mits gear handle to be placed in UP in event ofan anti retraction release mechanism malfunction

GEAR LT TEST ButtonWhen pushed, red lights for nose, left, centerand right gear will come on

CTR GEAR Isolation SwitchPermits mam gear to be extended withoutextending center gearUP - Prevents center gear from being

extended when mam gear isextended Center gear warning circuits are inhibited

NORM - Center gear will be extended andretracted when mam gear isextended and retracted by means ofGEAR handle

NOTE1 On domestic configuration NORM placard

is covered to obscure2 On domestic configuration center gear

switch is guarded in UP by an additionalguard placarded

Alternate Gear Extension LeverLifting Lever

— Mechanically releases all uplatches except center gear

— Mechanically positions landing gearcontrol valve to bypass and shuts offhydraulic system 3 pressure to nosegear steering

- Limits nose gear steering in this case to25 degrees to right (pressure fromhydraulic system 1) when using nose gearsteering wheel

- Unlocks outboard ailerons if they arelocked

Stowing Lever If hydraulic system 3 isoperative

- Retracts gear if gear handle is at GEARUP

- Returns nose gear steering to normal(hydraulic system 3 is restored)

CAUTIONLever is preloaded when in up position whenflaps are not extended Restrain lever whenstowing

Placarding onoutside of door

ALTERNATE LANDING GEAR EXTENSIONALTERNATE OUTBOARD AILERON UNLOCK

PULL UP FORCIBLY FULL STROKE

RIGHT SIDE OF PEDESTAL ON FLOOR

Center gear is installed on the international configuration only.Domestic configuration aircraft have provisions only for centergear.JL

Aug 1/81 14-30-01

SEE NOTE 1

SEE NOTE 2(COPILOT'S

INSTRUMENT PANEL)

(PEDESTAL)


Nose Gear Steering WheelProvides nosewheel steering up to 68 degrees left andright of the neutral position and overrides the rudderpedal steering. Full rudder pedal movement results inup to 10 degrees steering on either side of the neutralposition as long as the ground shift mechanism is inthe ground mode.

Center Gear Alternate Extension Handle

Pulling handle up will mechanically unlatch center gear andallow it to free fall and lock in down position, providingAlternate Gear Extension Lever has been raised to positionlanding gear control valve to a bypass position.

Handle is also used to determine that center gear is lockedin retracted position

(CAPTAIN'S CONSOLE)

Placard added on domesticconfiguration airplanes.

COVER PLATE

FORWARD OF MAIN CIRCUITBREAKER PANELS ON FLOOR

Center gear is installed on the internationalconfiguration only. Domestic configurationaircraft have provisions only for center gear.

14-30-02JL

Feb 1/86


Brake OVHT Switch-Lights (10)Lights come on to indicateoverheat condition in the respec-tive brake BRAKE OVHT light(pilot's overhead panel) also comes on

Pushing the switch-lights willselect the respective brake to dis-play the temperature on theBRAKE TEMP Gage Pushing twoor more s w i t c h - l i g h t ss i m u l t a n e o u s l y w i l l g iveerroneous brake temperaturereadings

DIFF TEMP LightThe amber D IFFe ren t i a lTEMPerature light comes onwhen the temperature of anybrake is excessively above orbelow the average braketemperature

BRAKE TEMP GageDisplays the temperature of thehottest brake or any other brakeas selected by pushing therespective OVHT switch light

Brake Temp TEST ButtonWhen pushed, the Brake OVHTswitch-lights and the DIFF TEMPlight come on and the braketemperature gage pointer will bewithin the white band to indicatethat temperature indicating circuits are functional

(FLIGHT ENGINEER'S UPPER PANEL NO 3)

BRAKE Sys HYD PRESS Gage (1, 2)Provide visual indication of hydraulic pressure in the respective brake systemSYS 1 — Gage displays hydraulic pressure in brake system 1 The pressure shown at any

given time will be the highest of the following1 Hydraulic system 12 Brake system 1 accumulator

SYS 2 — Gage displays hydraulic pressure in brake system 2 The pressure shown at anygiven time will be the highest of the following1 Hydraulic system 32 Brake system 2 accumulator

Brake temperature control panel is installed on some aircraft.Center gear is installed on the international configuration only.Domestic configuration aircraft have provisions only forcenter gear

JLAug 1/80 14 - 30 - 03


PARK BRAKE HandleWhen brakes are fully applied forparking, braking is maintained bypositioning handle aft. Trapped fluidand accumulator pressure then main-tain parking brake pressure.

PARK Brake LightComes on when parking brake handleis set to park position and will go offwhen parking brake is released

(PEDESTAL)

PARK BRAKE ON LightComes on when parking brake handleis set to park position and will go offwhen parking brake is released.

ANTI-SKID FAIL Light (5)All anti-skid fail lights will come on if afailure occurs that affects total systemoperation This includes loss of all acpower to anti-skid box, failure of parkbrake valve to open, anti-skid switch isin OFF, or a switch on front of anti-skidcontrol box is in wrong position A singleanti-skid fail light will come on whensystem self test has detected a failurein an associated wheel circuit

BRAKE OVHT LightMaster brake overheat light comes onto indicate overheat condition of anybrakes. BRAKE OVHT switch-lights(F/E's upper panel No. 3) also come on.Brake overheat light is operable onsome aircraft.

ANTI-SKID SwitchOFF - De-activates anti-skid system

and restores full braking con-trol to pilots' toe-pedaloperated manual power brakevalves Turns on ANTI-SKIDFAIL lights.

ARM - Permits anti-skid system tometer any excessive pilot in-duced hydraul ic brakingpressure as required to pre-vent locking wheels or skid-ding tires.

ANTI-SKID TEST ButtonAnti-skid switch must be in ARM fortest button to be functionalPushing test button should cause allanti-skid fail lights to illuminate, thenextinguish If an individual light failseither to illuminate or extinguish, afailure has been detected in one or bothwheel circuits associated with that light

NOTEAnti-skid test system will operate withparking brakes on or off, and at taxispeeds less than 30 knots

OVERHEAD PANEL

Center gear is installed on international version only. Domestic versionaircraft have provisions only for center gear.

14-30-04JL

Nov 1/81


AUTO BRAKE LightComes on to indicate ABS malfunc-tion.

(OVERHEAD PANEL)

NOTE: AUTO BRAKE SYSTEM IN-OPERATIVE IN THE DELIVEREDCONFIGURATION, LIGHTSWILL C O M E ON WHENANNUNCIATOR TEST IS USED.

ABS LightComes on a n y t i m e ABS isautomatically disarmed or pilot electsto take over braking action.

Effective for airplanes with lights only installed.

JLNov 1/79 14-30-04A

GLARESHIELD


AUTO BRAKE Deceleration SelectorOFF - ABS inoperative Pilot braking

only availableTO - INOPERATIVELAND - Selects deceleration level for

ABS landing mode Providesselection of one of three de-celeration levels when spoil-ers deployed eitherautomatically or manuallyduring landing with ABSarmed Brake pressure avail-able from brake system 1only

AUTO BRAKE ARM - DISARM SwitchARM - ABS armed for automatic

braking upon spoiler de-ployment during landingmode Switch magneticallyheld in ARM

DISARM - ABS inoperative Pilot brak-ing only available

AUTO BRAKE LightComes on to indicate ABS malfunctionSystem will automatically disarm andAUTO BRAKE ARM-DISARM switchwill move to DISARM MASTER CAU-TION light also comes on

OVERHEAD PANEL

ABS LightComes on any time ABS is automatical-ly disarmed as a result of system mal-function or pilot elects to takeoverbraking action by depressing brake ped-als beyond 40% travel, advancing throt-tles 1 or 3 beyond + 15 degrees orplacing AUTO BRAKE ARM-DISARMswitch to DISARM while AUTO BRAKEdeceleration selector is in any LANDpositionLight will not be on when AUTO BRAKEdeceleration selector is in OFFGLARESHIELD

Effective for aircraft with lights and control panel installed

14-30-04B

JLFeb 1/87


Landing Gear Combination Tire Pressure Gage/Fill Valve

TIRE PRESSUREGAGE/FILL VALVE

Effective on some aircraft.

JLAug 1/81 14-30-04C/04D


Main Landing Gear Visual Downlock Indicator

LINE OF SIGHTTO MAIN GEARDOOR UPLOCKTHRU VIEWINGWINDOW

VISUAL INDICATORIndicator button is raised whenthe gear is in down and lockedposition

TOP SURFACEOF WING

MAIN GEAR DOOR UPLOCK

VIEW LOOKING AFT ATLEFT MAIN LANDING GEAR,RIGHT SIDE IS OPPOSITE

JLAug 1/81 14-30-05

LANDING GEAR - Controls & Indicators

Left Main Landing Gear Door Uplock Shown, Right Side Is Opposite

CARPETPULLEDBACK When lying flat in place, this

edge lies against seat track

Located in line with the sixthcabin window aft of the cabinleft and right overwmg doors

LINE OF SIGHT

MAIN LANDING GEARWHEELWELL

LEATHERLOOP

PASSENGERCOMPARTMENTFLOOR

ACCESSDOOR

GEAR WELLLIGHT SWITCH

FASTENER

VIEWINGWINDOW

Red stud and stripe mustbe aligned to indicate doorclosed and latched

ALTERNATE GEARRELEASE CABLE

GEAR WELLOUTBOARDEDGE

DOORUPLOCKHOOK

REDSTRIPE

REDSTUD

DOOROUTBOARDEDGE

REDSTUD

REDSTRIPE

DOOR PARTIALLY OPEN

DOOR CLOSED AND LATCHED

14-30-06 JLMay 1/79


Nose Gear Visual Uplock and Downlock Indicator

Viewing TubesIn line with forward edge of fourthwindow aft of forward cabin doorsand to left of center seat tracks.

SEAT TRACK

TRANSPARENTVIEWING CAPS(REMOVABLE)

DOWNLOCKGEAR WELLLIGHT SWITCH

UPLOCK

Access DoorRoll back carpet and lift access doorfor access to viewing tubes.

INDICATOR "A" MUSTBE IN LINE WITHINDICATOR "B" AS SHOWNFOR LOCKED GEAR

NOSE GEAR LOCKVIEWING INSTRUCTIONS

1. REMOVE COVER PLATE

2. EYE POSITION SHOULD BEAPPROX 15 INCHES ABOVE FLOOR

Visual Indicator

RED surfaces must be in alignmentfor both gear down and locked andgear up and locked positions. UPPER

OVERCENTERLINK

LOWEROVERCENTERLINK

JLAug 1/81 14-30-07/08

MAIN WHEEL BRAKES AND ANTI-SKID SYSTEM Ground Mode

International ConfigurationAuto Brake Takeoff Manifold installed on aircraftwith Service Bulletin (32-152) incorporated.JL

Feb 1/82 14-40-01/02

MAIN WHEEL BRAKES AND ANTI-SKID SYSTEM Ground Mode

JLFeb 1/82

Domestic ConfigurationAuto Brake Takeoff Manifold installed on aircraftwith Service Bulletin (32-152) incorporated.

14-40-03/04

AUTOMATIC BRAKE SYSTEM

JLAug 1/81

Effective on aircraft with Auto Brake System installed. Centergear is installed on the international configuration only.Domestic configuration aircraft have provisions only for centergear. 14-40-05/06

McDonnell Douglas DC 10 40 Landing Gear

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