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McDonnell Douglas DC-10
The McDonnell Douglas DC-10 is a three-engine wide-body jet airliner manufactured by McDonnell Douglas. The DC-10 has range for medium- to long-haul flights, capable of carrying a maximum of 380 passengers. Its most distinguishing feature is the two turbofan engines mounted on underwing pylons and a third engine at the base of the vertical stabilizer. The model was a successor to McDonnell Douglas's DC-8 for long-range operations, and competed in the same markets as the Lockheed L-1011 TriStar, which has a similar layout. The DC-10 had a poor safety record initially that was continuously improved over the years.
Production of the DC-10 ended in 1989 with 386 delivered to airlines and 60 to the U.S. Air Force as air-to-air refueling tankers, designated KC-10 Extender.[2] The largest operator of the DC-10 is U.S. cargo airline FedEx Express. The DC-10 was succeeded by the related McDonnell Douglas MD-11. Boeing, which merged with McDonnell Douglas in 1997, conducted an upgrade program that equipped many in-service DC-10s with a glass cockpit that eliminated the flight engineer position; the upgraded aircraft were re-designated as MD-10s. The DC-10's last commercial passenger flight took place in February 2014, although freighter versions continue to operate.
- 1 Development
- 2 Design
- 3 Variants
- 4 Operators
- 5 Incidents and accidents
- 6 Specifications
- 7 Deliveries
- 8 See also
- 9 References
- 10 External links
Following an unsuccessful proposal for the U.S. Air Force's CX-HLS (Heavy Logistics System) in 1965, Douglas Aircraft began design studies based on its CX-HLS design. In 1966, American Airlines offered a specification to manufacturers for a widebody aircraft smaller than the Boeing 747 but capable of flying similar long-range routes from airports with shorter runways. The DC-10 became McDonnell Douglas's first commercial airliner after the merger between McDonnell Aircraft Corporation and Douglas Aircraft Company in 1967.[3] An early DC-10 design proposal was for a four-engine double-deck wide-body jet airliner with a maximum seating capacity of 550 passengers similar in length of a DC-8. The proposal was shelved in favor of a trijet single-deck wide-body airliner with a maximum seating capacity of 399 passengers, and similar in length to the DC-8 Super 60.[4]
The DC-10 was first ordered by launch customers American Airlines with 25 orders, and United Airlines with 30 orders and 30 options in 1968.[5][6] The first DC-10, a series 10, made its maiden flight on August 29, 1970.[7] Following a test program with 929 flights covering 1,551 hours, the DC-10 received its type certificate from the FAA on July 29, 1971.[8] It entered commercial service with American Airlines on August 5, 1971 on a round trip flight between Los Angeles and Chicago. United Airlines began DC-10 service on August 16, 1971.[9] American's DC-10s had 206 seats and United's had 222; both had six-across seating in first-class and eight-across (four pairs) in coach.[10] The DC-10's similarity to the Lockheed L-1011 in design, passenger capacity, and launch date resulted in a sales competition that affected profitability of the aircraft.
The first DC-10 version was the "domestic" series 10 with a range of 3,800 miles (3,300 nmi, 6,110 km) with a typical passenger load and a range of 2,710 miles (2,350 nmi, 4,360 km) with maximum payload. The series 15 had a typical load range of 4,350 miles (3,780 nmi, 7,000 km).[11][12] The series 20 was powered by Pratt & Whitney JT9D turbofan engines, whereas the series 10 and 30 engines were General Electric CF6. Before delivery of its aircraft, Northwest's president asked that the "series 20" aircraft be redesignated "series 40" because the aircraft was much improved over the original design. The FAA issued the series 40 certificate on October 27, 1972.[13]
The series 30 and 40 were the longer-range "international" versions. The main visible difference between the models is that the series 10 has three sets of landing gear (one front and two main) while the series 30 and 40 have an additional centerline main gear. The center main two-wheel landing gear (which extends from the center of the fuselage) was added to distribute the extra weight and for additional braking. The series 30 had a typical load range of 6,220 mi (10,010 km) and a maximum payload range of 4,604 mi (7,410 km). The series 40 had a typical load range of 5,750 miles (9,265 km) and a maximum payload range of 4,030 miles (3,500 nmi, 6,490 km).[11][14]
Eventually, the DC-10 was able to distinguish itself from its competitor with two engine options, as well as earlier introduction of longer-range variants than the L-1011. The 446th and final DC-10 rolled off the Long Beach, California Products Division in production line in December 1988 and was delivered to Nigeria Airways in July 1989.[15][2] The production run exceeded the 1971 estimate of 438 deliveries needed to break even on the project.[16] As the final DC-10s were delivered McDonnell Douglas had started production of its successor, the MD-11.[17]
The DC-10 is a low-wing cantilever monoplane, powered by three turbofan engines. Two engines are mounted on pylons that attach to the bottom of the wings, while the third engine is encased in a protective banjo-shaped structure that is mounted on the top of the rear fuselage. The vertical stabilizer, with its two-segment rudder, is mounted on top of the tail engine banjo. The horizontal stabilizer and its four-segment elevator, is attached to the sides of the rear fuselage in the conventional manner. The airliner has a retractable tricycle landing gear. To enable higher gross weights, the later -30 and -40 series have an additional two-wheel main landing gear, which retracts into the center of the fuselage.[18]
It was designed for medium to long-range flights that can accommodate 250 to 380 passengers, and is operated by a cockpit flight crew of three. The fuselage has underfloor stowage for cargo and baggage.[19]
Original variants
- The DC-10-10 is the initial passenger version, produced from 1970 to 1981. The DC-10-10 was equipped with GE CF6-6 engines, which was the first civil engine version the CF6 family. A total of 122 were built.[20]
- The -10CF is a convertible passenger and cargo transport version of the -10. Eight were built for Continental Airlines and one for United Airlines.[20]
- The -15 variant was designed for use at hot and high airports. The series 15 is basically a -10 fitted with higher-thrust GE CF6-50C2F (derated DC-10-30 engines) powerplants.[21] The -15 was first ordered in 1979 by Mexicana and Aeroméxico. Seven were completed between 1981 and 1983.[22]
Longer-range variants
- A proposed version of the DC-10-10 with extra fuel tanks, 3-ft (0.9 m) extensions on each wingtip and a rear center landing gear. It was to use Pratt & Whitney JT9D-15 turbofan engines, each producing 45,500 lbf (203 kN) of thrust, with a maximum takeoff weight of 530,000 lb (240,400 kg). But engine improvements led to increased thrust and increased takeoff weight.[23] Northwest Orient Airlines, one of the launch customers for this longer-range DC-10 requested the name change to DC-10-40.[24]
- A long-range model and the most common model produced. It was built with General Electric CF6-50 turbofan engines and larger fuel tanks to increase range and fuel efficiency, as well as a set of rear center landing gear to support the increased weight. It was very popular with European flag carriers. A total of 163 were built from 1972 to 1988 and delivered to 38 different customers.[25] The model was introduced in service on November 30, 1972, with Swissair and KLM as its first customers.[citation needed]
- The convertible cargo/passenger transport version of the -30. The first deliveries were to Overseas National Airways and Trans International Airlines in 1973. A total of 27 were built.[20]
- The extended-range version of the -30. The -30ER aircraft has a higher maximum takeoff weight of 590,000 lb (267,600 kg), is powered by three GE CF6-50C2B engines each producing Script error: No such module "convert". of thrust and is equipped with an additional fuel tank in the rear cargo hold.[26] [27] It has an additional 700 mi of range to 6,600 mi (5,730 nmi, 10,620 km). The first of this variant was delivered to Finnair in 1981. A total of six were built and five -30s were later converted to -30ERs.
- Also known as the DC-10-30F. This was the all freight version of the -30. Production was to start in 1979, but Alitalia did not confirm its order then. Production began in May 1984 after the first aircraft order from FedEx. A total of 10 were built.[28]
- The first long-range version fitted with Pratt & Whitney JT9D engines. Originally designated DC-10-20, this model was renamed DC-10-40 after a special request from Northwest Orient Airlines as the aircraft was much improved compared to its original design, with a higher MTOW (on par with the Series 30) and more powerful engines. The airline's president wanted to advertise he had the latest version.[24][29] The company also wanted its aircraft to be equipped with the same engines as its Boeing 747s for commonality.[30] Northwest Orient Airlines and Japan Airlines were the only airlines to order the Series 40 with 22 and 20 aircraft, respectively. Engine improvements led to the DC-10-40s delivered to Northwest featuring Pratt & Whitney JT9D-20 engines producing 50,000 lbf (222 kN) of thrust and a MTOW of 555,000 lb (251,815 kg). The -40s for Japan Airlines were equipped with P&W JT9D-59A engines that produced a thrust of 53,000 lbf (235.8 kN) and a MTOW of 565,000 lb (256,350 kg).[23] 42 were built from 1973 to 1983.[31] Externally, the DC-10-40 can be distinguished from the -30 series by a slight bulge near the front of the nacelle for the #2 (tail) engine.
- A proposed version with Rolls-Royce RB211-524 engines for British Airways. The order never came and the plans for the DC-10-50 were abandoned.[32]
- DC-10 "Twin"
- A proposed downsized DC-10 version with two CF-6 engines, likely designed to compete against the Airbus A300.[citation needed]
Tanker versions
The KC-10 Extender is a military version of the DC-10-30CF for aerial refueling. The aircraft was ordered by the U.S. Air Force and delivered from 1981 to 1988. A total of 60 were built.[33]
The KDC-10 is an aerial refueling tanker for the Royal Netherlands Air Force. These were converted from civil airliners (DC-10-30CF) to a similar standard as the KC-10. Also, commercial refueling companies Omega Aerial Refueling Services and Global Airtanker Service operate two KDC-10 tankers for lease. Four have been built.[34][35]
The DC-10 Air Tanker is a DC-10-based firefighting tanker aircraft, using modified water tanks from Erickson Air-Crane.
MD-10 upgrade
The MD-10 is retrofit cockpit upgrade to the DC-10 and a re-designation to MD-10. The upgrade included an Advanced Common Flightdeck (ACF) used on the MD-11 and was launched in 1996.[36] The new cockpit eliminated the need for the flight engineer position and allowed common type rating with the MD-11. This allows companies such as FedEx Express, which operate both the MD-10 and MD-11, to have a common pilot pool for both aircraft. The MD-10 conversion now falls under the Boeing Converted Freighter program where Boeing's international affiliate companies perform the conversions.[37]
In July 2014, there were 68 DC-10s and MD-10s in airline service with operators FedEx Express (60), Kelowna Flightcraft Air Charter (4), and others with fewer aircraft.[38] The aging models are now largely used as dedicated freight aircraft. "The DC-10 is going to be remembered as a better cargo plane than passenger plane," said Richard Aboulafia, an analyst with the Teal Group.[39]
On January 8, 2007, Northwest Airlines retired its last remaining DC-10 from scheduled passenger service,[40] thus ending the aircraft's operations with major airlines. Regarding the retirement of Northwest's DC-10 fleet, Wade Blaufuss, spokesman for the Northwest chapter of the Air Line Pilots Association said, "The DC-10 is a reliable airplane, fun to fly, roomy and quiet, kind of like flying an old Cadillac Fleetwood. We're sad to see an old friend go."[39] Biman Bangladesh Airlines was the last commercial carrier to operate the DC-10 in passenger service.[41][42][43] The airline flew the DC-10 on a regular passenger flight for the last time on February 20, 2014, from Dhaka, Bangladesh to Birmingham, UK.[42][44] Local charter flights were flown in the UK until February 24, 2014.[45]
Non-airline operators include the Royal Netherlands Air Force with three DC-10-30CF-based KDC-10 tanker aircraft, the USAF with its 59 KC-10s, and the 10 Tanker Air Carrier with its modified DC-10-10 used for fighting wildfires.[46] Orbis International has used a DC-10 as a flying eye hospital. Surgery is performed on the ground and the operating room is located between the wings for maximum stability. In 2008, Orbis chose to replace its aging DC-10-10 with a DC-10-30 jointly donated by FedEx and United Airlines.[47][48] The newer DC-10 was to be converted into MD-10 configuration, and begin flying as an eye hospital in 2010.[49][48][50] One former American Airlines DC-10-10 is operated by the Missile Defense Agency as the Widebody Airborne Sensor Platform (WASP).[51]
Incidents and accidents
As of May 2015, the DC-10 has been involved in 54 accidents and incidents,[52] including 32 hull-loss accidents,[53] with 1,261 occupant fatalities.[54] Of these accidents and incidents, it has been involved in 9 hijackings resulting in 1 death and a bombing resulting in 170 occupant fatalities.[54] Despite its troubled beginnings in the 1970s, which gave it an unfavorable reputation,[55] the DC-10 has proved to be a reliable aircraft with a low accident rate.[56] The DC-10's initially poor safety record has continuously improved as design flaws were rectified and fleet hours increased.[56] The DC-10's lifetime safety record is comparable to similar second-generation passenger jets as of 2008.[57]
Cargo door problem
The DC-10 was designed with cargo doors that opened outward instead of conventional inward-opening "plug-type" doors. Using outward-opening doors allowed the DC-10's cargo area to be completely filled since the door was not occupying usable space. To secure the door against the outward force from the pressurization of the fuselage at high altitudes, outward-opening doors must use heavy locking mechanisms. In the event of a door lock malfunction, there is great potential for explosive decompression.[58]
American Airlines Flight 96
A problem with the outward-opening cargo door first became publicly known on June 12, 1972, when American Airlines Flight 96 lost its aft cargo door shortly after takeoff from Detroit Metro Airport. Before Flight 96 took off, an airport employee had forced the door shut, which, due to the cargo door's design, gave an outward appearance of being securely locked despite the internal locking mechanism not being fully engaged. Subsequently, when the aircraft reached approximately Script error: No such module "convert". in altitude, the rear cargo door blew out, causing an explosive decompression that partially collapsed the cabin floor above the door. This collapsed section of the floor cut or impeded many of the control cables to the empennage control systems necessary to fly the aircraft.[59][60] The crew was able to accomplish an emergency landing by using the ailerons, right elevator, some limited rudder trim and asymmetrical thrust of the wing engines.[61]
During the investigation of the near-crash of Flight 96, U.S. National Transportation Safety Board (NTSB) investigators found that the DC-10's cargo door design was dangerously flawed. The door relied on a set of heavy steel hooks to secure it against the door frame. When the hooks were fully engaged, an outside lever on the cargo door could be depressed, which drives a set of locking pins through the hooks, holding them in place. The NTSB investigation found that it was possible to close the outside lever without the hooks being fully engaged, and there would be no outward signs that the locking mechanism was not engaged. Even though the hooks and locking pins were not in the closed position, the cargo door indicator in the cockpit would still register the door as being secured. This combination of factors caused Flight 96 to take off without its aft cargo door being fully locked. When the door blew out at altitude, the sudden decompression caused a large pressure difference to build up between the cabin above and the cargo bay below. This depressurization loading is what caused the cabin floor to collapse.[62] Because the DC-10 was designed with its hydraulics and control wires routed through the floor beams, the collapse of the cabin floor caused a loss of vital flight controls.[59]
Following the Windsor incident investigation, the NTSB made several recommendations, including repairing the faulty cargo door design to make it impossible for baggage handlers to close the cargo door lever without the locking pins being fully engaged. It was also recommended that vents be installed in the cabin floor so that, in case of an explosive decompression, the pressure difference between the cabin and cargo bay could quickly be equalized without collapsing the cabin floor and damaging critical control systems.[62] Although many carriers voluntarily modified the cargo doors, no airworthiness directive was issued to require reworking of the locking system, due to a gentlemen's agreement between the head of the FAA and McDonnell Douglas. McDonnell Douglas did make modifications to the cargo door, but the basic design remained unchanged and problems persisted.[62]
Turkish Airlines Flight 981
On March 3, 1974, an almost identical cargo door blow-out caused Turkish Airlines Flight 981 to crash into a forest near the town of Ermenonville, France shortly after leaving Paris.[62] All 346 people were killed[63] in one of the deadliest air crashes of all time.[64] Circumstances of this crash were very similar to the previous accident. The cargo door had not been fully locked, though it appeared so to both cockpit crew and ground personnel. The Turkish aircraft had a different seating configuration that exacerbated the effects of decompression, which caused the aircraft's floor to collapse into the cargo bay. Control cables running below the floor of the aircraft were severed when the floor collapsed and this rendered it uncontrollable.[62] Crash investigators found that the DC-10's relief vents were not large enough to equalize the pressure between the passenger and cargo compartments during explosive decompression.[63] Following this crash, a special subcommittee of the House of Representatives investigated the cargo door issue and the FAA's certification of the original design.[65] An airworthiness directive was issued, and all DC-10s underwent mandatory door modifications.[65] The DC-10 experienced no more major incidents related to its cargo door after FAA-approved changes were made.[62]
American Airlines Flight 191
The DC-10 experienced another major accident with the crash of American Airlines Flight 191 on May 25, 1979. The number one (left wing) engine of Flight 191 broke off after taking off from O'Hare International Airport in Chicago, US.[66] As the engine separated upwards, it ripped through the leading edge of the wing, rupturing hydraulic lines. Without hydraulic pressure, the left wing leading edge slats retracted due to the force of the air moving over the wings. That, in turn, increased the stall speed of the left wing above the engine failure climb out speed being used by the pilots. When the left wing stalled, the aircraft rapidly rolled to the left and crashed before the flight crew could recover. All 271 people on board, plus two on the ground, were killed.[67]
The National Transportation Safety Board (NTSB) officials discovered that a maintenance procedure was the cause. American Airlines mechanics removed the engine and its pylon together, rather than removing the engine from the pylon then the pylon from the wing, as recommended by McDonnell Douglas. This was done using a forklift and the pylon was inadvertently cracked in the process. The short-cut procedure, believed to save many man hours on maintenance, was used by three major airlines, although McDonnell Douglas advised against it.[68] In November 1979, the Federal Aviation Administration (FAA) fined American Airlines $500,000 for using this faulty maintenance procedure. Continental Airlines was fined $100,000 on a similar charge.[68][69]
The Chicago accident also highlighted a major deficiency in the DC-10 design: its lack of a locking mechanism to maintain the position of the leading-edge slats in the event of a hydraulic or pneumatic failure.[68] Other wide-body aircraft of the day carried such a feature. When the engine pulled up and over the wing, it tore out electrical wiring in the wing, thus rendering vital warning instruments in the cockpit inoperable. Following the Chicago crash, the FAA withdrew the DC-10's type certificate on June 6, 1979, which grounded U.S. DC-10s. It also banned all DC-10s from U.S. airspace. These measures were rescinded on July 13 after modifications were made to the slat actuation and position systems, along with stall warning and power supply changes.[70][68]
United Airlines Flight 232
Another major DC-10 crash was the United Airlines Flight 232 crash at Sioux City, Iowa, on July 19, 1989. The number two (tail) engine suffered an uncontained fan disk failure in flight, which damaged all three hydraulic systems and rendered the hydraulic flight controls inoperable. The flight crew, led by Captain Al Haynes and assisted by a senior pilot flying as a passenger (Dennis E. "Denny" Fitch), performed an emergency landing by constantly adjusting the thrust of the remaining two engines. The crew managed to fly the aircraft onto the runway in a partially controlled manner, and 185 of the 296 people on board survived in spite of the destruction of the aircraft during the crash-landing.[71]
The DC-10 included no cable backup for the hydraulic powered flight controls because it was considered nearly impossible for three hydraulic systems to fail during one flight, and furthermore the control surfaces are too large to be moved without hydraulic assistance. However, all three hydraulic systems were in close proximity, directly beneath the tail engine. The #2 engine explosion hurled fragments that ruptured all three lines, resulting in total loss of control to the elevators, ailerons, spoilers, horizontal stabilizer, rudder, flaps and slats.[71]
Following the UAL 232 accident, hydraulic fuses were installed in the #3 hydraulic system in the area below the #2 engine on all DC-10 aircraft to ensure that sufficient control capability remained if all three hydraulic system lines should be damaged in the tail area. It is still possible to lose all three hydraulic systems elsewhere. This nearly occurred to a cargo airliner in 2002 during takeoff, when a main gear tire exploded in the wheel well. The damage in the left wing area caused total loss of pressure in the #1 and the #2 hydraulic systems. The #3 system was dented but not penetrated.[72]
Other notable accidents and incidents
Other notable incidents and accidents are:
- November 3, 1973 - National Airlines Flight 27, a DC-10-10 cruising at 39,000 feet, experienced an uncontained failure of the right (#3) engine. One cabin window separated from the fuselage after it was struck by debris flung from the exploding engine. The passenger sitting next to that window was forced through the opening and ejected from the aircraft; his body was found two years later. The crew initiated an emergency descent, and landed the aircraft safely.[citation needed]
- November 12, 1975 - An ONA DC-10 on a ferry flight suffered a bird strike while on its take-off roll from Kennedy International Airport, New York. The aircraft was destroyed. All passengers survived.[73][specify]
- January 2, 1976 - An ONA DC-10 experienced an undershoot on the short runway in Istanbul, Turkey. The aircraft touched the ground and crash-landed then a fire in the #1 engine started. The aircraft was destroyed. All passengers survived.[74][specify]
- October 31, 1979 - Western Airlines Flight 2605, a DC-10-10, collided with construction equipment after landing on a closed runway at Mexico City International Airport, killing 72 of the 88 people on board and one person on the ground.[citation needed]
- November 11, 1979 - an Aeromexico DC-10 entered a sustained stall while climbing through FL 300, over Luxembourg, Europe. The pilots failed to recognize the stall condition and instead blamed the heavy buffeting on the #3 engine, which they shut down, while they continued to hold the nose up. The aircraft finally nosed down on its own and the pilots recovered before reaching FL 180, after they quit pulling back on the control column. The engine was restarted, the declaration of emergency canceled and the flight continued to Miami, Florida. Ground inspection revealed four feet missing from each of the outboard elevator tips, including their balance weights. The NTSB found that the failure of the flight crew to monitor their flight instruments led to the sustained stall buffeting, which imposed structural overload, causing the failure of both outboard elevator tips and balance weights.[75]
- November 28, 1979 - Air New Zealand Flight 901, DC-10-30 ZK-NZP, crashed into Mount Erebus on Ross Island, Antarctica during a sightseeing flight over the continent, killing all 257 on board. The accident was caused by the flight coordinates being altered without the flight crew's knowledge, combined with unique Antarctic weather conditions.[76]
- January 23, 1982 - World Airways Flight 30, DC-10-30CF registration N113WA, overran the runway at Boston Logan International Airport. All 12 crew survived, but two of the 200 passengers were never found.[77]
- September 13, 1982 – Spantax Flight 995, DC-10-30CF EC-DEG, was destroyed by fire after an aborted take-off at Málaga, Spain. A total of 50 passengers were killed and 110 injured due to the flames.[citation needed]
- December 23, 1983 – Korean Air Cargo Flight 084, DC-10-30CF HL7339, was destroyed after colliding head-on with a Piper PA-31 Navajo while taxiing at Anchorage, Alaska. All on board both aircraft survived.[citation needed]
- July 27, 1989 – Korean Air Flight 803, DC-10-30 HL7328, crashed short of the runway in bad weather while trying to land at Tripoli, Libya. A total of 75 of the 199 on board plus another 4 people on the ground were killed in the accident.[78]
- September 19, 1989 – UTA Flight 772, DC-10-30 N54629, crashed in the Ténéré Desert in Niger following an in-flight bomb explosion, claiming the lives of all 170 on board.[citation needed]
- December 21, 1992 – Martinair Flight 495, DC-10-30CF PH-MBN, crashed while landing in bad weather at Faro, Portugal killing 56 passengers.[citation needed]
- April 7, 1994 - FedEx Flight 705, DC-10-30 N306FE, experienced an attempted hijacking. FedEx employee Auburn Calloway tried to hijack the aircraft with the intention of crashing it, but the crew fought him off and returned to Memphis. The co-pilot used a number of acrobatic maneuvers to assist his colleagues in fighting off Calloway, such as putting the DC-10 into a steep dive and flying inverted.[citation needed]
- June 13, 1996 – Garuda Indonesia Flight 865, DC-10-30 PK-GIE, had just taken off from Fukuoka Airport, Japan when a high-pressure blade from engine #3 separated. The aircraft was just a few feet above the runway and the pilot decided to abort the take-off. Consequently, the DC-10 skidded off the runway and came to a halt Script error: No such module "convert". past it, losing one of its engines and its landing gear.[citation needed]
The Air France Concorde crash of 2000 was attributed to a metal fragment that fell from the thrust reverser of a Continental Airlines DC-10 that had taken off four minutes earlier. This fragment was traced to third-party replacement parts not approved by the Federal Aviation Administration.[79]
|Cockpit crew
| 380 (1-class, maximum)[80]
285 (2-class)
255 (3-class)
|Cargo (freighter variant)
|22 LD7 pallets
|23 LD7 pallets
|Fuselage length
|170 ft 6 in (51.97 m)
|58 ft 1 in (17.7 m)
|155 ft 4 in (47.34 m)
|165 ft 4 in (50.4 m)
|Fuselage width
|19 ft 9 in (6.02 m)
|Fuselage height
|19 ft 9 in (6.02 m)
|Max interior width
|18 ft 2 in (5.54 m)
|Operating empty weight
|240,171 lb (108,940 kg)
|266,191 lb (120,742 kg)
|270,213 lb (122,567 kg)
|Maximum take-off weight
| 430,000 lb
(195,045 kg)
| 455,000 lb
(206,385 kg)
| 572,000 lb
(259,459 kg)
|555,000 lb
(251,701 kg)
|Typical cruise speed
| Mach 0.82
(564 mph, 908 km/h, 490 kt)
|Max cruise speed
| Mach 0.88
(610 mph, 982 km/h, 530 kt)
|Max range, loaded[N 1]
|3,800 miles (6,116 km)
|4,350 mi (7,000 km)
|6,600 mi (10,622 km)
|5,750 mi (9,254 km)
|Maximum fuel capacity
| 21,700 U.S. gal
| 26,647 U.S. gal
| 36,650 U.S. gal
| 36,650 U.S. gal
|Takeoff run on MTOW
|8,612 ft (2,625 m)
|7,257 ft (2,212 m)
|9,341 ft (2,847 m)
|9,242 ft (2,817 m)
|Service ceiling
|42,000 ft (12,802 m)
|Engine model (x 3)
|Engine thrust (x 3)
|40,000 lbf (177.9 kN)
|46,500 lbf (206.8 kN)
|51,000 lbf (226.9 kN)
|53,000 lbf (235.8 kN)
See also
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- Related development
- Aircraft of comparable role, configuration and era
- Related lists
- ^ 285 passengers and baggage.[citation needed]
- ^ a b "DC-10 Family." Boeing Commercial Airplanes. Retrieved: January 4, 2011.
- ^ a b "McDonnell Douglas DC-10/KC-10 Transport." Boeing. Retrieved: February 28, 2006.
- ^ Waddington 2000, pp. 6–18.
- ^ Endres 1998, p. 13.
- ^ Endres 1998, p. 16.
- ^ "American Orders 25 'Airbus' Jets." St. Petersburg Times, 14 September 2011.
- ^ Endres 1998, pp. 25–26.
- ^ Endres 1998, p. 28.
- ^ Endres 1998, p. 52.
- ^ Aviation Daily 29 July 1971
- ^ a b c "DC-10 Technical Specifications." Boeing. Retrieved: March 12, 2011.
- ^ Endres 1998, pp. 32–33.
- ^ Waddington 2000, p. 70.
- ^ Endres 1998, pp. 34–35.
- ^ Roach, John and Anthony Eastwood. "Jet Airliner Production List, Volume 2." The Aviation Hobby Shop online, July 2006. Retrieved: September 19, 2010.
- ^ Air Progress: 16. September 1971. Missing or empty
- ^ Steffen 1998, p. 120.
- ^ Endres 1998, pp. 36–37, 45.
- ^ Endres 1998, pp. 36, 46–47.
- ^ a b c Steffen 1998, pp. 12, 14–16.
- ^ Steffen 1998, pp. 12, 118.
- ^ Endres 1998, pp. 62, 123–124.
- ^ a b Endres 1998, p. 21, 35, 56.
- ^ a b Waddington 2000, pp. 70–71.
- ^ Endres 1998, pp. 57, 112–124.
- ^ Endres 1998, pp. 34–37.
- ^ http://www.aftd.com/TCDS_PDFS/A22WE_8.pdf
- ^ Steffen 1998, p. 13.
- ^ Endres 1998, pp. 56–57.
- ^ Endres 1998, p. 21.
- ^ Waddington 2000, pp. 137–144.
- ^ Waddington 2000, p. 89.
- ^ Endres 1998, pp. 65–67.
- ^ "Omega Air Refuelling FAQs." Omega Air Refueling. Retrieved: January 11, 2010.
- ^ "KDC-10 Air Refueling Tanker Aircraft." Global Airtanker Service. Retrieved: January 11, 2010.
- ^ "McDonnell Douglas and Federal Express to Launch MD-10 Program." McDonnell Douglas, September 16, 1996. Retrieved: August 6, 2011.
- ^ "World's First 767-300 Boeing Converted Freighter Goes to ANA." Boeing. Retrieved: June 16, 2008.
- ^ "World Airliner Census". Flightglobal Insight, 2014.
- ^ a b Reed, Ted. "End of an Era at Northwest." TheStreet.com, June 30, 2006. Retrieved: February 9, 2007.
- ^ "Northwest Brings Customer Comforts Of Airbus A330 Aircraft To Twin Cities-Honolulu Route." Northwest Airlines, January 8, 2007. Retrieved: February 9, 2007.
- ^ "Fleet Info". Biman Bangladesh Airlines. Archived from the original on July 19, 2013.
- ^ a b Richardson, Tom (February 22, 2014). "Remembering the DC-10: End of an era or good riddance?". BBC News Online. Retrieved February 24, 2014.
- ^ "Last Passenger DC-10 Makes Last Flight?". AVweb, December 6, 2013.
- ^ "The DC-10 makes its final scheduled passenger flight". USA Today, February 24, 2014.
- ^ http://worldairlinenews.com/2014/02/25/biman-bangladesh-airlines-operates-the-last-mcdonnell-douglas-dc-10-passenger-flight-2/
- ^ Sarsfield, Kate. "Firefighting DC-10 available to lease." Flight International, March 30, 2009.
- ^ Kaminski-Morrow, David. "Orbis to convert ex-United DC-10-30 into new airborne eye hospital." Flight International, April 8, 2008.
- ^ a b "The ORBIS MD-10 Project." orbis.org. Retrieved: September 19, 2010.
- ^ "ORBIS Flying Eye Hospital Visits Los Angeles to Collaborate with MD-10 Project Supporters." Orbis. Retrieved: July 11, 2010.
- ^ "ORBIS Launches MD-10 Flying Eye Hospital Project." slideshare.net. Retrieved: September 19, 2010.
- ^ "Space: Widebody Airborne Sensor Platform (WASP)." globalsecurity.org. Retrieved: March 12, 2011.
- ^ "McDonnell Douglas DC-10 incidents." Aviation-Safety.net, May 10, 2015. Retrieved: May 12, 2015.
- ^ "McDonnell Douglas DC-10 hull-losses." Aviation-Safety.net, May 10, 2015. Retrieved: May 12, 2015.
- ^ a b "McDonnell Douglas DC-10 Statistics." Aviation-Safety.net May 10, 2015. Retrieved: May 12, 2015.
- ^ Hopfinger, Tony. "I Will Survive: Laurence Gonzales: 'Who Lives, Who Dies, and Why'." Anchorage Press, October 23–29, 2003. Retrieved: August 27, 2009.
- ^ a b Endres 1998, p. 109.
- ^ "Statistical Summary of Commercial Jet Airplane Accidents (1959-2008)." Boeing. Retrieved: January 11, 2010.
- ^ Waddington 2000, pp. 85–86.
- ^ a b Fielder and Birsch 1992, p. 94.
- ^ "NTSB-AAR-73-02 Report, Aircraft Accident Report: American Airlines, Inc. McDonnell Douglas DC-10-10, N103AA. Near Windsor, Ontario, Canada. June 12, 1972." National Transportation Safety Board, Washington, DC, February 28, 1973.
- ^ Waddington 2000, p. 67.
- ^ a b c d e f "Behind Closed Doors." Air Crash Investigation, Mayday (TV series). National Geographic Channel, Season 5, Number 2.
- ^ a b "Turkish Airlines DC-10, TC-JAV. Report on the accident in the Ermenonville Forest, France on March 3, 1974." UK Air Accidents Investigation Branch (AAIB), February 1976.
- ^ "Plane crash in France kills 346." St. Petersburg Times, March 4, 1974. Retrieved: May 30, 2012.
- ^ a b Endres 1998, p. 55.
- ^ "American Airlines 191." airdisaster.com. Retrieved: January 11, 2010.
- ^ Endres 1998, p. 62.
- ^ a b c d "Aircraft Accident report, DC-10-10, N110A, NTSB, 1979." libraryonline.erau.edu. Retrieved: September 19, 2010.
- ^ "Flight 191 accident description." Aviation-Safety.net. Retrieved: January 11, 2010.
- ^ Endres 1998, pp. 63–64.
- ^ a b "NTSB/AAR-90/06, Aircraft Accident Report United Airlines Flight 232, McDonnell Douglas DC-10-40, Sioux Gateway Airport, Sioux City, Iowa, July 19, 1989" summary, report. NTSB, November 1, 1990.
- ^ "WAS02RA037, NTSB Factual Report - Aviation." NTSB, August 21, 2003.
- ^ NTSB report, Identification: DCA76AZ010
- ^ NTSB report, Identification: DCA76RA017
- ^ "In-flight upset, Aeromexico, DC-10-30, XA-DUH, over Luxembourg, Europe, November 11, 1979". NTSB
- ^ Swarbrick, Nancy (13 July 2012). "Air crashes - The 1979 Erebus crash". Te Ara - the Encyclopedia of New Zealand. Retrieved 24 May 2015.
- ^ "AAR-85-06, World Airways, Inc., Flight 30H, McDonnell Douglas DC-10-30CF, N113WA, Boston-Logan Int'l Airport, Boston, Massachusetts, Jan. 23, 1982 (Revised)". U.S. National Transportation Safety Board, July 10, 1985.
- ^ "DC-10 accident entry: July 27, 1989." Aviation Safety Network. Retrieved: July 11, 2010.
- ^ "'Poor repair' to DC-10 was cause of Concorde crash". Flight Global. 2000-10-24. Retrieved 2014-02-24.
- ^ FAA Type Certificate Data Sheet http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/deb6cc513811fe16862579e60063dccf/$FILE/A22WE%20REV%2012.pdf
- ^ "DC-10 history page." Boeing. Retrieved: January 11, 2010.
- ^ "DC/MD-10 Airplane Characteristics for Airport Planning." Boeing, May 2011. Retrieved: July 14, 2011.
- ^ "The McDonnell Douglas DC-10 & Boeing MD-10." Airliners.net. Retrieved: September 19, 2010.
- ^ "McDonnell Douglas - DC-10-10F." Flight International. Retrieved: January 11, 2010.
- Endres, Günter. McDonnell Douglas DC-10. St. Paul, Minnesota: MBI Publishing Company, 1998. ISBN 0-7603-0617-6.
- Fielder, J.H. and D. Birsch. The DC-10 Case: A Study in Applied Ethics, Technology, and Society. Albany, New York: SUNY Press, 1992. ISBN 0-7914-1087-0.
- "Giant Tri-Jets Are Coming". Popular Science, December 1970, pp. 50–52, 116. ISSN 0161-7370.
- Steffen, Arthur, A. C. McDonnell Douglas DC-10 and KC-10 Extender. Hinckley, Leicester, UK: Aerofax, 1998. ISBN 1-85780-051-6.
- Waddington, Terry. McDonnell Douglas DC-10. Miami, Florida: World Transport Press, 2000. ISBN 1-892437-04-X.
- "World Airliner Census". Flight International, Volume 184, Number 5403, 13-19 August 2013, pp. 40-58.
External links
|Wikimedia Commons has media related to McDonnell Douglas DC-10.
- DC-10 page on Boeing.com
- DC-10 history on Boeing.com
- DC-10 & MD-10 page on Airliners.net
- DC-10.net web site
- Early DC-10 concept


text: Hamline receives Presidential recognition for community service effortsFor the fourth consecutive year,Hamline University has been named to the President's Higher Education Community Service Honor Roll, the highest federal recognition a college or university can receive for its commitment to volunteering, service-learning and civic engagement. Hamline received this honor in recognition of students' extraordinary volunteer efforts serving local communities and for the university's dynamic programs that connect scholarship to service. "Being named once again to the Community Service Honor Roll is a wonderful testament to the continued dedication, compassion, and conviction of Hamline students and employees, said Dr. Linda Hanson, president of Hamline University. In these challenging economic times, volunteers are critical in keeping our communities strong and vibrant. I am so proud of our students, faculty, and staff for embracing the charge to keep leadership, scholarship, and service as top priorities in their lives." In all, 700 colleges and universities were named to the honor roll for responding to President Obama's call to increase civic engagement and community service and for connecting scholarship to service. Schools receiving this honor provided exceptional community service over the past year, contributing their time, resources, energy, skills, and intellect to serve their communities.In particular, Hamline was recognized for its comprehensive programs that connect scholarship to service learning, such as the MBA Field Study Project and the "Bringing It Home, the Central Corridor" course, a community-based learning initiative co-taught by Hamline faculty and community educators and jointly developed by the Social Justice Department, the School of Business, and the Environmental Studies Department. One of Hamline's key volunteerism programs is a partnership with the Hancock/Hamline University Collaborative Magnet School. This collaboration includes academic support, social mentoring, curriculum enrichment and one-to-one tutoring for both math and reading literacy that has resulted in significant achievement gains for the elementary school students. More than twenty percent of Hamline undergraduate students are involved in the collaboration during their time at Hamline. With the mantra, "College Begins in Kindergarten," this program helps elementary students to visualize themselves as future college students.Hamline was also recognized for its Office of Service-Learning and Volunteerism and for the McVay Youth Partnership, a program in which Hamline students supervise and mentor middle school children in a safe, fun after-school environment.The President's Higher Education Community Service Honor Roll is co-sponsored by the Department of Education, the Department of Housing and Urban Development, USA Freedom Corps, and the President's Council on Service and Civic Participation. The recognition is presented in cooperation with Campus Compact, a national coalition of nearly 1,000 college and university presidents.

subset: commoncrawl


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Dear Fellow Members of the CPSP Community,
As you may know I have recently been greatly honored by being appointed to serve as CPSP's first administrator and to continue to serve CPSP as its general counsel. I thought long and hard before taking on these important duties and responsibilities. What ultimately persuaded me was the opportunity to support the wonderful work CPSP does in the education of our trainees and the inspired work our members do with people at the times in their lives when they are most in need. For me I cannot think of any work in this world that could be more important.
I therefore hope you will consider joining me in CPSP's new Bequeathment Program. I like many of our CPSP members have mostly grown (depending on your definition!) children. I of course want to support them to some extent in my wife's and my estate plans. We however also want to do something in our wills for the greater good – and for us we can not think of many efforts that support more people in an truly impactful way than the wonderful work done by CPSP and its members. We have therefore decided to remember CPSP in our wills. We hope you will join us in helping to assure the continued good works of CPSP by remembering CPSP in your will too.
The process is fairly simple. In most states if you decide you would like to make a finial bequeath to CPSP you do not have to recreate your entire will. A simple addition to your will called a "codicil" can be done. In most states a person can do this with a simple document they create themselves. You will see more about our Bequeathment Program however if you decide you would like to join us in remembering CPSP in your last will and testament and would like to discuss that possibility please do not hesitate to contact me.
Thank you for the wonderful work you do for CPSP and those that we serve.
Charles R. Hicks


text:
This article is a premium resource of the LOU Laughter Academy • Elite Membership. Please Sign up or Login to your account
How to list your laughter clubs and events on google map
Sebastian Gendry2018-04-03T18:36:31-09:00Tips: Laughter Business|
About the Author: Sebastian Gendry
Sebastian Gendry is a change-maker, coach and consultant with a passion for laughter. He has been a full time Laughter Professional since 2005 and played a major role in introducing Laughter Therapy in North America, Russia, and other countries. He is a master Laughter Yoga trainer, creator of the Laughter Wellness method, head of faculty of the Laughter Online University, and has appeared in 100+ newspapers and magazines and two TEDx talks, as well as major TV shows, including the Oprah Winfrey Show, 60 minutes and ABC Good Morning America. He encapsulates and shares the power of positive and playful energy and creativity. His life mission is to help people live a happier, healthier and more connected life at a higher level of vibration.


text:
UT Dallas Researchers to Work on NASA's Space Weather Mission Launching in 2017
Oct. 22, 2013
Researchers at The University of Texas at Dallas are pushing the boundaries of science as they investigate how everyday thunderstorms influence "space weather" occurring where Earth's atmosphere meets the void.
Dr. Rod Heelis, director of UT Dallas' William B. Hanson Center for Space Sciences, and his colleagues recently were chosen to design and build an experiment that will fly onboard a new NASA satellite mission called the Ionospheric Connection Explorer (ICON).
Click to enlarge: When high-frequency radio waves, such as those used for the Global Positioning System (GPS), travel through a disturbed layer of Earth's electrically charged atmosphere (the ionosphere), they can be disrupted. Source: U.S. Air Force Research Laboratory.
The ICON satellite, slated for launch in 2017, will orbit about 350 miles above Earth, in a region of the upper atmosphere called the ionosphere. The satellite will carry a suite of instruments built by various institutions, including UT Dallas.
As the name suggests, the ionosphere consists of charged particles called ions, which are created when high-energy sunlight strips away electrons from atmospheric gases, such as nitrogen and oxygen. Just as the movement of air in Earth's lower atmosphere drives surface weather, a mixture of neutral gasses, ions and free electrons in the ionosphere move around and create "space weather."
There's a practical reason why scientists – including those at UT Dallas – have been studying the ionosphere for decades, said Heelis, an expert on space weather who has been on the faculty since 1973.
"Disturbances and turbulence in this region interfere with radio signals, as well as GPS signals used in navigation. So predicting when and where interference will occur is a high priority," said Heelis, who holds the Distinguished Chair in Natural Sciences and Mathematics. "A better understanding of the dynamics of the ionosphere and the factors that affect it will help us develop models to more accurately forecast space weather."
An ion velocity meter built by UT Dallas space scientists, similar to the one pictured above, will fly onboard a satellite as part of a new NASA satellite mission to study space weather.
Until recently, scientists thought that the sun was the sole driver of space weather. Evidence is mounting, however, that the Earth's surface weather, such as run-of-the-mill thunderstorms, also can affect the ionosphere.
It's this interaction between surface weather and space weather that is the focus of the ICON mission. The UT Dallas instrument is called the Ion Velocity Meter. It will gather data at the site of the spacecraft, such as the velocity, temperature and density of ions, while other instruments will remotely measure the state of the neutral atmosphere below the satellite, Heelis said.
"This is an exciting opportunity to discover the reasons for the connections between surface weather and space weather that have only come to light in the last 10 years," he said.
NASA is funding the ICON mission through the space agency's Explorer program. Scientists at the Space Sciences Laboratory at the University of California, Berkeley will oversee the mission, while UT Dallas, the U.S. Naval Research Laboratory and the University of Illinois at Urbana-Champaign will provide experiments. In addition, scientists from the National Center for Atmospheric Research and Atmospheric & Space Technology Research Associates will participate in the data interpretation.
Media Contact: Amanda Siegfried, UT Dallas, (972) 883-4335, [email protected]
or the Office of Media Relations, UT Dallas, (972) 883-2155, [email protected]


text:
I have two issues with scrum in embedded systems. First, there are many tasks to do, especially in the early stages, which are not demonstrable. We started with a dev board, no OS, no display, no serial comms, etc. We didn't have our display for 6 sprints.
The first 4 sprints were:
- Getting the RTOS up and running
- Creating tasks Writing network and serial drivers
- Writing interrupt routines for buttons, comms, etc
- Writing the primary database classes and methods
- Writing a serial debug menu
Most of these tasks are not well suited for user stories. In fact, the only interface into the whole system was the serial debug menu, built in sprint 3 so there was nothing to demonstrate at the end of the sprints. Even the serial menu was meant for internal use and not an end user. Never the less, I still want to track and manage these development activities via scrum.
We ended up writing "user stories" phrases like, "As a developer...", which I'm not happy with but in using Target Process (www.targetprocess.com), there is no concept of a backlog item which is a task or chore.
Second, how do you handle releases and testing? It's a real pain for us because the testers don't have the hardware debuggers so we have to build flash versions of the code and burn them on their dev boards to test. The testers are not technically as sharp as the developers and often require a lot of support in getting things working in the early stages (resetting the board, connecting the serial comms, etc), or even in understanding the output.
Finally, regarding the definition of done, a sprint can't be complete until all stories are complete. All stories aren't complete until verified by the testers. There is no way to avoid "robbing" developer time to give to the testers. In other words, if the last 3 user stories in the sprint will take 5 days to test, they must be coded and unit tested 5 days before the end of the sprint. What's the developer supposed to do, stop working?
I'm being facetious but it is a real problem trying to conform to the rules. Now, I'm fine with bending the rules but the issue I have is, it screws up all my burndown metrics if I can't mark things done until their tested.
I'd love to hear how others have handled these situations.


text:
Popular Honduran TV journalist kidnapped
TEGUCIGALPA, Honduras (AP) — Police investigators say they're searching for a popular television journalist in the northern Honduran city of San Pedro Sula who was taken by heavily armed men while driving in his truck.
Investigators spokesman Elvis Guzman says Anibal Barrow was taken late Monday night along with three family members, who were later released unharmed. Guzman said Tuesday that his truck was found abandoned with a bullet hole and traces of blood.
The 62-year-old journalist has a daily morning news show called "Anibal and Nothing More" on Globo television in San Pedro Sula. His son, also named Anibal, is running for congress in November with the opposition Liberal Party.
Military chief Rene Ponce said no request for ransom has been received. U.N. data show Honduras suffers some of the highest crime rates in the world, including for journalists.
Copyright 2013 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.


text:
History was made in January 2006, when the Mexican government adopted legislation that modified the General Wildlife Act to ban almost all imports and exports of marine mammals and primates, including parts and products. Passage of this law sends a clear signal to other nations that Mexico will no longer tolerate the cruelty of the captive wildlife industry. Without the efforts of Dr. Yolanda Alaniz, vice president of Conservation of Marine Mammals in Mexico (COMARINO), the victory would never have been achieved.
Making Progress
For more than 30 years, the Mexican captive marine mammal industry—one of the most powerful in the business—operated without any regulations. Then, in 2002, the capture of marine mammals in Mexican waters was prohibited. While native species were protected, the number of imports increased dramatically. Dolphins were captured in Cuba, Venezuela, Haiti and the Solomon Islands and brought to the country. Last year, seven arrived from Japan. "Everybody knows that these animals are obtained from the so-called 'drive fisheries' that take place in Taiji every year, killing thousands of dolphins," Alaniz said.
Building on the 2002 law, COMARINO has now succeeded in securing the passage of legislation that bans the importing and exporting of marine mammals and primates for exhibition purposes. Over 40 Mexican and international nonprofit groups joined with the organization in an unprecedented showing of solidarity, and committed individuals worked hard to ensure the bill's enactment. "Biologist Diego Cobo Terrazas, the former president of the Environmental Commission of the Chamber of Representatives, was the one who presented the initiative to Congress and did not stop until the Senate approved it," Alaniz said. "I am grateful to him and Laura Rojas, my colleague from COMARINO, who has worked closely with me every step of the way." Secretary of Environment Jose Luis Luege was also instrumental in the bill's ratification.
Marine Mammal Conservation
Dolphins rank at the top of the list of marine mammal species currently kept in captivity in Mexico, with about 250 held in resort and entertainment facilities. Sea lions are also affected. COMARINO reports elevated mortality rates of captive marine mammals due to poor husbandry, high levels of stress and depression, lack of veterinary care and physical injuries. All of these factors helped perpetuate a market for wildlife traffickers to capture more animals.
"We must remember that Keiko, the famous whale in Free Willy, was held in Mexico City in a very small tank until he nearly died," Alaniz said. "Now companies, veterinarians and trainers will have to improve the conditions of their captive facilities, from the water quality to the filtering and the quality of food. Veterinarians will have to work to keep their current inventory of animals healthy because going overseas to replace them will no longer be an option."
Primate Protection
"Primates are abused in so many ways, mostly in places frequented by tourists, such as Acapulco or Cancun," Alaniz said. Chimpanzees, macaques, baboons and squirrel, capuchin and titi monkeys are trafficked all over the world. Sadly, these wild animals were often brought to Mexico to be used as pets to draw the attention of tourists. "In many cases, monkeys are given alcohol to make people laugh. Most live with a rope or chain tied around their necks, and few are fed their natural foods," she explained. "Some live their whole lives in small cages. Others are used in circuses all over the country."
The new law will protect both captive and wild populations, and even the trade in parts and products is outlawed (except in cases approved by the Mexican government for use in scientific research). This is an essential conservation move, as families are often tragically broken apart when primates and marine mammals are brutally captured from the wild. Many animals die in transport to facilities because of the callous, aggressive handling they receive and the long distances they must travel. Unaccustomed to life in captivity, the creatures are unable to engage in their natural behaviors and are typically kept in small, barren enclosures. Additionally, they may transmit diseases.
Dolphin Swim-With Programs
The growth of captive dolphin facilities expanded during the 1990s, and by 2000, a new facility was opening every five to six months. Therefore, it is not surprising that the swim-with business is booming in tourist spots such as Cancun, Puerto Vallarta and Los Cabos. Tourists think it is a magical experience to share a few minutes with these creatures in an interactive way. But the facilities exploit both the dolphins and the tourists. "Everything they say to attract people is a lie. 'Education' and 'conservation' through swim-with programs are just myths that people who pay to interact with the dolphins are told to believe," Alaniz said. "From the moment these animals are captured until their death, the magnificence of dolphins, their instincts, intelligence and natural behaviors are nullified."
A swim-with session typically lasts less than one hour, and eight to 14 people swim with one or two dolphins. The cost per person ranges from $100 to $150, and each dolphin (most facilities have about 10 performing at a time) works three to four sessions a day. Dolphins caught in the wild cost as little as $400 each—this is the usual price paid to the fishermen. But COMARINO reports that Mexico's swim-with facilities would train the animals and then sell them to other countries at much higher prices—a trained dolphin ready to be exported costs around $100,000. "People don't realize that they are paying for the suffering and death of these creatures," Alaniz reinforced. "The dolphin industry exists because tourists pay for it."
About COMARINO
In 1998, Alaniz was volunteering for an association against cruelty to dogs and cats in Mexico City when they received a cruelty report against a captive dolphin and sea lion trainer. After she went to the show, she decided to do something—but there was no organization helping captive marine mammals. "Two years later, we started COMARINO, the only Mexican non-governmental organization devoted to protecting all marine life," she said. The organization is involved in promoting legislation for responsible fisheries, saving sharks from overfishing, and protecting marine mammals and turtles from ocean noise and bycatch.
As far as the captive industry workers' response to the ban, Alaniz is confident COMARINO will be able to uphold the protections and make sure the bill is properly enforced. "They are furious and will try to reverse the law—but it will not be easy now that we have the support of so many Mexican and international organizations," she said, adding that the hard work has paid off. "We've achieved more laws to protect animals in the last five years than the amount that was gained in the past three decades combined. At the end of the day, this is a fight for life and freedom."
|You Can Make a Difference
|Please contact the President of Mexico to thank him for approving this strengthening of the General Wildlife Act. Make sure to remind him that good border inspections are essential in making the law most effective.


text:
Good clean typography is a fundemental skill of any designer. Most designers believe they have good typography but in my experience it is something which is developed through time and experience. I think we all begin our design lives with a desire to be outrageously creative, and only as we mature, begin realise that simplicity and structure is just as, if not more important. In this article, I will go through some simple steps to acheive good clean well structured typography in Adobe Indesign.
The first step is to choose your typefont. In this case I have chosen a simple standard font of Helvetica Neue. I have set it up at 10pt size and 12pt leading. It is important to consider legibility at this point. I try not to go below 9pt for any brochure or printed material, but if the document is to be viewed digitally such as a pdf, it is worth doing it larger.
Next choose how many columns you want the page to be. Here you must consider aesthetics and legibility. Columns are important as they help give the page more structure, but also make a printed document easier to read. Studies show that 8-10 words per line is the most legible and I have tried to reflect this by choosing a 4 column layout. Also, consider border dimensions and the space between the columns. It is common for the space between columns to be half of the border length. In my example I have chosen a 10mm border and 5mm between the columns. Already we see that the page is taking shape. As I have already said, I believe structure is the key to good typography, and these four columns and borders will provide the structure for the entire document. If it is a brochure it will help bring consistency to the whole thing. Images and quotes could should all submit to this grid.
So we have set up a grid vertically, the next step will be to set up a horizontal or baseline grid, which all our text will stick to. This is a key factor to good typography and InDesign is a great bit of software as it has all the tools to makew this process simple. We have already chosen our leading (12pt) so we will set up a grid to reflect this. Go to the top bar menu InDesign>Preferences>Grid. This menu box should display.
Start the grid at 10mm in accordance with your borders. Type into the Increment Every box, 12pt in accordance with your type leading. Press OK. The grid is now set up, to make it visible, go to the top bar menu again, View>Grids and Guides>Show baseline Grid. You will now see guides running across the page horizontally at the same leading as your type. Now make your type stick to the grid. Bring up the paragraph display box, Window>Type and Tables>Paragraph. Select your type box and click on the Align to baseline grid button in the bottom right hand corner. All type lines should now stick perfectly to your grid lines. All further type we will insert from now on will also be made to align to this grid.
Now we will add a heading. The key here is to set the leading up that it will align nicely to our already set up baseline grid. I have set my title at 95pt with a leading of 72pt. Basically I have made the leading to be a multiple of the 12pt our baseline grid is already set up to. This way each line can naturally line up with a line of the body text. The title size also allows it to sit nicely and not overlap at all. If the tops of letters such as h is hitting a lower curve of a g it can reduce legibility and also make it ugly. Don't forget to click the Align to baseline grid button on the paragraph formating box again. Also select a text wrap so the text will not overlap the heading but flow round it. It should look something like this.
I shall now add an introduction paragraph in the exact same way. This time I will select 24pt leading, again a multiple of our 12pt grid. Align it to the grid and it should look something like this…
As you can see, everything is aligning perfectly giving the page a neat structured feel. In most cases I try to keep the alignment consistent, but in this case I have been a bit creative and made the intro and title right aligned to stick to the body text paragraph and give a crisp centre line.
So thats it, I have waffled on long enough. Hope you enjoyed this tutorial.Typography is a massive subject, and this article just includes some of the things that have helped me. Please let me know if it has helped you at all. What can I do to make it better?
Wonderful! Thank for a very
Wonderful! Thank for a very helpful read.
Cool You could make the grid
You could make the grid half the leading, that way you can avoid full returns. Also let people know how to set up their text frames, which are set to Ascent in InDesign by default. I always used Fixed frames if I am using a baseline, but maybe there is another way.
Baselines are good for some tasks, but sometimes I like to use cap height because it allows you to align an image with the type at the top of the text frame. That gets complicated though.
Feel free to correct me if I have led anyone astray, I'm a novice.
Nice tutorial, but I'd
Nice tutorial, but I'd recommend using picas instead of millimeters since it's much easier to convert points and picas, as well as picas and inches. This way you can rely on math and understand how to use the baseline grid with point sizes. This also reduces the dependency on using the paragraph display box.
Great! Thank you so much!
Great! Thank you so much! I've had to teach myself InDesign for my job, and so far it's just been me figuring out stuff as I need to do something. I don't have much control over typefaces and sizes for my current project, but on future projects I'll keep this tutorial in mind!
@Andy: You could make the
You could make the grid half the leading, that way you can avoid full returns.
What do you mean?
One question: is there a way
One question: is there a way to have more than one baseline grid setup for the same document? I have a project where most of the document can be aligned using the same grid, but the last part needs to have only about half a line space between two paragraphs, and the grid forces a whole space, which makes it go too long...I could just setup the grid with half the space between lines that I'll typically need, but all those lines would obscure my view, I'm thinking.
Anyway, just a question.
I would personally just copy
I would personally just copy the original master page or make a new master page and create a different baseline grid on it. Then apply that to the last page. I never had to do this and I don't have Indesign open, so I greatly apologize if it doesn't work as well as it does in my head :-P
I thought I'd add my two
I thought I'd add my two cents to this excellent explanation. My sample layout is based upon Josepf Müller-Brockmann's book, Grid Systems in Graphic Design. I've included a screen capture of the final grid. The layout grid, combined with InDesign's underlying baseline grid aligns the type perfectly within each unit. I've departed from the treatise by using the x-height and baseline to size my grid unit. It's a visual alignment that is far easier to do now than when the book was written. The gutter allows for a single line caption under each image. The final product is an 8 by 10 inch proof sheet for 35 mm images. There are many products on the market that do a far better job of making a proof sheet. I was working at an understandable example of the underlying structure. It's somewhat complicated to explain how I set this up, but if there is enough interest, I'll give it a try.
-Bill Lomax
Through experimentation,
Through experimentation, I've found that using a three point baseline grid is ideal for most documents. Of course, this isn't true for all pieces, but it's a good default for newsletters, forms, and leaflets that employ a broad range of type sizes (i.e., cutlines, body copy, headlines, and footnotes).
My "base three" system has one mathematical advantage of being multiplied evenly into standard page sizes, which results in faster, cleaner layouts. I'm a workaday designer, and a majority of my typesetting is done at a mill pace--quick and dirty. This grid method is a lifesaver.
My two cents.
Very good tutorial and
Very good tutorial and discussion! Thanx!
Three is the magic number.
Three is the magic number. Like I mentioned, the "base three" grid system isn't a universal solution, but it sure seems to work well with so many documents.
JT, you can set a custom
JT, you can set a custom baseline grid for each text field in the Text Frame Options.
Very nice article. For anyone interested, I created a grid system for web work that incorporates a 10pt baseline grid. By setting the baseline to 10pts, you can multiple leading choices, as long as it's in increments on 5pts. You can read more about it on my blog.
Dogg, could you explain your system a little more. Why is 3 the magic number? By having a baseline grid os 3pts, wouldn't the leading have to be a multiple of 3?
Hello Roger, What's
Hello Roger,
What's different about my sample grid is that it is specific to the body copy font. Helvetica Bold Condensed would be a horrible choice, but it works for this one task. If I substitute Garamond, it will not fit the grid correctly.
The short version of how is that you need to know the exact x-height of the font. Most commercial fonts have a UPM of 1,000. If your font has an x-height of 395 (Arno Pro regular), then at ten points the x-height is 3.95 points. My example row is eight lines deep. The height of a row is: 7x leading (12 pt) + x-height = 87.95 pt. The horizontal alley (gutter) is: 2x leading (12 pt) – x-height = 20.05 pt. Set Preferences > Grids > Baseline Grid > Start: 3.95 pt (x-height) | Relative to: Top Margin | Increment Every: 12 pt (leading).
Then it's a question of using the numbers to set up rows and gutters.
You can make a very close approximation of the x-height by turning an "x" of your choice of font, at size, to outline. Then ungroup it and use the Direct Selection Tool to draw a marquee around the "x". Drag ruler guides to snap to the x-height and baseline. Measure the distance between and you have your number.
-Bill Lomax
YOTS, Three isn't
Three isn't necessarily THE magic number, but rather a catchy reference to the old School House Rock jam. Anyway, the base three approach is essentially the same rationale as your base 5 or 10 system for web.
Since there are 72 points in an inch, 12 points in a pica, six picas in an inch, etc., the math rounds out nicely. You need to be judicious with type, but the base three system can be quite effective at slaying massive, disorganized, beastly documents.
Imagine a newsletter that utilizes a variety of type styles: headlines of varying size, subheads, body copy, bulleted lists, bylines, and cutlines. Column widths aside, you can start by establishing body copy with, say, Adobe Garamond, 10/12. Pretty standard so far. Move on to small headlines: Trade Gothic Bold Condensed, 16/18. Large headlines: Adobe Garamond 36/39. Cutlines: Trade Gothic Medium 7/9.
You get the idea. The base three system is really no different than using any other baseline gridwork, just that it seems especially versatile. Actually, the sample grid system in this tutorial could just have easily used a three point baseline grid.
Dogg, makes perfect sense
Dogg, makes perfect sense now and I think you might be right, 3 might be the magic number. My 5 point system is the same idea as this but less flexible than the 3 point system. With my system you can set leading in increments of 5, so between 0-20 you only have 4 leading options, 5-10-15-20. With your 3 point system you have 6 options: 3-6-9-12-15-18. I'm going to try that out and see how it works.
DOGG, I tried your system
DOGG, I tried your system out and it works great. It gives a ton of leading options and on a letter size paper, with .5 inch margins, the grid fits the page perfectly. The only downside is that the baselines are hard on the eyes since there are so many of them. It's hard to see when zooming out, even at 100%.
@ jayyy Sometimes full
@ jayyy
Sometimes full returns can look a bit clumsy and disrupt the flow. If that's the case you can use half a line of leading (in this case 6pts). The text will line up again the next time you break. This bothers some people and not others.
@ chasteauneuf
Setting up a baseline grid in preferences applies the grid to the whole document but you can change the baseline options within a frame.
Object> Text Frame Options> Baseline Options (or command b)
Check 'Use Custom Baseline Grid'
Great little article.
Great little article.
Thanks for the info, YOTS.
Thanks for the info, YOTS. I'll be sure to keep that in mind. I'm managing to work with a 4pt grid (all of my leadings are multiples of 8), but for future reference, that will certainly come in handy.
YOTS thank you for that info
YOTS thank you for that info on the text frame options for custom baseline grid. i was trying to figure out how to put text on the baseline grid upside down. this works great. :)
The most important thing is
The most important thing is to find a common multiple, whether using base 3 or something else. Always start with the text size, but if you need smaller captions, footnotes etc, you need smaller steps than 12pt. If your captions would be 7/8pt, you could use a 4pt baseline grid, if you need 7/9pt, a 3pt baseline is good.
The smaller you get, however, the more difficult it gets for the reader to discern the inherent discipline a grid brings. Based on multiples of 3pt, headlines have a lot of flexibility, more than you'd want for a newspaper. If you work in metric, remember that 3pt is just over 1mm – a grid unit that Müller-Brockmann et al would have considered to fussy. Sometimes it is easier to work with metric grids, especially as the page size would also be metric.
Unfortunately for us European mm-heads, both Indesign and Quark quietly convert metric input for leading (which isn't leading, but line-spacing) back to points and you end up with strange decimals in the menu. But you can ignore them.
The size of your baseline grid can help lining up type (and images), but it can also be a style issue. If your grid is coarser, increments will be more noticeable and the grid will become a design feature. working with a small common unit of line-spacing is like constructing a building with bricks: while they are too small to count, all the features (windows, doors, transoms, steps) of the facade are multiples of a brick, the baseline of the building, as it were. That gives it an honest, quiet authority that we seem to respond to. This also works with other materials, but like a coarser baseline grid, building with larger concrete slabs or glass panels would become more of a style than using those small bricks.
The space between columns also depends on the way you set text. If you justifiy (which i wouldn't do for narrow columns with less than 35 characters) the type, the channels need to show more white than for unjustified text where only a few lines will ever make full measure. I never draw space between columns, but indent my text from the right, so i can adjust that space between columns individually. That way, i can also cheat and sometimes widen a column by a fraction in order to bring over the occasional word – widow or orphan. So far, nobody has noticed that little trick in any of the work i have done.
eriks Excellent analogy
Excellent analogy comparing a building to a baseline grid. Very Bauhaus. Nice tip on gutter spacing as well.
Just one observation,
Just one observation, personal though. You've used helvetica neu for example, but you must be sure to calculate the best leading considering the x-height of the typeface. In terms of readibility, I think that Helvetiva in copy size should be extra leaded, 10/13pt for instance, since it has a tall x-height. The other rules are deductable but the relationships should be based in the baseline. Good intro though. I find it monstruous to work without a baseline grid. Obsession? ;)
Quick question for
Quick question for chasteauneuf:
I'm having a go at this, and I'm curious to know what you have Units and Increments set to in preferences.
In the step where you specify Grid start and increments, you have it starting in mm and increments in pts, which I can't seem to get Indesign to let me do.
if I have units set to mm, indesign not only forces me to specify increments in mm, but doesn't calculate in mm what i've asked for in points. Am I making sense? How did you get around this?
Jennifer, you may work
Jennifer, you may work inside InDesign using whatever units you want, just by writing them. (example, in the top you've got the units you set in the preferences menu, but you can work in the boxes directly, or even make calculations with it. Draw a square 10x10mm. Them go to the "h" box (height) and type "10+25%". You'll get a 10x12,5mm rectangle, because you told InDesign to calculate 25% of the hight and add it. That works in every unit, namely points in the bodies of typefaces and leading.)
Imagine you set a 10/13pt text as a base text to build your baseline. For captions, deducted from it, you can calculate a leading ratio for the body of the caption, like 6/13-25%pt. This will result in a caption text 6/9.75pt and you be sure to align the grid in every four lines.
Summary: write down the units you want in the boxes: pt, mm, cm, p
calculate by association 12+25%,12*1,25pt (multiply by 1,25, which is equal to add 25%), 12/2 (divide by 2), etc. You will see how helpfull it is.
Hope it helps...
This is a great thread. I
This is a great thread. I was dealing with similar issues recently when designing a book and decided to write a little Python program to do the job for me. Admittedly, it has a lot of shortcomings as it was built for a very specific task. That being said, I've since used it to set up grids for other print projects and it works well-enough.
You can see a bit of it on my website www.sincerelyross.com/ (under Grid Generator)
It does essentially what is described above and is also based first and foremost around the choice of leading (thus typeface and size). One difference at this point is that it is not as concerned with the x-height, though I can see from Grid's comment why this might be a valuable thing to incorportate. It started out as a means to create totally proportional grids and page formats (according to Van de Graaf and Tschichold's analysis of traditional page models) though I have since added the ability to specify things like margins, page format, etc manually.
I'll try to post back as it develops. I'm sure I'll have a lot more questions as important decisions arise.
Chasteauneuf, thanks for
Chasteauneuf, thanks for comments.
The program allows you to specify page format ratios, baseline increments, columns, rows, and margins and then outputs a string of text giving the resulting values for gutters, baseline margin from top, etc. Those extraordinarily long decimal numbers on a few of the slides on my site are the values (in mm) that the program outputs. These can be used to set up the document and grid in InDesign. The graphic on the left is just to provide a little visual clue about what all the values will end up looking like.
I am going to start reading
I am going to start reading through this great post, but will this system work with 8.5x11 page sizes? does page size matter? Or is all this based on an A4 size?
thompson, it works great on
thompson, it works great on 8.5x11.
Cool, For those who
For those who haven't heard of Keith Chi-Hang Tam he's got some good information on grids too.
Chasteauneuf, This post was
Chasteauneuf, This post was very helpful.
I love this post... still
I love this post... still struggling with a specific document at the moment, it's got slightly irregular dimensions (it's an 8 x 10 doc in InDesign). Aside from my current document, I think I can understand now how to get a nice grid working.
can you/we make this a
Now how do you deal with
Now how do you deal with photos/art with a text wrap butting into the columns of text? Haven't been able to find anything dealing with that problem specifically.
What do you specify for text wraps? Does it cleanly push text in accordance with the baseline grid? Are the columns still even at the bottom of the text box?
A very enjoyable read, most
A very enjoyable read, most appreciated this thread of info.
In the past I had been trying to create text styling all based on using the same ratio for leading, eg, 3pt 6pt etc but the addition of aligning to a baseline grid sharing the same pt size or a multiple of it has helped get my head around it, thanks again everyone.
I've read this thread with
I've read this thread with great interest but still struggling to work out how I can reconcile this with working in mm - it seems perfectly geared up to working with inches. I suppose like everyone using metric measurements as default, I'm looking a standard way of setting up documents in InDesign based on working with DIN-standard paper sizes, but keeping points as the units of measurements in the baseline grid and gutters ;o)
To me, 6pt baseline grids look like the way to go - I think there's enough flexibility there but visually I don't think there's enough visual structure in using less than 6pt. I just don't like full line paragraph breaks, I think the distance looks too wide IMHO.
I reckon the best way seems be to set document sizes and margins(possibly?) in mm and everything else in points? To me this logically seems the best compromise. That would mean ignoring Picas though as 1 pica = 12points, I might as well set up a 6pt document & baseline grid in points not half-picas?
I wonder if anyone can shed some light on how publishers in Europe handle this, given the amount of content they have to order and structure with DIN-page contraints.
Anyone any ideas - is there a better way to do this?
Duckworth I guess it depends
I guess it depends how happy you are working with different units, do you mind seemingly random values in mm when working in points/do you like to work to three decimals places etc. I don't think there is a way to reconcile DIN paper size with the point system exactly, no magic math as such, but you can make strong layouts with a bit of tolerance between the two systems. I usually do as you say and have the document set in mm and the type in points, I wouldn't worry about picas.
If you base your grid on metric measurements it will result in long values when converted into points, but really that's not a problem for a complicated job as you can quickly add these values to style sheets, save you typing them. It is possible to have atom splitting measurements in InDesign which allow the paper size and point sizes to come together with very very small discrepancies.
The best book on grids and baselines IMHO is Raster Systeme/Grid Systems by Josef Müller-Brockmann. It took me a long time to get into it but it does have fantastic advice on dividing up pages precisely. The example he employs is a DIN page and the type is in points, so it might help you with your question.
Hope this helps
@1985 - Thanks very much for
@1985 - Thanks very much for the explanation - having played around with grids on my latest project, there doesn't seem to be a good way to reconcile points and the DIN-standard. I compromised by keeping text and baseline grid in points, and document size and margins in mm. Pragmatically, that seems to be the way to go.
Thanks very much for the book recommendation - it looks great, so I've ordered it!
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text:
The men's Olympic ski cross quarterfinals ended Thursday in a spectacular crash that saw only one skier crossing the finish line upright, on two skis.
Three of four skiers competing in the heat wiped out on the final jump of the course, pinwheeling their way toward the finishline. Only two advanced to the next round — Switzerland's Armin Niederer, who made a quick turn to avoid running into one of his downed competitors, and Russia's Egor Koroktov whose body spun into second place.
Both made it to the finals where Korktov finished in 5th and Niederer in 7th place.
The French swept the race with Jean Frederic Chapuis winning gold and his teammates, Arnaud Bovolenta and Jonathan Midol, winning silver and bronze.


text:
TREMOR and AlprazolamPatientsVille
TREMOR Symptoms and Causes
Tremors are unintentional trembling or shaking movements in one or more parts of your body. Most Tremors occur in the hands. You can also have arm, head, face, vocal cord, trunk, and leg Tremors. Tremors are most common in middle-aged and older people, but anyone can have them.
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NIH: National Institute of Neurological Disorders and Stroke
Check out the latest treatments for TREMOR
➢ TREMOR treatment research studies
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/ Published in: jQuery
URL: http://www.digitalwks.com/blogs/diogo-raminhos/google-maps-v3-and-jquery-tabs-jquery-tabs-google-maps-bug/
If you are struggling against some problems with google maps and tabs be aware that, in order to avoid problems, jQuery sets the width & height of every hidden element to Zero.
To fix this problem all you have to do is trigger the resize event and the map will be working as it should. To trigger the event all you need to do is.
Expand | Embed | Plain Text
- $('#tabs').tabs({
- fx: { opacity: 'toggle', duration: 1000 },
- show: function (event, ui) {
- google.maps.event.trigger(map, 'resize');
- }
- });
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text:
Maine, NH, Vt., had successful reciprocal snowmobile weekend
CONCORD, N.H. (AP) � Fish and Game officials are calling the three-day Reciprocal Snowmobile weekend in New Hampshire, Maine and Vermont a success.
Last Friday through Sunday, snowmobilers registered in any of the three states were allowed to operate on trails in the other two without being registered.
In New Hampshire, many North Country restaurants and hotels reported brisk business from riders.
Capt. John Wimsatt of the New Hampshire Fish and Game Department said there were several snow machine accidents, but overall it was a safe weekend.


text:
Hopefully, there are a few Muppet Show fans that read this title with the word "space" trailing off into infinity. Ok, so maybe not as entertaining as "Pigs in Space", but something about CRS-1s on a rocket caught our eye the other day. Looking at the news, it appeared that someone had put one of our large core routers, a Cisco CRS-1 in orbit. This caused me to double take, since it's not the sort of thing one would typically rocket into space. In reality what was successfully launched was SpaceX's Commercial Resupply Service mission 1 (or CRS-1), the first mission to deliver cargo to the International Space Station under contract from NASA.
Two separate things for sure, but maybe with some similarities. One thing that both CRS-1s share is the need for an extraordinary level of resiliency and reliability. In the case of the Cisco CRS, we ensure continuous system operations for service providers through in-service software upgrades and no single points of failure. For SpaceX, their Falcon rocket ship is the only one that can survive an engine failure, yet continue its mission successfully. In fact that's what happened – an engine was lost, yet the Dragon capsule was placed into orbit with no problem. Check it out in this video below (the engine failure takes place at approximately 1:29).
In any case, we're quite proud of our core router and its new Elastic Core solution additions that we talked about last week. However, we'll be honest in admitting that our CRS does not plan to add any booster rockets any time soon. Congrats goes to the super cool space ship CRS and we congratulate SpaceX on their successful mission.
In an effort to keep conversations fresh, Cisco Blogs closes comments after 60 days. Please visit the Cisco Blogs hub page for the latest content.
2 Comments
Dr. Jose A. Wong - Perez
Congratulations for both, SpaceX and Cisco's CRS-1 with its new Elastic Core Solution…
No but Cisco have put a few other routers in space


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aggression(redirected from Aggressive Behaviour)
Also found in: Dictionary, Thesaurus, Legal, Encyclopedia.
a form of physical or verbal behavior leading to self-assertion; it is often angry and destructive and intended to be injurious, physically or emotionally, and aimed at domination of one person by another. It may arise from innate drives and/or be a response to frustration, and may be manifested by overt attacking and destructive behavior, by covert attitudes of hostility and obstructionism, or by a healthy self-expressive drive to mastery.
1. A domineering, forceful, or assaultive verbal or physical action intended to hurt another animal or person; the verbal or motor behavioral expression of the affects of anger, hostility, or rage.
2. Invasive behavior, as of a pathogenic organism or disease process.
[L. aggressio, fr. aggredior, to accost, attack]
aggression/ag·gres·sion/ (ah-gresh´un) behavior leading to self-assertion; it may arise from innate drives and/or a response to frustration, and may be manifested by destructive and attacking behavior, by hostility and obstructionism, or by self-expressive drive to mastery.
Hostile or destructive behavior or attitudes: physical aggression; verbal aggression; emotional aggression.
Etymology: L, aggressio, to attack
a forceful behavior, action, or attitude that is expressed physically, verbally, or symbolically. It may arise from innate drives or occur as a defense mechanism, often resulting from a threatened ego. It is manifested by either constructive or destructive acts directed toward oneself or against others. Kinds of aggression are constructive aggression, destructive aggression, and inward aggression.
AggressionForceful physical, verbal, or symbolic action which is either appropriate and self-protective (e.g., self-assertiveness) or inappropriate (e.g., hostile or destructive behaviour). It may be directed outwardly at either the environment or another person, or inwardly towards one's self, manifesting as depression, self-mutilation, or another negative response.
aggressionPsychiatry Forceful physical, verbal, or symbolic action which may be appropriate and self-protective–eg, healthy self-assertiveness, or inappropriate–eg, hostile or destructive behavior; aggression may be directed toward the environment, another person/personality, or toward the self–eg, depression
A domineering, forceful, or assaultive verbal or physical action toward another person as an expression of anger, hostility, or rage.
[L. aggressio, fr. aggredior, to accost, attack]
aggressionFeelings or acts of hostility. Abnormal aggression is often associated with emotional deprivation in childhood, head injury, or brain disease, such as tumour, excessive alcohol intake or the use of drugs such as amphetamines (amfetamines).
aggressiona type of behaviour that includes both threats and actual attacks on other animals, though often limited to threat display. See also AGONISTIC BEHAVIOUR.
behavior that is angry and destructive and intended to be injurious, physically or emotionally, and aimed at domination of one animal by another. It may be manifested by overt attacking and destructive behavior or by covert attitudes of hostility and obstructionism. The most common behavioral problem seen in dogs.
affective aggression
involves intense, patterned autonomic activation with sympathetic and adrenal stimulation.
fear-induced aggression
accompanied by fear and usually when escape is not possible; may be associated with previous unpleasant experiences.
food-related aggression
directed towards people or animals when approached while eating. An early indicator of the risk of developing dominance aggression.
interfemale aggression
dominance aggression between females.
intermale aggression
fighting between males, most commonly tomcats; includes elements of competitive, territorial and sexual aggression.
maternal aggression
the dam's protection of her young; a variant of dominance aggression.
nonaffective aggression
without autonomic activation.
pain-induced aggression
defensive aggression triggered by pain.
play aggression
biting, nipping and growling at people or other animals during play.
possessive aggression
a form of dominance aggression; the animal is reacting against someone or another animal trying to remove something, usually food.
predatory aggression
directed towards any kind of animal, including dogs and humans, or even inanimate objects. Typically, it is elicited by something that is moving quickly.
protective aggression
the animal is protecting its territory. See territorial aggression (below).
redirected aggression
occurs when the animal is touched or restrained by a human or another animal, while it is fighting or threatening.
territorial aggression
behavior directed toward the defense of an area by an individual or a group against entry by others, usually members of the same species but the trait is developed in guard dogs that protect property from human intruders.


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