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526:. An extensive flight test program was carried out, totaling 929 flights and 1,551 flight hours; the test program was not incident-free: during one ground test in 1970, an outwardly-opening cargo door blew out and resulted rapid pressurization changes that caused the main cabin's floor to collapse. This discovery and first effort at rectification led to a contract dispute between McDonnell Douglas and Convair over what changes were necessary and financial liability. Fielder alleges that McDonnell Douglas consistently sought to minimize and postpone any design changes to the DC-10, although this attitude was not an explicit policy. In July 1971, Convair outlined the situation in a formal memo; almost a year later, it internally expressed concerns that the inadequate resolution would lead to loss of aircraft. Tragically, the initial rectification work would prove to be inadequate.
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1318:, France, in the deadliest air crash in history at the time—346 passengers and crew died. The cargo door of Flight 981 had not been fully locked, though it appeared so to both cockpit crew and ground personnel. The Turkish aircraft had a seating configuration that exacerbated the effects of decompression, and as the cabin floor collapsed into the cargo bay, control cables were severed and the aircraft became uncontrollable. 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. Following this crash, a special subcommittee of the
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1295:(NTSB) investigators found the cargo door design to be dangerously flawed, as the door could be closed without the locking mechanism fully engaged, and this condition was not apparent from visual inspection of the door nor from the cargo-door indicator in the cockpit. The NTSB recommended modifications to make it readily apparent to baggage handlers when the door was not secured and also recommended adding vents to the cabin floor so that the pressure difference between the cabin and cargo bay during decompression could quickly equalize without causing further damage. Although many carriers voluntarily modified the cargo doors, no
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1014:. McDonnell Douglas held a major presentation of the proposed DC-10 Twin at Long Beach, and several European airlines were willing to place orders. However on July 30, 1973, MDC's board decided not to give the proposed twin the go-ahead, as no US airline had ordered it. Later, more DC-10 Twin proposals were made, either as a collaboration with a European manufacturer or as a solely McDonnell Douglas product, but none proceeded beyond design studies.
562:(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 miles (5,410 nmi; 10,010 km) and a maximum payload range of 4,604 miles (4,001 nmi; 7,409 km). The series 40 had a typical load range of 5,750 miles (5,000 nmi; 9,250 km) and a maximum payload range of 4,030 miles (3,500 nmi; 6,490 km).
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were configured to seat a maximum of 206 passengers while United's seated 222; both had six-across seating in first-class and eight-across (four pairs) in coach. They operated the first version of the DC-10, referred to as the "domestic" series 10, which had a range of 3,800 miles (3,300 nmi; 6,100 km) with a typical passenger load and a range of 2,710 miles (2,350 nmi; 4,360 km) with maximum payload.
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1612:. The Piper struck the DC-10's left and center main landing gear and three passengers sustained minor injuries; the DC-10 overran the runway and the three crew suffered serious injuries. Investigators determined that the Korean Air Lines pilot became disoriented taxiing in fog, failed to follow correct procedures and confirm his position, and accidentally initiated takeoff from the wrong runway.
1630:, DC-10-30 N139AA, skidded off the runway on landing at DFW in a rainstorm, collapsing the nose and left main landing gear and badly damaging the left-hand engine and wing. Two passengers suffered serious injuries during the emergency evacuation, while the remaining 187 passengers and 13 crew escaped safely. The NTSB attributed the crash to poor directional control technique by the captain.
1418:, a DC-10-10 cruising at 39,000 feet (12,000 m), experienced an uncontained failure of the right 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 killed and ejected from the aircraft. The crew initiated an emergency descent and landed the aircraft safely.
931:: the aircraft was much improved compared to its original design, with a higher MTOW (on par with the Series 30) and with more powerful engines, and retains the increased wingspan from the DC-10-30. The airline's president wanted to advertise that he had the latest version. The company also wanted its aircraft to be equipped with the same engines as its Boeing 747s for
558:. Prior to taking delivery of the aircraft, Northwest's president asked that the "series 20" aircraft be redesignated "series 40" because the airliner was much improved over the original design. The FAA issued the certification for the series 40 on October 27, 1972. In 1972, the DC-10's listed unit cost was reportedly US$ 20M ($ 146 million in 2023 prices).
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stall warning and power supply changes. In
November 1979, the FAA fined American Airlines for removing the engine and its pylon as a single unit in its maintenance procedure, thus damaging the structure and causing the engine separation, rather than removing the engine from the pylon before removing the pylon from the wing as advised by McDonnell Douglas.
1526:, Japan, when a high-pressure blade from the right engine separated. The aircraft was just a few feet above the runway, and the pilot decided to abort the takeoff. Consequently, the DC-10 skidded off the runway and came to a halt 1,600 ft (490 m) past it, losing one of its engines and its landing gear. Three passengers perished in the accident.
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considered extremely improbable that all hydraulic systems would fail. However, due to their close proximity under the tail engine, the engine failure ruptured all three, resulting in a total loss of control of the elevators, ailerons, spoilers, horizontal stabilizers, rudder, flaps, and slats. Following the accident,
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1659:, MD-10-10F N391FE, departed runway 18R and burned out at Memphis International Airport following the collapse of the left main landing gear. The two pilots and a single passenger suffered minor injuries during the emergency evacuation. The accident was attributed to improper landing gear maintenance.
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and food preparation; elevators are usually present to carry people and carts between the two levels. As originally designed, the floor of the main cabin was not strong enough to withstand full pressure differential, yet key control lines are routed through this floor, an approach that proved to be a
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in July 1989. The production run had exceeded the 1971 estimate of 438 deliveries needed to break even on the program; however, according to
Fielder, the DC-10 had not reached the breakeven point by the end of production. As the final DC-10s were delivered, McDonnell Douglas started production of its
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The DC-10 had two engine options and introduced longer-range variants a few years after entering service; these allowed it to distinguish itself from its main competitor, the L-1011. Further models and derivatives of the DC-10 have been considered; perhaps the most radical of these being an unpursued
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engines. Two of these 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. In comparison to the first generation of jetliners, these engines generated less noise
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resulting in 170 occupant fatalities. Despite its poor safety record in the 1970s, which gave it an unfavorable reputation, the DC-10 has proved to be a reliable aircraft with a low overall accident rate as of 1998. The DC-10's initially poor safety record has continuously improved as design flaws
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The extended-range version of the DC-10-30. The –30ER aircraft has a higher maximum takeoff weight of 590,000 pounds (270 t); is powered by three GE CF6-50C2B engines each producing 54,000 lbf (240 kN) of thrust; and is equipped with an additional fuel tank in the rear cargo hold. It
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A long-range model and the most common model produced. It was built with
General Electric CF6-50 turbofan engines, with larger fuel tanks and a larger wingspan to increase range and fuel efficiency, and with a set of rear center landing gear to support the increased weight. It was very popular with
1441:, 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. The crash was caused by failure to follow proper landing guidelines in consideration of the fog on the runway.
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yet being able to use shorter runways and thus access airports that it could not. Dependent upon configuration, the main cabin can accommodate between 250 and 380 passengers across its main deck. The fuselage is split into two levels, the upper deck is the only one where passenger seating would be
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for the DC-10, permitting its entry into revenue service. It entered commercial service with
American Airlines on August 5, 1971, with the initial flight being a round-trip flight between Los Angeles and Chicago. United Airlines also commenced DC-10 flights later that same month. American's DC-10s
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on June 6, 1979, grounding all U.S.-registered DC-10s and those from nations with agreements with the United States, and banning all DC-10s from U.S. airspace. These measures were rescinded five weeks later on July 13, 1979, after the slat actuation and position systems were modified, along with
1287:. Before takeoff, the door appeared secure, but the internal locking mechanism was not fully engaged. When the aircraft reached approximately 11,750 feet (3,580 m) in altitude, the door blew out, and the resulting explosive decompression collapsed the cabin floor. Many control cables to the
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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 replaced its aging DC-10-10 with a DC-10-30 jointly donated by FedEx and United
Airlines. The newer DC-10 was converted into an
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The series 30 and 40 were 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
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retired its last remaining DC-10 from scheduled passenger service, 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
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of McDonnell
Douglas announced American Airlines' intention to acquire the DC-10. This was a shock to Lockheed and there was general agreement within the U.S. aviation industry that American Airlines had left its competitors at the starting gate. According to Fielder, McDonnell Douglas had been
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tread of a tire on the left main landing gear separated, causing the blowout of two adjacent tires, which ruptured a fuel tank. This, combined with excessive heat from the rejected takeoff, resulted in a massive fire. Two passengers were killed in the ensuing evacuation and two died later from
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were the only airlines to order the Series 40, respectively ordering 22 and 20 aircraft. The
Northwest DC-10-40s were delivered with improved engines, Pratt & Whitney JT9D-20 engines producing 50,000 lbf (220 kN) of thrust and an MTOW of 555,000 pounds (252 t). The DC-10-40s
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crash (the deadliest aviation accident in US history) orders for the DC-10 had nosedived by 1980, the type having garnered a poor reputation that was widespread amongst the traveling public as well as prospective operators. Competitive pressure had also played a role, Boeing in particular had
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DC-10 flight instructor, performed a partially controlled emergency landing by constantly adjusting the thrust of the remaining two engines; 185 people on board survived, but 111 others died, and the aircraft was destroyed. The DC-10 was designed without backup flight controls because it was
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engines, each producing 45,500 lbf (202 kN) of thrust, with a maximum takeoff weight of 530,000 pounds (240 t). However, engine improvements led to increased thrust and increased takeoff weight. Northwest Orient
Airlines, one of the launch customers for this longer-range DC-10
1619:(DFW) after the flight crew attempted a rejected takeoff. Two crew were seriously injured and the remaining 12 crew and 240 passengers escaped safely. The accident was attributed to a shortcoming in the original design standards; no requirement had existed to test whether partially worn
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urgently pursuing the DC-10's completion in light of the prospective competition and the high financial stakes involved. Together with
American Airlines' announcement of the DC-10 order, it was also reported that American Airlines had declared its intention to have the British
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to prevent the total loss of fluid. Power for the hydraulics was derived from primary and reserve engine-driven pumps equipped on each of the three engines. Hydraulic power was required for flight control, there was no provision for reverting to manual flight control inputs.
1707:, ran over the metal strip at high speed, bursting a tire and causing a fuel tank to rupture and burst into flames. The Concorde's pilots attempted to keep control of the aircraft, but it stalled and crashed. The strip of metal was traced to third-party replacement parts
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1593:, tearing off the left-hand engine and the left and center main landing gear. All 362 passengers evacuated safely while one of thirteen crew members was injured. The accident was attributed to an excessively low approach, possibly caused by the first officer using the
469:. 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. Large portions of the detailed design work, particularly that of the fuselage, were
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systems are present. The flight controls actuate many of the flight control surfaces across the airliner via these hydraulic circuits. The critical nature of these circuits and their vulnerability to damage in the tail area led to the addition of
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began design studies based on its CX-HLS submission. The aviation author John H. Fielder notes that the company was under competitive pressure to produce a widebody aircraft, having been somewhat slow in the previous decade to introduce its first
331:(FAA) temporarily banned all DC-10s from American airspace in June 1979. In August 1983, McDonnell Douglas announced that production would end due to a lack of orders, as it had widespread public apprehension after the 1979 crash and a poor
1130:, which operated both the MD-10 and MD-11, to use 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.
1456:, 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.
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Early operations of the DC-10 were afflicted by its poor safety record, which was partially attributable to a design flaw in the original cargo doors that caused multiple incidents, including fatalities. Most notable was the crash of
1326:(FAA) of the original design. An airworthiness directive was issued, and all DC-10s underwent mandatory door modifications. The DC-10 experienced no more major incidents related to its cargo door after FAA-approved changes were made.
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yet capable of flying similar long-range routes from airports with shorter runways; this specification would be highly influential in the design of what would become the DC-10. It would become McDonnell Douglas's first commercial
1118:, using the Honeywell VIA liquid-crystal-displays. The program was continued by Boeing after its merger with McDonnell Douglas in 1997, and the first MD-10 flew on April 14, 1999. The new cockpit eliminated the need for the
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with the rudder is mounted on top of the tail engine banjo while the horizontal stabilizer with its four-segment elevator is attached to the sides of the rear fuselage conventionally. The DC-10 is equipped with retractable
1666:, MD-10-10F N370FE, partially exited the runway at Ft. Lauderdale-Hollywood International Airport following the collapse of the left main landing gear. The accident was attributed to improper landing gear maintenance.
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with 30 orders and 30 options in 1968. The DC-10's similarity to the Lockheed L-1011 in design, passenger capacity, and launch date resulted in a sales competition that affected the profitability of both aircraft.
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DC-10-30 Z-AVT "Victor Trimble" previously owned by British Caledonian Airways is partially preserved as a nightclub in Bali. The tail end of the aircraft featuring the third engine is mounted on a rooftop in
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The DC-10 has cargo doors that open outward; this allows the cargo area to be completely filled, as the doors do not occupy otherwise usable interior space when open. To overcome the outward force from
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due to the missing engine, caused the aircraft to rapidly roll to the left, descend, and crash, killing all 271 people on board and two on the ground. Following the crash, the FAA withdrew the DC-10's
1307:, and the head of McDonnell Douglas's aircraft division, Jackson McGowen. McDonnell Douglas made some modifications to the cargo door, but the basic design remained unchanged, and problems persisted.
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The DC-10 is capable of performing all-weather operations, a function that many preceding jetliners had been incapable of. From the onset, it could perform takeoffs and landings completely under
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airports. The DC-10-30 and –40 models (with a third main landing gear leg to support higher weights) each had intercontinental ranges of up to 5,200 nmi (9,600 km; 6,000 mi). The
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Beginning in 1966, two-engine designs were studied for the DC-10 before the design settled on the three-engine configuration. Later, a big twin based on the DC-10 cross-section was proposed to
481:(FAA) would later serve to complicate matters; specifically, Convair was forbidden from contacting the regulator no matter the severity of any safety concerns it had in the DC-10's design.
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were used to load preprogrammed flight plans into the flight computer. As originally built, the cockpit was operated by a flight crew of three; numerous DC-10s have received a retrofitted
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Forty-two DC-10-40s were built from 1973 to 1983. Externally, the DC-10-40 can be distinguished from the DC-10-30 by a slight bulge near the front of the nacelle for the #2 (tail) engine.
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were installed in the #3 hydraulic system below the tail engine on all DC-10 aircraft to ensure that sufficient control remains if all three hydraulic systems are damaged in this area.
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1582:, causing the landing gear to collapse and rupturing a fuel tank; the ensuing fire destroyed the aircraft. All 139 on board—all ONA employees—survived with 32 suffering injuries.
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was the last commercial carrier to operate the DC-10 in passenger service. The airline flew the DC-10 on a regular passenger flight for the last time on February 20, 2014, from
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Various models of the DC-10 promptly followed, such as the series 15, which had a typical load range of 4,350 miles (3,780 nmi; 7,000 km). The series 20 was powered by
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at Memphis International Airport. One of the two pilots and one of the five passengers—all deadheading FedEx employees—suffered minor injuries in the emergency evacuation.
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delivered to Japan Airlines were equipped with P&W JT9D-59A engines that produced a thrust of 53,000 lbf (240 kN) and an MTOW of 565,000 pounds (256 t).
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1637:, DC-10-10F N68055, suffered an in-flight cargo fire while flying from Memphis, Tennessee to Boston, Massachusetts. The aircraft made a successful emergency landing at
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reputation. As design flaws were rectified and fleet hours increased, the DC-10 achieved a long-term safety record comparable to those of similar-era passenger jets.
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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 and similar in length to a
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of the fuselage at high altitudes, outward-opening doors must use heavy locking mechanisms. In the event of a door lock malfunction, there is greater potential for
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July 25, 2000: The right-hand thrust reverser cowl door of Continental Airlines Flight 55, DC-10-30 N13067, shed a strip of metal which landed on the runway at
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airports. The series 15 is basically a –10 fitted with higher-thrust GE CF6-50C2F (derated DC-10-30 engines) powerplants. The –15 was first ordered in 1979 by
728:. 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.
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4386:"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)"
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which reduce the distance required when landing. Despite being considerably larger, the landing speed of the DC-10 was comparable to that of the contemporary
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3934:"NTSB-AAR-73-02 Report, Aircraft Accident Report: American Airlines, Inc. McDonnell Douglas DC-10-10, N103AA. Near Windsor, Ontario, Canada. June 12, 1972"
4228:"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"
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1045:. The aircraft was ordered by the U.S. Air Force and delivered from 1981 to 1988. A total of 60 were built. These aircraft are powered exclusively by
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of the tail engine earlier in the flight disabled all hydraulic systems and rendered most flight controls inoperable. The flight crew, assisted by a
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were rectified and fleet hours increased. The DC-10's lifetime safety record is comparable to similar second-generation passenger jets as of 2008.
638:, L-1011, and DC-10 had already stopped, so the value of used DC-10-30s almost doubled, rising from less than $ 20 million to almost $ 40 million.
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and slid into the shallow water of Boston Harbor. Two of the 200 passengers were not found; all other passengers and the 12 crew members survived.
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1181:, UK. Local charter flights were flown in the UK until February 24, 2014. As of September 2024, two DC-10s are in commercial service, one with
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European flag carriers. A total of 163 were built from 1972 to 1988 and delivered to 38 different customers. The model was first delivered to
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1152:(TAB) DC-10-30F is the last DC-10 in commercial service as of 2024. The aircraft was converted to MD-10-30F in 2009 and is seen landing at
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5347:. 'Simple sophistication' of aircraft, with improvements in training, credited with reducing flight time for type rating. Archived from
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were cut, leaving the pilots with very limited control of the aircraft. Despite this, the crew performed a safe emergency landing. U.S.
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1726:. Both flight crews performed evasive maneuvers; all 677 aboard both aircraft survived, with nine aboard the 747-400 seriously injured.
994:-524 engines for British Airways. The order never came and the plans for the DC-10-50 were abandoned after British Airways ordered the
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were all behind schedule and couldn't fully meet the demand for widebody airliners. Production of first-generation widebodies like the
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4667:"Korean Air Lines McDonnell Douglas DC-10-30, HL7339, SouthCentral Air Piper PA-31-350, N35206, Anchorage, Alaska, December 23, 1983"
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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
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1578:, but the right-hand engine exploded, causing a partial braking failure. The pilots steered off the runway to avoid plowing into a
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1056:. These were converted from civil airliners (DC-10-30CF) to a similar standard as the KC-10. Also, commercial refueling companies
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as a 50/50 venture but was rejected. Then in 1971, a shortened DC-10 version with two engines was proposed as a competitor to the
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Mach 0.82 (473 kn; 876 km/h; 544 mph) typical, Mach 0.88 (507 kn; 940 km/h; 584 mph) MMo
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did not confirm its order then. Production began in May 1984 after the first aircraft order from FedEx. A total of 10 were built.
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which collapsed the front landing gear. All 168 passengers and crew survived. This is the first hull loss of a DC-10 aircraft.
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turbofan engine on its DC-10 airliners. The DC-10 was first ordered by launch customers American Airlines with 25 orders, and
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The DC-10-10 is the initial passenger version introduced in 1971, produced from 1970 to 1981. The DC-10-10 was equipped with
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A proposed version of the DC-10-10 with extra fuel tanks, 3 feet (91 cm) extensions on each wingtip, and a rear center
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On March 3, 1974, in an accident circumstantially similar to American Airlines Flight 96, a cargo-door blowout caused
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Production ended in 1989, with 386 delivered to airlines along with 60 KC-10 tankers. The DC-10 outsold the similar
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Porter, Andrew. "Transatlantic Betrayal " The RB211 and the Demise of Rolls-Royce LTD. Stroud. UK. Amberley, 2013.
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in Newburgh, New York, however after evacuating all 5 crew members the aircraft was consumed by fire and destroyed.
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Also known as the DC-10-30F. This was the all-freight version of the –30. Production was to start in 1979, but
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4059:"Turkish Airlines DC-10, TC-JAV. Report on the accident in the Ermenonville Forest, France on March 3, 1974"
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accidents, with 1,261 occupant fatalities. Of these accidents and incidents, it has been involved in nine
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1604:, DC-10-30 freighter HL7339, collided head-on during the takeoff roll with SouthCentral Air Flight 59,
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291:. The twin-aisle layout has a typical seating for 270 in two classes. The initial DC-10-10 had a 3,500-
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maneuvers and damaging the aircraft in the process. The aircraft was repaired and returned in service.
1489:. Seventy-five of the 199 on board plus another four people on the ground were killed in the accident.
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MD-10 configuration and began flying as an eye hospital in 2010. A modified DC-10 is operated by the
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The –10CF is a convertible passenger and cargo transport version of the –10. Eight were delivered to
4098:"Aircraft accident McDonnell Douglas DC-10-10 N110AA Chicago-O'Hare International Airport, IL (ORD)"
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in Paris in 1974, the deadliest crash in aviation history up to that time. Following the crash of
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1541:. Eight passengers and eight crew members on board were killed, as were two people on the ground.
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engines, which was the first civil engine version from the CF6 family. A total of 122 were built.
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4566:"ASN Aircraft accident McDonnell Douglas DC-10-30 F-GTDI Guatemala City-La Aurora Airport (GUA)"
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The convertible cargo/passenger transport version of the DC-10-30. The first deliveries were to
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662:. It is sized to conduct medium to long-range flights, offering similar endurance to the larger
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1932:
1700:
1648:, MD-10-10F N364FE, was destroyed by fire after the right main landing gear collapsed due to a
1586:
1397:
1369:
1217:
700:
583:
99:
38:
3409:
5221:
3458:
2330:
2066:
1482:
1208:
725:
712:
493:
31:
4832:
St. Pierre, Nancy; Box, Terry; Lincoln Michel, Karen; Freedenthal, Stacey (April 15, 1993).
3694:"ORBIS Flying Eye Hospital Visits Los Angeles to Collaborate with MD-10 Project Supporters."
3529:
1623:
could stop the aircraft during a rejected takeoff, and 8 of the 10 worn pad sets had failed.
514:
4612:"Lessons Learned- McDonnell Douglas DC-10-30- Overseas National Airways Flight 032, N1032F"
4229:
3459:"Northwest Brings Customer Comforts Of Airbus A330 Aircraft To Twin Cities-Honolulu Route."
2265:
1995:
1508:
1046:
847:
The heavier DC-10-30 has an additional center landing gear. This aircraft is now preserved.
807:
795:
555:
65:
5366:
3766:
1566:, DC-10-30CF N1032F, accelerated through a flock of seagulls during its takeoff roll from
864:
on November 21, 1972, and first introduced in service on December 15, 1972, by the latter.
8:
5639:
1786:
1212:
995:
720:
433:
379:
371:
288:
273:
3865:
5431:
5426:
5421:
5416:
4834:"30 Hurt After Jet Slides Off Runway – Passengers Injured During Exit on Escape Chutes"
4495:
3983:
3362:
2396:
1760:
1471:
1237:
1178:
1166:
1161:
1072:
928:
659:
607:
261:
142:
81:
3598:"Biman Bangladesh Airlines operates the last McDonnell Douglas DC-10 passenger flight"
3288:
2981:
1485:, DC-10-30 HL7328, crashed short of the runway in bad weather while trying to land at
518:
A prototype during flight testing, the DC-10 made its first flight on August 29, 1970.
5644:
5401:
5294:
5279:
5265:
5239:
5210:
5193:
5163:
4965:
4408:
4292:
3988:
3127:
2401:
1373:
1365:
1361:
1114:
and was launched in September 1996. However, the actual avionics are shared with the
1110:. The upgrade included an Advanced Common Flightdeck similar to what was used on the
991:
932:
708:
498:
446:
277:
265:
188:
130:
104:
5319:
2365:
6001:
3340:
2659:
1867:
1756:
1575:
1402:
1389:
1377:
1284:
1204:
1068:
1042:
603:
530:
489:
383:
276:
flights. It first flew on August 29, 1970; it was introduced on August 5, 1971, by
232:
4355:
1806:
1615:
May 21, 1988: American Airlines Flight 70, DC-10-30 N136AA, overran Runway 35L at
1192:
operating scheduled flights in the Americas, and one with the Panamanian start-up
484:
On February 19, 1968, in what was supposed to be a knockout blow to the competing
449:
offered a specification to manufacturers for a widebody aircraft smaller than the
5436:
5233:
5204:
5157:
4927:
4915:
4869:
4263:
4236:
4065:
4042:
3940:
3872:
3840:
3820:
3795:
3773:
3739:
3722:
3700:
3678:
3653:
3630:
3584:
3565:
3488:
3434:
3416:
2988:
2666:
2542:
2251:
1927:
19 ft 9 in (6.02 m) fuselage, 224 in (569 cm) interior
1810:
The schematic of the McDonnell Douglas DC-10-30 (side, top, front, cross-section)
1714:
January 31, 2001: Japan Airlines Flight 958, DC-10-40D JA8546, was involved in a
1594:
1523:
1304:
1119:
811:
744:
685:
651:
587:
502:
359:
308:
136:
1684:
intended to cause the aircraft to crash. The seriously injured crew returned to
1680:, DC-10-30 N306FE, was attacked by a deadheading FedEx employee in an attempted
1478:, Spain. A total of 50 passengers were killed and 110 injured due to the flames.
889:
in 1981. A total of six were built and five –30s were later converted to –30ERs.
2318:
1719:
1681:
1538:
1512:
1493:
1486:
1357:
1265:
1241:
1071:
is a DC-10-based firefighting tanker aircraft, using modified water tanks from
1027:
953:
939:
757:
743:
and the Advanced Common Flightdeck shared with the MD-11, thus eliminating the
635:
631:
627:
611:
367:
304:
5568:
3310:
2787:
1589:
Flight 5130, DC-10-30CF N1031F leased from ONA, landed short of the runway at
1497:
5970:
5600:
5461:
3992:
3492:
3465:
2405:
1767:
1735:
1189:
1127:
1103:
1095:
1031:
740:
736:
523:
363:
355:
292:
122:
59:
3511:
3108:
831:
5902:
5878:
5851:
5573:
5548:
5497:
5481:
5476:
5471:
5466:
5456:
5451:
5446:
2303:
1649:
1571:
1449:
1315:
970:
823:
783:
599:
576:
466:
300:
269:
42:
5019:"20 photos of Bali's Hi-Fi nightclub built in an abandoned DC-10 airplane"
2313:
1605:
1579:
1453:
1193:
1123:
1011:
695:
The primary flight controls of the DC-10 consist of inboard and outboard
619:
615:
567:
470:
375:
362:. In February 2014, the DC-10 made its last commercial passenger flight.
1474:, DC-10-30CF EC-DEG, was destroyed by fire after an aborted take-off at
598:
In the late 1980s, international travel was on the rise thanks to lower
5869:
5517:
5441:
3866:"Statistical Summary of Commercial Jet Airplane Accidents (1959–2008)."
3741:
Ballistic Missile Defense System (BMDS): Environmental Impact Statement
1989:
1504:
following an in-flight bomb explosion, killing all 170 people on board.
1115:
689:
663:
623:
450:
4908:
4831:
1430:
3647:"Orbis to convert ex-United DC-10-30 into new airborne eye hospital."
1976:
1763:
Runway Visitor Park, where it is used for teaching and school visits.
1689:
1620:
1288:
1233:
1186:
752:
732:
716:
667:
present as the smaller lower level is typically used for storage for
477:. The legal relationship between McDonnell Douglas, Convair, and the
382:
use. Some DC-10s are on display, while other retired aircraft are in
3837:"I Will Survive: Laurence Gonzales: 'Who Lives, Who Dies, and Why'."
1475:
3737:
1900:
1704:
978:
896:
861:
680:
455:
442:
284:
84:
5206:
The DC-10 Case: A Study in Applied Ethics, Technology, and Society
1165:
airplane, fun to fly, roomy and quiet, kind of like flying an old
579:
variant specifically to better compete with the DC-10 and L-1011.
570:. However, following a spate of fatal accidents, particularly the
4491:"Crash of a Dutch DC-10 kills 54 at a resort airport in Portugal"
2050:
1834:
1349:
886:
696:
668:
474:
595:, which was essentially a stretched derivative of the DC-10-30.
522:
On August 29, 1970, the first DC-10, a series 10, conducted its
4395:. July 10, 1985. Archived from the original on October 29, 2005
4291:. Air Disaster Volume 1. Aerospace Publications Pty Ltd. 1994.
3363:"Global Airtanker Service KDC-10 In-flight Refuelling Aircraft"
2982:"McDonnell Douglas and Federal Express to Launch MD-10 Program"
2012:
1322:
investigated the cargo-door issue and the certification by the
1007:
927:, this model was renamed DC-10-40 after a special request from
779:
704:
676:
347:
258:
5308:, Volume 184, Number 5403, August 13–19, 2013, pp. 40–58.
3410:"World's First 767-300 Boeing Converted Freighter Goes to ANA"
2860:"Transitioning Product Line Impacts Values of Outgoing Models"
473:
to external companies, such as the American aerospace company
4522:
1858:
399Y (10-abreast @ 29–34" pitch) layout, FAA exit limit: 380
1779:
1775:
1748:
1744:
1723:
1511:, DC-10-30CF PH-MBN, crashed while landing in bad weather at
1501:
1360:
assembly swung upward over the top of the wing, severing the
1084:
1083:"MD-10" redirects here. For the Maryland state highway, see
554:
turbofan engines, whereas the series 10 and 30 engines were
327:, the deadliest aviation accident in U.S. history, the U.S.
5396:
3246:"How McDonnell Douglas missed the Big Twin and disappeared"
2392:"Troubled History of the DC-10 Includes Four Major Crashes"
1837:
684:
and were usually smoke-free. The engines are equipped with
582:
In December 1988, the 446th and final DC-10 rolled off the
4989:"Flying eye hospital makes final stop in Southern Arizona"
1785:
DC-10-10 N220AU "Flying Eye Hospital" previously owned by
1211:
with four modified DC-10-30s used for fighting wildfires.
3435:"The End of an Era: No scheduled DC-10 Service In The US"
1280:
857:
751:, to be flown by a flight crew of two. Three independent
3530:"Remembering the DC-10: End of an era or good riddance?"
3523:
3521:
1463:, DC-10-30CF registration N113WA, overran the runway at
1364:
actuator hydraulic lines. The slats retracted under the
1228:
As of September 2015, the DC-10 had been involved in 55
422:
The 3-4-3 (left) and 2-5-2 (right) seating configuration
586:
Products Division production line and was delivered to
287:
on underwing pylons and a third one at the base of the
3667:
3665:
3578:"The DC-10 makes its final scheduled passenger flight"
5228:, December 1970, pp. 50–52, 116. ISSN 0161-7370.
5192:. St. Paul, Minnesota: MBI Publishing Company, 1998.
5049:"DC-10 Airplane Characteristics for Airport Planning"
3518:
5335:
4883:"'Poor repair' to DC-10 was cause of Concorde crash"
2241:
1870:
layout, main deck: 22 88×125″ or 30 88×108″ pallets
4872:. Aviation Safety Network, Flight Safety Foundation
3716:"ORBIS Launches MD-10 Flying Eye Hospital Project."
3662:
3154:
3152:
2857:
2802:
2655:
2653:
2298:
Aircraft of comparable role, configuration, and era
1126:with the MD-11. This has allowed companies such as
4224:
4222:
3918:
3844:, October 23–29, 2003. Retrieved: August 27, 2009.
3191:
2385:
2383:
1408:
1052:The KDC-10 was an aerial refueling tanker for the
4250:
3809:
3807:
2815:online, July 2006. Retrieved: September 19, 2010.
2465:
2463:
1850:270 (222Y 8-abreast @ 34" + 48J 6-abreast @ 38")
1220:as the Widebody Airborne Sensor Platform (WASP).
546:Continental Airlines six-abreast interior in 1973
5968:
4703:"NTSB Aviation Accident Final Report FTW88NA106"
3881:
3829:
3184:
3182:
3149:
3042:
3040:
2995:, September 16, 1996. Retrieved: August 6, 2011.
2650:
2560:
346:. After merging with McDonnell Douglas in 1997,
5293:. Miami, Florida: World Transport Press, 2000.
4219:
2998:
2977:
2975:
2842:
2732:
2693:
2604:
2602:
2551:
2433:
2380:
2085:M0.82, 270 pax @ 205 lb or 93 kg each
650:The DC-10 has a three-crew cockpit including a
5115:
5113:
4080:
4078:
3852:
3850:
3804:
3200:
3021:
3019:
2885:
2883:
2881:
2684:
2460:
2442:
2352:
2350:
2045:5,100 nmi (9,400 km; 5,900 mi)
1766:DC-10-30 9G-ANB, which previously belonged to
1597:for altitude reference over irregular terrain.
342:. It was succeeded by the lengthened, heavier
5625:
5382:
4776:(Report). February 14, 1994. NTSB/AAR-94/01.
4210:
4092:
4090:
3471:January 8, 2007. Retrieved: February 9, 2007.
3237:
3179:
3076:
3037:
2936:
2929:
2927:
2925:
2915:
2913:
2451:
2042:5,200 nmi (9,600 km; 6,000 mi)
2039:3,500 nmi (6,500 km; 4,000 mi)
1789:was retired in 2016 and is on display at the
834:. Seven were completed between 1981 and 1983.
299:. The DC-10-15 had more powerful engines for
5231:
4523:"Survivors relive horror as 54 die in crash"
4180:
4178:
4070:UK Air Accidents Investigation Branch (AAIB)
3738:United States Department of Defense (2007).
3028:
2972:
2901:
2599:
2592:
2590:
2504:
2502:
1041:is a military version of the DC-10-30CF for
5159:The World's Most Powerful Civilian Aircraft
5110:
4863:"FedEX Flight 705 Hijacking, April 7, 1994"
4273:
4186:"Aircraft Accident report, DC-10-10, N110A"
4166:
4120:
4075:
4052:
4011:
3909:Air Crash Investigation, Mayday (TV series)
3847:
3510:. Biman Bangladesh Airlines. Archived from
3497:June 30, 2006. Retrieved: February 9, 2007.
3016:
2963:
2945:
2878:
2772:
2611:
2578:
2548:, February 20, 1968. Accessed: May 7, 2022.
2481:
2347:
1522:, DC-10-30 PK-GIE, had just taken off from
1329:
747:and permitting the aircraft, re-designated
428:Following an unsuccessful proposal for the
30:"DC10" redirects here. For other uses, see
5632:
5618:
5389:
5375:
5278:. Hinckley, Leicester, UK: Aerofax, 1998.
5276:McDonnell Douglas DC-10 and KC-10 Extender
4087:
4020:
3961:
3527:
3474:
3452:
3170:
2922:
2910:
2490:
1755:The preserved forward fuselage segment of
1670:
1564:Overseas National Airways (ONA) Flight 032
1223:
658:The McDonnell Douglas DC-10 is a low-wing
5672:
5669:
5666:
5663:
5660:
5657:
4353:
4175:
4049:, March 4, 1974. Retrieved: May 30, 2012.
3600:. World Airline News. February 25, 2014.
3559:"Last Passenger DC-10 Makes Last Flight?"
2858:Aircraft Value News (November 12, 2018).
2810:"Jet Airliner Production List, Volume 2."
2780:"McDonnell Douglas DC-10/KC-10 Transport"
2750:
2620:
2587:
2499:
2424:
1533:, DC-10-30 F-GTDI, overran the runway at
1140:List of McDonnell Douglas DC-10 operators
1094:The MD-10 has an MD-11-inspired two-crew
1064:operate three KDC-10 tankers for lease.
919:The first long-range version fitted with
707:; the secondary flight controls comprise
295:(6,500 km; 4,000 mi) range for
5336:Robert R. Ropelewski (August 30, 1971).
5080:
5078:
5076:
4640:NTSB report, Identification: DCA76RA017
4360:Te Ara – the Encyclopedia of New Zealand
3801:, May 10, 2015. Retrieved: May 12, 2015.
3779:, May 10, 2015. Retrieved: May 12, 2015.
3624:"Firefighting DC-10 available to lease."
3432:
2741:
2389:
2271:
1805:
1734:
1143:
1106:to the DC-10 with the re-designation to
1089:
1021:
902:
842:
822:The –15 variant was designed for use at
773:
645:
541:
513:
268:. The DC-10 was intended to succeed the
5647:aircraft production timeline, 1950-2006
4986:
4503:from the original on September 18, 2017
1884:182 ft 2.6 in / 55.54 m
1617:Dallas/Fort Worth International Airport
1425:, a DC-10-10, commenced a takeoff from
1207:, the USAF with its 59 KC-10s, and the
982:requested the name change to DC-10-40.
907:The heavy DC-10-40 is powered by three
778:The initial DC-10-10, powered by three
378:. A few DC-10s have been converted for
366:continued to operate a small number as
350:upgraded many in-service DC-10s as the
14:
5969:
5579:MD-91X / -92X / -94X
5209:. Albany, New York: SUNY Press, 1992.
4938:from the original on November 27, 2016
4889:from the original on February 28, 2014
4783:from the original on November 27, 2021
3976:
3903:
3901:
3899:
3897:
3895:
3893:
3826:May 10, 2015. Retrieved: May 12, 2015.
3789:"McDonnell Douglas DC-10 hull-losses."
3540:from the original on February 24, 2014
3337:"KDC-10 Air Refueling Tanker Aircraft"
3243:
3132:: CS1 maint: archived copy as title (
2866:from the original on November 13, 2018
2759:
2412:from the original on December 19, 2017
1881:181 ft 7.2 in / 55.35 m
1878:182 ft 3.1 in / 55.55 m
1730:
1320:United States House of Representatives
1169:. We're sad to see an old friend go."
838:
537:
492:, President of American Airlines, and
462:and Douglas Aircraft Company in 1967.
5613:
5370:
5133:from the original on December 7, 2019
5091:. FAA. April 30, 2018. Archived from
5073:
5061:from the original on December 7, 2019
5029:from the original on January 17, 2022
4987:Gurrola, Adrian (November 22, 2016).
4844:from the original on January 18, 2022
4813:from the original on January 29, 2012
4745:from the original on November 7, 2012
4576:from the original on February 8, 2022
4445:"DC-10 accident entry: July 27, 1989"
4378:
4356:"Air crashes – The 1979 Erebus crash"
4335:from the original on February 2, 2017
4198:from the original on January 29, 2019
4135:
4108:from the original on January 10, 2011
3999:from the original on October 31, 2023
3814:"McDonnell Douglas DC-10 Statistics."
3528:Richardson, Tom (February 22, 2014).
3373:from the original on November 5, 2019
3244:Thomas, Geoffrey (February 8, 2023).
1919:3,647 sq ft (338.8 m)
1908:165 ft 4 in / 50.39 m
1759:' DC-10-30, G-DMCA, is on display at
1568:John F. Kennedy International Airport
1555:crashed and struck the ALS system at
1248:
529:On July 29, 1971, the FAA issued the
5252:from the original on October 3, 2023
5176:from the original on October 3, 2023
5155:
4928:"In pictures: Plane eating in Ghana"
4773:National Transportation Safety Board
4715:from the original on August 16, 2022
4708:National Transportation Safety Board
4674:National Transportation Safety Board
4393:National Transportation Safety Board
4282:
3949:, Washington, DC, February 28, 1973.
3946:National Transportation Safety Board
3767:"McDonnell Douglas DC-10 incidents."
3748:from the original on October 3, 2023
3433:Hartland, Dave (February 12, 2023).
3393:"Boeing flies first MD-10 freighter"
3317:from the original on October 9, 2019
2711:from the original on January 9, 2018
2358:"Commercial Airplanes: DC-10 Family"
1905:155 ft 4 in / 47.35 m
1895:57 ft 7 in / 17.55 m
1545:
1293:National Transportation Safety Board
959:
769:
5086:"Type Certificate Data Sheet A22WE"
4909:https://www.runwayvisitorpark.co.uk
4885:. Flight Global. October 24, 2000.
4650:Accident description for N1031F
4604:
4595:Accident description for EC-CBN
4548:Accident description for PK-GIE
4474:Accident description for N54629
4428:Accident description for EC-DEG
4308:Accident description for N68045
4154:from the original on April 20, 2021
3890:
3604:from the original on April 14, 2019
2536:"American Orders 25 'Airbus' Jets."
2276:DC-10 in front and L-1011 behind it
1892:57 ft 6 in / 17.53 m
1688:after subduing the hijacker, using
1434:injuries sustained in the accident.
606:, leading to a surge in demand for
24:
5569:188 / 188E / 210
5232:Norris, Guy; Wagner, Mark (1999).
4563:
4354:Swarbrick, Nancy (July 13, 2012).
3977:Witkin, Richard (March 27, 1974).
3256:from the original on April 1, 2023
2808:Roach, John and Anthony Eastwood.
2566:Norris and Wagner 1999, pp. 36-39.
1957:555,000 lb / 251,744 kg
1944:270,213 lb / 122,567 kg
1916:3,550 sq ft (330 m)
1676:April 7, 1994: The flight crew of
1608:N35206, which was taking off from
1557:Boston Logan International Airport
1496:, DC-10-30 N54629, crashed in the
1465:Boston Logan International Airport
1017:
878:in 1973. A total of 27 were built.
25:
6013:
5320:DC-10/KC-10 history on Boeing.com
5313:
4656:. Retrieved on November 24, 2020.
4622:from the original on May 14, 2022
4601:. Retrieved on November 23, 2020.
4554:. Retrieved on November 23, 2020.
4480:. Retrieved on November 23, 2020.
4434:. Retrieved on November 23, 2020.
4366:from the original on May 24, 2015
4314:. Retrieved on November 23, 2020.
4257:"WAS02RA037, NTSB Factual Report"
4136:North, David M. (June 11, 1979).
4036:"Plane crash in France kills 346"
3979:"Change on DC-10 Called Optional"
2660:"DC-10 Technical Specifications."
2439:Norris and Wagner 1999, pp. 9-10.
2390:Bradsher, Keith (July 20, 1989).
2023:53,000 lbf / 235.74 kN
1954:430,000 lb / 195,045 kg
1941:266,191 lb / 120,742 kg
1938:240,171 lb / 108,940 kg
1801:
1515:, killing 54 passengers and crew.
1427:Los Angeles International Airport
1102:The MD-10 is an upgrade to add a
5041:
5011:
4980:
4950:
4920:
4901:
4875:
4856:
4825:
4795:
4757:
4727:
4695:
4676:. August 9, 1984. Archived from
4659:
4643:
4634:
4588:
4557:
4541:
4515:
4483:
4467:
4437:
4421:
4347:
4317:
4301:
4129:
4029:
3970:
3952:
3927:
3684:. Retrieved: September 19, 2010.
2707:. August 10, 1972. p. 183.
2287:McDonnell Douglas KC-10 Extender
2258:
2244:
2088:
2079:
2020:51,000 lbf / 226.85 kN
2017:40,000 lbf / 177.92 kN
1968:101,809 lb / 46,180 kg
1448:, DC-10-30 ZK-NZP, crashed into
1078:
412:
403:
228:McDonnell Douglas KC-10 Extender
58:
5338:"DC-10 Minimizes Crew Workload"
5148:
5054:. McDonnell Douglas. May 2011.
4138:"DC-10 Type Certificate Lifted"
3924:Fielder and Birsch 1992, p. 94.
3859:
3782:
3760:
3731:
3709:
3687:
3639:
3616:
3590:
3587:. USA Today, February 24, 2014.
3571:
3552:
3500:
3426:
3403:
3385:
3355:
3329:
3303:
3277:
3268:
3209:
3161:
3140:
3094:
3085:
3067:
3058:
3049:
3007:
2954:
2892:
2851:
2833:
2818:
2723:
2675:
2638:
2629:
2569:
2529:
2520:
2511:
2071:42,000 ft (12,800 m)
1984:36,652 US gal / 137,509 L
1965:94,829 lb / 43,014 kg
1815:DC-10 Airplane Characteristics
1610:Anchorage International Airport
1535:La Aurora International Airport
1423:Continental Airlines Flight 603
1409:Other accidents with fatalities
1324:Federal Aviation Administration
1201:Omega Aerial Refueling Services
1199:Non-airline operators included
1196:, also in the Americas. -->
1058:Omega Aerial Refueling Services
923:engines. Originally designated
566:twin-engined model akin to the
479:Federal Aviation Administration
434:CX-HLS (Heavy Logistics System)
358:that eliminated the need for a
329:Federal Aviation Administration
27:Wide–body three–engine airliner
3728:Retrieved: September 19, 2010.
3226:. June 7, 1973. Archived from
3004:Norris and Wagner 1999, p. 45.
2848:Norris and Wagner 1999, p. 64.
2738:Norris and Wagner 1999, p. 71.
2557:Norris and Wagner 1999, p. 38.
2472:
2469:Norris and Wagner 1999, p. 36.
2448:Norris and Wagner 1999, p. 34.
1971:97,787 lb 44,356 kg
1770:, was on display and used the
1739:DC-10-30 9G-ANB in use as the
1531:Cubana de AviaciĂłn Flight 1216
1203:with three DC-10 based KDC-10
938:Northwest Orient Airlines and
509:
460:McDonnell Aircraft Corporation
389:
13:
1:
5982:1970s United States airliners
5203:Fielder, J.H. and D. Birsch.
4964:. PimaAir.org. Archived from
3482:"End of an Era at Northwest."
3197:Waddington 2000, pp. 137–144.
3073:Endres 1998, pp. 57, 112–124.
3064:Endres 1998, pp. 62, 123–124.
2769:2008: Amber Books, pp. 96–97.
2617:Fielder 1992, pp. 90-91, 165.
2336:
2101:
2061:9,500 ft (2,900 m)
2058:10,500 ft (3,200 m)
1981:21,762 US gal / 82,376 L
1699:upon takeoff. Minutes later,
1686:Memphis International Airport
1639:Stewart International Airport
1303:between the head of the FAA,
1240:resulting in one death and a
1150:Transportes AĂ©reos Bolivianos
1001:
394:
307:(based on the DC-10-30) is a
5987:Aircraft first flown in 1970
3878:Retrieved: January 11, 2010.
3046:Steffen 1998, pp. 12, 14–16.
2341:
2055:9,000 ft (2,700 m)
1628:American Airlines Flight 102
1439:Western Airlines Flight 2605
1346:American Airlines Flight 191
1336:American Airlines Flight 191
1133:
1122:position and allowed common
876:Trans International Airlines
572:American Airlines Flight 191
325:American Airlines Flight 191
7:
5222:"Giant Tri-Jets Are Coming"
4962:Pima Air & Space Museum
4191:. NTSB. December 21, 1979.
3913:National Geographic Channel
3887:Waddington 2000, pp. 85–86.
3871:September 15, 2003, at the
3706:. Retrieved: July 11, 2010.
3285:"Omega Air Refuelling FAQs"
3188:Endres 1998, p. 21, 35, 56.
3158:Waddington 2000, pp. 70–71.
2960:Endres 1998, pp. 36–37, 45.
2898:Endres 1998, pp. 36, 46–47.
2237:
1791:Pima Air & Space Museum
1602:Korean Air Lines Flight 084
1520:Garuda Indonesia Flight 865
1416:National Airlines Flight 27
1368:, causing the left wing to
1312:Turkish Airlines Flight 981
1277:American Airlines Flight 96
1259:Turkish Airlines Flight 981
1255:American Airlines Flight 96
1154:Miami International Airport
1054:Royal Netherlands Air Force
985:
964:
764:
321:Turkish Airlines Flight 981
10:
6018:
5997:McDonnell Douglas aircraft
5951:
5945:
5939:
5930:
5925:
5921:
5908:
5901:
5888:
5884:
5859:
5589:High Speed Civil Transport
4995:. KVOA.com. Archived from
4803:"ASN Accident Description"
4735:"ASN Accident Description"
4262:November 22, 2018, at the
4041:December 13, 2019, at the
3672:"The ORBIS MD-10 Project."
3568:. AVweb, December 6, 2013.
3055:Steffen 1998, pp. 12, 118.
3034:Fielder 1992, pp. 255-256.
2672:Retrieved: March 12, 2011.
2457:Waddington 2000, pp. 6–18.
1678:Federal Express Flight 705
1574:. The captain initiated a
1553:Iberia Airlines Flight 933
1446:Air New Zealand Flight 901
1394:uncontained engine failure
1386:United Airlines Flight 232
1348:crashed immediately after
1340:United Airlines Flight 232
1333:
1252:
1137:
1082:
715:, and a dual-rate movable
311:operated primarily by the
36:
29:
5935:
5923:
5917:
5912:
5910:
5906:
5899:
5895:
5893:
5886:
5882:
5877:
5875:
5868:
5866:
5864:
5857:
5855:
5850:
5652:
5597:
5536:
5490:
5409:
5304:"World Airliner Census".
4914:October 29, 2023, at the
4413:: CS1 maint: unfit URL (
4235:January 18, 2022, at the
3939:October 25, 2017, at the
3794:December 2, 2008, at the
3772:December 2, 2008, at the
3423:Retrieved: June 16, 2008.
2987:November 6, 2011, at the
2942:Kocivar 1970, pp. 52-116.
2665:February 4, 2007, at the
2608:Fielder 1992, pp. 23, 90.
2541:November 4, 2021, at the
2487:Fielder 1992, pp. 4, 165.
2070:
2030:
1983:
1956:
1926:
1918:
1907:
1894:
1865:
1857:
1849:
1841:
1697:Charles de Gaulle Airport
1635:FedEx Express Flight 1406
1591:Istanbul-Yesilköy Airport
1171:Biman Bangladesh Airlines
929:Northwest Orient Airlines
909:Pratt & Whitney JT9Ds
872:Overseas National Airways
679:, being powered by three
641:
458:after the merger between
241:
220:
212:
194:
183:
175:
170:
153:
118:
110:
98:
90:
77:
72:
57:
52:
4765:Aviation Accident Report
4537:– via Lexus Nexus.
3645:Kaminski-Morrow, David.
3082:Steffen 1998, pp. 12–13.
2969:Kocivar 1970, pp. 51-52.
2907:Fielder 1992, pp. 89-91.
2889:Kocivar 1970, pp. 50-51.
1772:La Tante DC10 Restaurant
1741:La Tante DC10 Restaurant
1664:FedEx Express Flight 910
1657:FedEx Express Flight 630
1646:FedEx Express Flight 647
1330:Engine-related accidents
1062:Global Airtanker Service
990:A proposed version with
975:Pratt & Whitney JT9D
921:Pratt & Whitney JT9D
610:airliners. However, the
552:Pratt & Whitney JT9D
297:transcontinental flights
216:2014 (passenger service)
114:In limited cargo service
37:Not to be confused with
5977:McDonnell Douglas DC-10
5927:McDonnell Douglas DC-10
5890:McDonnell Douglas MD-80
5291:McDonnell Douglas DC-10
5274:Steffen, Arthur, A. C.
5190:McDonnell Douglas DC-10
4838:The Dallas Morning News
4807:Aviation Safety Network
4739:Aviation Safety Network
4654:Aviation Safety Network
4599:Aviation Safety Network
4552:Aviation Safety Network
4478:Aviation Safety Network
4449:Aviation Safety Network
4432:Aviation Safety Network
4312:Aviation Safety Network
4216:Endres 1998, pp. 63–64.
4102:Aviation Safety network
4064:March 16, 2009, at the
3958:Waddington 2000, p. 67.
3907:"Behind Closed Doors".
3721:August 1, 2011, at the
3652:April 10, 2008, at the
3367:airforce-technology.com
3274:Endres 1998, pp. 65–67.
3206:Waddington 2000, p. 89.
3167:Endres 1998, pp. 56–57.
3091:Endres 1998, pp. 34–37.
3025:Fielder 1992, pp. 9-10.
2813:The Aviation Hobby Shop
2756:Eden 2016, pp. 144-147.
2729:Endres 1998, pp. 34–35.
2690:Waddington 2000, p. 70.
2681:Endres 1998, pp. 32–33.
2575:Endres 1998, pp. 25–26.
2309:Lockheed L-1011 TriStar
2292:McDonnell Douglas MD-11
1671:Other notable incidents
1461:World Airways Flight 30
1297:airworthiness directive
1270:explosive decompression
1230:accidents and incidents
1224:Accidents and incidents
952:A domestic variant for
622:, and soon-to-be-built
430:United States Air Force
374:is a DC-10 adapted for
344:McDonnell Douglas MD-11
340:Lockheed L-1011 TriStar
313:United States Air Force
255:McDonnell Douglas DC-10
246:McDonnell Douglas MD-11
5861:McDonnell Douglas DC-9
5544:DC-7 (C-74 derivative)
5156:Eden, Paul E. (2016).
4868:March 8, 2016, at the
4616:lessonslearned.faa.gov
4325:"Accident description"
4172:Fielder 1992, pp. 7-8.
4104:. September 16, 2020.
4017:Fielder 1992, pp. 4-5.
3819:July 27, 2011, at the
3699:June 13, 2010, at the
3677:June 13, 2010, at the
3629:April 1, 2009, at the
3583:July 11, 2017, at the
3564:March 1, 2014, at the
3487:July 14, 2006, at the
3415:June 22, 2008, at the
3339:. 2004. Archived from
2701:"Airliner price index"
2584:Fielder 1992, pp. 2-3.
2496:Fielder 1992, pp. 3-4.
2430:Fielder 1992, pp. 1-2.
2277:
1811:
1751:
1718:with a Japan Airlines
1701:Air France Flight 4590
1587:Saudi Arabian Airlines
1372:. This, combined with
1356:. Its left engine and
1354:Chicago O'Hare Airport
1218:Missile Defense Agency
1157:
1099:
1034:
912:
848:
787:
655:
584:Long Beach, California
547:
519:
200:; 54 years ago
39:McDonnell Douglas DC-X
5354:on September 17, 2017
4499:. December 22, 1992.
3915:, Season 5, Number 2.
3634:Flight International,
3464:January 30, 2013, at
3217:"DC-10 Twin briefing"
2951:Fielder 1992, p. 255.
2839:Steffen 1998, p. 120.
2829:: 16. September 1971.
2767:Civil Aircraft Today.
2331:List of jet airliners
2275:
1809:
1738:
1716:midair near collision
1483:Korean Air Flight 803
1301:gentlemen's agreement
1299:was issued, due to a
1209:10 Tanker Air Carrier
1147:
1093:
1025:
906:
846:
777:
726:tricycle landing gear
717:horizontal stabilizer
649:
545:
517:
187:August 5, 1971, with
32:DC10 (disambiguation)
5584:MD-12 / -XX
5554:DC-8 piston airliner
5306:Flight International
5162:. Rosen Publishing.
4934:. January 15, 2014.
4279:Fielder 1992, p. 10.
4047:St. Petersburg Times
3856:Endres 1998, p. 109.
3657:Flight International
3224:Flight International
3146:Steffen 1998, p. 13.
2933:Kocivar 1970, p. 50.
2919:Kocivar 1970, p. 51.
2705:Flight International
2546:St. Petersburg Times
2368:on December 13, 2010
2266:United States portal
1509:Martinair Flight 495
1492:September 19, 1989:
1470:September 13, 1982:
1160:On January 8, 2007,
1047:General Electric CF6
808:Continental Airlines
703:, and a two-section
556:General Electric CF6
198:August 29, 1970
66:Continental Airlines
5601:McDonnell 119 / 220
5289:Waddington, Terry.
5098:on November 3, 2021
4570:aviation-safety.net
4529:. December 22, 1992
4329:Aviation-safety.net
4247:, November 1, 1990.
4126:Endres 1998, p. 62.
4084:Endres 1998, p. 55.
4026:Fielder 1992, p. 5.
3967:Fielder 1992, p. 3.
3824:Aviation-Safety.net
3799:Aviation-Safety.net
3777:Aviation-Safety.net
3469:Northwest Airlines,
3176:Endres 1998, p. 21.
3013:Endres 1998, p. 44.
2635:Endres 1998, p. 52.
2626:Fielder 1992, p. 4.
2596:Endres 1998, p. 28.
2526:Endres 1998, p. 16.
2508:Fielder 1992, p. 2.
2478:Endres 1998, p. 13.
2281:Related development
2108:
2107:Deliveries by year
1816:
1793:in Tucson, Arizona.
1787:Orbis International
1731:Aircraft on display
1644:December 18, 2003:
1633:September 5, 1996:
1562:November 12, 1975:
1551:December 17, 1973:
1529:December 21, 1999:
1507:December 21, 1992:
1444:November 28, 1979:
1213:Orbis International
996:Lockheed L-1011-500
839:Long-range variants
721:vertical stabilizer
672:key vulnerability.
538:Further development
380:aerial firefighting
372:Flying Eye Hospital
289:vertical stabilizer
283:The trijet has two
73:General information
5949:= Narrow-body jet
5238:. Zenith Imprint.
4683:on August 25, 2021
4496:The New York Times
3984:The New York Times
3514:on August 1, 2013.
3233:on April 11, 2018.
2765:Eden, Paul. (Ed).
2747:Eden 2016, p. 147.
2397:The New York Times
2278:
2106:
1814:
1812:
1761:Manchester Airport
1752:
1662:October 28, 2016:
1600:December 3, 1983:
1472:Spantax Flight 995
1459:January 23, 1982:
1437:October 31, 1979:
1414:November 3, 1973:
1384:On July 19, 1989,
1366:aerodynamic forces
1275:On June 12, 1972,
1249:Cargo door problem
1167:Cadillac Fleetwood
1162:Northwest Airlines
1158:
1100:
1073:Erickson Air-Crane
1049:turbofan engines.
1035:
913:
849:
788:
709:leading edge slats
660:wide-body aircraft
656:
548:
520:
494:James S. McDonnell
262:wide-body aircraft
143:Northwest Airlines
5992:Low-wing aircraft
5964:
5963:
5959:
5958:
5943:= Piston-engined
5645:McDonnell Douglas
5607:
5606:
5402:McDonnell Douglas
5326:"DC-10 Passenger"
5270:978-1-4456-0649-1
5235:Douglas Jetliners
3835:Hopfinger, Tony.
3622:Sarsfield, Kate.
2993:McDonnell Douglas
2790:on March 12, 2006
2235:
2234:
2075:
2074:
1585:January 2, 1976:
1546:Other hull losses
1374:asymmetric thrust
1362:leading edge slat
1344:On May 25, 1979,
1283:cargo door above
992:Rolls-Royce RB211
960:Proposed variants
933:fleet commonality
770:Original variants
499:Rolls-Royce RB211
447:American Airlines
278:American Airlines
266:McDonnell Douglas
251:
250:
189:American Airlines
184:Introduction date
131:American Airlines
105:McDonnell Douglas
16:(Redirected from
6009:
5955:= Wide-body jet
5954:
5948:
5942:
5655:
5654:
5634:
5627:
5620:
5611:
5610:
5559:DC-9 (4-engined)
5391:
5384:
5377:
5368:
5367:
5363:
5361:
5359:
5353:
5342:
5332:
5330:
5261:
5259:
5257:
5188:Endres, GĂĽnter.
5185:
5183:
5181:
5143:
5142:
5140:
5138:
5132:
5126:. Boeing. 2007.
5125:
5117:
5108:
5107:
5105:
5103:
5097:
5090:
5082:
5071:
5070:
5068:
5066:
5060:
5053:
5045:
5039:
5038:
5036:
5034:
5015:
5009:
5008:
5006:
5004:
4984:
4978:
4977:
4975:
4973:
4954:
4948:
4947:
4945:
4943:
4924:
4918:
4907:{{cite web |url=
4905:
4899:
4898:
4896:
4894:
4879:
4873:
4860:
4854:
4853:
4851:
4849:
4829:
4823:
4822:
4820:
4818:
4799:
4793:
4792:
4790:
4788:
4782:
4769:
4761:
4755:
4754:
4752:
4750:
4731:
4725:
4724:
4722:
4720:
4699:
4693:
4692:
4690:
4688:
4682:
4671:
4663:
4657:
4647:
4641:
4638:
4632:
4631:
4629:
4627:
4608:
4602:
4592:
4586:
4585:
4583:
4581:
4561:
4555:
4545:
4539:
4538:
4536:
4534:
4527:The Toronto Star
4519:
4513:
4512:
4510:
4508:
4487:
4481:
4471:
4465:
4464:
4462:
4460:
4455:on July 27, 2011
4451:. Archived from
4441:
4435:
4425:
4419:
4418:
4412:
4404:
4402:
4400:
4390:
4382:
4376:
4375:
4373:
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4345:
4344:
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4340:
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4271:
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4163:
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4133:
4127:
4124:
4118:
4117:
4115:
4113:
4094:
4085:
4082:
4073:
4072:, February 1976.
4056:
4050:
4033:
4027:
4024:
4018:
4015:
4009:
4008:
4006:
4004:
3974:
3968:
3965:
3959:
3956:
3950:
3931:
3925:
3922:
3916:
3905:
3888:
3885:
3879:
3863:
3857:
3854:
3845:
3833:
3827:
3811:
3802:
3786:
3780:
3764:
3758:
3757:
3755:
3753:
3735:
3729:
3713:
3707:
3691:
3685:
3669:
3660:
3659:, April 8, 2008.
3643:
3637:
3620:
3614:
3613:
3611:
3609:
3594:
3588:
3575:
3569:
3556:
3550:
3549:
3547:
3545:
3525:
3516:
3515:
3504:
3498:
3478:
3472:
3456:
3450:
3449:
3447:
3445:
3430:
3424:
3407:
3401:
3400:
3389:
3383:
3382:
3380:
3378:
3359:
3353:
3352:
3350:
3348:
3333:
3327:
3326:
3324:
3322:
3307:
3301:
3300:
3298:
3296:
3291:on July 28, 2011
3287:. Archived from
3281:
3275:
3272:
3266:
3265:
3263:
3261:
3241:
3235:
3234:
3232:
3221:
3213:
3207:
3204:
3198:
3195:
3189:
3186:
3177:
3174:
3168:
3165:
3159:
3156:
3147:
3144:
3138:
3137:
3131:
3123:
3121:
3119:
3114:on June 30, 2017
3113:
3107:. Archived from
3106:
3098:
3092:
3089:
3083:
3080:
3074:
3071:
3065:
3062:
3056:
3053:
3047:
3044:
3035:
3032:
3026:
3023:
3014:
3011:
3005:
3002:
2996:
2979:
2970:
2967:
2961:
2958:
2952:
2949:
2943:
2940:
2934:
2931:
2920:
2917:
2908:
2905:
2899:
2896:
2890:
2887:
2876:
2875:
2873:
2871:
2855:
2849:
2846:
2840:
2837:
2831:
2830:
2825:"Air Progress".
2822:
2816:
2806:
2800:
2799:
2797:
2795:
2786:. Archived from
2776:
2770:
2763:
2757:
2754:
2748:
2745:
2739:
2736:
2730:
2727:
2721:
2720:
2718:
2716:
2697:
2691:
2688:
2682:
2679:
2673:
2657:
2648:
2642:
2636:
2633:
2627:
2624:
2618:
2615:
2609:
2606:
2597:
2594:
2585:
2582:
2576:
2573:
2567:
2564:
2558:
2555:
2549:
2533:
2527:
2524:
2518:
2515:
2509:
2506:
2497:
2494:
2488:
2485:
2479:
2476:
2470:
2467:
2458:
2455:
2449:
2446:
2440:
2437:
2431:
2428:
2422:
2421:
2419:
2417:
2387:
2378:
2377:
2375:
2373:
2364:. Archived from
2354:
2268:
2263:
2262:
2261:
2254:
2249:
2248:
2247:
2109:
2105:
2095:
2092:
2086:
2083:
1817:
1813:
1757:Monarch Airlines
1703:, operated by a
1626:April 14, 1993:
1576:rejected takeoff
1390:Sioux City, Iowa
1378:type certificate
1285:Windsor, Ontario
1177:, Bangladesh to
1069:DC-10 Air Tanker
1043:aerial refueling
973:. It was to use
686:thrust reversers
604:economic freedom
531:type certificate
490:George A. Spater
438:Douglas Aircraft
416:
407:
264:manufactured by
233:DC-10 Air Tanker
208:
206:
201:
62:
50:
49:
21:
6017:
6016:
6012:
6011:
6010:
6008:
6007:
6006:
5967:
5966:
5965:
5960:
5952:
5946:
5940:
5648:
5638:
5608:
5603:
5593:
5532:
5486:
5405:
5395:
5357:
5355:
5351:
5340:
5331:. Boeing. 2007.
5328:
5324:
5316:
5311:
5255:
5253:
5246:
5226:Popular Science
5179:
5177:
5170:
5151:
5146:
5136:
5134:
5130:
5123:
5119:
5118:
5111:
5101:
5099:
5095:
5088:
5084:
5083:
5074:
5064:
5062:
5058:
5051:
5047:
5046:
5042:
5032:
5030:
5017:
5016:
5012:
5002:
5000:
4999:on May 10, 2017
4985:
4981:
4971:
4969:
4968:on May 10, 2017
4956:
4955:
4951:
4941:
4939:
4926:
4925:
4921:
4916:Wayback Machine
4906:
4902:
4892:
4890:
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3841:Anchorage Press
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3744:. p. CVI.
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3726:slideshare.net.
3723:Wayback Machine
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3636:March 30, 2009.
3631:Wayback Machine
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3343:on July 4, 2008
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3250:Airline Ratings
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3102:"Archived copy"
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1655:July 28, 2006:
1595:radar altimeter
1548:
1524:Fukuoka Airport
1518:June 13, 1996:
1481:July 27, 1989:
1421:March 1, 1978:
1411:
1403:hydraulic fuses
1342:
1334:Main articles:
1332:
1305:John H. Shaffer
1261:
1253:Main articles:
1251:
1232:, including 32
1226:
1205:tanker aircraft
1142:
1136:
1120:flight engineer
1088:
1081:
1020:
1018:Tanker versions
1004:
988:
967:
962:
841:
812:United Airlines
782:, has two main
772:
767:
758:hydraulic fuses
745:flight engineer
675:The DC-10 is a
652:flight engineer
644:
591:successor, the
588:Nigeria Airways
540:
512:
503:United Airlines
486:Lockheed L-1011
426:
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360:flight engineer
309:tanker aircraft
257:is an American
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137:United Airlines
91:National origin
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5410:Piston-engined
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5314:External links
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5220:Kocivar, Ben.
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2647:July 29, 1971.
2645:Aviation Daily
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2517:Porter 2013, .
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2319:Ilyushin Il-86
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1802:Specifications
1800:
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1729:
1728:
1727:
1720:Boeing 747-400
1712:
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1682:murder-suicide
1672:
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1642:
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1542:
1539:Guatemala City
1527:
1516:
1513:Faro, Portugal
1505:
1494:UTA Flight 772
1490:
1487:Tripoli, Libya
1479:
1468:
1457:
1442:
1435:
1419:
1410:
1407:
1331:
1328:
1314:to crash near
1266:pressurization
1250:
1247:
1225:
1222:
1135:
1132:
1080:
1077:
1039:KC-10 Extender
1028:KC-10 Extender
1019:
1016:
1003:
1000:
987:
984:
966:
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961:
958:
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954:Japan Airlines
950:
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940:Japan Airlines
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737:Cassette tapes
699:, two-section
643:
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628:Boeing 747-100
612:Boeing 747-400
575:developed the
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364:Cargo airlines
305:KC-10 Extender
249:
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242:Developed into
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64:A DC-10-30 of
63:
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26:
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5358:September 17,
5350:
5346:
5345:Aviation Week
5339:
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5318:
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5307:
5303:
5300:
5299:1-892437-04-X
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5285:
5284:1-85780-051-6
5281:
5277:
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5245:9781610607162
5241:
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5215:0-7914-1087-0
5212:
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5198:0-7603-0617-6
5195:
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4993:News 4 Tucson
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4150:
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4145:Aviation Week
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3496:
3494:
3493:TheStreet.com
3490:
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3477:
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3467:
3466:archive.today
3463:
3460:
3455:
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3439:Avgeekery.com
3436:
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3397:Flight Global
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2325:Related lists
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2126:
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2110:
2094:MTOW, SL, ISA
2091:
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2027:
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2019:
2016:
2014:
2011:
2010:
2006:
2003:
2000:
1997:
1994:
1991:
1988:
1987:
1980:
1978:
1977:Fuel capacity
1975:
1974:
1970:
1967:
1964:
1962:Max. payload
1961:
1960:
1953:
1951:
1948:
1947:
1943:
1940:
1937:
1934:
1931:
1930:
1923:
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1915:
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1904:
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1891:
1888:
1887:
1883:
1880:
1877:
1874:
1873:
1869:
1862:
1861:
1855:Max. seating
1854:
1853:
1847:Std. seating
1846:
1845:
1839:
1836:
1833:
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1828:
1825:
1822:
1819:
1818:
1808:
1795:
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1784:
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1769:
1768:Ghana Airways
1765:
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1195:
1191:
1190:cargo airline
1188:
1184:
1180:
1176:
1172:
1168:
1163:
1155:
1151:
1146:
1141:
1131:
1129:
1128:FedEx Express
1125:
1121:
1117:
1113:
1109:
1105:
1104:glass cockpit
1097:
1096:glass cockpit
1092:
1086:
1079:MD-10 upgrade
1076:
1074:
1070:
1065:
1063:
1059:
1055:
1050:
1048:
1044:
1040:
1033:
1032:aerial tanker
1029:
1024:
1015:
1013:
1009:
999:
997:
993:
983:
980:
976:
972:
955:
951:
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790:
789:
785:
784:landing gears
781:
776:
762:
759:
754:
750:
746:
742:
741:glass cockpit
738:
734:
729:
727:
722:
718:
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524:maiden flight
516:
507:
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491:
487:
482:
480:
476:
472:
471:subcontracted
468:
463:
461:
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387:
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356:glass cockpit
353:
349:
345:
341:
336:
334:
330:
326:
322:
316:
314:
310:
306:
302:
298:
294:
293:nautical-mile
290:
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279:
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271:
267:
263:
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234:
231:
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144:
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138:
135:
132:
129:
128:
124:
123:FedEx Express
121:
119:Primary users
117:
113:
109:
106:
103:
101:
97:
94:United States
93:
89:
86:
83:
80:
76:
71:
67:
61:
56:
53:DC-10 / MD-10
51:
48:
44:
40:
33:
19:
18:Douglas DC-10
5926:
5903:Douglas DC-8
5870:MD-95 / B717
5852:Douglas DC-6
5522:
5356:. Retrieved
5349:the original
5344:
5305:
5290:
5275:
5254:. Retrieved
5234:
5225:
5205:
5189:
5178:. Retrieved
5158:
5149:Bibliography
5135:. Retrieved
5100:. Retrieved
5093:the original
5063:. Retrieved
5043:
5031:. Retrieved
5022:
5013:
5001:. Retrieved
4997:the original
4992:
4982:
4970:. Retrieved
4966:the original
4961:
4952:
4940:. Retrieved
4931:
4922:
4903:
4893:February 24,
4891:. Retrieved
4877:
4858:
4846:. Retrieved
4837:
4827:
4815:. Retrieved
4806:
4797:
4787:December 10,
4785:. Retrieved
4771:
4759:
4747:. Retrieved
4738:
4729:
4717:. Retrieved
4706:
4697:
4685:. Retrieved
4678:the original
4661:
4645:
4636:
4626:November 30,
4624:. Retrieved
4615:
4606:
4590:
4578:. Retrieved
4569:
4559:
4543:
4531:. Retrieved
4526:
4517:
4505:. Retrieved
4494:
4485:
4469:
4457:. Retrieved
4453:the original
4448:
4439:
4423:
4397:. Retrieved
4380:
4368:. Retrieved
4359:
4349:
4337:. Retrieved
4328:
4319:
4303:
4289:Mcarthur Job
4284:
4275:
4267:
4252:
4244:
4212:
4200:. Retrieved
4168:
4156:. Retrieved
4144:
4131:
4122:
4110:. Retrieved
4101:
4069:
4054:
4046:
4031:
4022:
4013:
4001:. Retrieved
3982:
3972:
3963:
3954:
3944:
3929:
3920:
3908:
3883:
3875:
3861:
3839:
3831:
3823:
3798:
3784:
3776:
3762:
3750:. Retrieved
3740:
3733:
3725:
3711:
3703:
3689:
3681:
3656:
3641:
3633:
3618:
3606:. Retrieved
3592:
3573:
3554:
3544:February 24,
3542:. Retrieved
3533:
3512:the original
3508:"Fleet Info"
3502:
3491:
3476:
3468:
3454:
3442:. Retrieved
3438:
3428:
3420:
3405:
3396:
3387:
3375:. Retrieved
3366:
3357:
3345:. Retrieved
3341:the original
3331:
3319:. Retrieved
3311:"What We Do"
3305:
3293:. Retrieved
3289:the original
3279:
3270:
3258:. Retrieved
3249:
3239:
3228:the original
3223:
3211:
3202:
3193:
3172:
3163:
3142:
3116:. Retrieved
3109:the original
3096:
3087:
3078:
3069:
3060:
3051:
3030:
3009:
3000:
2992:
2965:
2956:
2947:
2938:
2903:
2894:
2870:November 13,
2868:. Retrieved
2853:
2844:
2835:
2827:Air Progress
2826:
2820:
2812:
2804:
2794:February 28,
2792:. Retrieved
2788:the original
2783:
2774:
2766:
2761:
2752:
2743:
2734:
2725:
2713:. Retrieved
2704:
2695:
2686:
2677:
2669:
2644:
2640:
2631:
2622:
2613:
2580:
2571:
2562:
2553:
2545:
2531:
2522:
2513:
2492:
2483:
2474:
2453:
2444:
2435:
2426:
2416:December 20,
2414:. Retrieved
2395:
2370:. Retrieved
2366:the original
2361:
2324:
2323:
2304:Boeing 747SP
2297:
2296:
2280:
2279:
2090:
2081:
1709:not approved
1650:hard landing
1572:ferry flight
1450:Mount Erebus
1383:
1343:
1316:Ermenonville
1309:
1274:
1262:
1227:
1198:
1183:TAB Airlines
1159:
1107:
1101:
1066:
1051:
1036:
1005:
989:
971:landing gear
968:
924:
824:hot and high
748:
730:
694:
674:
657:
597:
581:
564:
560:
549:
528:
521:
483:
464:
427:
370:. The Orbis
351:
337:
333:fuel economy
317:
301:hot and high
282:
254:
252:
195:First flight
176:Manufactured
154:Number built
145:(historical)
139:(historical)
133:(historical)
125:(historical)
100:Manufacturer
47:
43:Vickers VC10
5537:Never built
5491:Jet-engined
5137:December 2,
5102:December 2,
5065:December 2,
5023:Mixmag Asia
4533:February 2,
4507:February 2,
4399:January 15,
4339:January 24,
4003:October 31,
3608:October 12,
3480:Reed, Ted.
3377:November 5,
3347:January 11,
3321:November 5,
3295:January 11,
2314:Airbus A300
2007:-20 / -59A
1782:as of 2014.
1711:by the FAA.
1606:Piper PA-31
1580:blast fence
1454:Ross Island
1398:deadheading
1392:, after an
1388:crashed at
1194:Cargo Three
1124:type rating
1012:Airbus A300
810:and one to
616:Airbus A330
568:Airbus A300
510:Into flight
445:. In 1966,
390:Development
376:eye surgery
5971:Categories
5599:See also:
5574:Model 2229
5564:DC-10 Twin
4687:August 29,
2784:boeing.com
2715:January 9,
2372:January 4,
2362:boeing.com
2337:References
2102:Deliveries
2001:GE CF6-50C
1913:Wing area
1621:brake pads
1500:Desert in
1238:hijackings
1179:Birmingham
1138:See also:
1116:Boeing 717
1002:DC-10 Twin
892:DC-10-30AF
881:DC-10-30ER
874:(ONA) and
867:DC-10-30CF
832:Aeroméxico
803:DC-10-10CF
690:Boeing 727
664:Boeing 747
624:Boeing 777
600:oil prices
451:Boeing 747
395:Background
368:freighters
205:1970-08-29
160:DC-10: 386
5914:MDD MD-90
5404:airliners
5033:April 28,
4719:April 15,
4580:March 13,
3993:0362-4331
3682:orbis.org
2406:0362-4331
2342:Citations
2013:Thrust Ă—3
1690:aerobatic
1429:when the
1289:empennage
1279:lost its
1234:hull-loss
1134:Operators
1030:, a USAF
998:instead.
949:DC-10-40D
753:hydraulic
733:autopilot
701:elevators
614:, MD-11,
602:and more
443:jetliners
436:in 1965,
285:turbofans
272:for long-
179:1969–1989
163:KC-10: 60
82:Wide-body
5256:July 10,
5250:Archived
5180:July 10,
5174:Archived
5128:Archived
5056:Archived
5027:Archived
4936:Archived
4912:Archived
4887:Archived
4866:Archived
4842:Archived
4811:Archived
4778:Archived
4743:Archived
4713:Archived
4620:Archived
4574:Archived
4501:Archived
4459:July 11,
4409:cite web
4364:Archived
4333:Archived
4260:Archived
4233:Archived
4193:Archived
4149:Archived
4106:Archived
4062:Archived
4039:Archived
3997:Archived
3937:Archived
3869:Archived
3817:Archived
3792:Archived
3770:Archived
3746:Archived
3719:Archived
3697:Archived
3675:Archived
3650:Archived
3627:Archived
3602:Archived
3581:Archived
3562:Archived
3538:Archived
3485:Archived
3462:Archived
3444:July 19,
3413:Archived
3371:Archived
3315:Archived
3254:Archived
3128:cite web
3118:June 23,
2985:Archived
2864:Archived
2709:Archived
2663:Archived
2539:Archived
2410:Archived
2238:See also
1901:Wingspan
1820:Variant
1705:Concorde
1431:recapped
1187:Bolivian
986:DC-10-50
979:turbofan
965:DC-10-20
925:DC-10-20
916:DC-10-40
897:Alitalia
862:Swissair
852:DC-10-30
828:Mexicana
819:DC-10-15
796:GE CF6-6
791:DC-10-10
765:Variants
713:spoilers
697:ailerons
681:turbofan
608:widebody
456:airliner
221:Variants
85:airliner
6002:Trijets
5641:Douglas
5437:Dolphin
5398:Douglas
5121:"DC-10"
5003:July 7,
4972:July 7,
4958:"DC 10"
4942:July 7,
4848:May 31,
4817:May 31,
4749:May 31,
4652:at the
4597:at the
4550:at the
4476:at the
4430:at the
4370:May 24,
4310:at the
4230:summary
4112:May 29,
3876:Boeing.
3421:Boeing.
3260:June 2,
2670:Boeing.
2067:Ceiling
2051:Takeoff
2028:Cruise
2005:PW JT9D
1990:Engines
1889:Height
1875:Length
1835:Cockpit
1350:takeoff
1242:bombing
887:Finnair
780:GE CF6s
669:baggage
475:Convair
384:storage
354:with a
213:Retired
203: (
171:History
5953:
5947:
5941:
5673:2000s
5670:1990s
5667:1980s
5664:1970s
5661:1960s
5658:1950s
5297:
5282:
5268:
5242:
5213:
5196:
5166:
4295:
4241:report
3991:
2404:
2169:Total
2036:Range
1996:GE CF6
1935:(pax)
1924:Width
1863:Cargo
1842:Three
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