McDonnell Douglas DC-10 - Knowledge (XXG)

2270: 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. 1142: 1315:, 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 543: 414: 904: 1292:(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 775: 647: 405: 844: 1091: 1023: 515: 1804: 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. 1733: 60: 2257: 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). 534:

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.

1609:. 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. 1627:, 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. 1415:, 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. 2243: 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). 1378:

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.

1523:, 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. 1398:

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,

4838: 1656:, 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. 671:

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

1438:, 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. 666:

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

1284:. 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 1212:

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

1616:(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 497:

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.

1704:, 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 4830: 1590:, 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 755:

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 1127:, 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. 1453:, 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. 318:

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

1323:(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. 453:

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

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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

2269: 1663:, 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. 505:

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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and was launched in September 1996. 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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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

1304:, 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. 4709: 3577: 731:

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. 739:

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.

5124: 5023: 4883: 1579:, 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. 1170:

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).

4985: 4774: 4189: 3933: 1634:, 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 3558: 335:

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. 5052: 4383:"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)" 4145: 688:

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

5585: 3715: 4699: 4032: 5385: 4616: 3931:"NTSB-AAR-73-02 Report, Aircraft Accident Report: American Airlines, Inc. McDonnell Douglas DC-10-10, N103AA. Near Windsor, Ontario, Canada. June 12, 1972" 4225:"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" 3130: 4487: 3574: 3975: 3785: 2532: 1141: 1136: 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 4663: 1393:

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. 1613: 1464:

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.

4058: 4253: 3671: 3481: 1178:, 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 5978: 5345: 1316: 3833: 856:

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

5983: 5266: 3813: 1564: 5117: 3693: 5322: 4862: 4769: 4704: 4670: 4570: 4389: 4329: 3942: 1712: 1560: 1289: 1149:(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 4807: 4739: 4441: 4102: 5015: 4879: 3409: 5993: 5614: 5344:. 'Simple sophistication' of aircraft, with improvements in training, credited with reducing flight time for type rating. Archived from 1288:

were cut, leaving the pilots with very limited control of the aircraft. Despite this, the crew performed a safe emergency landing. U.S.

2388: 1723:. 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 626:

were all behind schedule and couldn't fully meet the demand for widebody airliners. Production of first-generation widebodies like the

542: 4229: 3534: 1553: 1461: 4664:"Korean Air Lines McDonnell Douglas DC-10-30, HL7339, SouthCentral Air Piper PA-31-350, N35206, Anchorage, Alaska, December 23, 1983" 3766: 885:

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

5295: 5280: 5240: 5211: 5194: 5164: 4293: 3620: 1423: 903: 3865: 1575:, but the right-hand engine exploded, causing a partial braking failure. The pilots steered off the runway to avoid plowing into a 1527: 774: 4382: 4237: 3458: 3367: 1056:. These were converted from civil airliners (DC-10-30CF) to a similar standard as the KC-10. Also, commercial refueling companies 1010:

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

437: 332: 1297: 1061: 5928: 5910: 5886: 5580: 5524: 5509: 5504: 4650: 4595: 4548: 4474: 4428: 4308: 4056:"Turkish Airlines DC-10, TC-JAV. Report on the accident in the Ermenonville Forest, France on March 3, 1974" 2305: 2288: 2001: 1946: 1457: 1293: 1266: 1111: 974: 920: 908: 827: 592: 551: 485: 429: 343: 339: 312: 296: 245: 5857: 5555: 5499: 4674: 1929: 1697: 1583: 1394: 1366: 1233:

accidents, with 1,261 occupant fatalities. Of these accidents and incidents, it has been involved in nine

1214: 700: 583: 99: 38: 3668: 3224: 2697: 2327: 2063: 1479: 1205: 725: 712: 493: 31: 1601:, DC-10-30 freighter HL7339, collided head-on during the takeoff roll with SouthCentral Air Flight 59, 291:. The twin-aisle layout has a typical seating for 270 in two classes. The initial DC-10-10 had a 3,500- 4055: 1689:

maneuvers and damaging the aircraft in the process. The aircraft was repaired and returned in service.

1486:. Seventy-five of the 199 on board plus another four people on the ground were killed in the accident. 3690: 3478: 2262: 1992: 1505: 1213:

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

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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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engines, which was the first civil engine version from the CF6 family. A total of 122 were built.

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The convertible cargo/passenger transport version of the DC-10-30. The first deliveries were to

662:. It is sized to conduct medium to long-range flights, offering similar endurance to the larger 4799: 4731: 4449: 4094: 1645:, MD-10-10F N364FE, was destroyed by fire after the right main landing gear collapsed due to a 5641: 5398: 5291: 5276: 5262: 5236: 5207: 5190: 5160: 4405: 4289: 3985: 3406: 3124: 2398: 1370: 1362: 1358: 991: 932: 708: 498: 446: 277: 265: 188: 130: 104: 5218: 3455: 5998: 4829:

St. Pierre, Nancy; Box, Terry; Lincoln Michel, Karen; Freedenthal, Stacey (April 15, 1993).

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could stop the aircraft during a rejected takeoff, and 8 of the 10 worn pad sets had failed.

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The heavier DC-10-30 has an additional center landing gear. This aircraft is now preserved.

5433: 5363: 4912: 4866: 4260: 4233: 4062: 4039: 3937: 3869: 3837: 3817: 3792: 3770: 3763: 3719: 3697: 3675: 3650: 3627: 3581: 3562: 3485: 3413: 2985: 2663: 2539: 2248: 1591: 1563:, DC-10-30CF N1032F, accelerated through a flock of seagulls during its takeoff roll from 1520: 1301: 1116: 864:

on November 21, 1972, and first introduced in service on December 15, 1972, by the latter.

811: 744: 685: 651: 587: 502: 359: 308: 136: 17: 1494: 3862: 5565: 4831:"30 Hurt After Jet Slides Off Runway – Passengers Injured During Exit on Escape Chutes" 3359: 2315: 1716: 1678: 1535: 1509: 1490: 1483: 1354: 1262: 1238: 1027: 953: 939: 757: 635: 631: 627: 611: 367: 304: 3595:"Biman Bangladesh Airlines operates the last McDonnell Douglas DC-10 passenger flight" 3285: 2978: 1482:, 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.

5967: 5597: 5458: 4962: 3489: 3462: 1764: 1186: 1124: 1103: 1095: 1031: 831: 740: 736: 523: 363: 355: 292: 122: 5316: 2362: 5899: 5875: 5848: 5570: 5545: 5494: 5478: 5473: 5468: 5463: 5453: 5448: 5443: 3337: 2656: 2300: 1646: 1568: 1446: 1312: 970: 823: 783: 599: 576: 466: 300: 276:

flights. It first flew on August 29, 1970; it was introduced on August 5, 1971, by

269: 42: 4352: 1612:

May 21, 1988: American Airlines Flight 70, DC-10-30 N136AA, overran Runway 35L at

1189:

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

5230: 5201: 5154: 4924: 3736: 3431: 1924:

19 ft 9 in (6.02 m) fuselage, 224 in (569 cm) interior

1807:

The schematic of the McDonnell Douglas DC-10-30 (side, top, front, cross-section)

1711:

January 31, 2001: Japan Airlines Flight 958, DC-10-40D JA8546, was involved in a

2310: 1681:

intended to cause the aircraft to crash. The seriously injured crew returned to

1677:, DC-10-30 N306FE, was attacked by a deadheading FedEx employee in an attempted 1602: 1576: 1475:, Spain. A total of 50 passengers were killed and 110 injured due to the flames. 1450: 1190: 1120: 1011: 889:

in 1981. A total of six were built and five –30s were later converted to –30ERs.

619: 615: 567: 470: 375: 1071:

is a DC-10-based firefighting tanker aircraft, using modified water tanks from

743:

and the Advanced Common Flightdeck shared with the MD-11, thus eliminating the

5866: 5514: 5438: 3307: 2784: 2238: 1986: 1586:

Flight 5130, DC-10-30CF N1031F leased from ONA, landed short of the runway at

689: 663: 623: 450: 3989: 2402: 3508: 3105: 1973: 1686: 1617: 1285: 1230: 1183: 752: 732: 716: 1472: 5016:"20 photos of Bali's Hi-Fi nightclub built in an abandoned DC-10 airplane" 1897: 1701: 978: 896: 861: 695:

The primary flight controls of the DC-10 consist of inboard and outboard

680: 455: 442: 362:. In February 2014, the DC-10 made its last commercial passenger flight. 284: 84: 1471:, 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

3863:"Statistical Summary of Commercial Jet Airplane Accidents (1959–2008)." 3738:

Ballistic Missile Defense System (BMDS): Environmental Impact Statement

2047: 1831: 1501:

following an in-flight bomb explosion, killing all 170 people on board.

1346: 886: 696: 668: 474: 4905: 3644:"Orbis to convert ex-United DC-10-30 into new airborne eye hospital." 2009: 1760:

Runway Visitor Park, where it is used for teaching and school visits.

1007: 779: 704: 676: 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

347: 258: 3834:"I Will Survive: Laurence Gonzales: 'Who Lives, Who Dies, and Why'." 5203:

The DC-10 Case: A Study in Applied Ethics, Technology, and Society

2268: 1802: 1776: 1772: 1745: 1741: 1731: 1720: 1498: 1162:

airplane, fun to fly, roomy and quiet, kind of like flying an old

1140: 1089: 1084: 1021: 902: 842: 773: 645: 579:

variant specifically to better compete with the DC-10 and L-1011.

570:. However, following a spate of fatal accidents, particularly the 541: 513: 4488:"Crash of a Dutch DC-10 kills 54 at a resort airport in Portugal" 1110:. The upgrade included an Advanced Common Flightdeck used on the 1834: 1427: 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

5610: 5367: 4392:. July 10, 1985. Archived from the original on October 29, 2005 4288:. Air Disaster Volume 1. Aerospace Publications Pty Ltd. 1994. 3360:"Global Airtanker Service KDC-10 In-flight Refuelling Aircraft" 2979:"McDonnell Douglas and Federal Express to Launch MD-10 Program" 1319:

investigated the cargo-door issue and the certification by the

927:, this model was renamed DC-10-40 after a special request from 5305:, Volume 184, Number 5403, August 13–19, 2013, pp. 40–58. 3407:"World's First 767-300 Boeing Converted Freighter Goes to ANA" 2857:"Transitioning Product Line Impacts Values of Outgoing Models" 1277: 857: 473:

to external companies, such as the American aerospace company

4519: 1855:

399Y (10-abreast @ 29–34" pitch) layout, FAA exit limit: 380

1508:, DC-10-30CF PH-MBN, crashed while landing in bad weather at 1357:

assembly swung upward over the top of the wing, severing the

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. 3243:"How McDonnell Douglas missed the Big Twin and disappeared" 2389:"Troubled History of the DC-10 Includes Four Major Crashes" 684:

and were usually smoke-free. The engines are equipped with

582:

In December 1988, the 446th and final DC-10 rolled off the

4986:"Flying eye hospital makes final stop in Southern Arizona" 1782:

DC-10-10 N220AU "Flying Eye Hospital" previously owned by

1208:

with four modified DC-10-30s used for fighting wildfires.

3432:"The End of an Era: No scheduled DC-10 Service In The US" 751:, to be flown by a flight crew of two. Three independent 3527:"Remembering the DC-10: End of an era or good riddance?" 3520: 3518: 1460:, DC-10-30CF registration N113WA, overran the runway at 1361:

actuator hydraulic lines. The slats retracted under the

1225:

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

3664: 3662: 3575:"The DC-10 makes its final scheduled passenger flight" 5225:, December 1970, pp. 50–52, 116. ISSN 0161-7370. 5189:. St. Paul, Minnesota: MBI Publishing Company, 1998. 5046:"DC-10 Airplane Characteristics for Airport Planning" 4880:"'Poor repair' to DC-10 was cause of Concorde crash" 1867:

layout, main deck: 22 88×125″ or 30 88×108″ pallets

5533: 5487: 5406: 4869:. Aviation Safety Network, Flight Safety Foundation 3713:"ORBIS Launches MD-10 Flying Eye Hospital Project." 3151: 3149: 2652: 2650: 2295:

Aircraft of comparable role, configuration, and era

1123:with the MD-11. This has allowed companies such as 241: 220: 212: 194: 183: 175: 170: 153: 118: 110: 98: 90: 77: 72: 52: 4221: 4219: 3841:, October 23–29, 2003. Retrieved: August 27, 2009. 2382: 2380: 1052:The KDC-10 was an aerial refueling tanker for the 3806: 3804: 2812:online, July 2006. Retrieved: September 19, 2010. 2462: 2460: 1847:270 (222Y 8-abreast @ 34" + 48J 6-abreast @ 38") 1217:as the Widebody Airborne Sensor Platform (WASP). 546:Continental Airlines six-abreast interior in 1973 4700:"NTSB Aviation Accident Final Report FTW88NA106" 3181: 3179: 3039: 3037: 2992:, September 16, 1996. Retrieved: August 6, 2011. 346:. After merging with McDonnell Douglas in 1997, 5290:. Miami, Florida: World Transport Press, 2000. 2974: 2972: 2601: 2599: 2082:M0.82, 270 pax @ 205 lb or 93 kg each 650:The DC-10 has a three-crew cockpit including a 5112: 5110: 4077: 4075: 3849: 3847: 3018: 3016: 2882: 2880: 2878: 2349: 2347: 2042:5,100 nmi (9,400 km; 5,900 mi) 1763:DC-10-30 9G-ANB, which previously belonged to 1594:for altitude reference over irregular terrain. 342:. It was succeeded by the lengthened, heavier 5622: 5379: 4773:(Report). February 14, 1994. NTSB/AAR-94/01. 4089: 4087: 3468:January 8, 2007. Retrieved: February 9, 2007. 2926: 2924: 2922: 2912: 2910: 2039:5,200 nmi (9,600 km; 6,000 mi) 2036:3,500 nmi (6,500 km; 4,000 mi) 1786: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 8: 4520:"Survivors relive horror as 54 die in crash" 4177: 4175: 4067:UK Air Accidents Investigation Branch (AAIB) 3735:United States Department of Defense (2007). 2589: 2587: 2501: 2499: 1041:is a military version of the DC-10-30CF for 5156:The World's Most Powerful Civilian Aircraft 4860:"FedEX Flight 705 Hijacking, April 7, 1994" 4183:"Aircraft Accident report, DC-10-10, N110A" 3906:Air Crash Investigation, Mayday (TV series) 3507:. Biman Bangladesh Airlines. Archived from 3494:June 30, 2006. Retrieved: February 9, 2007. 2545:, February 20, 1968. Accessed: May 7, 2022. 1519:, DC-10-30 PK-GIE, had just taken off from 747:and permitting the aircraft, re-designated 428:Following an unsuccessful proposal for the 30:"DC10" redirects here. For other uses, see 5629: 5615: 5607: 5386: 5372: 5364: 5275:. Hinckley, Leicester, UK: Aerofax, 1998. 5273:McDonnell Douglas DC-10 and KC-10 Extender 1752:The preserved forward fuselage segment of 1561:Overseas National Airways (ONA) Flight 032 658:The McDonnell Douglas DC-10 is a low-wing 49: 5669: 5666: 5663: 5660: 5657: 5654: 4046:, March 4, 1974. Retrieved: May 30, 2012. 3597:. World Airline News. February 25, 2014. 3556:"Last Passenger DC-10 Makes Last Flight?" 2855:Aircraft Value News (November 12, 2018). 2807:"Jet Airliner Production List, Volume 2." 2777:"McDonnell Douglas DC-10/KC-10 Transport" 1530:, DC-10-30 F-GTDI, overran the runway at 1137: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 5651: 5333:Robert R. Ropelewski (August 30, 1971). 5077: 5075: 5073: 4637:NTSB report, Identification: DCA76RA017 4357:Te Ara – the Encyclopedia of New Zealand 3798:, May 10, 2015. Retrieved: May 12, 2015. 3776:, May 10, 2015. Retrieved: May 12, 2015. 3621:"Firefighting DC-10 available to lease." 2102: 1810: 1106:to the DC-10 with the re-designation to 822:The –15 variant was designed for use at 268:. The DC-10 was intended to succeed the 5644:aircraft production timeline, 1950-2006 4500:from the original on September 18, 2017 2343: 2075: 1881:182 ft 2.6 in / 55.54 m 1614:Dallas/Fort Worth International Airport 1422:, a DC-10-10, commenced a takeoff from 1204:, 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 5576:MD-91X / -92X / -94X 5206:. Albany, New York: SUNY Press, 1992. 4935:from the original on November 27, 2016 4886:from the original on February 28, 2014 4780:from the original on November 27, 2021 4403: 3900: 3898: 3896: 3894: 3892: 3890: 3823:May 10, 2015. Retrieved: May 12, 2015. 3786:"McDonnell Douglas DC-10 hull-losses." 3537:from the original on February 24, 2014 3334:"KDC-10 Air Refueling Tanker Aircraft" 3129:: CS1 maint: archived copy as title ( 3122: 2863:from the original on November 13, 2018 2409:from the original on December 19, 2017 1878:181 ft 7.2 in / 55.35 m 1875:182 ft 3.1 in / 55.55 m 1317:United States House of Representatives 1166:. We're sad to see an old friend go." 492:, President of American Airlines, and 462:and Douglas Aircraft Company in 1967. 5130:from the original on December 7, 2019 5088:. FAA. April 30, 2018. Archived from 5058:from the original on December 7, 2019 5026:from the original on January 17, 2022 4984:Gurrola, Adrian (November 22, 2016). 4841:from the original on January 18, 2022 4810:from the original on January 29, 2012 4742:from the original on November 7, 2012 4573:from the original on February 8, 2022 4442:"DC-10 accident entry: July 27, 1989" 4353:"Air crashes – The 1979 Erebus crash" 4332:from the original on February 2, 2017 4195:from the original on January 29, 2019 4105:from the original on January 10, 2011 3996:from the original on October 31, 2023 3811:"McDonnell Douglas DC-10 Statistics." 3525:Richardson, Tom (February 22, 2014). 3370:from the original on November 5, 2019 3241:Thomas, Geoffrey (February 8, 2023). 1916:3,647 sq ft (338.8 m) 1905:165 ft 4 in / 50.39 m 1756:' DC-10-30, G-DMCA, is on display at 1565:John F. Kennedy International Airport 1552:crashed and struck the ALS system at 529:On July 29, 1971, the FAA issued the 7: 5249:from the original on October 3, 2023 5173:from the original on October 3, 2023 4925:"In pictures: Plane eating in Ghana" 4770:National Transportation Safety Board 4712:from the original on August 16, 2022 4705:National Transportation Safety Board 4671:National Transportation Safety Board 4390:National Transportation Safety Board 3946:, Washington, DC, February 28, 1973. 3943:National Transportation Safety Board 3764:"McDonnell Douglas DC-10 incidents." 3745:from the original on October 3, 2023 3430:Hartland, Dave (February 12, 2023). 3390:"Boeing flies first MD-10 freighter" 3314:from the original on October 9, 2019 2708:from the original on January 9, 2018 2355:"Commercial Airplanes: DC-10 Family" 1902:155 ft 4 in / 47.35 m 1892:57 ft 7 in / 17.55 m 1290:National Transportation Safety Board 5083:"Type Certificate Data Sheet A22WE" 4906:https://www.runwayvisitorpark.co.uk 4882:. Flight Global. October 24, 2000. 4647:Accident description for N1031F 4592:Accident description for EC-CBN 4545:Accident description for PK-GIE 4471:Accident description for N54629 4425:Accident description for EC-DEG 4305:Accident description for N68045 4151:from the original on April 20, 2021 3601:from the original on April 14, 2019 2533:"American Orders 25 'Airbus' Jets." 2273:DC-10 in front and L-1011 behind it 1889:57 ft 6 in / 17.53 m 1685:after subduing the hijacker, using 1431:injuries sustained in the accident. 606:, leading to a surge in demand for 5566:188 / 188E / 210 5229:Norris, Guy; Wagner, Mark (1999). 4351:Swarbrick, Nancy (July 13, 2012). 3974:Witkin, Richard (March 27, 1974). 3253:from the original on April 1, 2023 2805:Roach, John and Anthony Eastwood. 2563:Norris and Wagner 1999, pp. 36-39. 1954:555,000 lb / 251,744 kg 1941:270,213 lb / 122,567 kg 1913:3,550 sq ft (330 m) 1673:April 7, 1994: The flight crew of 1605:N35206, which was taking off from 1554:Boston Logan International Airport 1493:, DC-10-30 N54629, crashed in the 1462:Boston Logan International Airport 878:in 1973. A total of 27 were built. 25: 5317:DC-10/KC-10 history on Boeing.com 4653:. Retrieved on November 24, 2020. 4619:from the original on May 14, 2022 4598:. Retrieved on November 23, 2020. 4551:. Retrieved on November 23, 2020. 4477:. Retrieved on November 23, 2020. 4431:. Retrieved on November 23, 2020. 4363:from the original on May 24, 2015 4311:. Retrieved on November 23, 2020. 4254:"WAS02RA037, NTSB Factual Report" 4133:North, David M. (June 11, 1979). 4033:"Plane crash in France kills 346" 3976:"Change on DC-10 Called Optional" 2657:"DC-10 Technical Specifications." 2436:Norris and Wagner 1999, pp. 9-10. 2387:Bradsher, Keith (July 20, 1989). 2020:53,000 lbf / 235.74 kN 1951:430,000 lb / 195,045 kg 1938:266,191 lb / 120,742 kg 1935:240,171 lb / 108,940 kg 1512:, killing 54 passengers and crew. 1424:Los Angeles International Airport 1102:The MD-10 is an upgrade to add a 4673:. August 9, 1984. Archived from 3681:. Retrieved: September 19, 2010. 2704:. August 10, 1972. p. 183. 2284:McDonnell Douglas KC-10 Extender 2255: 2241: 2017:51,000 lbf / 226.85 kN 2014:40,000 lbf / 177.92 kN 1965:101,809 lb / 46,180 kg 1445:, DC-10-30 ZK-NZP, crashed into 412: 403: 228:McDonnell Douglas KC-10 Extender 58: 5335:"DC-10 Minimizes Crew Workload" 5051:. McDonnell Douglas. May 2011. 4135:"DC-10 Type Certificate Lifted" 3921:Fielder and Birsch 1992, p. 94. 3584:. USA Today, February 24, 2014. 2068:42,000 ft (12,800 m) 1981:36,652 US gal / 137,509 L 1962:94,829 lb / 43,014 kg 1812:DC-10 Airplane Characteristics 1607:Anchorage International Airport 1532:La Aurora International Airport 1420:Continental Airlines Flight 603 1406:Other accidents with fatalities 1321:Federal Aviation Administration 1198:Omega Aerial Refueling Services 1196:Non-airline operators included 1193:, 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 3725:Retrieved: September 19, 2010. 3223:. June 7, 1973. Archived from 3001:Norris and Wagner 1999, p. 45. 2845:Norris and Wagner 1999, p. 64. 2735:Norris and Wagner 1999, p. 71. 2554:Norris and Wagner 1999, p. 38. 2466:Norris and Wagner 1999, p. 36. 2445:Norris and Wagner 1999, p. 34. 1968:97,787 lb 44,356 kg 1767:, was on display and used the 1736:DC-10-30 9G-ANB in use as the 1528:Cubana de Aviación Flight 1216 1200:with three DC-10 based KDC-10 938:Northwest Orient Airlines and 460:McDonnell Aircraft Corporation 1: 5979:1970s United States airliners 5200:Fielder, J.H. and D. Birsch. 4961:. PimaAir.org. Archived from 3479:"End of an Era at Northwest." 3194:Waddington 2000, pp. 137–144. 3070:Endres 1998, pp. 57, 112–124. 3061:Endres 1998, pp. 62, 123–124. 2766:2008: Amber Books, pp. 96–97. 2614:Fielder 1992, pp. 90-91, 165. 2058:9,500 ft (2,900 m) 2055:10,500 ft (3,200 m) 1978:21,762 US gal / 82,376 L 1696:upon takeoff. Minutes later, 1683:Memphis International Airport 1636:Stewart International Airport 1300:between the head of the FAA, 1237:resulting in one death and a 1147:Transportes Aéreos Bolivianos 307:(based on the DC-10-30) is a 5984:Aircraft first flown in 1970 3875:Retrieved: January 11, 2010. 3043:Steffen 1998, pp. 12, 14–16. 2052:9,000 ft (2,700 m) 1625:American Airlines Flight 102 1436:Western Airlines Flight 2605 1343:American Airlines Flight 191 1333:American Airlines Flight 191 1119:position and allowed common 876:Trans International Airlines 572:American Airlines Flight 191 325:American Airlines Flight 191 5219:"Giant Tri-Jets Are Coming" 4959:Pima Air & Space Museum 4188:. NTSB. December 21, 1979. 3910:National Geographic Channel 3884:Waddington 2000, pp. 85–86. 3868:September 15, 2003, at the 3703:. Retrieved: July 11, 2010. 3282:"Omega Air Refuelling FAQs" 3185:Endres 1998, p. 21, 35, 56. 3155:Waddington 2000, pp. 70–71. 2957:Endres 1998, pp. 36–37, 45. 2895:Endres 1998, pp. 36, 46–47. 1788:Pima Air & Space Museum 1599:Korean Air Lines Flight 084 1517:Garuda Indonesia Flight 865 1413:National Airlines Flight 27 1365:, causing the left wing to 1309:Turkish Airlines Flight 981 1274:American Airlines Flight 96 1256:Turkish Airlines Flight 981 1252:American Airlines Flight 96 1151:Miami International Airport 1054:Royal Netherlands Air Force 321:Turkish Airlines Flight 981 6015: 5994:McDonnell Douglas aircraft 5948: 5942: 5936: 5927: 5922: 5918: 5905: 5898: 5885: 5881: 5856: 5586:High Speed Civil Transport 4992:. KVOA.com. Archived from 4800:"ASN Accident Description" 4732:"ASN Accident Description" 4259:November 22, 2018, at the 4038:December 13, 2019, at the 3669:"The ORBIS MD-10 Project." 3565:. AVweb, December 6, 2013. 3052:Steffen 1998, pp. 12, 118. 3031:Fielder 1992, pp. 255-256. 2669:Retrieved: March 12, 2011. 2454:Waddington 2000, pp. 6–18. 1675:Federal Express Flight 705 1571:. The captain initiated a 1550:Iberia Airlines Flight 933 1443:Air New Zealand Flight 901 1391:uncontained engine failure 1383:United Airlines Flight 232 1345:crashed immediately after 1337:United Airlines Flight 232 1330: 1249: 1134: 1082: 715:, and a dual-rate movable 311:operated primarily by the 36: 29: 18:McDonnell Douglas DC-10-15 5932: 5920: 5914: 5909: 5907: 5903: 5896: 5892: 5890: 5883: 5879: 5874: 5872: 5865: 5863: 5861: 5854: 5852: 5847: 5649: 5594: 5301:"World Airliner Census". 4911:October 29, 2023, at the 4410:: CS1 maint: unfit URL ( 4232:January 18, 2022, at the 3936:October 25, 2017, at the 3791:December 2, 2008, at the 3769:December 2, 2008, at the 3420:Retrieved: June 16, 2008. 2984:November 6, 2011, at the 2939:Kocivar 1970, pp. 52-116. 2662:February 4, 2007, at the 2605:Fielder 1992, pp. 23, 90. 2538:November 4, 2021, at the 2484:Fielder 1992, pp. 4, 165. 2067: 2027: 1980: 1953: 1923: 1915: 1904: 1891: 1862: 1854: 1846: 1838: 1694:Charles de Gaulle Airport 1632:FedEx Express Flight 1406 1588:Istanbul-Yesilköy Airport 1168:Biman Bangladesh Airlines 929:Northwest Orient Airlines 909:Pratt & Whitney JT9Ds 872:Overseas National Airways 679:, being powered by three 458:after the merger between 57: 4762:Aviation Accident Report 4534:– via Lexus Nexus. 3642:Kaminski-Morrow, David. 3079:Steffen 1998, pp. 12–13. 2966:Kocivar 1970, pp. 51-52. 2904:Fielder 1992, pp. 89-91. 2886:Kocivar 1970, pp. 50-51. 1769:La Tante DC10 Restaurant 1738:La Tante DC10 Restaurant 1661:FedEx Express Flight 910 1654:FedEx Express Flight 630 1643:FedEx Express Flight 647 1327: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 5974:McDonnell Douglas DC-10 5924:McDonnell Douglas DC-10 5887:McDonnell Douglas MD-80 5288:McDonnell Douglas DC-10 5271:Steffen, Arthur, A. C. 5187:McDonnell Douglas DC-10 4835:The Dallas Morning News 4804:Aviation Safety Network 4736:Aviation Safety Network 4651:Aviation Safety Network 4596:Aviation Safety Network 4549:Aviation Safety Network 4475:Aviation Safety Network 4446:Aviation Safety Network 4429:Aviation Safety Network 4309:Aviation Safety Network 4213:Endres 1998, pp. 63–64. 4099:Aviation Safety network 4061:March 16, 2009, at the 3955:Waddington 2000, p. 67. 3904:"Behind Closed Doors". 3718:August 1, 2011, at the 3649:April 10, 2008, at the 3364:airforce-technology.com 3271:Endres 1998, pp. 65–67. 3203:Waddington 2000, p. 89. 3164:Endres 1998, pp. 56–57. 3088:Endres 1998, pp. 34–37. 3022:Fielder 1992, pp. 9-10. 2810:The Aviation Hobby Shop 2753:Eden 2016, pp. 144-147. 2726:Endres 1998, pp. 34–35. 2687:Waddington 2000, p. 70. 2678:Endres 1998, pp. 32–33. 2572:Endres 1998, pp. 25–26. 2306:Lockheed L-1011 TriStar 2289:McDonnell Douglas MD-11 1668:Other notable incidents 1458:World Airways Flight 30 1294:airworthiness directive 1267:explosive decompression 1227:accidents and incidents 1221: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 5858:McDonnell Douglas DC-9 5541:DC-7 (C-74 derivative) 5153:Eden, Paul E. (2016). 4865:March 8, 2016, at the 4613:lessonslearned.faa.gov 4322:"Accident description" 4169:Fielder 1992, pp. 7-8. 4101:. September 16, 2020. 4014:Fielder 1992, pp. 4-5. 3816:July 27, 2011, at the 3696:June 13, 2010, at the 3674:June 13, 2010, at the 3626:April 1, 2009, at the 3580:July 11, 2017, at the 3561:March 1, 2014, at the 3484:July 14, 2006, at the 3412:June 22, 2008, at the 3336:. 2004. Archived from 2698:"Airliner price index" 2581:Fielder 1992, pp. 2-3. 2493:Fielder 1992, pp. 3-4. 2427:Fielder 1992, pp. 1-2. 2274: 1808: 1748: 1715:with a Japan Airlines 1698:Air France Flight 4590 1584:Saudi Arabian Airlines 1369:. This, combined with 1353:. Its left engine and 1351:Chicago O'Hare Airport 1215:Missile Defense Agency 1154: 1099: 1034: 912: 848: 787: 655: 584:Long Beach, California 547: 519: 200:; 54 years ago 39:McDonnell Douglas DC-X 5351:on September 17, 2017 4496:. December 22, 1992. 3912:, Season 5, Number 2. 3631:Flight International, 3461:January 30, 2013, at 3214:"DC-10 Twin briefing" 2948:Fielder 1992, p. 255. 2836:Steffen 1998, p. 120. 2826:: 16. September 1971. 2764:Civil Aircraft Today. 2328:List of jet airliners 2272: 1806: 1735: 1713:midair near collision 1480:Korean Air Flight 803 1298:gentlemen's agreement 1296:was issued, due to a 1206:10 Tanker Air Carrier 1144: 1093: 1025: 906: 846: 777: 726:tricycle landing gear 717:horizontal stabilizer 649: 545: 517: 187:August 5, 1971, with 32:DC10 (disambiguation) 5581:MD-12 / -XX 5551:DC-8 piston airliner 5303:Flight International 5159:. Rosen Publishing. 4931:. January 15, 2014. 4276:Fielder 1992, p. 10. 4044:St. Petersburg Times 3853:Endres 1998, p. 109. 3654:Flight International 3221:Flight International 3143:Steffen 1998, p. 13. 2930:Kocivar 1970, p. 50. 2916:Kocivar 1970, p. 51. 2702:Flight International 2543:St. Petersburg Times 2365:on December 13, 2010 2263:United States portal 1506:Martinair Flight 495 1489:September 19, 1989: 1467:September 13, 1982: 1157: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 5598:McDonnell 119 / 220 5286:Waddington, Terry. 5095:on November 3, 2021 4567:aviation-safety.net 4526:. December 22, 1992 4326:Aviation-safety.net 4244:, November 1, 1990. 4123:Endres 1998, p. 62. 4081:Endres 1998, p. 55. 4023:Fielder 1992, p. 5. 3964:Fielder 1992, p. 3. 3821:Aviation-Safety.net 3796:Aviation-Safety.net 3774:Aviation-Safety.net 3466:Northwest Airlines, 3173:Endres 1998, p. 21. 3010:Endres 1998, p. 44. 2632:Endres 1998, p. 52. 2623:Fielder 1992, p. 4. 2593:Endres 1998, p. 28. 2523:Endres 1998, p. 16. 2505:Fielder 1992, p. 2. 2475:Endres 1998, p. 13. 2278:Related development 2105: 2104:Deliveries by year 1813: 1790:in Tucson, Arizona. 1784:Orbis International 1728:Aircraft on display 1641:December 18, 2003: 1630:September 5, 1996: 1559:November 12, 1975: 1548:December 17, 1973: 1526:December 21, 1999: 1504:December 21, 1992: 1441:November 28, 1979: 1210: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 5946:= Narrow-body jet 5235:. Zenith Imprint. 4680:on August 25, 2021 4493:The New York Times 3981:The New York Times 3511:on August 1, 2013. 3230:on April 11, 2018. 2762:Eden, Paul. (Ed). 2744:Eden 2016, p. 147. 2394:The New York Times 2275: 2103: 1811: 1809: 1758:Manchester Airport 1749: 1659:October 28, 2016: 1597:December 3, 1983: 1469:Spantax Flight 995 1456:January 23, 1982: 1434:October 31, 1979: 1411:November 3, 1973: 1381:On July 19, 1989, 1363:aerodynamic forces 1272:On June 12, 1972, 1246:Cargo door problem 1164:Cadillac Fleetwood 1159:Northwest Airlines 1155: 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 5989:Low-wing aircraft 5961: 5960: 5956: 5955: 5940:= Piston-engined 5642:McDonnell Douglas 5604: 5603: 5399:McDonnell Douglas 5323:"DC-10 Passenger" 5267:978-1-4456-0649-1 5232:Douglas Jetliners 3832:Hopfinger, Tony. 3619:Sarsfield, Kate. 2990:McDonnell Douglas 2787:on March 12, 2006 2232: 2231: 2072: 2071: 1582:January 2, 1976: 1543:Other hull losses 1371:asymmetric thrust 1359:leading edge slat 1341:On May 25, 1979, 1280: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 6006: 5952:= Wide-body jet 5951: 5945: 5939: 5652: 5631: 5624: 5617: 5608: 5556:DC-9 (4-engined) 5388: 5381: 5374: 5365: 5360: 5358: 5356: 5350: 5339: 5329: 5327: 5258: 5256: 5254: 5185:Endres, Günter. 5182: 5180: 5178: 5140: 5139: 5137: 5135: 5129: 5123:. Boeing. 2007. 5122: 5114: 5105: 5104: 5102: 5100: 5094: 5087: 5079: 5068: 5067: 5065: 5063: 5057: 5050: 5042: 5036: 5035: 5033: 5031: 5012: 5006: 5005: 5003: 5001: 4981: 4975: 4974: 4972: 4970: 4951: 4945: 4944: 4942: 4940: 4921: 4915: 4904:{{cite web |url= 4902: 4896: 4895: 4893: 4891: 4876: 4870: 4857: 4851: 4850: 4848: 4846: 4826: 4820: 4819: 4817: 4815: 4796: 4790: 4789: 4787: 4785: 4779: 4766: 4758: 4752: 4751: 4749: 4747: 4728: 4722: 4721: 4719: 4717: 4696: 4690: 4689: 4687: 4685: 4679: 4668: 4660: 4654: 4644: 4638: 4635: 4629: 4628: 4626: 4624: 4605: 4599: 4589: 4583: 4582: 4580: 4578: 4558: 4552: 4542: 4536: 4535: 4533: 4531: 4524:The Toronto Star 4516: 4510: 4509: 4507: 4505: 4484: 4478: 4468: 4462: 4461: 4459: 4457: 4452:on July 27, 2011 4448:. Archived from 4438: 4432: 4422: 4416: 4415: 4409: 4401: 4399: 4397: 4387: 4379: 4373: 4372: 4370: 4368: 4348: 4342: 4341: 4339: 4337: 4318: 4312: 4302: 4296: 4283: 4277: 4274: 4268: 4251: 4245: 4223: 4214: 4211: 4205: 4204: 4202: 4200: 4194: 4187: 4179: 4170: 4167: 4161: 4160: 4158: 4156: 4150: 4139: 4130: 4124: 4121: 4115: 4114: 4112: 4110: 4091: 4082: 4079: 4070: 4069:, February 1976. 4053: 4047: 4030: 4024: 4021: 4015: 4012: 4006: 4005: 4003: 4001: 3971: 3965: 3962: 3956: 3953: 3947: 3928: 3922: 3919: 3913: 3902: 3885: 3882: 3876: 3860: 3854: 3851: 3842: 3830: 3824: 3808: 3799: 3783: 3777: 3761: 3755: 3754: 3752: 3750: 3732: 3726: 3710: 3704: 3688: 3682: 3666: 3657: 3656:, April 8, 2008. 3640: 3634: 3617: 3611: 3610: 3608: 3606: 3591: 3585: 3572: 3566: 3553: 3547: 3546: 3544: 3542: 3522: 3513: 3512: 3501: 3495: 3475: 3469: 3453: 3447: 3446: 3444: 3442: 3427: 3421: 3404: 3398: 3397: 3386: 3380: 3379: 3377: 3375: 3356: 3350: 3349: 3347: 3345: 3330: 3324: 3323: 3321: 3319: 3304: 3298: 3297: 3295: 3293: 3288:on July 28, 2011 3284:. Archived from 3278: 3272: 3269: 3263: 3262: 3260: 3258: 3238: 3232: 3231: 3229: 3218: 3210: 3204: 3201: 3195: 3192: 3186: 3183: 3174: 3171: 3165: 3162: 3156: 3153: 3144: 3141: 3135: 3134: 3128: 3120: 3118: 3116: 3111:on June 30, 2017 3110: 3104:. Archived from 3103: 3095: 3089: 3086: 3080: 3077: 3071: 3068: 3062: 3059: 3053: 3050: 3044: 3041: 3032: 3029: 3023: 3020: 3011: 3008: 3002: 2999: 2993: 2976: 2967: 2964: 2958: 2955: 2949: 2946: 2940: 2937: 2931: 2928: 2917: 2914: 2905: 2902: 2896: 2893: 2887: 2884: 2873: 2872: 2870: 2868: 2852: 2846: 2843: 2837: 2834: 2828: 2827: 2822:"Air Progress". 2819: 2813: 2803: 2797: 2796: 2794: 2792: 2783:. Archived from 2773: 2767: 2760: 2754: 2751: 2745: 2742: 2736: 2733: 2727: 2724: 2718: 2717: 2715: 2713: 2694: 2688: 2685: 2679: 2676: 2670: 2654: 2645: 2639: 2633: 2630: 2624: 2621: 2615: 2612: 2606: 2603: 2594: 2591: 2582: 2579: 2573: 2570: 2564: 2561: 2555: 2552: 2546: 2530: 2524: 2521: 2515: 2512: 2506: 2503: 2494: 2491: 2485: 2482: 2476: 2473: 2467: 2464: 2455: 2452: 2446: 2443: 2437: 2434: 2428: 2425: 2419: 2418: 2416: 2414: 2384: 2375: 2374: 2372: 2370: 2361:. Archived from 2351: 2265: 2260: 2259: 2258: 2251: 2246: 2245: 2244: 2106: 2092: 2089: 2083: 2080: 1814: 1754:Monarch Airlines 1700:, operated by a 1623:April 14, 1993: 1573:rejected takeoff 1387:Sioux City, Iowa 1375:type certificate 1282:Windsor, Ontario 1174:, 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: 21: 6014: 6013: 6009: 6008: 6007: 6005: 6004: 6003: 5964: 5963: 5962: 5957: 5949: 5943: 5937: 5645: 5635: 5605: 5600: 5590: 5529: 5483: 5402: 5392: 5354: 5352: 5348: 5337: 5332: 5328:. Boeing. 2007. 5325: 5321: 5313: 5308: 5252: 5250: 5243: 5228: 5223:Popular Science 5176: 5174: 5167: 5152: 5148: 5143: 5133: 5131: 5127: 5120: 5116: 5115: 5108: 5098: 5096: 5092: 5085: 5081: 5080: 5071: 5061: 5059: 5055: 5048: 5044: 5043: 5039: 5029: 5027: 5014: 5013: 5009: 4999: 4997: 4996:on May 10, 2017 4983: 4982: 4978: 4968: 4966: 4965:on May 10, 2017 4953: 4952: 4948: 4938: 4936: 4923: 4922: 4918: 4913:Wayback Machine 4903: 4899: 4889: 4887: 4878: 4877: 4873: 4867:Wayback Machine 4858: 4854: 4844: 4842: 4828: 4827: 4823: 4813: 4811: 4798: 4797: 4793: 4783: 4781: 4777: 4764: 4760: 4759: 4755: 4745: 4743: 4730: 4729: 4725: 4715: 4713: 4698: 4697: 4693: 4683: 4681: 4677: 4666: 4662: 4661: 4657: 4645: 4641: 4636: 4632: 4622: 4620: 4607: 4606: 4602: 4590: 4586: 4576: 4574: 4561:Ranter, Harro. 4560: 4559: 4555: 4543: 4539: 4529: 4527: 4518: 4517: 4513: 4503: 4501: 4486: 4485: 4481: 4469: 4465: 4455: 4453: 4440: 4439: 4435: 4423: 4419: 4402: 4395: 4393: 4385: 4381: 4380: 4376: 4366: 4364: 4350: 4349: 4345: 4335: 4333: 4320: 4319: 4315: 4303: 4299: 4284: 4280: 4275: 4271: 4261:Wayback Machine 4252: 4248: 4234:Wayback Machine 4224: 4217: 4212: 4208: 4198: 4196: 4192: 4185: 4181: 4180: 4173: 4168: 4164: 4154: 4152: 4148: 4137: 4132: 4131: 4127: 4122: 4118: 4108: 4106: 4093: 4092: 4085: 4080: 4073: 4063:Wayback Machine 4054: 4050: 4040:Wayback Machine 4031: 4027: 4022: 4018: 4013: 4009: 3999: 3997: 3973: 3972: 3968: 3963: 3959: 3954: 3950: 3938:Wayback Machine 3929: 3925: 3920: 3916: 3903: 3888: 3883: 3879: 3870:Wayback Machine 3861: 3857: 3852: 3845: 3838:Anchorage Press 3831: 3827: 3818:Wayback Machine 3809: 3802: 3793:Wayback Machine 3784: 3780: 3771:Wayback Machine 3762: 3758: 3748: 3746: 3741:. p. CVI. 3734: 3733: 3729: 3723:slideshare.net. 3720:Wayback Machine 3711: 3707: 3698:Wayback Machine 3689: 3685: 3676:Wayback Machine 3667: 3660: 3651:Wayback Machine 3641: 3637: 3633:March 30, 2009. 3628:Wayback Machine 3618: 3614: 3604: 3602: 3593: 3592: 3588: 3582:Wayback Machine 3573: 3569: 3563:Wayback Machine 3554: 3550: 3540: 3538: 3531:BBC News Online 3524: 3523: 3516: 3503: 3502: 3498: 3486:Wayback Machine 3476: 3472: 3454: 3450: 3440: 3438: 3429: 3428: 3424: 3414:Wayback Machine 3405: 3401: 3388: 3387: 3383: 3373: 3371: 3358: 3357: 3353: 3343: 3341: 3340:on July 4, 2008 3332: 3331: 3327: 3317: 3315: 3306: 3305: 3301: 3291: 3289: 3280: 3279: 3275: 3270: 3266: 3256: 3254: 3247:Airline Ratings 3240: 3239: 3235: 3227: 3216: 3212: 3211: 3207: 3202: 3198: 3193: 3189: 3184: 3177: 3172: 3168: 3163: 3159: 3154: 3147: 3142: 3138: 3121: 3114: 3112: 3108: 3101: 3099:"Archived copy" 3097: 3096: 3092: 3087: 3083: 3078: 3074: 3069: 3065: 3060: 3056: 3051: 3047: 3042: 3035: 3030: 3026: 3021: 3014: 3009: 3005: 3000: 2996: 2986:Wayback Machine 2977: 2970: 2965: 2961: 2956: 2952: 2947: 2943: 2938: 2934: 2929: 2920: 2915: 2908: 2903: 2899: 2894: 2890: 2885: 2876: 2866: 2864: 2854: 2853: 2849: 2844: 2840: 2835: 2831: 2821: 2820: 2816: 2804: 2800: 2790: 2788: 2775: 2774: 2770: 2761: 2757: 2752: 2748: 2743: 2739: 2734: 2730: 2725: 2721: 2711: 2709: 2696: 2695: 2691: 2686: 2682: 2677: 2673: 2664:Wayback Machine 2655: 2648: 2640: 2636: 2631: 2627: 2622: 2618: 2613: 2609: 2604: 2597: 2592: 2585: 2580: 2576: 2571: 2567: 2562: 2558: 2553: 2549: 2540:Wayback Machine 2531: 2527: 2522: 2518: 2513: 2509: 2504: 2497: 2492: 2488: 2483: 2479: 2474: 2470: 2465: 2458: 2453: 2449: 2444: 2440: 2435: 2431: 2426: 2422: 2412: 2410: 2386: 2385: 2378: 2368: 2366: 2353: 2352: 2345: 2341: 2336: 2261: 2256: 2254: 2249:Aviation portal 2247: 2242: 2240: 2237: 2101: 2096: 2095: 2090: 2086: 2081: 2077: 1801: 1730: 1670: 1652:July 28, 2006: 1592:radar altimeter 1545: 1521:Fukuoka Airport 1515:June 13, 1996: 1478:July 27, 1989: 1418:March 1, 1978: 1408: 1400:hydraulic fuses 1339: 1331:Main articles: 1329: 1302:John H. Shaffer 1258: 1250:Main articles: 1248: 1229:, including 32 1223: 1202:tanker aircraft 1139: 1133: 1117: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: 425: 424: 423: 419: 418: 417: 409: 408: 397: 392: 360:flight engineer 309:tanker aircraft 257:is an American 237: 204: 202: 199: 166: 149: 148: 137:United Airlines 91:National origin 68: 46: 35: 28: 23: 22: 15: 12: 11: 5: 6012: 6010: 6002: 6001: 5996: 5991: 5986: 5981: 5976: 5966: 5965: 5959: 5958: 5954: 5953: 5947: 5941: 5934: 5933: 5931: 5926: 5921: 5919: 5916: 5915: 5913: 5908: 5906: 5904: 5902: 5897: 5894: 5893: 5891: 5889: 5884: 5882: 5880: 5878: 5873: 5870: 5869: 5864: 5862: 5860: 5855: 5853: 5851: 5845: 5844: 5841: 5838: 5835: 5832: 5829: 5826: 5823: 5820: 5817: 5814: 5811: 5808: 5805: 5802: 5799: 5796: 5793: 5790: 5787: 5784: 5781: 5778: 5775: 5772: 5769: 5766: 5763: 5760: 5757: 5754: 5751: 5748: 5745: 5742: 5739: 5736: 5733: 5730: 5727: 5724: 5721: 5718: 5715: 5712: 5709: 5706: 5703: 5700: 5697: 5694: 5691: 5688: 5685: 5682: 5679: 5676: 5672: 5671: 5668: 5665: 5662: 5659: 5656: 5650: 5647: 5646: 5636: 5634: 5633: 5626: 5619: 5611: 5602: 5601: 5595: 5592: 5591: 5589: 5588: 5583: 5578: 5573: 5568: 5563: 5558: 5553: 5548: 5543: 5537: 5535: 5531: 5530: 5528: 5527: 5522: 5517: 5512: 5507: 5502: 5497: 5491: 5489: 5485: 5484: 5482: 5481: 5476: 5471: 5466: 5461: 5456: 5451: 5446: 5441: 5436: 5431: 5426: 5421: 5416: 5410: 5408: 5407:Piston-engined 5404: 5403: 5393: 5391: 5390: 5383: 5376: 5368: 5362: 5361: 5330: 5319: 5312: 5311:External links 5309: 5307: 5306: 5299: 5284: 5269: 5259: 5241: 5226: 5217:Kocivar, Ben. 5215: 5198: 5183: 5165: 5149: 5147: 5144: 5142: 5141: 5106: 5069: 5037: 5007: 4976: 4946: 4916: 4897: 4871: 4852: 4821: 4791: 4753: 4723: 4691: 4655: 4639: 4630: 4600: 4584: 4553: 4537: 4511: 4479: 4463: 4433: 4417: 4374: 4343: 4313: 4297: 4278: 4269: 4246: 4215: 4206: 4171: 4162: 4125: 4116: 4083: 4071: 4048: 4025: 4016: 4007: 3966: 3957: 3948: 3923: 3914: 3886: 3877: 3855: 3843: 3825: 3800: 3778: 3756: 3727: 3705: 3683: 3658: 3635: 3612: 3586: 3567: 3548: 3514: 3496: 3470: 3448: 3422: 3399: 3381: 3351: 3325: 3299: 3273: 3264: 3233: 3205: 3196: 3187: 3175: 3166: 3157: 3145: 3136: 3090: 3081: 3072: 3063: 3054: 3045: 3033: 3024: 3012: 3003: 2994: 2968: 2959: 2950: 2941: 2932: 2918: 2906: 2897: 2888: 2874: 2847: 2838: 2829: 2814: 2798: 2768: 2755: 2746: 2737: 2728: 2719: 2689: 2680: 2671: 2646: 2644:July 29, 1971. 2642:Aviation Daily 2634: 2625: 2616: 2607: 2595: 2583: 2574: 2565: 2556: 2547: 2525: 2516: 2514:Porter 2013, . 2507: 2495: 2486: 2477: 2468: 2456: 2447: 2438: 2429: 2420: 2376: 2342: 2340: 2337: 2335: 2332: 2331: 2330: 2319: 2318: 2316:Ilyushin Il-86 2313: 2308: 2303: 2292: 2291: 2286: 2267: 2266: 2252: 2236: 2233: 2230: 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1541: 1540: 1539: 1536:Guatemala City 1524: 1513: 1510:Faro, Portugal 1502: 1491:UTA Flight 772 1487: 1484:Tripoli, Libya 1476: 1465: 1454: 1439: 1432: 1416: 1407: 1404: 1328: 1325: 1311:to crash near 1263:pressurization 1247: 1244: 1222: 1219: 1132: 1129: 1080: 1077: 1039:KC-10 Extender 1028:KC-10 Extender 1019: 1016: 1003: 1000: 987: 984: 966: 963: 961: 958: 957: 956: 954:Japan Airlines 950: 947: 944: 940:Japan Airlines 936: 917: 901: 900: 893: 890: 882: 879: 868: 865: 853: 840: 837: 836: 835: 820: 816: 815: 804: 800: 799: 792: 771: 768: 766: 763: 737:Cassette tapes 699:, two-section 643: 640: 628:Boeing 747-100 612:Boeing 747-400 575:developed the 539: 536: 511: 508: 421: 420: 411: 410: 402: 401: 400: 399: 398: 396: 393: 391: 388: 364:Cargo airlines 305:KC-10 Extender 249: 248: 243: 242:Developed into 239: 238: 236: 235: 230: 224: 222: 218: 217: 214: 210: 209: 196: 192: 191: 185: 181: 180: 177: 173: 172: 168: 167: 165: 164: 161: 157: 155: 151: 150: 147: 146: 140: 134: 127: 126: 120: 116: 115: 112: 108: 107: 102: 96: 95: 92: 88: 87: 79: 75: 74: 70: 69: 64:A DC-10-30 of 63: 55: 54: 26: 24: 14: 13: 10: 9: 6: 4: 3: 2: 6011: 6000: 5997: 5995: 5992: 5990: 5987: 5985: 5982: 5980: 5977: 5975: 5972: 5971: 5969: 5935: 5930: 5925: 5917: 5912: 5901: 5895: 5888: 5877: 5871: 5868: 5859: 5850: 5846: 5842: 5839: 5836: 5833: 5830: 5827: 5824: 5821: 5818: 5815: 5812: 5809: 5806: 5803: 5800: 5797: 5794: 5791: 5788: 5785: 5782: 5779: 5776: 5773: 5770: 5767: 5764: 5761: 5758: 5755: 5752: 5749: 5746: 5743: 5740: 5737: 5734: 5731: 5728: 5725: 5722: 5719: 5716: 5713: 5710: 5707: 5704: 5701: 5698: 5695: 5692: 5689: 5686: 5683: 5680: 5677: 5674: 5673: 5653: 5648: 5643: 5639: 5632: 5627: 5625: 5620: 5618: 5613: 5612: 5609: 5599: 5593: 5587: 5584: 5582: 5579: 5577: 5574: 5572: 5569: 5567: 5564: 5562: 5559: 5557: 5554: 5552: 5549: 5547: 5544: 5542: 5539: 5538: 5536: 5532: 5526: 5523: 5521: 5518: 5516: 5513: 5511: 5508: 5506: 5503: 5501: 5498: 5496: 5493: 5492: 5490: 5486: 5480: 5477: 5475: 5472: 5470: 5467: 5465: 5462: 5460: 5457: 5455: 5452: 5450: 5447: 5445: 5442: 5440: 5437: 5435: 5432: 5430: 5427: 5425: 5422: 5420: 5417: 5415: 5412: 5411: 5409: 5405: 5400: 5396: 5389: 5384: 5382: 5377: 5375: 5370: 5369: 5366: 5355:September 17, 5347: 5343: 5342:Aviation Week 5336: 5331: 5324: 5320: 5318: 5315: 5314: 5310: 5304: 5300: 5297: 5296:1-892437-04-X 5293: 5289: 5285: 5282: 5281:1-85780-051-6 5278: 5274: 5270: 5268: 5264: 5260: 5248: 5244: 5242:9781610607162 5238: 5234: 5233: 5227: 5224: 5220: 5216: 5213: 5212:0-7914-1087-0 5209: 5205: 5204: 5199: 5196: 5195:0-7603-0617-6 5192: 5188: 5184: 5172: 5168: 5166:9781499465891 5162: 5158: 5157: 5151: 5150: 5145: 5126: 5119: 5113: 5111: 5107: 5091: 5084: 5078: 5076: 5074: 5070: 5054: 5047: 5041: 5038: 5025: 5021: 5017: 5011: 5008: 4995: 4991: 4990:News 4 Tucson 4987: 4980: 4977: 4964: 4960: 4956: 4950: 4947: 4934: 4930: 4926: 4920: 4917: 4914: 4910: 4907: 4901: 4898: 4885: 4881: 4875: 4872: 4868: 4864: 4861: 4856: 4853: 4840: 4836: 4832: 4825: 4822: 4809: 4805: 4801: 4795: 4792: 4776: 4772: 4771: 4763: 4757: 4754: 4741: 4737: 4733: 4727: 4724: 4711: 4707: 4706: 4701: 4695: 4692: 4676: 4672: 4665: 4659: 4656: 4652: 4648: 4643: 4640: 4634: 4631: 4618: 4614: 4610: 4604: 4601: 4597: 4593: 4588: 4585: 4572: 4568: 4564: 4557: 4554: 4550: 4546: 4541: 4538: 4525: 4521: 4515: 4512: 4499: 4495: 4494: 4489: 4483: 4480: 4476: 4472: 4467: 4464: 4451: 4447: 4443: 4437: 4434: 4430: 4426: 4421: 4418: 4413: 4407: 4391: 4384: 4378: 4375: 4362: 4358: 4354: 4347: 4344: 4331: 4327: 4323: 4317: 4314: 4310: 4306: 4301: 4298: 4295: 4294:1-875671-11-0 4291: 4287: 4282: 4279: 4273: 4270: 4266: 4262: 4258: 4255: 4250: 4247: 4243: 4239: 4235: 4231: 4228: 4222: 4220: 4216: 4210: 4207: 4199:September 24, 4191: 4184: 4178: 4176: 4172: 4166: 4163: 4155:September 17, 4147: 4143: 4142:Aviation Week 4136: 4129: 4126: 4120: 4117: 4104: 4100: 4096: 4090: 4088: 4084: 4078: 4076: 4072: 4068: 4064: 4060: 4057: 4052: 4049: 4045: 4041: 4037: 4034: 4029: 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3394:Flight Global 3391: 3385: 3382: 3369: 3365: 3361: 3355: 3352: 3339: 3335: 3329: 3326: 3313: 3309: 3303: 3300: 3287: 3283: 3277: 3274: 3268: 3265: 3252: 3248: 3244: 3237: 3234: 3226: 3222: 3215: 3209: 3206: 3200: 3197: 3191: 3188: 3182: 3180: 3176: 3170: 3167: 3161: 3158: 3152: 3150: 3146: 3140: 3137: 3132: 3126: 3107: 3100: 3094: 3091: 3085: 3082: 3076: 3073: 3067: 3064: 3058: 3055: 3049: 3046: 3040: 3038: 3034: 3028: 3025: 3019: 3017: 3013: 3007: 3004: 2998: 2995: 2991: 2987: 2983: 2980: 2975: 2973: 2969: 2963: 2960: 2954: 2951: 2945: 2942: 2936: 2933: 2927: 2925: 2923: 2919: 2913: 2911: 2907: 2901: 2898: 2892: 2889: 2883: 2881: 2879: 2875: 2862: 2858: 2851: 2848: 2842: 2839: 2833: 2830: 2825: 2818: 2815: 2811: 2808: 2802: 2799: 2786: 2782: 2778: 2772: 2769: 2765: 2759: 2756: 2750: 2747: 2741: 2738: 2732: 2729: 2723: 2720: 2707: 2703: 2699: 2693: 2690: 2684: 2681: 2675: 2672: 2668: 2665: 2661: 2658: 2653: 2651: 2647: 2643: 2638: 2635: 2629: 2626: 2620: 2617: 2611: 2608: 2602: 2600: 2596: 2590: 2588: 2584: 2578: 2575: 2569: 2566: 2560: 2557: 2551: 2548: 2544: 2541: 2537: 2534: 2529: 2526: 2520: 2517: 2511: 2508: 2502: 2500: 2496: 2490: 2487: 2481: 2478: 2472: 2469: 2463: 2461: 2457: 2451: 2448: 2442: 2439: 2433: 2430: 2424: 2421: 2408: 2404: 2400: 2396: 2395: 2390: 2383: 2381: 2377: 2364: 2360: 2356: 2350: 2348: 2344: 2338: 2333: 2329: 2326: 2325: 2324: 2323: 2322:Related lists 2317: 2314: 2312: 2309: 2307: 2304: 2302: 2299: 2298: 2297: 2296: 2290: 2287: 2285: 2282: 2281: 2280: 2279: 2271: 2264: 2253: 2250: 2239: 2234: 2227: 2224: 2221: 2218: 2215: 2212: 2209: 2206: 2203: 2200: 2197: 2194: 2191: 2188: 2185: 2182: 2179: 2176: 2173: 2170: 2169: 2165: 2162: 2159: 2156: 2153: 2150: 2147: 2144: 2141: 2138: 2135: 2132: 2129: 2126: 2123: 2120: 2117: 2114: 2111: 2108: 2107: 2098: 2091:MTOW, SL, ISA 2088: 2085: 2079: 2076: 2065: 2062: 2061: 2057: 2054: 2051: 2049: 2046: 2045: 2041: 2038: 2035: 2032: 2031: 2024: 2023: 2019: 2016: 2013: 2011: 2008: 2007: 2003: 2000: 1997: 1994: 1991: 1988: 1985: 1984: 1977: 1975: 1974:Fuel capacity 1972: 1971: 1967: 1964: 1961: 1959:Max. payload 1958: 1957: 1950: 1948: 1945: 1944: 1940: 1937: 1934: 1931: 1928: 1927: 1920: 1919: 1912: 1909: 1908: 1901: 1899: 1896: 1895: 1888: 1885: 1884: 1880: 1877: 1874: 1871: 1870: 1866: 1859: 1858: 1852:Max. seating 1851: 1850: 1844:Std. seating 1843: 1842: 1836: 1833: 1830: 1829: 1825: 1822: 1819: 1816: 1815: 1805: 1798: 1792: 1789: 1785: 1781: 1778: 1774: 1770: 1766: 1765:Ghana Airways 1762: 1759: 1755: 1751: 1750: 1747: 1743: 1739: 1734: 1727: 1722: 1718: 1714: 1710: 1707: 1703: 1699: 1695: 1691: 1688: 1684: 1680: 1676: 1672: 1671: 1667: 1662: 1658: 1655: 1651: 1648: 1644: 1640: 1637: 1633: 1629: 1626: 1622: 1619: 1615: 1611: 1608: 1604: 1600: 1596: 1593: 1589: 1585: 1581: 1578: 1574: 1570: 1566: 1562: 1558: 1555: 1551: 1547: 1546: 1542: 1537: 1533: 1529: 1525: 1522: 1518: 1514: 1511: 1507: 1503: 1500: 1496: 1492: 1488: 1485: 1481: 1477: 1474: 1470: 1466: 1463: 1459: 1455: 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821: 818: 817: 813: 809: 805: 802: 801: 797: 793: 790: 789: 785: 784:landing gears 781: 776: 769: 764: 762: 759: 754: 750: 746: 742: 741:glass cockpit 738: 734: 729: 727: 722: 718: 714: 710: 706: 702: 698: 693: 691: 687: 682: 678: 673: 670: 665: 661: 653: 648: 641: 639: 637: 633: 629: 625: 621: 617: 613: 609: 605: 601: 596: 594: 589: 585: 580: 578: 573: 569: 563: 559: 557: 553: 544: 537: 535: 532: 527: 525: 524:maiden flight 516: 509: 507: 504: 500: 495: 491: 487: 482: 480: 476: 472: 471:subcontracted 468: 463: 461: 457: 452: 448: 444: 439: 435: 431: 415: 406: 394: 389: 387: 385: 381: 377: 373: 369: 365: 361: 357: 356:glass cockpit 353: 349: 345: 341: 336: 334: 330: 326: 322: 316: 314: 310: 306: 302: 298: 294: 293:nautical-mile 290: 286: 281: 279: 275: 271: 267: 263: 260: 256: 247: 244: 240: 234: 231: 229: 226: 225: 223: 219: 215: 211: 197: 193: 190: 186: 182: 178: 174: 169: 162: 159: 158: 156: 152: 144: 141: 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: 5923: 5900:Douglas DC-8 5867:MD-95 / B717 5849:Douglas DC-6 5519: 5353:. Retrieved 5346:the original 5341: 5302: 5287: 5272: 5251:. Retrieved 5231: 5222: 5202: 5186: 5175:. Retrieved 5155: 5146:Bibliography 5132:. Retrieved 5097:. Retrieved 5090:the original 5060:. Retrieved 5040: 5028:. Retrieved 5019: 5010: 4998:. Retrieved 4994:the original 4989: 4979: 4967:. Retrieved 4963:the original 4958: 4949: 4937:. Retrieved 4928: 4919: 4900: 4890:February 24, 4888:. Retrieved 4874: 4855: 4843:. Retrieved 4834: 4824: 4812:. Retrieved 4803: 4794: 4784:December 10, 4782:. Retrieved 4768: 4756: 4744:. Retrieved 4735: 4726: 4714:. Retrieved 4703: 4694: 4682:. Retrieved 4675:the original 4658: 4642: 4633: 4623:November 30, 4621:. Retrieved 4612: 4603: 4587: 4575:. Retrieved 4566: 4556: 4540: 4528:. Retrieved 4523: 4514: 4502:. Retrieved 4491: 4482: 4466: 4454:. Retrieved 4450:the original 4445: 4436: 4420: 4394:. Retrieved 4377: 4365:. Retrieved 4356: 4346: 4334:. Retrieved 4325: 4316: 4300: 4286:Mcarthur Job 4281: 4272: 4264: 4249: 4241: 4209: 4197:. Retrieved 4165: 4153:. Retrieved 4141: 4128: 4119: 4107:. Retrieved 4098: 4066: 4051: 4043: 4028: 4019: 4010: 3998:. Retrieved 3979: 3969: 3960: 3951: 3941: 3926: 3917: 3905: 3880: 3872: 3858: 3836: 3828: 3820: 3795: 3781: 3773: 3759: 3747:. Retrieved 3737: 3730: 3722: 3708: 3700: 3686: 3678: 3653: 3638: 3630: 3615: 3603:. Retrieved 3589: 3570: 3551: 3541:February 24, 3539:. Retrieved 3530: 3509:the original 3505:"Fleet Info" 3499: 3488: 3473: 3465: 3451: 3439:. Retrieved 3435: 3425: 3417: 3402: 3393: 3384: 3372:. Retrieved 3363: 3354: 3342:. Retrieved 3338:the original 3328: 3316:. Retrieved 3308:"What We Do" 3302: 3290:. Retrieved 3286:the original 3276: 3267: 3255:. Retrieved 3246: 3236: 3225:the original 3220: 3208: 3199: 3190: 3169: 3160: 3139: 3113:. Retrieved 3106:the original 3093: 3084: 3075: 3066: 3057: 3048: 3027: 3006: 2997: 2989: 2962: 2953: 2944: 2935: 2900: 2891: 2867:November 13, 2865:. Retrieved 2850: 2841: 2832: 2824:Air Progress 2823: 2817: 2809: 2801: 2791:February 28, 2789:. Retrieved 2785:the original 2780: 2771: 2763: 2758: 2749: 2740: 2731: 2722: 2710:. Retrieved 2701: 2692: 2683: 2674: 2666: 2641: 2637: 2628: 2619: 2610: 2577: 2568: 2559: 2550: 2542: 2528: 2519: 2510: 2489: 2480: 2471: 2450: 2441: 2432: 2423: 2413:December 20, 2411:. Retrieved 2392: 2367:. Retrieved 2363:the original 2358: 2321: 2320: 2301:Boeing 747SP 2294: 2293: 2277: 2276: 2087: 2078: 1706:not approved 1647:hard landing 1569:ferry flight 1447:Mount Erebus 1380: 1340: 1313:Ermenonville 1306: 1271: 1259: 1224: 1195: 1180:TAB Airlines 1156: 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 5534:Never built 5488:Jet-engined 5134:December 2, 5099:December 2, 5062:December 2, 5020:Mixmag Asia 4530:February 2, 4504:February 2, 4396:January 15, 4336:January 24, 4000:October 31, 3605:October 12, 3477:Reed, Ted. 3374:November 5, 3344:January 11, 3318:November 5, 3292:January 11, 2311:Airbus A300 2004:-20 / -59A 1779:as of 2014. 1708:by the FAA. 1603:Piper PA-31 1577:blast fence 1451:Ross Island 1395:deadheading 1389:, after an 1385:crashed at 1191:Cargo Three 1121: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 5968:Categories 5596:See also: 5571:Model 2229 5561:DC-10 Twin 4684:August 29, 2781:boeing.com 2712:January 9, 2369:January 4, 2359:boeing.com 2334:References 2099:Deliveries 1998:GE CF6-50C 1910:Wing area 1618:brake pads 1497:Desert in 1235:hijackings 1176:Birmingham 1135:See also: 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 5911:MDD MD-90 5401:airliners 5030:April 28, 4716:April 15, 4577:March 13, 3990:0362-4331 3679:orbis.org 2403:0362-4331 2339:Citations 2010:Thrust ×3 1687:aerobatic 1426:when the 1286:empennage 1276:lost its 1231:hull-loss 1131: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 5253:July 10, 5247:Archived 5177:July 10, 5171:Archived 5125:Archived 5053:Archived 5024:Archived 4933:Archived 4909:Archived 4884:Archived 4863:Archived 4839:Archived 4808:Archived 4775:Archived 4740:Archived 4710:Archived 4617:Archived 4571:Archived 4498:Archived 4456:July 11, 4406:cite web 4361:Archived 4330:Archived 4257:Archived 4230:Archived 4190:Archived 4146:Archived 4103:Archived 4059:Archived 4036:Archived 3994:Archived 3934:Archived 3866:Archived 3814:Archived 3789:Archived 3767:Archived 3743:Archived 3716:Archived 3694:Archived 3672:Archived 3647:Archived 3624:Archived 3599:Archived 3578:Archived 3559:Archived 3535:Archived 3482:Archived 3459:Archived 3441:July 19, 3410:Archived 3368:Archived 3312:Archived 3251:Archived 3125:cite web 3115:June 23, 2982:Archived 2861:Archived 2706:Archived 2660:Archived 2536:Archived 2407:Archived 2235:See also 1898:Wingspan 1817:Variant 1702:Concorde 1428:recapped 1184: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 5999:Trijets 5638:Douglas 5434:Dolphin 5395:Douglas 5118:"DC-10" 5000:July 7, 4969:July 7, 4955:"DC 10" 4939:July 7, 4845:May 31, 4814:May 31, 4746:May 31, 4649:at the 4594:at the 4547:at the 4473:at the 4427:at the 4367:May 24, 4307:at the 4227:summary 4109:May 29, 3873:Boeing. 3418:Boeing. 3257:June 2, 2667:Boeing. 2064:Ceiling 2048:Takeoff 2025:Cruise 2002:PW JT9D 1987:Engines 1886:Height 1872:Length 1832:Cockpit 1347:takeoff 1239:bombing 887:Finnair 780:GE CF6s 669:baggage 475:Convair 384:storage 354:with a 213:Retired 203: ( 171:History 5950: 5944: 5938: 5670:2000s 5667:1990s 5664:1980s 5661:1970s 5658:1960s 5655:1950s 5294: 5279: 5265: 5239: 5210: 5193: 5163: 4292: 4238:report 3988: 2401: 2166:Total 2033:Range 1993:GE CF6 1932:(pax) 1921:Width 1860:Cargo 1839:Three 1495:Ténéré 1473:Málaga 1008:Airbus 719:. The 705:rudder 677:trijet 642:Design 348:Boeing 259:trijet 111:Status 5929:MD-11 5546:DC-7D 5525:MD-11 5520:DC-10 5515:MD-95 5510:MD-90 5505:MD-80 5459:DC-4E 5349:(PDF) 5338:(PDF) 5326:(PDF) 5128:(PDF) 5121:(PDF) 5093:(PDF) 5086:(PDF) 5056:(PDF) 5049:(PDF) 4778:(PDF) 4765:(PDF) 4678:(PDF) 4667:(PDF) 4386:(PDF) 4193:(PDF) 4186:(PDF) 4149:(PDF) 4138:(PDF) 3701:Orbis 3228:(PDF) 3217:(PDF) 3109:(PDF) 3102:(PDF) 1794:Bali. 1777:Ghana 1773:Accra 1746:Ghana 1742:Accra 1721:Yaizu 1719:near 1567:on a 1499:Niger 1367:stall 1355:pylon 1349:from 1172:Dhaka 1145:This 1112:MD-11 1108:MD-10 1085:MD 10 749:MD-10 593:MD-11 577:747SP 352:MD-10 274:range 5876:DC-7 5640:and 5500:DC-9 5495:DC-8 5479:DC-7 5474:DC-6 5469:DC-5 5464:DC-4 5454:DC-3 5449:DC-2 5444:DC-1 5397:and 5357:2017 5292:ISBN 5277:ISBN 5263:ISBN 5255:2023 5237:ISBN 5208:ISBN 5191:ISBN 5179:2023 5161:ISBN 5136:2018 5101:2018 5064:2018 5032:2020 5002:2017 4971:2017 4941:2017 4892:2014 4847:2012 4816:2011 4786:2021 4748:2011 4718:2020 4686:2021 4625:2021 4579:2021 4532:2017 4506:2017 4458:2010 4412:link 4398:2013 4369:2015 4338:2017 4290:ISBN 4265:NTSB 4242:NTSB 4201:2009 4157:2020 4111:2007 4002:2023 3986:ISSN 3751:2023 3607:2019 3543:2014 3443:2024 3376:2019 3346:2010 3320:2019 3294:2010 3259:2023 3131:link 3117:2014 2869:2018 2793:2006 2714:2018 2415:2017 2399:ISSN 2371:2011 2228:446 2163:1989 2160:1988 2157:1987 2154:1986 2151:1985 2148:1984 2145:1983 2142:1982 2139:1981 2136:1980 2133:1979 2130:1978 2127:1977 2124:1976 2121:1975 2118:1974 2115:1973 2112:1972 2109:1971 1947:MTOW 1835:crew 1826:-40 1335:and 1254:and 1182:, a 1067:The 1060:and 1037:The 1026:The 977:-15 860:and 830:and 620:A340 467:DC-8 270:DC-8 253:The 78:Type 5429:M-4 5424:M-3 5419:M-2 5414:M-1 4929:BBC 1995:-6D 1989:×3 1930:OEW 1865:LD3 1863:26 1823:-30 1820:-10 1771:in 1740:in 1449:on 1278:aft 858:KLM 636:300 632:200 432:'s 41:or 5970:: 5843:6 5822:9 5792:9 5762:9 5732:9 5702:9 5439:DF 5340:. 5245:. 5221:. 5169:. 5109:^ 5072:^ 5022:. 5018:. 4988:. 4957:. 4927:. 4837:. 4833:. 4806:. 4802:. 4767:. 4738:. 4734:. 4708:. 4702:. 4669:. 4615:. 4611:. 4569:. 4565:. 4522:. 4490:. 4444:. 4408:}} 4404:{{ 4388:. 4359:. 4355:. 4328:. 4324:. 4263:. 4240:. 4236:, 4218:^ 4174:^ 4144:. 4140:. 4097:. 4086:^ 4074:^ 4065:. 4042:. 3992:. 3984:. 3978:. 3940:. 3908:. 3889:^ 3846:^ 3803:^ 3661:^ 3533:. 3529:. 3517:^ 3434:. 3416:. 3392:. 3366:. 3362:. 3310:. 3249:. 3245:. 3219:. 3178:^ 3148:^ 3127:}} 3123:{{ 3036:^ 3015:^ 2988:. 2971:^ 2921:^ 2909:^ 2877:^ 2859:. 2779:. 2700:. 2649:^ 2598:^ 2586:^ 2498:^ 2459:^ 2405:. 2397:. 2391:. 2379:^ 2357:. 2346:^ 2222:10 2219:10 2216:17 2213:11 2210:10 2207:12 2204:11 2201:25 2198:40 2195:36 2192:18 2189:14 2186:19 2183:42 2180:48 2177:57 2174:52 2171:13 1775:, 1744:, 1534:, 1269:. 1075:. 735:. 711:, 692:. 488:, 386:. 315:. 280:. 5840:5 5837:4 5834:3 5831:2 5828:1 5825:0 5819:8 5816:7 5813:6 5810:5 5807:4 5804:3 5801:2 5798:1 5795:0 5789:8 5786:7 5783:6 5780:5 5777:4 5774:3 5771:2 5768:1 5765:0 5759:8 5756:7 5753:6 5750:5 5747:4 5744:3 5741:2 5738:1 5735:0 5729:8 5726:7 5723:6 5720:5 5717:4 5714:3 5711:2 5708:1 5705:0 5699:8 5696:7 5693:6 5690:5 5687:4 5684:3 5681:2 5678:1 5675:0 5630:e 5623:t 5616:v 5387:e 5380:t 5373:v 5359:. 5298:. 5283:. 5257:. 5214:. 5197:. 5181:. 5138:. 5103:. 5066:. 5034:. 5004:. 4973:. 4943:. 4894:. 4849:. 4818:. 4788:. 4750:. 4720:. 4688:. 4627:. 4581:. 4508:. 4460:. 4414:) 4400:. 4371:. 4340:. 4267:. 4203:. 4159:. 4113:. 4004:. 3753:. 3609:. 3545:. 3492:, 3445:. 3396:. 3378:. 3348:. 3322:. 3296:. 3261:. 3133:) 3119:. 2871:. 2795:. 2716:. 2417:. 2373:. 2225:1 1153:. 1098:. 1087:. 935:. 911:. 814:. 786:. 654:. 634:/ 630:/ 618:/ 207:) 45:. 34:. 20:)

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