It is 1985 and you are on a flight from Los Angeles to Copenhagen. Chances are, you are on a DC-10, but this is not by chance. The DC-10 was built for this.
The DC-10 was a workhorse of its time. An icon in aviation history. The aircraft was met with scrutiny and a lack of confidence after some incidents and accidents following its introduction into service. Despite this, the DC- 10 secured its place in the history books as a reliable, easy to maintain, and economically viable jetliner.
The DC- 10 family capitalized on the gap between the smaller twinjet airliners and the larger quadjet airliners like the Boeing 747. The market desperately needed an aircraft that could reach further with less. The DC-10 delivered.
The DC-10 featured advanced avionics, optimized aerodynamics, and delivered superior comfort for passengers and crew. Her operational capabilities were matched by none. In many ways, the DC-10 revolutionized the airline flying model, opening routes never viewed as feasible. Reaching destinations never before financially possible.
The developers of the DC-10 perfected its design to meet the demands of the industry. Its capabilities were never questioned. The DC 10 has been praised by pilots for its light handling and state-of-the-art guidance system. Many engineers appreciated its ease of maintenance compared to Boeing’s jumbo.
Why Was The DC-10 Developed?
Boeing dominated long-haul travel with its iconic 747 while the company saturated the narrow body segment with its 737 lineup. The 747 could carry over 360 passengers while the 737 could shuttle up to 170. Between narrow bodies and the 747 jumbos, however, there was a market gap.
The McDonnell Douglas Aircraft Company saw an opportunity, and they took it. The segment called for an efficient widebody jet that could carry 250 passengers on routes with moderate demand, demand too low to attract the service of the 747, but too big of an ask for the 737. The DC-10 was born.
The regulations at the time limited twin-engine aircraft to fly within one hour of a diversion airport. Airliners like the Boeing 737 were kept on a tight leash. Airlines were forced to take an inefficient route within the confines of the regulations or fly an inefficient four-engine jet.
The DC-10 introduced the trijet design to commercial aviation. The aircraft would be able to carry more passengers than twin-engine airliners on routes only permitted by the larger four-engine jets.
The DC-10 combined the best of both worlds. Taking the most efficient routes using an efficient plane. Something airlines desperately wanted but the aircraft just didn’t exist, yet.
The DC-10 provided an airliner in a category that Boeing could not compete with. The aircraft was developed taking into consideration safety, style, comfort, efficiency, and, most important, cost. The DC-10 was a phenomenal aircraft.
McDonnell Douglas DC-10 Specifications
The first variant of the DC-10 family, the –10, featured a revolutionary design. The widebody trijet. The airframe featured two under-mounted wing engines and its number two engine fitted at the base of its vertical stabilizer.
This design on a widebody airliner was unheard of in commercial aviation. The design allowed the aircraft to carry more weight than narrowbodies with an unprecedented range and reach. The airframe was designed using the most advanced aerodynamics available.
| DC-10-10 | DC-10-30 | |
|---|---|---|
| Introduction | August 1971 | April 1981 |
| Engines | 3X General Electric GE CF6-6D | 3X General Electric GE CF6-50C |
| Thrust X3 | 40,000 lbf / 177.9 kN | 51,000 lbf / 226.9kN |
| Passengers | 380 | 380 |
| Maximum Take-Off Weight | 430,000 lb / 195,045 kg | 555,000 lb / 251,744 kg |
| Cruise Speed | 473 knots / 876 km/h | 473 knots / 876 km/h |
| Range | 3,500 nmi / 6,500 km | 5,200 nmi / 9,600 km |
| Service Ceiling | 42,000 ft (12,800 m) | 42,000 ft (12,800 m) |
| Length | 182 ft 3.1 in / 55.6 m | 181 ft 7.2 in / 55.35 m |
| Height | 57 ft 6 in / 17.53 m | 57 ft 7 in / 17.55 m |
| Wingspan | 155 ft 4 in / 47.4 m | 165 ft 4 in / 50.4 m |
Further variants like the –30 and –40 were developed pushing the boundaries and extending the capabilities of the DC-10. Allowing her to carry more weight even further. Narrowbodies couldn’t match its capacity and range, nor could the four-engine jets compete with its fuel efficiency.
The innovation didn’t stop there, the DC-10 was also available in the cargo variant and the KC-10, the military variant. There was even a conversion program to convert passenger variants to freighters. The design dominated the mid-range segment.
The KC-10 was a Military Marvel
The KC-10 Extender was developed for the US military. The design is based on the DC-10, the commercial variant. It was selected to replace the limited capabilities of the then tanker, the Boeing-made KC-135. The Advanced Tanker Cargo Aircraft Program assessed four aircraft for the job.
The Boeing 747, Lockheed L-1011, Lockheed C-5 Galaxy, and the McDonnell Douglas DC-10 were the four contenders. After testing these aircraft and their capabilities, the DC-10 was the aircraft chosen. Its range, carrying capacity, and ability to take off and land at shorter runways landed it at the top of the list.
The modified design could carry up to 170,000 lbs of cargo at distances up to 3,800 nautical miles. The KC-10 could refuel military aircraft mid-air. To accommodate the hefty payload, the KC-10 was fitted with more powerful General Electric GE CF6-50C2 engines and an extended wing design.
The DC-10 had an Advanced Design
The DC-10 was something, something different, something new. Its sleek airframe and comprehensive design gave birth to its efficiency and comfort. From its electrically operated entry doors to its larger cockpit windows, the DC-10 was propelled by innovation.
The decision to place the number two engine at the back of the plane, below the vertical stabilizer, was one of the most defining features, in design and performance. The engine configuration drastically reduced the impact of engine noise during flight.
A combination of inboard and outboard slats coupled with accompanying flaps allowed the wing to obtain a higher lift coefficient boosting low-speed performance. With aerodynamic fairings furnished to complete its sleek airframe. Resulting in an airframe that minimizes drag.
Each variant was specifically adapted for its intended purpose. With larger wings and a more capable landing gear system fixed to the heavier lifters. With multiple engine models and brands available. There was no compromise on safety and performance with the introduction of these variants.
Later advancements would give rise to improved variants, improvements to existing aircraft, and the birth of new derivatives.
Exceptional Performance
The DC-10 was built for extraordinary performance, and the aircraft lived up to its expectations. With its three powerful engines, the DC-10 leaped across continents with ease. Soaring over the Atlantic. Doing this while carrying over 270 passengers. A design that had no competition when introduced.
Its triple-engine design allowed the aircraft to bypass the limitations of the more common twin-engine aircraft. Capable of flying and landing safely even with one of its engines inoperative. The DC-10 offered the reliability of four-engine aircraft with the performance and range a twinjet could only dream of.
The Boeing 737 could reach a destination a mere 2,268 nm away while the DC-10 was soaring across the sky at destinations as far away as 5,200 nm from its origin. The DC-10 could reach places others couldn’t.
Was it Better than The Queen of the Sky?
When the queen of the sky is uttered in conversation there is no confusion as to which aircraft is being discussed. It’s the Boeing 747. The jumbo dominated the long-haul segment, being the first widebody airliner produced. But was jumbo too big? Were four engines too much?
The DC-10 would rise to challenge the queen for her place in the sky. With flying becoming cheaper and more accessible the queen, on some routes, was just too mighty. The DC-10 was by no means a match for the range and the capacity of the 747. However, one size could not fit all.
The 747 was a fuel-hungry aircraft. The 747 had a monopoly over long-haul travel. Operators just didn’t have the choices available. On many transatlantic routes, the 747 flew with many empty seats. The demand for the route existed, but the demand was limited. Then came the DC-10.
The DC-10 could fly long distances away from a diversion airport like the 747. She did this with one less fuel-hungry engine and a better-utilized seating capacity. The DC-10 would have a per passenger fuel consumption below that of the 747 on some routes. For airlines, it was the most economically viable choice.
Pilots Like Flying the DC-10
The cockpit of the DC-10 featured much larger windows than pilots were used to. This feature improved visibility as well as comfort. The viewing range from the DC-10’s cockpit was said to be like no other. The aircraft, according to some pilots, was made for safe, reliable, and easy flying.
The DC-10 performed phenomenally. It was responsive and overall, a fantastic aircraft to fly. Its unapparelled handling during turbulent weather conditions made the aircraft a smooth sailor. The cockpit offered a roomy comfortable workspace for the two pilots and the flight engineer.
The DC-10 was light, light on the controls that is. The plane was praised for its responsiveness and light flying experience. Pilots compared it to the 747 and noted that the DC-10 didn’t feel big and sluggish. They didn’t feel like they were flying such a huge plane.
The redundancy of power provided by the triple engine design made pilots feel safe. The DC-10 could handle an engine failure in a safer manner compared to twinjets. This was especially reassuring while flying over the Atlantic.
Its sophisticated cockpit, reliable performance, and overall comfort made the aircraft well-liked by pilots.
Designed for Compatibility
The DC-10 was a large aircraft. The design, however, was adapted to seamlessly operate at airports using existing infrastructure and equipment. This made the DC-10 a more operational-friendly aircraft. Compared to the bulky design of the 747 the DC-10 was compatible.
The widebody DC-10 had a capacity and size far greater than that of any twin-engine jetliner while remaining compatible. The DC-10 had a fuselage around two feet lower than the 747.
This allowed it to mostly use the same loading equipment, the same ground support equipment, and the same boarding equipment. Meanwhile, the 747 prompted airlines to invest in specialized equipment. Overall, the DC-10 was cheaper to operate.
It was the Better Trijet, and the Numbers Prove it
With Boeing caught up with the success of its 747 and 737 programs, other American manufacturers could bid for the gap in the mid-range segment. And that they did. In the 1960s it was clear that a widebody, triple-engine aircraft was needed.
McDonnell Douglas and Lockheed were desperate to produce a commercial success. Both manufacturers pumped enormous resources into the development of an aircraft to fill this gap. The clock was ticking. Lockheed proposed its L-1011 TriStar. And thus began the era of the trijets.
The TriStar was plagued with delays and budget overruns from inception. With its engine manufacturer going belly up the mid-program to ever-increasing development costs. Luckily, government bailouts allowed Rolls Royce to eventually deliver the engine they promised.
But this was too little too late. Despite its own development challenges, the DC-10 beat the TriStar to the market, making its debut in 1971. Its early release and cheaper price compared to the L-1011 gave the DC-10 an edge.
Eventually, the L-1011 did fly, and airlines did place orders. The L-1011 was a technological powerhouse. Possessing technology unheard of in commercial aviation. The TriStar could land itself. The jet was packed with engineering breakthroughs. But was this too much?
The DC-10 kept it simple, in comparison. Many found the TriStar to be over-engineered, complex, and hard to maintain. It was also more expensive. And with airlines watching their budgets, this was a concern. The DC-10 secured its place as a reliable, easy to maintain, and familiar aircraft.
The DC-10 outsold the L-1011. The Lockheed TriStar sold 250 aircraft in its lifespan while the DC-10 sold 446 across its variants. The TriStar was ahead of its time. Its complexity was its biggest enemy. In the end, the DC-10 was simply the better pick.
The TriStar’s lack of success led to Lockheed pulling out of the civil aviation market, entirely.
The DC-10 Could Fly to More Destinations
With its Triple engine design, the DC-10 could fly to destinations the twinjets could not. They were limited by FAA restrictions. The DC-10 could fill long and skinny routes, such as Connecticut to Portugal. A job the 747 was too big for.
The DC-10 could land and take off from shorter runways compared to the jumbo. Taking the capacity and range of the 747 to airports that only saw narrowbody aircraft. The reliability, range, efficiency, and capacity its triple engine design provided put the DC-10 in a class of its own.
Passengers Flew in Style and Comfort
The wide body design offered a much larger cabin. The design also offers a wider layout, twin aisles, and more headroom and luggage space. The cabin design allowed passengers and crew to maneuver with ease and comfort. The DC-10 was marketed as flying luxuriously.
The innovative design placed one-third of the engine noise behind the cabin, with its tail-mounted number 2 engine, resulting in a much quieter flying experience. The improved performance at higher altitudes and in turbulent conditions provided a smooth flight. With its unmatched comfort, the DC-10 was a passenger favorite.
The Aircraft was Easy to Maintain
The DC-10 was a familiar design. Adapting elements from the older DC-8 into its design. The DC- 10 combined new technology with existing reliable design features. Reducing complexity where it was unnecessary.
Engineers boasted about the simplicity and ease of maintaining this aircraft. Having one less engine than the 747 and significantly less complex than the TriStar, the DC-10 was not only easy to maintain but was cheaper than any aircraft in its class.
The Evolution of the DC-10
As the design of the DC-10 started to show its age, McDonnell Douglas started researching alternatives to potentially replace the design. Ultimately, the decision was made to introduce the MD-11, a derivative of the DC-10. The aircraft would feature virtually the same design with an array of improvements.
The MD-11 had advanced aerodynamic features like winglets, greatly improving its performance and efficiency. This allowed the aircraft to produce less drag by reducing wingtip vortices, thus increasing its efficiency.
The new design was fitted with more powerful General Electric CF6-80C2D1F engines. These engines produced over 50% more thrust than the original DC-10. This coupled with its larger wings resulted in a longer range at 6725 nm compared to the DC-10’s 5200 nm range.
This also meant that the new design could carry more weight. The MD-11 featured a stretched DC-10 fuselage. This design was about 20 feet longer. This allowed the maximum seating capacity to be increased to 410 compared to the 380 the DC-10 could carry.
The MD-11 was a revolutionary design featuring a glass cockpit. The aircraft had powerful onboard computers which handled a wide range of aircraft data processing. This rendered the job of the flight engineer obsolete.
The MD-11 featured advanced weather radar and new landing aids taking some of the workload away from the crew, making flying easier and safer.
Therefore, the design of the MD-11 featured a two-person flight crew eliminating the flight engineer. This reduced the impact of human error and lowered operational costs.
The Retrofitted MD-10
In 1997 McDonnell Douglas and Boeing merged under the Boeing brand. Bringing the resources of both companies under the same roof. Boeing went on to continue manufacturing the MD-11. The problem was that there were a lot of DC-10 aircraft in service and the design was dated.
More modern, highly sophisticated aircraft entering the market from Boeing and the newly developing powerhouse Airbus. Boeing had to find a solution to keep their DC-10s in service.
Boeing launched a program to upgrade the existing DC-10 aircraft in service. The upgrade would make operations similar to the new MD-11. The new upgrade would feature a similar cockpit design to the MD-11. The new design featured a glass cockpit and advanced computers.
The cockpit featured six revolutionary LCDs displaying all flight and system information. The new computer system could handle flight management tasks, and offer aural system warnings to the crew. The new system featured a more integrated design.
This new design replaced 22 separate system computers and, like the MD-11, it eliminated the flight engineer. This allowed the MD-10 to be an overall lighter aircraft.
This not only extended the life of the DC-10, but also allowed operators to maintain more fleet commonality since they could have the MD-11 and MD-10 operate side by side.
A Special Use – Executive One
You may be familiar with Air Force One, a symbol of strength and power. This is the callsign given to military aircraft used to transport the president of the United States of America. Typically used are the specially adapted 747s. Executive One is the civil equivalent.
Whenever the president steps foot on a civil aircraft it is assigned the callsign Executive One. In December of 1973 Richard Nixon, then president, boarded a United Airlines DC-10 from DC to Los Angeles, giving It the infamous callsign.
This was the first time in history that a commercial aircraft had been given the callsign of Executive One. If the DC-10 was fit to fly the leader of the free world, it had to be a trusted airliner. This marked a historic moment for the DC-10.
The DC-10 Overcame its Tarnished Reputation
The DC-10 had a troubled past. The company suffered after several accidents and incidents involving the DC-10 were broadcasted across the world. With names such as the death plane being assigned to it. The aircraft’s reputation went into a downward spiral.
Faulty maintenance procedures gave rise to many of these accidents but in the public eye, McDonnell Douglas was responsible. The entire US fleet was even grounded for some time. Many wondered if the DC-10 program would even survive.
After investigation it was revealed that poor maintenance practices lead to the cargo door on some flights becoming detached, mid-flight, leading to rapid decompression and fuselage damage. And in some cases crippling the aircraft.
The DC- 10 was involved in one of the worst single aircraft disasters in US history. One of the DC-10’s engines broke off during flight leading to an uncontrollable aircraft that eventually crashed. The cause of the crash was attributed to inferior maintenance of the engine mounts. After his determination, the company still took a blow.
Despite this, the DC-10 continued to fly for decades. Redeeming itself with a track record comparable to some of the most successful jetliners. The aircraft’s safety record kept on improving. The DC-10 secured its place, and it was here to stay.
The Last Days as a Commercial Passenger Airliner
In February 2014, the DC-10 made its last commercial flight from Bangladesh to England flown by Biman. Over 40 years after its introduction. Few aircraft have had the honor of this lengthy service.
This, by many, was seen as a historic moment in aviation history. A somber moment, saying goodbye to this airline from passenger service forever. With passengers traveling from all over the world to hitch a ride on the last flight.
The DC-10 Still Serves its Cargo and Military Customers
The year 2014 was the end, the end for passenger service that is. The DC-10 family continues to operate in the cargo industry. The cargo giant FedEx still operates seven DC-10 aircraft. Some of these were purpose-built freighters and others were passenger variants later converted.
The United States Air Force continues to operate the military version, the KC-10. Used as tankers transporting fuel for Air Force operations. The variant is capable of refueling other aircraft, in mid-flight. With approximately 50 of the type still in operation.
The DC-10 proved itself to be the legend we know it as. With its revolutionary design and challenges endured. The DC-10 was the trijet. The last days for the DC-10 are upon us, but the last day may not come for a few more years.
Featured image courtesy of John Murphy via Flickr.
I flew the 10 and it was a great plane , my favorite along with its baby sister the a300. Yes different manufacturers but they were very similar in many ways, ask fedex. The 10 along with the 747 are still the smoothest landing planes by far. I commuted for thirty years and was a passenger on the 10 often, Your only indication you were on the ground was when the air conditioning packs changed their noises, then the thrust reverse. It was the beginning of modern day avionics with rnav, inertials, and computer navigation routes. Just turn autopilot on at 1000 feet and it flew hands off from sfo to Mia, 50 years ago. Big windows, electric seats and cold ac… nothing better.