It was not only passengers that the McDonnell Douglas DC-10 brought along when it first voyaged in 1970, but rather the wishes of an airline industry that was craving for a fresh idea. During that period, companies needed a wide-body plane that could cover long-distance flights while still being less demanding in terms of the landing possibilities of smaller airports. Those requirements were to be fulfilled by Douglas Aircraft, just merged with McDonnell.
The design was quite risky, and even the text had such daring concepts as a double-deck aircraft scheme. It appeared that reality eventually had the last say and doubled the initial number of seats to nearly 400 people, and announced it as a triple-engine widebody jet. The middle ground between the giant Boeing 747 and long-range smaller jets was occupied, which, however, did not make the DC-10 look like the compromise choice but the perfect balance.
Both American and United very soon came on board, attracted by its roomy interior, up-to-date technology, and the quieter engines as compared to the previous ones. The tri-jet concept was also consistent with the aviation regulations of the time, thus making the DC-10 a very good proposition for those airlines that were operating across the globe.
Unfortunately, it is often the case that the most enthusiastic receptions do not last very long. The plane was eventually linked with various major accidents, which were the main headlines in the newspapers. Cargo doors were among the problems that were most discussed. In 1972, cabin pressure was lost in American Airlines Flight 96 as a result of a door failure; however, the crew managed to bring it down safely.
Two years later, exactly, the same trouble occurred aboard Turkish Airlines Flight 981, but the consequences were fatal. The aircraft disintegrated while it was still in the sky, killing all 346 people on board. The tragedy unveiled inadequacies in the design, and thus immediate repair, along with more stringent safety regulations, not only in the United States but throughout the globe, were implemented.
After that, the most tragic incident in the DC-10’s history took place. It was on May 25, 1979, that American Airlines Flight 191 left Chicago O’Hare and lost one of its engines just seconds after takeoff. Part of the detached engine cut the hydraulic systems, and the crew had no chance to save the airplane.
Everyone on the board, 273 individuals, died in the crash, which, incidentally, is the deadliest in the history of U.S. aviation. Subsequently, the FAA suspended the operations of the entire DC-10 range for more than a month. Although it was later allowed to fly again, the aircraft’s reputation was not completely recovered.
Nevertheless, it is worth mentioning that the DC-10’s story wasn’t over yet. The US Air Force transformed the design it saw potential in into the KC-10 Extender, a tanker that could not only refuel planes but also transport soldiers and supplies. It was very soon after its debut in 1981 that the aircraft was recognized as the ‘silent powerhouse’ of the US air forces, which could provide support, from light fighters to heavy bombers, of any kind and over any range.
KC-10 was there any time, be it war or peace, for over forty years. The first Iraq War, Kosovo operations, missions carried out after 9/11 as well as relief activities for the needy, the latter being located in all corners of the earth, are some of the instances in which he played an active role by performing refueling and cargo delivery to those spots where the need for fuel and supplies was the greatest and also, on time.
At present, as retirement ceremonies taking place at bases like Travis Air Force Base symbolize the last chapter of its service, aircrews, families, and veterans are looking back on its influence. Among those is General John Lamontagne, who says that the real story of the KC-10 is actually told through the adventures of the people who flew, maintained, and kept it going in the harshest of the world’s conditions.
Originally a troubled passenger jet that went through different phases has now become one of the longest-serving and most reliable workhorses in military aviation. The DC-10’s difficult launch marked a turning point in the development of the safety standards, and its rebirth as the KC-10 demonstrated that even one of those films blotted by distrust could become an indispensable asset for the next 40-plus years. While commercial flights of it are no longer available, the legacy of DC-10 continues in the stories of the people and missions that it has supported.
