View source for McDonnell Douglas DC-10

{{Short description|Wide-body three-engine airliner}}
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{{Distinguish|McDonnell Douglas DC-X|Vickers VC10}}
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{{Infobox aircraft
| name = DC-10 / MD-10
| image = File: Continental Airlines DC-10.jpg<!-- Flight images are preferred for aircraft - Please do not change this image without a talk page discussion -->
| image_caption = A DC-10-30 of [[Continental Airlines]] in 1993.
| aircraft_type = [[Wide-body aircraft|Wide-body]] [[airliner]]
| national_origin = United States
| manufacturer = [[McDonnell Douglas]]
| designer = 
| first_flight = {{start date and age|1970|08|29}}
| introduction = August 5, 1971, with [[American Airlines]]
| retired = February 24, 2014 (passenger service)
| status = Grounded<ref>{{cite news |url=https://www.flightglobal.com/safety/us-faa-broadens-md-11-grounding-order-to-remaining-dc-10-fleets/165313.article |title=US FAA broadens MD-11 grounding order to remaining DC-10 fleets |date=November 15, 2025 |access-date=November 15, 2025 |website=FlightGlobal}}</ref>
| primary_user = [[FedEx Express]] (historical)<!--Limit one (1) primary user. Top 4 users listed in 'primary user' and 'more users' fields based on number of their fleets. -->
| more_users = {{plainlist|
* [[American Airlines]] (historical)
* [[United Airlines]] (historical)
* [[Northwest Airlines]] (historical)}}<!-- Limit is three (3) in 'more users' field, four (4) total users with primary user. -->
| produced = 1969–1989
| number_built = 386<ref name=DC-10_Family>{{cite web |url=http://www.boeing.com/commercial/dc-10/index.html |title=Commercial Airplanes: DC-10 Family |url-status=dead |website= Boeing.com |archive-url=https://web.archive.org/web/20101213153605/http://boeing.com/commercial/dc-10/index.html |archive-date=December 13, 2010 |access-date=January 4, 2011}}</ref>
| variants = {{plainlist|
* [[McDonnell Douglas KC-10 Extender]]
* [[DC-10 Air Tanker]]}}
| developed_into = [[McDonnell Douglas MD-11]]
}}

The '''McDonnell Douglas DC-10''' is an American [[trijet]] [[wide-body aircraft]] manufactured by [[McDonnell Douglas]].
<!--development-->
The DC-10 was intended to succeed the [[Douglas DC-8|DC-8]] for long-[[Range (aeronautics)|range]] flights. It first flew on August 29, 1970; it was introduced on August 5, 1971, by [[American Airlines]].

<!--design-->
The trijet has two [[turbofan]]s on underwing pylons and a third one at the base of the [[vertical stabilizer]].
The twin-aisle layout has a typical seating for 270 in two classes.
<!--variants-->
The initial DC-10-10 had a {{Convert|3500|nmi|lk=in|adj=on|abbr=~}} range for [[transcontinental flight]]s. The DC-10-15 had more powerful engines for [[hot and high]] 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 {{cvt|5200|nmi}}. The [[KC-10 Extender]] (based on the DC-10-30) is a [[tanker aircraft]] that was primarily operated by the [[United States Air Force]].

<!--operations-->
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 [[Turkish Airlines Flight 981]] near Paris in 1974, the deadliest crash in aviation history up to that time.  Following the crash of [[American Airlines Flight 191]], the deadliest aviation accident in US history, the US [[Federal Aviation Administration]] (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 [[fuel economy in aircraft|fuel economy]] reputation.<ref name="nytimes july1989"/> 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.

<!--legacy-->
The DC-10 outsold the similar [[Lockheed L-1011 TriStar]] due to the latter's delayed introduction and high cost. Production of the DC-10 ended in 1989, with 386 delivered to airlines along with 60 KC-10 tankers.<ref>10/10? ''[[Australian Aviation]]'' issue 314 April 2014 pages 76-80</ref> It was succeeded by the lengthened, heavier [[McDonnell Douglas MD-11]].
After merging with McDonnell Douglas in 1997, [[Boeing]] upgraded many in-service DC-10s as the '''''MD-10''''' with a [[glass cockpit]] that eliminated the need for a [[flight engineer]]. In February 2014, the DC-10 made its last commercial passenger flight. [[Cargo airline]]s continued to operate a small number as [[Cargo aircraft|freighter]]s. The Orbis [[Flying Eye Hospital]] is a DC-10 adapted for [[eye surgery]]. A few DC-10s have been converted for [[aerial firefighting]] use. Some DC-10s are on display, while other retired aircraft are in [[Aircraft storage|storage]].

==Development==
===Background===
{{multiple image
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 |image1 = McDonnell Douglas DC-10-30, Monarch Airlines JP342549.jpg
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 |alt1 =
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 |image2 = S2-ACR final flight DC10 BHX FLIGHT BG8 (12732029803).jpg
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 |footer = The 3-4-3 (left) and 2-5-2 (right) seating configuration
}}

Following an unsuccessful proposal for the [[United States Air Force]]'s [[Lockheed C-5 Galaxy|CX-HLS (Heavy Logistics System)]] in 1965, [[Douglas Aircraft Company|Douglas Aircraft]] 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 [[wide-body aircraft]], having been somewhat slow in the previous decade to introduce its first [[jetliner]]s.<ref name="fielder 12">{{harvnb|Fielder|Birsch|1992|pp=1–2}}</ref><ref name="norriswagner 910">{{harvnb|Norris|Wagner|1999|pp=9–10}}</ref> In 1966, [[American Airlines]] offered a specification to manufacturers for a twin-engine wide-body aircraft smaller than the [[Boeing 747]] 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.<ref name="norriswagner 34">{{harvnb|Norris|Wagner|1999|p=34}}</ref>{{sfn|Francillon|1990|pp=275–276}} It would become [[McDonnell Douglas]]'s first commercial [[airliner]] after the merger between [[McDonnell Aircraft Corporation]] and Douglas Aircraft Company in 1967.<ref name=Waddington_p06>{{harvnb|Waddington|2000|pp=6–18}}</ref><ref name="norriswagner 36">{{harvnb|Norris|Wagner|1999|p=36}}</ref>

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 [[Douglas DC-8|DC-8]]. The proposal was shelved in favor of a trijet single-deck wide-body airliner with a maximum seating capacity of 399 passengers, and similar in length to the DC-8 Super 60.{{sfn|Endres|1998|p=13}} The choice of three engines was influenced by surveys of potential customers other than American Airlines, together with a desire to enhance [[hot and high]] climb performance after an engine failure—a serious concern at [[Stapleton International Airport]], which was heavily used by [[United Airlines]], one of the major anticipated buyers.{{sfn|Francillon|1990|p=276}} Large portions of the detailed design work, particularly that of the fuselage, were [[subcontract]]ed to external companies, such as the American aerospace company [[Convair]].<ref name="fielder 4165">{{harvnb|Fielder|Birsch|1992|pp=4, 165}}</ref> The legal relationship between McDonnell Douglas, Convair, and the [[Federal Aviation Administration]] (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.<ref name="fielder 34">{{harvnb|Fielder|Birsch|1992|pp=3–4}}</ref>

McDonnell Douglas management became seriously concerned about the viability of the DC-10 after learning about the competing [[Lockheed L-1011 TriStar|Lockheed L-1011]], which was very similar and was being offered to the same customers.{{sfn|Francillon|1990|p=276}} On February 19, 1968, in what was supposed to be a knockout blow to [[Lockheed Corporation|Lockheed]], [[George A. Spater]], President of American Airlines, and [[James Smith McDonnell|James S. McDonnell]] 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 US aviation industry that American Airlines had left its competitors at the starting gate. According to Fielder, McDonnell Douglas had been urgently pursuing the DC-10's completion in light of the prospective competition and the high financial stakes involved.<ref name="fielder 2"/> 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 [[Rolls-Royce RB211]] turbofan engine on its DC-10 airliners.<ref>{{harvnb|Porter|2013}}{{page needed|date=May 2023}}</ref> The DC-10 was first ordered by launch customers American Airlines with 25 orders, and United Airlines with 30 orders and 30 options in 1968.{{sfn|Endres|1998|p=16}}<ref>[https://news.google.com/newspapers?id=Yd0yAAAAIBAJ&sjid=0lwDAAAAIBAJ&pg=7174,6365434&dq=airbus&hl=en "American Orders 25 'Airbus' Jets."] {{Webarchive|url=https://web.archive.org/web/20211104142745/https://news.google.com/newspapers?id=Yd0yAAAAIBAJ&sjid=0lwDAAAAIBAJ&pg=7174,6365434&dq=airbus&hl=en |date=November 4, 2021}} ''[[St Petersburg Times]]'', February 20, 1968. Accessed: May 7, 2022.</ref><ref name="norriswagner 38">{{harvnb|Norris|Wagner|1999|p=38}}</ref> 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.<ref name="norriswagner 369">{{harvnb|Norris|Wagner|1999|pp=36–39}}</ref>

===Into flight===
[[File:McDonnell Douglas DC-10 Prototype Landing.jpg|thumb|A prototype during flight testing, the DC-10 made its first flight on August 29, 1970.]]
On August 29, 1970, the first DC-10, a series 10, conducted its [[maiden flight]].{{sfn|Endres|1998|pp=25–26}} 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.<ref name="fielder 2-3">{{harvnb|Fielder|Birsch|1992|pp=2–3}}</ref><ref name="endres 28"/> 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.<ref name="fielder 2390">{{harvnb|Fielder|Birsch|1992|pp=23, 90}}</ref> 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.<ref name="fielder 165">{{harvnb|Fielder|Birsch|1992|pp=90–91, 165}}</ref> Tragically, the initial rectification work would prove to be inadequate.<ref name="fielder 4">{{harvnb|Fielder|Birsch|1992|p=4}}</ref>

On July 29, 1971, the FAA issued the [[type certificate]] for the DC-10, permitting its entry into revenue service.<ref name="endres 28">{{harvnb|Endres|1998|p=28}}</ref> 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.{{sfn|Endres|1998|p=52}} American's DC-10s 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.<ref>''Aviation Daily'' July 29, 1971.</ref> They operated the first version of the DC-10, referred to as the "domestic" series 10, which had a range of {{convert|3800|mi|nmi km}} with a typical passenger load and a range of {{convert|2710|mi|nmi km}} with maximum payload.

===Further development===
[[File:McDonnell Douglas DC-10-10, Continental Airlines JP6751857.jpg|thumb|Continental Airlines six-abreast interior in 1973]]
Various models of the DC-10 promptly followed, such as the series 15, which had a typical load range of {{convert|4350|mi|nmi km}}.<ref name=DC-10_tech_specs>[http://www.boeing.com/commercial/dc-10/tech.html "DC-10 Technical Specifications."] {{webarchive |url=https://web.archive.org/web/20070204040205/http://www.boeing.com/commercial/dc-10/tech.html |date=February 4, 2007}} ''Boeing.'' Retrieved: March 12, 2011.</ref>{{sfn|Endres|1998|pp=32–33}} The series 20 was powered by [[Pratt & Whitney JT9D]] turbofan engines, whereas the series 10 and 30 engines were [[General Electric CF6]]. 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.<ref name=Waddington_p70>{{harvnb|Waddington|2000|p=70}}</ref><ref name="norriswagner 36"/> In 1972, the DC-10's listed unit cost was reportedly US$20M<ref name=Flight10aug1972>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202020.html |title= Airliner price index |magazine=[[Flight International]]|date= August 10, 1972 |page= 183 |access-date= January 9, 2018 |archive-date= January 9, 2018 |archive-url= https://web.archive.org/web/20180109181149/https://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202020.html |url-status= live}}</ref> (${{Format price|{{inflation|USD|20000000|1972}}}} in {{Inflation-year|USD}} prices).

The series 30 and 40 were longer-range versions better suited for international flights. The main visible difference between the models is that the series 10 has three sets of landing gear (one front and two main) while the series 30 and 40 have an additional centerline main gear. The center main two-wheel landing gear (which extends from the center of the fuselage) was added to distribute the extra weight and for additional braking. The series 30 had a typical load range of {{convert|6220|mi|nmi km}} and a maximum payload range of {{convert|4604|mi|nmi km}}. The series 40 had a typical load range of {{convert|5750|mi|nmi km}} and a maximum payload range of {{convert|4030|mi|nmi km}}.<ref name=DC-10_tech_specs/>{{sfn|Endres|1998|pp=34–35}}

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 twin-engined model akin to the [[Airbus A300]].<ref name="norriswagner 71">{{harvnb|Norris|Wagner|1999|p=71}}</ref><ref name="eden 147">{{harvnb|Eden|2016|p=147}}</ref> However, following a spate of fatal accidents, particularly the [[American Airlines Flight 191]] 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.<ref name="nytimes july1989">{{Cite news |url = https://www.nytimes.com/1989/07/20/us/troubled-history-of-the-dc-10-includes-four-major-crashes.html |title = Troubled History of the DC-10 Includes Four Major Crashes |last = Bradsher |first = Keith |date = July 20, 1989 |work = [[The New York Times]] |language = en-US |issn = 0362-4331 |access-date = December 20, 2017 |archive-date = December 19, 2017 |archive-url = https://web.archive.org/web/20171219211751/http://www.nytimes.com/1989/07/20/us/troubled-history-of-the-dc-10-includes-four-major-crashes.html |url-status = live}}</ref><ref name="eden 1447">{{harvnb|Eden|2016|pp=144–147}}</ref> Competitive pressure had also played a role, Boeing in particular had developed the [[Boeing 747SP|747SP]] variant specifically to better compete with the DC-10 and L-1011.<ref name="eden92">{{cite book|editor-last=Eden |editor-first=Paul|title=Civil Aircraft Today |year=2008 |publisher=Amber Books |pages=96–97}}</ref>

In December 1988, the 446th and final DC-10 rolled off the [[Long Beach, California]] Products Division production line and was delivered to [[Nigeria Airways]] in July 1989.<ref name=mdc_history>{{cite web |url=http://www.boeing.com/history/mdc/dc-10.htm |title=McDonnell Douglas DC-10/KC-10 Transport |url-status=dead |website=Boeing|archive-url=https://web.archive.org/web/20060312023701/http://www.boeing.com/history/mdc/dc-10.htm |archive-date=March 12, 2006 |access-date=February 28, 2006}}</ref><ref name=Jet_production_list>Roach, John and Anthony Eastwood. [https://web.archive.org/web/19980623111342/http://www.tahs.com/ "Jet Airliner Production List, Volume 2."] ''The Aviation Hobby Shop'' online, July 2006. Retrieved: September 19, 2010.</ref> The production run had exceeded the 1971 estimate of 438 deliveries needed to break even on the program;<ref>{{cite journal |journal = Air Progress |title = Air Progress |date = September 1971 |page = 16}}</ref> however, according to Fielder, the DC-10 had not reached the breakeven point by the end of production.<ref name="fielder 2">{{harvnb|Fielder|Birsch|1992|p=2}}</ref> As the final DC-10s were delivered, McDonnell Douglas started production of its successor, the [[McDonnell Douglas MD-11|MD-11]], which was essentially a stretched derivative of the DC-10-30.{{sfn|Steffen|1998|p=120}}<ref name="norriswagner 64">{{harvnb|Norris|Wagner|1999|p=64}}</ref>

In the late 1980s, international travel was on the rise due to lower [[Price of oil|oil prices]] and more [[economic freedom]], leading to a surge in demand for wide-body airliners. However, the [[Boeing 747-400]], MD-11, [[Airbus A330]]/[[Airbus A340|A340]], and soon-to-be-built [[Boeing 777]] were all behind schedule and could not fully meet the demand. Production of first-generation widebodies like the [[Boeing 747-100]]/[[Boeing 747-200|200]]/[[Boeing 747-300|300]], L-1011, and DC-10 had ended, so the value of used DC-10-30s almost doubled, rising from less than $20 million to almost $40 million.<ref>{{cite news |url = http://www.aircraftvaluenews.com/transitioning-product-line-impacts-values-of-outgoing-models/ |title = Transitioning Product Line Impacts Values of Outgoing Models |author = Aircraft Value News |date = November 12, 2018 |access-date = November 13, 2018 |archive-date = November 13, 2018 |archive-url = https://web.archive.org/web/20181113165723/http://www.aircraftvaluenews.com/transitioning-product-line-impacts-values-of-outgoing-models/ |url-status = live}}</ref>

On November 15, 2025, the FAA issued an emergency [[airworthiness directive]] (AD) grounding the US DC-10 fleet in the aftermath of [[UPS Airlines Flight 2976]], an MD-11 which crashed eleven days earlier following the separation of the engine pylon from the wing; the DC-10 and MD-11 use similar engine pylons. The AD was expected to primarily affect [[10 Tanker Air Carrier]] and [[Omega Aerial Refueling Services]], which operated most of the remaining airworthy US-based DC-10s.<ref>{{cite web| last=Kaminski-Morrow |first=David |title=US FAA broadens MD-11 grounding order to remaining DC-10 fleets |publisher=[[FlightGlobal]] |url=https://www.flightglobal.com/safety/us-faa-broadens-md-11-grounding-order-to-remaining-dc-10-fleets/165313.article |website=flightglobal.com |date=November 15, 2025 |access-date=November 19, 2025}}</ref>

==Design==
[[File:S2-ACR final flight DC10 BHX FLIGHT BG8 (12706742413).jpg|thumb|The DC-10 has a three-crew cockpit including a [[flight engineer]].]]

The McDonnell Douglas DC-10 is a low-wing [[wide-body aircraft]]. It is sized to conduct medium to long-range flights, offering similar endurance to the larger [[Boeing 747]] yet being able to use shorter runways and thus access airports that it could not.<ref name="kocivar 501"/> 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 present as the smaller lower level is typically used for storage for [[baggage]] and food preparation; elevators are usually present to carry people and carts between the two levels.{{sfn|Endres|1998|pp=36, 46–47}}<ref name="kocivar 501"/> As originally designed, the floor of the main cabin was not strong enough to withstand full pressure differential,<ref name="fielder 8991">{{harvnb|Fielder|Birsch|1992|pp=89–91}}</ref> yet key control lines are routed through this floor, an approach that proved to be a key vulnerability.<ref name="fielder 2390"/>

The DC-10 is a [[trijet]], being powered by three [[turbofan]] 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.<ref name="kocivar 501">{{harvnb|Kocivar|1970|pp=50–51}}</ref> In comparison to the first generation of jetliners, these engines generated less noise and were usually smoke-free.<ref name="kocivar 51">{{harvnb|Kocivar|1970|p=51}}</ref> The engines are equipped with [[thrust reversal|thrust reversers]] which reduce the distance required when landing.<ref name="kocivar 50">{{harvnb|Kocivar|1970|p=50}}</ref> Despite being considerably larger, the landing speed of the DC-10 was comparable to that of the contemporary [[Boeing 727]].<ref name="kocivar 52116">{{harvnb|Kocivar|1970|pp=52–116}}</ref>

The primary flight controls of the DC-10 consist of inboard and outboard [[aileron]]s, two-section [[Elevator (aeronautics)|elevator]]s, and a two-section [[rudder]]; the secondary flight controls comprise [[leading edge slat]]s, [[Spoiler (aeronautics)|spoilers]], and a dual-rate movable [[tailplane|horizontal stabilizer]].<ref name="fielder 255">{{harvnb|Fielder|Birsch|1992|p=255}}</ref> The [[vertical stabilizer]] 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 [[tricycle landing gear]]. To enable higher gross weights, the later –30 and –40 series have an additional two-wheel main landing gear, which retracts into the center of the fuselage.{{sfn|Endres|1998|pp=36–37, 45}}

The DC-10 is capable of performing all-weather operations, a function that many preceding jetliners had been incapable of.<ref name="kocivar 50"/> From the onset, it could perform takeoffs and landings completely under [[autopilot]]. [[Cassette tape]]s were used to load preprogrammed flight plans into the flight computer.<ref name="kocivar 512">{{harvnb|Kocivar|1970|pp=51–52}}</ref> As originally built, the cockpit was operated by a flight crew of three;<ref name="kocivar 50"/> numerous DC-10s have received a retrofitted [[glass cockpit]] and the Advanced Common Flightdeck, which has "significant commonality" with that of the MD-11, thus eliminating the [[flight engineer]] and permitting the aircraft, re-designated ''MD-10'', to be flown by a flight crew of two.<ref name=MD-10_launch/><ref name="norriswagner 45">{{harvnb|Norris|Wagner|1999|p=45}}</ref> Three independent [[hydraulic]] systems are present.{{sfn|Endres|1998|p=44}} The flight controls actuate many of the flight control surfaces across the airliner via these hydraulic circuits.<ref name="kocivar 51"/> The critical nature of these circuits and their vulnerability to damage in the tail area led to the addition of [[hydraulic fuse]]s to prevent the total loss of fluid.<ref name="fielder 910"/> 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.<ref name="fielder 2556">{{harvnb|Fielder|Birsch|1992|pp=255–256}}</ref>

==Variants==

===Original variants===
[[File:McDonnell Douglas DC-10-10, American Airlines AN1021178.jpg|thumb|The initial DC-10-10, powered by three [[GE CF6]]s, has two main [[landing gear]]s.]]

;DC-10-10
: The DC-10-10 is the initial passenger version introduced in 1971, produced from 1970 to 1981. The DC-10-10 was equipped with [[General Electric CF6|GE CF6-6]] engines, which was the first civil engine version from the CF6 family. A total of 122 were built.<ref name=Steffen_p12-6>{{harvnb|Steffen|1998|pp=12, 14–16}}</ref>

;DC-10-10CF
: The –10CF is a convertible passenger and cargo transport version of the –10. Eight were delivered to [[Continental Airlines]] and one to [[United Airlines]].<ref name=Steffen_p12-6/>

;DC-10-15
: The –15 variant was designed for use at [[hot and high]] airports. The series 15 is basically a –10 fitted with higher-thrust GE CF6-50C2F (derated DC-10-30 engines) powerplants.{{sfn|Steffen|1998|pp=12, 118}} The –15 was first ordered in 1979 by [[Mexicana de Aviación (1921–2010)|Mexicana]] and [[Aeroméxico]]. Seven were completed between 1981 and 1983.{{sfn|Endres|1998|pp=62, 123–124}}

===Long-range variants===
[[File:Swissair McDonnell Douglas DC-10-30 HB-IHH "Basel-Stadt" (26090378125).jpg|thumb|The heavier DC-10-30 has an additional center landing gear. The variant was first introduced into service by [[Swissair]] in 1972.]]
;DC-10-30
: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 European flag carriers. A total of 163 were built from 1972 to 1988 and delivered to 38 different customers.{{sfn|Endres|1998|pp=57, 112–124}} The model was first delivered to [[KLM]] and [[Swissair]] on November 21, 1972, and first introduced in service on December 15, 1972, by the latter.{{citation needed|date=January 2019}}
;DC-10-30CF
:The convertible cargo/passenger transport version of the DC-10-30. The first deliveries were to [[Overseas National Airways]] (ONA) and [[Trans International Airlines]] in 1973. A total of 27 were built.<ref name=Steffen_p12-3>{{harvnb|Steffen|1998|pp=12–13}}</ref>
;DC-10-30ER
:The extended-range version of the DC-10-30. The –30ER aircraft has a higher maximum takeoff weight of {{convert|590000|lb|t}}; is powered by three GE CF6-50C2B engines each producing {{convert|54000|lbf|kN|abbr=on}} of thrust; and is equipped with an additional fuel tank in the rear cargo hold.{{sfn|Endres|1998|pp=34–37}}<ref>{{cite web |url=http://www.aftd.com/TCDS_PDFS/A22WE_8.pdf |title=Archived copy |access-date=June 23, 2014 |archive-url=https://web.archive.org/web/20170630164103/http://www.aftd.com/TCDS_PDFS/A22WE_8.pdf |archive-date=June 30, 2017 |url-status=dead}}</ref> It has an additional 700&nbsp;mi of range to 6,600&nbsp;mi (5,730&nbsp;nmi; 10,620&nbsp;km). The first of this variant was delivered to [[Finnair]] in 1981. A total of six were built and five –30s were later converted to –30ERs.
;DC-10-30AF
:Also known as the DC-10-30F. This was the all-freight version of the –30. Production was to start in 1979, but [[Alitalia]] did not confirm its order then. Production began in May 1984 after the first aircraft order from FedEx. A total of 10 were built.{{sfn|Steffen|1998|p=13}}
[[File:McDonnell Douglas DC-10-40, Northwest Airlines AN0215731.jpg|thumb|The heavy DC-10-40 is powered by three [[Pratt & Whitney JT9D]]s.]]
[[File:McDonnell Douglas DC-10-40, Northwest Airlines AN0014614.jpg|thumb|The tails of a DC-10-30 (on the left) and a DC-10-40 (on the right). The DC-10-40 has two bulged sections in the tail engine, compared to the DC-10-30's straight nacelle.]]
;DC-10-40
:Initial long-range model fitted with [[Pratt & Whitney JT9D]] engines, developed for [[Northwest Airlines|Northwest Orient Airlines]]. The company wanted its aircraft to be equipped with the same engines as its Boeing 747s for [[fleet commonality]].<ref name=Endres_p21>{{harvnb|Endres|1998|p=21}}</ref> Originally designated ''DC-10-20'', this model was renamed DC-10-40 at the airline's request, as its leadership did not want it to be perceived as inferior to the series 30 then in development.<ref name=Waddington_p70-1>{{harvnb|Waddington|2000|pp=70–71}}</ref>{{sfn|Endres|1998|pp=56–57}}  The aircraft was much improved compared to its original design, with a higher MTOW (on par with the Series 30) and more powerful engines, and retains the increased wingspan from the DC-10-30.{{cn|date=November 2025}}
:Northwest Orient Airlines and [[Japan Airlines]] were the only airlines to order the Series 40, ordering 22 and 20 aircraft, respectively. Northwest's aircraft used JT9D-20 engines producing {{convert|50000|lbf|kN|abbr=on}} of thrust and an MTOW of {{convert|555000|lb|t}}. The DC-10-40s delivered to Japan Airlines were equipped with improved JT9D-59A engines that produced increased thrust of {{convert|53000|lbf|kN|abbr=on}} and allowed a higher MTOW of {{convert|565000|lb|t}}.<ref name=Endres_p21-56>{{harvnb|Endres|1998|pp=21, 35, 56}}</ref>
:Forty-two DC-10-40s were built from 1973 to 1983.<ref name=Waddington_p137-44>{{harvnb|Waddington|2000|pp=137–144}}</ref> 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.
;DC-10-40D
:A domestic variant for Japan Airlines{{citation needed|date=February 2025}}

=== Proposed variants ===

==== DC-10-20 ====
A proposed version of the DC-10-10 with extra fuel tanks, {{convert|3|ft|cm|adj=on}} extensions on each wingtip, and a rear center [[landing gear]]. It was to use [[Pratt & Whitney JT9D]]-15 [[turbofan]] engines, each producing {{convert|45500|lbf|kN|abbr=on}} of thrust, with a maximum takeoff weight of {{convert|530000|lb|t}}. However, engine improvements led to increased thrust and increased takeoff weight.<ref name="Endres_p21-56" /> Northwest Orient Airlines, one of the launch customers for this longer-range DC-10 requested the name change to DC-10-40.<ref name="Waddington_p70-1" />

==== DC-10-50 ====
A proposed version with [[Rolls-Royce RB211]]-524 engines for British Airways. The order never came and the plans for the DC-10-50 were abandoned after British Airways ordered the [[Lockheed L-1011-500]] instead.<ref name="Waddington_p89">{{harvnb|Waddington|2000|p=89}}</ref>

==== DC-10 Twin ====
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 [[Airbus]] 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 [[Airbus A300]]. 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, the McDonnell Douglas 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.<ref>{{cite magazine |url= https://www.flightglobal.com/FlightPDFArchive/1973/1973%20-%201582.PDF |archive-url= https://web.archive.org/web/20180411025857/https://www.flightglobal.com/FlightPDFArchive/1973/1973%20-%201582.PDF |url-status= dead |archive-date= April 11, 2018 |title= DC-10 Twin briefing |magazine= Flight International |date= June 7, 1973}}</ref><ref name="ar 2023-02-08">{{cite web |last1=Thomas |first1=Geoffrey |title=How McDonnell Douglas missed the Big Twin and disappeared |url=https://www.airlineratings.com/news/mcdonnell-douglas-missed-big-twin-disappeared/ |website=Airline Ratings |access-date=2023-06-02 |language=en-AU |date=2023-02-08 |archive-date=April 1, 2023 |archive-url=https://web.archive.org/web/20230401095049/https://www.airlineratings.com/news/mcdonnell-douglas-missed-big-twin-disappeared/ |url-status=live}}</ref>

===Tanker versions===
[[File:KC-10 Extender with the 76th Air Refueling Squadron.jpg|thumb|The [[KC-10 Extender]], a USAF [[aerial tanker]]]]

The [[McDonnell Douglas KC-10 Extender|KC-10 Extender]] is a military version of the DC-10-30CF for [[aerial refueling]]. The aircraft was ordered by the US Air Force and delivered from 1981 to 1988. A total of 60 were built.{{sfn|Endres|1998|pp=65–67}} These aircraft are powered exclusively by [[General Electric CF6]] turbofan engines.

The KDC-10 was an aerial refueling tanker for the [[Royal Netherlands Air Force]]. These were converted from civil airliners (DC-10-30CF) to a similar standard as the KC-10. Also, commercial refueling companies Omega Aerial Refueling Services<ref>{{cite web |url=http://www.omegaairrefueling.com/FAQs.htm#Question3 |title=Omega Air Refuelling FAQs |url-status=dead |archive-url=https://web.archive.org/web/20110728001046/http://www.omegaairrefueling.com/FAQs.htm |archive-date=July 28, 2011 |access-date=January 11, 2010}}</ref><ref>{{cite web |url=http://www.omegaairrefueling.com/what-we-do |title=What We Do |access-date=November 5, 2019 |archive-date=October 9, 2019 |archive-url=https://web.archive.org/web/20191009072257/http://www.omegaairrefueling.com/what-we-do |url-status=live}}</ref> and [[Global Airtanker Service]]<ref>{{cite web |url=http://www.globalairtankerservice.com/kdc10.html |title=KDC-10 Air Refueling Tanker Aircraft |date=2004 |url-status=dead |archive-url=https://web.archive.org/web/20080704101032/http://www.globalairtankerservice.com/kdc10.html |archive-date=July 4, 2008 |access-date=January 11, 2010}}</ref><ref>{{cite web |url=https://www.airforce-technology.com/projects/kdc_10/ |title=Global Airtanker Service KDC-10 In-flight Refuelling Aircraft |website=airforce-technology.com |access-date=November 5, 2019 |archive-date=November 5, 2019 |archive-url=https://web.archive.org/web/20191105131910/https://www.airforce-technology.com/projects/kdc_10/ |url-status=live}}</ref> operate three KDC-10 tankers for lease.

The [[DC-10 Air Tanker]] is a DC-10-based firefighting tanker aircraft, using modified water tanks from [[Erickson Air-Crane]].

===MD-10 upgrade===
{{Redirect|MD-10|other uses|MD10}}
[[File:Cockpit of McDonnell Douglas MD-11 (5306565461).jpg|thumb|The MD-10 has an MD-11-inspired two-crew [[glass cockpit]].]]

The MD-10 is an upgrade to add a [[glass cockpit]] to the DC-10 with the re-designation to ''MD-10''. The upgrade included an Advanced Common Flightdeck similar to what was used on the [[McDonnell Douglas MD-11|MD-11]] and was launched in September 1996.<ref name=MD-10_launch>[http://www.boeing.com/news/releases/mdc/96-231.html "McDonnell Douglas and Federal Express to Launch MD-10 Program"] {{webarchive |url=https://web.archive.org/web/20111106194647/http://www.boeing.com/news/releases/mdc/96-231.html |date=November 6, 2011}}. ''McDonnell Douglas'', September 16, 1996. Retrieved: August 6, 2011.</ref> However, the actual avionics are shared with the [[Boeing 717]], using the Honeywell VIA liquid-crystal-displays. The program was continued by Boeing after its merger with McDonnell Douglas in 1997, and the first MD-10 flew on April 14, 1999.<ref>{{Cite web|url=https://www.flightglobal.com/boeing-flies-first-md-10-freighter/25867.article|title=Boeing flies first MD-10 freighter|website=Flight Global}}</ref> The new cockpit eliminated the need for the [[flight engineer]] position and allowed common [[type rating]] with the MD-11. This has allowed companies such as [[FedEx Express]], which operated both the MD-10 and MD-11, to use a common pilot pool for both aircraft.

==Operators==
{{See also|List of McDonnell Douglas DC-10 operators}}
[[File:McDonnell Douglas MD-10-30F of Transportes Aéreos Bolivianos TAB.jpg|thumb|This [[Transportes Aéreos Bolivianos]] (TAB) DC-10-30F is one of the last DC-10s in commercial service as of 2024. The aircraft was converted to MD-10-30F in 2009 and is seen landing at [[Miami International Airport]].<ref>{{cite web|access-date=2024-07-19 |date=2023-02-12 |first=Dave |language=en |last=Hartland |title=The End of an Era: No scheduled DC-10 Service In The US |url=https://avgeekery.com/fedex-retires-the-md-10/ |website=Avgeekery.com}}<!-- auto-translated from Spanish by Module:CS1 translator --></ref>]]

On January 8, 2007, [[Northwest Airlines]] retired its last remaining DC-10 from scheduled passenger service,<ref name=nwa_notice>[http://www.nwa.com/corpinfo/newsc/2007/pr010820071733.html "Northwest Brings Customer Comforts Of Airbus A330 Aircraft To Twin Cities-Honolulu Route."] {{webarchive |url=https://archive.today/20130130073621/http://www.nwa.com/corpinfo/newsc/2007/pr010820071733.html |date=January 30, 2013}} ''Northwest Airlines,'' January 8, 2007. Retrieved: February 9, 2007.</ref> thus ending the aircraft's operations with major airlines. Regarding the retirement of Northwest's DC-10 fleet, Wade Blaufuss, spokesman for the Northwest chapter of the Air Line Pilots Association said, "The DC-10 is a reliable airplane, fun to fly, roomy and quiet, kind of like flying an old [[Cadillac Fleetwood]]. We're sad to see an old friend go."<ref name=nw_retires>Reed, Ted. [http://www.thestreet.com/_tscs/stocks/transportation/10294639.html "End of an Era at Northwest."] {{webarchive |url=https://web.archive.org/web/20060714131120/http://www.thestreet.com/_tscs/stocks/transportation/10294639.html |date=July 14, 2006}} ''[[TheStreet.com]],'' June 30, 2006. Retrieved: February 9, 2007.</ref> [[Biman Bangladesh Airlines]] was the last commercial carrier to operate the DC-10 in passenger service.<ref>{{cite web|title=Fleet Info |publisher=Biman Bangladesh Airlines |url=http://www.biman-airlines.com/about/fleet |archive-url=https://web.archive.org/web/20130801052544/http://www.biman-airlines.com/about/fleet |archive-date=August 1, 2013 |url-status=dead}}</ref><ref name=BBC_Remembering_DC-10/><ref>[http://www.avweb.com/avwebflash/news/Last-Passenger-DC-10-Makes-Last-Flight221084-1.html "Last Passenger DC-10 Makes Last Flight?"] {{Webarchive|url=https://web.archive.org/web/20140301021746/http://www.avweb.com/avwebflash/news/Last-Passenger-DC-10-Makes-Last-Flight221084-1.html |date=March 1, 2014}}. AVweb, December 6, 2013.</ref>  The airline flew the DC-10 on a regular passenger flight for the last time on February 20, 2014, from [[Shahjalal International Airport|Dhaka]], Bangladesh to [[Birmingham Airport|Birmingham]], UK.<ref name=BBC_Remembering_DC-10>{{cite news |first= Tom |last= Richardson |url= https://www.bbc.co.uk/news/uk-england-birmingham-26259236 |title= Remembering the DC-10: End of an era or good riddance? |publisher= BBC News |date= February 22, 2014 |access-date= February 24, 2014 |archive-date= February 24, 2014 |archive-url= https://web.archive.org/web/20140224110744/http://www.bbc.co.uk/news/uk-england-birmingham-26259236 |url-status= live}}</ref><ref>[https://www.usatoday.com/story/todayinthesky/2014/02/21/the-dc-10-makes-its-final-scheduled-passenger-flight/5674881/ "The DC-10 makes its final scheduled passenger flight"] {{Webarchive|url=https://web.archive.org/web/20170711111847/https://www.usatoday.com/story/todayinthesky/2014/02/21/the-dc-10-makes-its-final-scheduled-passenger-flight/5674881/ |date=July 11, 2017}}. USA Today, February 24, 2014.</ref>  Local charter flights were flown in the UK until February 24, 2014.<ref>{{cite web |url=http://worldairlinenews.com/2014/02/25/biman-bangladesh-airlines-operates-the-last-mcdonnell-douglas-dc-10-passenger-flight-2/ |title=Biman Bangladesh Airlines operates the last McDonnell Douglas DC-10 passenger flight |publisher=World Airline News |date=February 25, 2014 |access-date=October 12, 2019 |archive-date=April 14, 2019 |archive-url=https://web.archive.org/web/20190414045255/https://worldairlinenews.com/2014/02/25/biman-bangladesh-airlines-operates-the-last-mcdonnell-douglas-dc-10-passenger-flight-2/ |url-status=live}}</ref> As of September 2024, two DC-10s are in commercial service, one with [[Transportes Aéreos Bolivianos|TAB Airlines]], a [[Bolivians|Bolivian]] [[cargo airline]] operating scheduled flights in the Americas, and one with the Panamanian start-up [[Cargo Three]], also in the Americas.{{citation needed|date=September 2024}}<!-- <ref>{{Cite web |title=FedEx Express ends MD-10 operations |url=https://www.ch-aviation.com/portal/news/123216-fedex-express-ends-md-10-operations |access-date=2023-01-09 |website=ch-aviation |language=en |archive-date=March 3, 2023 |archive-url=https://web.archive.org/web/20230303034545/https://www.ch-aviation.com/portal/news/123216-fedex-express-ends-md-10-operations |url-status=live}}</ref><ref>{{Cite web |last=Hartland |first=Dave |date=2023-02-12 |title=The End of an Era: No scheduled DC-10 Service In The US |url=https://avgeekery.com/fedex-retires-the-md-10/ |access-date=2024-07-19 |website=Avgeekery.com}}</ref><!-- <ref>Thisdell and Seymour ''Flight International'' July 30 – August 5, 2019, p. 46.</ref> -->

Non-airline operators included [[Omega Aerial Refueling Services]] with two DC-10 based KDC-10 [[aerial refueling|tanker aircraft]] and the [[10 Tanker Air Carrier]] with four modified DC-10-30s used for fighting wildfires.<ref>Sarsfield, Kate. [http://www.flightglobal.com/articles/2009/03/30/324526/firefighting-dc-10-available-to-lease.html "Firefighting DC-10 available to lease."] {{Webarchive|url=https://web.archive.org/web/20090401035346/http://www.flightglobal.com/articles/2009/03/30/324526/firefighting-dc-10-available-to-lease.html |date=April 1, 2009}} ''Flight International,'' March 30, 2009.</ref> [[Orbis International]] has used a DC-10 as a flying eye hospital. Surgery is performed on the ground and the operating room is located between the wings for maximum stability.  In 2008, Orbis replaced its aging DC-10-10 with a DC-10-30 jointly donated by FedEx and United Airlines.<ref>Kaminski-Morrow, David. [http://www.flightglobal.com/articles/2008/04/08/222830/orbis-to-convert-ex-united-dc-10-30-into-new-airborne-eye-hospital.html "Orbis to convert ex-United DC-10-30 into new airborne eye hospital."] {{Webarchive|url=https://web.archive.org/web/20080410142035/http://www.flightglobal.com/articles/2008/04/08/222830/orbis-to-convert-ex-united-dc-10-30-into-new-airborne-eye-hospital.html |date=April 10, 2008}} ''Flight International'', April 8, 2008.</ref><ref name=Orbis_MD-10_release/> The newer DC-10 was converted into an MD-10 configuration and began flying as an eye hospital in 2010.<ref name=Orbis_MD-10_release>[http://www.orbis.org/data/2/rec_docs/819_ORB_MD10_ORBISFINAL_11X17.pdf "The ORBIS MD-10 Project."] {{webarchive |url=https://web.archive.org/web/20100613160219/http://orbis.org/data/2/rec_docs/819_ORB_MD10_ORBISFINAL_11X17.pdf |date=June 13, 2010}} ''orbis.org''. Retrieved: September 19, 2010.</ref><ref>[http://www.orbis.org/Default.aspx?cid=8073&lang=1&pre=view "ORBIS Flying Eye Hospital Visits Los Angeles to Collaborate with MD-10 Project Supporters."] {{webarchive |url=https://web.archive.org/web/20100613133522/http://orbis.org/Default.aspx?cid=8073&lang=1&pre=view |date=June 13, 2010}} ''Orbis''. Retrieved: July 11, 2010.</ref><ref>[http://www.slideshare.net/FlyingEyeHospital/819-orb-md10orbisfinal11x17-4739401 "ORBIS Launches MD-10 Flying Eye Hospital Project."] {{Webarchive|url=https://web.archive.org/web/20110801052856/http://www.slideshare.net/FlyingEyeHospital/819-orb-md10orbisfinal11x17-4739401 |date=August 1, 2011}} ''slideshare.net.'' Retrieved: September 19, 2010.</ref> A modified DC-10 is operated by the [[Missile Defense Agency]] as the Widebody Airborne Sensor Platform (WASP).<ref>{{cite book |last1=United States Department of Defense |title=Ballistic Missile Defense System (BMDS): Environmental Impact Statement |date=2007 |page=CVI |url=https://books.google.com/books?id=sxQ0AQAAMAAJ |access-date=10 September 2023 |language=en |archive-date=October 3, 2023 |archive-url=https://web.archive.org/web/20231003180513/https://books.google.com/books?id=sxQ0AQAAMAAJ |url-status=live}}</ref>

===Airworthy aircraft===
{{Unreferenced section|date=January 2025}}
{{Asof|December 2024}}, there are 10 aircraft that are airworthy:
*one with [[Transportes Aéreos Bolivianos]] (TAB) Cargo services ({{Nowrap|MD-10-30F}});
*one as [[Orbis International]] (OI) flying hospital ({{Nowrap|MD-10-30F}});
*four as {{Nowrap|aircraft-firefighter}} /10 Tanker service as [[DC-10 Air Tanker|{{Nowrap|DC-10}} Air Tanker]]/;
*two with [[Omega Aerial Refueling Services]] (OARS) as {{Nowrap|KDC-10}};
**N974VV as a {{Nowrap|last-flying}} {{Nowrap|PW-engined}} {{Nowrap|DC-10}};
*one with [[Cargo Three|Cargo Three]]{{Clarify|date=September 2025}} ({{Nowrap|MD-10-30F}}).

==Accidents and incidents==
As of February 2025, the DC-10 had been involved in 55 [[aviation accidents and incidents|accidents and incidents]],<ref>[http://aviation-safety.net/database/dblist.php?Type=352 "McDonnell Douglas DC-10 incidents."] {{Webarchive|url=https://web.archive.org/web/20081202135601/http://aviation-safety.net/database/dblist.php?Type=352 |date=December 2, 2008}} [[Aviation Safety Network]]'', May 10, 2015. Retrieved: May 12, 2015.</ref> including 32 [[hull-loss]] accidents,<ref>[http://aviation-safety.net/database/dblist.php?field=typecode&var=352%&cat=%1&sorteer=datekey&page=1 "McDonnell Douglas DC-10 hull-losses."] {{Webarchive|url=https://web.archive.org/web/20081202135612/http://aviation-safety.net/database/dblist.php?field=typecode&var=352%&Cat=%1&sorteer=datekey&page=1 |date=December 2, 2008}} ''Aviation-Safety.net'', May 10, 2015. Retrieved: May 12, 2015.</ref> with 1,261 occupant fatalities.<ref name=AS_DC-10_stats>[http://aviation-safety.net/database/type/type-stat.php?type=352 "McDonnell Douglas DC-10 Statistics."] {{Webarchive|url=https://web.archive.org/web/20110727182839/http://aviation-safety.net/database/type/type-stat.php?type=352 |date=July 27, 2011}} ''Aviation Safety Network'' May 10, 2015. Retrieved: May 12, 2015.</ref> Of these accidents and incidents, it has been involved in nine [[aircraft hijacking|hijackings]] resulting in one death and a [[UTA Flight 772|bombing]] resulting in 170 occupant fatalities.<ref name=AS_DC-10_stats/> Despite its poor safety record in the 1970s, which gave it an unfavorable reputation,<ref name=ancpress_Survive>Hopfinger, Tony. [https://web.archive.org/web/20070312222439/http://www.anchoragepress.com/newarchives/feature1vol12ed43.html "I Will Survive: Laurence Gonzales: 'Who Lives, Who Dies, and Why'."] ''[[Anchorage Press]]'', October 23–29, 2003. Retrieved: August 27, 2009.</ref> the DC-10 has proved to be a reliable aircraft with a low overall accident rate as of 1998.<ref name=Endres_p109>{{harvnb|Endres|1998|p=109}}</ref> The DC-10's initially poor safety record has continuously improved as design flaws were rectified and fleet hours increased.<ref name=Endres_p109/> The DC-10's lifetime safety record is comparable to similar second-generation passenger jets as of 2008.<ref>[http://www.boeing.com/news/techissues/pdf/statsum.pdf "Statistical Summary of Commercial Jet Airplane Accidents (1959–2008)."] {{Webarchive|url=https://web.archive.org/web/20030915090234/http://www.boeing.com/news/techissues/pdf/statsum.pdf |date=September 15, 2003}} ''Boeing.'' Retrieved: January 11, 2010.</ref>

===Cargo door issues===
{{main|American Airlines Flight 96|Turkish Airlines Flight 981}}

{{multiple image
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| caption2          = The DC-10s involved in American Airlines Flight 96 (top) and Turkish Airlines Flight 981 (bottom)
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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 [[pressurization]] of the fuselage at high altitudes, outward-opening doors must use heavy locking mechanisms. In the event of a door lock malfunction, there is greater potential for [[explosive decompression]].<ref name=waddington_p85-6>{{harvnb|Waddington|2000|pp=85–86}}</ref>

On June 12, 1972, [[American Airlines Flight 96]] lost its [[aft]] cargo door above [[Windsor, Ontario]]. Before takeoff, the door appeared secure, but the internal locking mechanism was not fully engaged. When the aircraft reached approximately {{convert|11750|ft|m}} in altitude, the door blew out, and the resulting explosive decompression collapsed the cabin floor.<ref name=aci>"Behind Closed Doors". ''Air Crash Investigation, Mayday (TV series)''. [[National Geographic Channel]], Season 5, Number 2.</ref> Many control cables to the [[empennage]] were cut, leaving the pilots with very limited control of the aircraft.<ref name=fielder_birsch_p94>{{harvnb|Fielder|Birsch|1992|p=94}}</ref><ref>[http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR73-02.pdf "NTSB-AAR-73-02 Report, Aircraft Accident Report: American Airlines, Inc. McDonnell Douglas DC-10-10, N103AA. Near Windsor, Ontario, Canada. June 12, 1972"] {{Webarchive|url=https://web.archive.org/web/20171025060546/http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR73-02.pdf |date=October 25, 2017}}. ''[[National Transportation Safety Board]]'', Washington, DC, February 28, 1973.</ref> Despite this, the crew performed a safe emergency landing.{{sfn|Waddington|2000|p=67}} US [[National Transportation Safety Board]] (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.<ref name=aci /><ref name="fielder 3">{{harvnb|Fielder|Birsch|1992|p=3}}</ref> Although many carriers voluntarily modified the cargo doors, no [[airworthiness directive]] was issued, due to a [[gentlemen's agreement]] between the head of the FAA, [[John H. Shaffer]], and the head of McDonnell Douglas's aircraft division, Jackson McGowen.<ref>{{Cite news |last=Witkin |first=Richard |date=1974-03-27 |title=Change on DC-10 Called Optional |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/1974/03/27/archives/change-on-dc10-called-optional-faa-aide-says-an-accord-with-builder.html |access-date=2023-10-31 |issn=0362-4331 |archive-date=October 31, 2023 |archive-url=https://web.archive.org/web/20231031151352/https://www.nytimes.com/1974/03/27/archives/change-on-dc10-called-optional-faa-aide-says-an-accord-with-builder.html |url-status=live}}</ref> McDonnell Douglas made some modifications to the cargo door, but the basic design remained unchanged, and problems persisted.<ref name=aci /><ref name="fielder 45">{{harvnb|Fielder|Birsch|1992|pp=4–5}}</ref>

On March 3, 1974, in an accident circumstantially similar to American Airlines Flight 96, a cargo-door blowout caused [[Turkish Airlines Flight 981]] to crash near [[Ermenonville]], France;<ref name=aci /><ref name="fielder 5">{{harvnb|Fielder|Birsch|1992|p=5}}</ref> with 346 passengers and crew fatalities, this was the deadliest air crash in history, and it remains the deadliest single-aircraft accident without survivors.<ref>[https://news.google.com/newspapers?nid=888&dat=19740304&id=p-tRAAAAIBAJ&sjid=RnMDAAAAIBAJ&pg=4842,3446994 "Plane crash in France kills 346"] {{Webarchive|url=https://web.archive.org/web/20191213002438/https://news.google.com/newspapers?nid=888&dat=19740304&id=p-tRAAAAIBAJ&sjid=RnMDAAAAIBAJ&pg=4842%2C3446994 |date=December 13, 2019}}. ''St. Petersburg Times'', March 4, 1974. Retrieved: May 30, 2012.</ref> 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.<ref name=aci /> 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.<ref name=TA_Flt_981>[http://www.aaib.gov.uk/sites/aaib/cms_resources/8-1976%20TC-JAV.pdf "Turkish Airlines DC-10, TC-JAV. Report on the accident in the Ermenonville Forest, France on March 3, 1974"] {{Webarchive|url=https://web.archive.org/web/20090316163103/http://www.aaib.gov.uk/sites/aaib/cms_resources/8-1976%20TC-JAV.pdf |date=March 16, 2009}}. ''UK Air Accidents Investigation Branch (AAIB)'', February 1976.</ref> Following this crash, a special subcommittee of the [[United States House of Representatives]] investigated the cargo-door issue and the certification by the [[Federal Aviation Administration]] (FAA) of the original design.<ref name=Endres_p55/> An airworthiness directive was issued, and all DC-10s underwent mandatory door modifications.<ref name=Endres_p55>{{harvnb|Endres|1998|p=55}}</ref> The DC-10 experienced no more major incidents related to its cargo door after FAA-approved changes were made.<ref name=aci />

===Engine-related accidents===
{{main|American Airlines Flight 191|United Airlines Flight 232}}

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| width             = 250
| image1            = McDonnell Douglas DC-10-10, American Airlines JP5931060.jpg
| alt1              = 
| image2            = United 232.jpg
| alt2              = 
| caption2          = The DC-10s involved in American Airlines Flight 191 (top) and United Airlines Flight 232 (bottom)
}}

On May 25, 1979, [[American Airlines Flight 191]] crashed immediately after [[takeoff]] from [[Chicago O'Hare Airport]].<ref name=ASN-AA191/> Its left engine and [[aircraft pylon|pylon]] assembly swung upward over the top of the wing and fell away, severing the [[leading edge slat]] actuator hydraulic lines. The slats retracted under the [[aerodynamic force]]s, causing the left wing to [[Stall (fluid dynamics)|stall]]. This, combined with [[asymmetric thrust]] 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.<ref name=Endres_p62>{{harvnb|Endres|1998|p=62}}</ref> Following the crash, the FAA withdrew the DC-10's [[type certificate]] on June 6, 1979, grounding all US-registered DC-10s and those from nations with agreements with the United States, and banning all DC-10s from US airspace.<ref>{{cite web |url= https://lessonslearned.faa.gov/American191/AvWeek%20-%20Certificate%20lifted.pdf |title= DC-10 Type Certificate Lifted |magazine= Aviation Week |date= June 11, 1979 |first= David M. |last= North |access-date= September 17, 2020 |archive-date= April 20, 2021 |archive-url= https://web.archive.org/web/20210420223649/https://lessonslearned.faa.gov/American191/AvWeek%20-%20Certificate%20lifted.pdf |url-status= live}}</ref><ref name="fielder 78">{{harvnb|Fielder|Birsch|1992|pp=7–8}}</ref> These measures were rescinded five weeks later on July 13, 1979, after the slat actuation and position systems were modified, along with stall warning and power supply changes.<ref name=AAR79-17>{{cite web |url= http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR79-17.pdf |title= Aircraft Accident report, DC-10-10, N110A |publisher= NTSB |date= December 21, 1979 |access-date= September 24, 2009 |archive-date= January 29, 2019 |archive-url= https://web.archive.org/web/20190129200349/http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR79-17.pdf |url-status= live}}</ref><ref name=Endres_p63-4>{{harvnb|Endres|1998|pp=63–64}}</ref> 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.<ref name=AAR79-17/><ref name=ASN-AA191>{{cite web |url= http://aviation-safety.net/database/record.php?id=19790525-2 |title= Aircraft accident McDonnell Douglas DC-10-10 N110AA Chicago-O'Hare International Airport, IL (ORD) |work= Aviation Safety network |date= September 16, 2020 |access-date= May 29, 2007 |archive-date= January 10, 2011 |archive-url= https://web.archive.org/web/20110110032908/http://aviation-safety.net/database/record.php?id=19790525-2 |url-status= live}}</ref>

On July 19, 1989, [[United Airlines Flight 232]] crashed at [[Sioux City, Iowa]], after an [[uncontained engine failure]] of the tail engine earlier in the flight disabled all hydraulic systems and rendered most flight controls inoperable. The flight crew, assisted by a [[Deadheading (employee)|deadheading]] DC-10 flight instructor, performed a partially controlled emergency landing by constantly adjusting the thrust of the remaining two engines; 184 people on board survived, but 112 others died, and the aircraft was destroyed.<ref name=ntsb_AAR-90-06/> The DC-10 was designed without backup flight controls because it was 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.<ref name=ntsb_AAR-90-06>"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" [https://www.ntsb.gov/investigations/summary/AAR9006.html summary] {{Webarchive|url=https://web.archive.org/web/20220118071600/https://www.ntsb.gov/investigations/summary/AAR9006.html |date=January 18, 2022}}, {{usurped|[https://web.archive.org/web/20110104033524/http://www.airdisaster.com/reports/ntsb/AAR90-06.pdf report]}}. ''NTSB'', November 1, 1990.</ref><ref name="fielder 910">{{harvnb|Fielder|Birsch|1992|pp=9–10}}</ref> Following the accident, [[Fuse (hydraulic)|hydraulic fuses]] 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.<ref name=NTSB_Letter_2003>[https://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20020510X00653&ntsbno=WAS02RA037&akey=1 "WAS02RA037, NTSB Factual Report"] {{Webarchive|url=https://web.archive.org/web/20181122005648/https://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20020510X00653&ntsbno=WAS02RA037&akey=1 |date=November 22, 2018}}. ''NTSB''.</ref><ref name="fielder 10">{{harvnb|Fielder|Birsch|1992|p=10}}</ref>

===Other accidents with fatalities===
* November 3, 1973: [[National Airlines Flight 27]], a DC-10-10 cruising at {{convert|39,000|ft|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.<ref name="job">{{cite book|first=Mcarthur|last=Job |title=Air Disaster |volume=1| publisher=Aerospace Publications Pty Ltd |year=1994 |isbn=1-875671-11-0}}</ref>
* March 1, 1978: [[Continental Airlines Flight 603]], a DC-10-10, commenced a takeoff from [[Los Angeles International Airport]] when the [[Tire#Retreading|recapped]] 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 injuries sustained in the accident.<ref>{{ASN accident|id=19780301-0|accessdate=November 23, 2020|title=N68045}}</ref>
* October 31, 1979: [[Western Airlines Flight 2605]], a DC-10-10, collided with construction equipment after landing on a closed runway at Mexico City International Airport, killing 72 of the 88 people on board and one person on the ground. The crash was caused by failure to follow proper landing guidelines in consideration of the fog on the runway.<ref>{{cite web|url=https://aviation-safety.net/database/record.php?id=19791031-0|title=Accident description|website=Aviation-safety.net|access-date=January 24, 2017|archive-date=February 2, 2017|archive-url=https://web.archive.org/web/20170202040353/https://aviation-safety.net/database/record.php?id=19791031-0|url-status=live}}</ref>
* November 28, 1979: [[Air New Zealand Flight 901]], DC-10-30 ZK-NZP, crashed into [[Mount Erebus]] on [[Ross Island]], Antarctica during a sightseeing flight over the continent, killing all 257 on board. The accident was caused by the flight coordinates being altered without the flight crew's knowledge, combined with unique Antarctic weather conditions.<ref>{{cite encyclopedia |first= Nancy |last= Swarbrick |title= Air crashes – The 1979 Erebus crash |encyclopedia= Te Ara – the Encyclopedia of New Zealand |date= July 13, 2012 |url= http://www.teara.govt.nz/en/air-crashes/page-5 |access-date= May 24, 2015 |archive-date= May 24, 2015 |archive-url= https://web.archive.org/web/20150524095605/http://www.teara.govt.nz/en/air-crashes/page-5 |url-status= live}}</ref>
* January 23, 1982: [[World Airways Flight 30]], DC-10-30CF registration N113WA, overran the runway at [[Boston Logan International Airport]] 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.<ref name="ntsb">{{cite web |date=July 10, 1985 |title=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) |url=http://www.airdisaster.com/reports/ntsb/AAR85-06.pdf |url-status=usurped |archive-url=https://web.archive.org/web/20051029155153/http://www.airdisaster.com/reports/ntsb/AAR85-06.pdf |archive-date=October 29, 2005 |access-date=January 15, 2013 |publisher=[[National Transportation Safety Board]]}}</ref>
* September 13, 1982: [[Spantax Flight 995]], DC-10-30CF EC-DEG, was destroyed by fire after an aborted take-off at [[Málaga]], Spain. A total of 50 passengers were killed and 110 injured due to the flames.<ref>{{ASN accident|id=19820913-0|accessdate=November 23, 2020|title=EC-DEG}}</ref>
* July 24, 1987: [[Air Afrique Flight 056]], flying from [[Rome Fiumicino Airport|Fiumicino Airport]], Italy, to [[Charles de Gaulle Airport]], France, was hijacked immediately after departure. The aircraft thereafter landed at [[Geneva]], Switzerland, for refueling. During the stopover, the hijacker executed a 28-year-old passenger. The aircraft was later stormed by Swiss police and the hijacker was subdued.<ref>{{Cite web |last=Ranter |first=Harro |title=Unlawful Interference McDonnell Douglas DC-10-30 TU-TAL, Friday 24 July 1987 |url=https://asn.flightsafety.org/wikibase/326727 |access-date=2025-02-24 |website=asn.flightsafety.org}}</ref>
* July 27, 1989: [[Korean Air Flight 803]], DC-10-30 HL7328, crashed short of the runway in bad weather while trying to land at [[Tripoli, Libya]]. Seventy-five of the 199 on board plus another four people on the ground were killed in the accident.<ref>{{Cite web |title=DC-10 accident entry: July 27, 1989 |url=http://aviation-safety.net/database/record.php?id=19890727-0 |archive-url=https://web.archive.org/web/20110727180050/http://aviation-safety.net/database/record.php?id=19890727-0 |archive-date=July 27, 2011 |access-date=July 11, 2010 |website=Aviation Safety Network}}</ref>
* September 19, 1989: [[UTA Flight 772]], DC-10-30 N54629, crashed in the [[Ténéré]] Desert in [[Niger]] following an in-flight bomb explosion, killing all 170 people on board.<ref>{{ASN accident|id=19890919-1|accessdate=November 23, 2020|title=N54629}}</ref>
* December 21, 1992: [[Martinair Flight 495]], DC-10-30CF PH-MBN, crashed while landing in bad weather at [[Faro, Portugal]], killing 54 passengers and crew.<ref>{{Cite news |url=https://www.nytimes.com/1992/12/22/world/crash-of-a-dutch-dc-10-kills-54-at-a-resort-airport-in-portugal.html?mcubz=0 |work=[[The New York Times]] |date=December 22, 1992 |title=Crash of a Dutch DC-10 kills 54 at a resort airport in Portugal |access-date=February 2, 2017 |archive-date=September 18, 2017 |archive-url=https://web.archive.org/web/20170918064937/http://www.nytimes.com/1992/12/22/world/crash-of-a-dutch-dc-10-kills-54-at-a-resort-airport-in-portugal.html?mcubz=0 |url-status=live}}</ref><ref>{{Cite news |url=http://www.lexisnexis.com/ |title= Survivors relive horror as 54 die in crash |date=December 22, 1992 |work= The Toronto Star |via=Lexus Nexus |access-date=February 2, 2017}}</ref>
* June 13, 1996: [[Garuda Indonesia Flight 865]], DC-10-30 PK-GIE, had just taken off from [[Fukuoka Airport]], Japan, when a high-pressure blade from 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 {{convert|1600|ft|m|abbr=on}} past it, losing one of its engines and its landing gear. Three passengers perished in the accident.<ref>{{ASN accident|id=19960613-0|accessdate=November 23, 2020|title=PK-GIE}}</ref>
*December 21, 1999: [[Cubana de Aviación Flight 1216]], DC-10-30 F-GTDI, overran the runway at [[La Aurora International Airport]], [[Guatemala City]]. Eight passengers and eight crew members on board were killed, as were two people on the ground.<ref>{{cite web|last=Ranter|first=Harro|title=ASN Aircraft accident McDonnell Douglas DC-10-30 F-GTDI Guatemala City-La Aurora Airport (GUA)|url=https://aviation-safety.net/database/record.php?id=19991221-0|access-date=March 13, 2021|website=aviation-safety.net|archive-date=February 8, 2022|archive-url=https://web.archive.org/web/20220208075245/https://aviation-safety.net/database/record.php?id=19991221-0|url-status=live}}</ref>

===Other hull losses===
* December 17, 1973: [[Iberia Airlines Flight 933]] crashed and struck the ALS system at [[Boston Logan International Airport]] which collapsed the front landing gear. All 168 passengers and crew survived. This is the first hull loss of a DC-10 aircraft.<ref>{{ASN accident|id=19731217-2|accessdate=November 23, 2020|title=EC-CBN}}</ref>
* November 12, 1975: [[Overseas National Airways Flight 032|Overseas National Airways (ONA) Flight 032]], DC-10-30CF N1032F, accelerated through a flock of seagulls during its takeoff roll from [[John F. Kennedy International Airport]] on a [[ferry flight]]. The captain initiated a [[rejected takeoff]], but the right-hand engine sustained an uncontained failure, causing partial failures of the braking and hydraulic systems and blowouts of several main landing gear tires. The pilots steered off the runway to avoid plowing into a [[blast fence]], collapsing the landing gear and rupturing a fuel tank; the ensuing fire destroyed the aircraft. All 139 on board—all ONA employees—survived with 32 suffering injuries. [[General Electric Aircraft Engines]] dissented from the NTSB's conclusion that the [[bird strike]] caused the accident, stating that the engine failure was caused by ingestion of debris from a wheel and tire failure prior to the collision with the gulls.<ref>{{Cite web|title=Lessons Learned - McDonnell Douglas DC-10-30 - Overseas National Airways Flight 032, N1032F |url=https://www.faa.gov/lessons_learned/transport_airplane/accidents/N1032F |access-date= September 6, 2025 |website=lessonslearned.faa.gov |date=December 20, 2022}}</ref>
* January 2, 1976: [[Saudi Arabian Airlines]] Flight 5130, DC-10-30CF N1031F leased from ONA, landed short of the runway at [[Istanbul-Yesilköy Airport]], 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 [[radar altimeter]] for altitude reference over irregular terrain.<ref>NTSB report, Identification: DCA76RA017 {{full citation needed|This cite needs filling out|date=November 2020}}</ref><ref>{{ASN accident|id=19760102-0|accessdate=November 24, 2020|title=N1031F}}</ref>
* December 3, 1983: [[Korean Air Lines Flight 084]], DC-10-30 freighter HL7339, collided head-on during the takeoff roll with SouthCentral Air Flight 59, [[Piper PA-31]] N35206, which was taking off from [[Anchorage International Airport]]. 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.<ref>{{cite web|url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR8410.pdf|title=Korean Air Lines McDonnell Douglas DC-10-30, HL7339, SouthCentral Air Piper PA-31-350, N35206, Anchorage, Alaska, December 23, 1983|date=August 9, 1984|publisher=[[National Transportation Safety Board]]|archiveurl=https://web.archive.org/web/20210825194138/https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR8410.pdf|archivedate=August 25, 2021|accessdate=August 29, 2021}}</ref>
* May 21, 1988: American Airlines Flight 70, DC-10-30 N136AA, overran Runway 35L at [[Dallas/Fort Worth International Airport]] (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 [[brake pad]]s could stop the aircraft during a rejected takeoff, and 8 of the 10 worn pad sets had failed.<ref>{{cite web|title=NTSB Aviation Accident Final Report FTW88NA106|url=https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20001213X25705&AKey=1&RType=Final&IType=NA|work=[[National Transportation Safety Board]]|access-date=April 15, 2020|archive-date=August 16, 2022|archive-url=https://web.archive.org/web/20220816092000/https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20001213X25705&AKey=1&RType=Final&IType=NA|url-status=live}}</ref><ref>{{cite web|title=ASN Accident Description|url=http://aviation-safety.net/database/record.php?id=19880521-0|work=Aviation Safety Network|access-date=May 31, 2011|archive-url=https://web.archive.org/web/20121107013239/http://aviation-safety.net/database/record.php?id=19880521-0|archive-date=November 7, 2012|url-status=live}}</ref>
* April 14, 1993: [[American Airlines Flight 102]], 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.<ref>{{cite report|title=Aviation Accident Report|url=http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR94-01.pdf|work=[[National Transportation Safety Board]]|docket=NTSB/AAR-94/01|date=February 14, 1994|access-date=December 10, 2021|archive-date=November 27, 2021|archive-url=https://web.archive.org/web/20211127170845/https://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR94-01.pdf|url-status=live}}</ref><ref>{{cite web|title=ASN Accident Description|url=http://aviation-safety.net/database/record.php?id=19930414-1|work=Aviation Safety Network|access-date=May 31, 2011|archive-url=https://web.archive.org/web/20120129165518/http://aviation-safety.net/database/record.php?id=19930414-1|archive-date=January 29, 2012|url-status=live}}</ref><ref>{{cite news |title=30 Hurt After Jet Slides Off Runway – Passengers Injured During Exit on Escape Chutes |first1=Nancy |last1=St. Pierre |first2=Terry |last2=Box |first3=Karen |last3=Lincoln Michel |first4=Stacey |last4=Freedenthal |url=http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:DMNB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0ED3D37DDB3518E8&svc_dat=InfoWeb:aggregated5&req_dat=1000BC63AFF86032 |newspaper=The Dallas Morning News |date=April 15, 1993 |access-date=May 31, 2012 |archive-date=January 18, 2022 |archive-url=https://web.archive.org/web/20220118170511/http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:DMNB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0ED3D37DDB3518E8&svc_dat=InfoWeb:aggregated5&req_dat=1000BC63AFF86032 |url-status=live}}</ref>
* September 5, 1996: [[FedEx Express Flight 1406]], 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 [[Stewart International Airport]] in Newburgh, New York, however after evacuating all 5 crew members the aircraft was consumed by fire and destroyed. 
* December 18, 2003: [[FedEx Express Flight 647]], MD-10-10F N364FE, was destroyed by fire after the right main landing gear collapsed due to a [[hard landing]] 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.
* July 28, 2006: [[FedEx Express Flight 630]], 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.
* October 28, 2016: [[FedEx Express Flight 910]], 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.

===Other notable incidents===
* November 26, 1975: [[American Airlines Flight 182]], a DC-10-10, was involved in a near mid-air collision with TWA Flight 37, a L-1011, over Michigan. 24 on board the DC-10 were injured.{{cn|date=July 2025}}
* February 28, 1984: [[Scandinavian Airlines System Flight 901]], DC-10-30 LN-RKB, overran the runway on landing at [[John F. Kennedy International Airport]]. All 177 passengers and crew members on board survived with 12 suffering injuries. The runway overshoot was attributed to the crew's failure to monitor their airspeed, and their overreliance on the [[autothrottle]].
* April 7, 1994: The flight crew of [[Federal Express Flight 705]], DC-10-30 N306FE, was attacked by a deadheading FedEx employee in an attempted [[murder-suicide]] intended to cause the aircraft to crash. The seriously injured crew returned to [[Memphis International Airport]] after subduing the hijacker, using [[aerobatic]] maneuvers and damaging the aircraft in the process. The aircraft was repaired and returned in service.<ref>[https://aviation-safety.net/database/record.php?id=19940407-0 "FedEX Flight 705 Hijacking, April 7, 1994"] {{Webarchive|url=https://web.archive.org/web/20160308005043/https://aviation-safety.net/database/record.php?id=19940407-0 |date=March 8, 2016}}. Aviation Safety Network, Flight Safety Foundation</ref>
* 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 [[Charles de Gaulle Airport]] upon takeoff. Minutes later, [[Air France Flight 4590]], operated by a [[Concorde]], 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 [[Unapproved aircraft part|not approved]] by the FAA.<ref>{{cite web |url=http://www.flightglobal.com/news/articles/39poor-repair39-to-dc-10-was-cause-of-concorde-crash-121739/ |title='Poor repair' to DC-10 was cause of Concorde crash |publisher=[[FlightGlobal]]|date=October 24, 2000 |access-date=February 24, 2014 |archive-date=February 28, 2014 |archive-url=https://web.archive.org/web/20140228074940/http://www.flightglobal.com/news/articles/39poor-repair39-to-dc-10-was-cause-of-concorde-crash-121739/ |url-status=live}}</ref>
* January 31, 2001: Japan Airlines Flight 958, DC-10-40D JA8546, was involved in a [[2001 Japan Airlines mid-air incident|midair near collision]] with a Japan Airlines [[Boeing 747-400]] near [[Yaizu]]. Both flight crews performed evasive maneuvers; all 677 aboard both aircraft survived, with nine aboard the 747-400 seriously injured.<ref>{{cite news|url=https://news.bbc.co.uk/2/hi/asia-pacific/1145914.stm|title=Signals blamed for near collision|work=[[BBC]]|date=February 2, 2001|access-date=December 11, 2009}}</ref>

==Aircraft on display==
[[File:La Tante DC10 Restaurant 1.jpg|thumb|right|DC-10-30 9G-ANB in use as the [[La Tante DC10 Restaurant]] in [[Accra]], [[Ghana]]. The restaurant closed in 2023 and the aircraft was scrapped.<ref>{{cite web|url=https://yen.com.gh/business-economy/economy/242768-ghana-airways-plane-turned-resuturant-reportedly-closes-10-years/ |title=Ghana Airways Plane Turned Into Restaurant Reportedly Closes Down: La Tante DC10 Towed From Location |last=Adogla-Bessa |first=Delali |date=September 28, 2023 |access-date=June 5, 2025 |website=yen.com.gh}}</ref>]] 
* The preserved forward fuselage segment of [[Monarch Airlines]]' DC-10-30, G-DMCA,<ref>{{cite web |url=https://www.runwayvisitorpark.co.uk |title=Visit the Runway Visitor Park this Summer |archive-url=https://web.archive.org/web/20231029223158/https://www.runwayvisitorpark.co.uk/ |archive-date=October 29, 2023}}</ref>{{better source needed|date=July 2017}} is on display at [[Manchester Airport]] Runway Visitor Park, where it is used for teaching and school visits.
* DC-10-10 N220AU "Flying Eye Hospital" previously owned by [[Orbis International]] was retired in 2016 following its replacement with another DC-10, and is currently on display at the [[Pima Air & Space Museum]] in Tucson, Arizona.<ref>{{cite web|title=DC 10|url=http://www.pimaair.org/aircraft-by-name/item/dc-10|website=Pima Air & Space Museum|publisher=PimaAir.org|access-date=July 7, 2017|archive-date=May 10, 2017|archive-url=https://web.archive.org/web/20170510161452/http://www.pimaair.org/aircraft-by-name/item/dc-10|url-status=dead}}</ref><ref>{{cite news|last1=Gurrola|first1=Adrian|title=Flying eye hospital makes final stop in Southern Arizona|url=http://www.kvoa.com/story/33653939/flying-eye-hospital-makes-final-stop-in-southern-arizona|access-date=July 7, 2017|work=News 4 Tucson|publisher=KVOA.com|date=November 22, 2016|archive-date=May 10, 2017|archive-url=https://web.archive.org/web/20170510115409/http://www.kvoa.com/story/33653939/flying-eye-hospital-makes-final-stop-in-southern-arizona|url-status=dead}}</ref>
* 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 Bali.<ref>{{cite web|url=https://mixmag.asia/read/20-photos-of-balis-hi-fi-nightclub-built-in-an-abandoned-dc-10-airplane-local|title=20 photos of Bali's Hi-Fi nightclub built in an abandoned DC-10 airplane|website=Mixmag Asia|access-date=April 28, 2020|archive-date=January 17, 2022|archive-url=https://web.archive.org/web/20220117170152/https://mixmag.asia/read/20-photos-of-balis-hi-fi-nightclub-built-in-an-abandoned-dc-10-airplane-local|url-status=live}}</ref>

==Specifications==
{{Overly detailed|section|nosplit=1|details=per [[WP:AIRMOS]], this section should cover the specifications of only a single variant|date=June 2025}}
[[File:McDonnell Douglas DC-10-30 v1.0.png|thumb|upright=2|The schematic of the McDonnell Douglas DC-10-30 (side, top, front, cross-section)]]

{| class="wikitable" style="text-align:center"
|+ DC-10 Airplane Characteristics<ref>{{cite web |url= https://www.boeing.com/resources/boeingdotcom/commercial/airports/acaps/dc10.pdf |title= DC-10 Airplane Characteristics for Airport Planning |date= May 2011 |publisher= McDonnell Douglas |access-date= December 2, 2018 |archive-date= December 7, 2019 |archive-url= https://web.archive.org/web/20191207003212/https://www.boeing.com/resources/boeingdotcom/commercial/airports/acaps/dc10.pdf |url-status= live}}</ref>
!Variant
! -10 !! -30 !! -40
|-
![[Cockpit]] [[crew]]
| colspan=3 | Three
|-
! Std. seating
| colspan=3 | 270 (222Y 8-abreast @ 34" + 48J 6-abreast @ 38")
|-
! Max. seating
| colspan=3 | 399Y (10-abreast @ 29–34" pitch) layout, FAA exit limit: 380<ref name=TCDS/>
|-
! Cargo
|colspan=3 | 26 [[Unit Load Device|LD3]] layout, main deck: 22 88×125″ or 30 88×108″ pallets
|-
!Length
| 182&nbsp;ft 3.1&nbsp;in / 55.55&nbsp;m || 181&nbsp;ft 7.2&nbsp;in / 55.35&nbsp;m || 182&nbsp;ft 2.6&nbsp;in / 55.54&nbsp;m
|-
!Height
| 57&nbsp;ft 6&nbsp;in / 17.53&nbsp;m || colspan=2 | 57&nbsp;ft 7&nbsp;in / 17.55&nbsp;m
|-
![[Wingspan]]
| 155&nbsp;ft 4&nbsp;in / 47.35&nbsp;m || colspan=2 | 165&nbsp;ft 4&nbsp;in / 50.39&nbsp;m
|-
! Wing area<ref name=Boeing2007>{{cite web |url= https://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/historical/dc10-passenger.pdf |title= DC-10 |publisher= Boeing |date= 2007 |access-date= December 2, 2018 |archive-date= December 7, 2019 |archive-url= https://web.archive.org/web/20191207003233/http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/historical/dc10-passenger.pdf |url-status= live}}</ref>
| {{cvt|3550|sqft}} || colspan=2 | {{cvt|3647|sqft}}
|-
!Width
| colspan=3 | 19&nbsp;ft 9&nbsp;in (6.02&nbsp;m) fuselage, <!--p18-21: 57.5*2+16.5*2+76=54*3+31*2=42+19*2+82+62=224--> {{cvt|224|in|cm|0}} interior <!--18&nbsp;ft 2 in (5.54 m) interior floor-->
|-
![[Operating empty weight|OEW]] (pax)
| 240,171&nbsp;lb / 108,940&nbsp;kg || 266,191&nbsp;lb / 120,742&nbsp;kg || 270,213&nbsp;lb / 122,567&nbsp;kg
|-
![[Maximum take-off weight|MTOW]]
| 430,000&nbsp;lb / 195,045&nbsp;kg || colspan=2 | 555,000&nbsp;lb / 251,744&nbsp;kg
|-
! Max. payload
| 94,829&nbsp;lb / 43,014&nbsp;kg || 101,809&nbsp;lb / 46,180&nbsp;kg || 97,787&nbsp;lb 44,356&nbsp;kg
|-
![[Fuel tank|Fuel capacity]]
| 21,762 US gal / 82,376&nbsp;L || colspan=2 | 36,652 US gal / 137,509&nbsp;L
|-
![[Jet engine|Engines]] ×3
| [[General Electric CF6|GE CF6]]-6D || GE CF6-50C || [[Pratt & Whitney JT9D|PW JT9D]]-20 / -59A
|-
![[Thrust|Thrust ×3]]<ref name=Boeing2007/>
| 40,000&nbsp;lbf / 177.92&nbsp;kN || 51,000&nbsp;lbf / 226.85&nbsp;kN || 53,000&nbsp;lbf / 235.74&nbsp;kN
|-
!Cruise
| colspan="4" | {{cvt|0.82|Mach|altitude_ft=35000|kn km/h mph|0}} typical, {{cvt|0.88|Mach|altitude_ft=35000|kn km/h mph|0}} MMo<ref name=TCDS/>
|-
!Range{{efn|M0.82, 270 pax @ {{cvt|205|lb|kg|disp=or}} each}}<!--PL/range charts for {{cvt|55,350|lb|kg}}-->
|| {{cvt|3500|nmi}} || {{cvt|5200|nmi}} || {{cvt|5100|nmi}}
|-
![[Takeoff]]{{efn|MTOW, SL, ISA}}
| {{cvt|9000|ft}} || {{cvt|10500|ft}} || {{cvt|9500|ft}}
|-
![[Ceiling (aeronautics)|Ceiling]]
| colspan=3 | {{cvt|42,000|ft|m|-2}}<ref name=TCDS>{{cite web |url= https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/2cf3306625f6fd1586258281006f6d29/$FILE/A22WE_Rev_13.pdf |title= Type Certificate Data Sheet A22WE |date= April 30, 2018 |publisher= FAA |access-date= December 2, 2018 |archive-date= November 3, 2021 |archive-url= https://web.archive.org/web/20211103074117/https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/2cf3306625f6fd1586258281006f6d29/$FILE/A22WE_Rev_13.pdf |url-status= dead}}</ref>
|}
{{Notelist}}

==Deliveries==
{| class="wikitable"
|-
|+Deliveries by year<ref>{{cite web |title=Orders & Deliveries |url=https://www.boeing.com/commercial#orders-deliveries |website=Boeing Commercial Airplanes |access-date=26 June 2025}}</ref>
|-
! 1971 !! 1972 !! 1973 !! 1974 !! 1975 !! 1976 !! 1977 !! 1978 !! 1979 !! 1980 !! 1981 !! 1982 !! 1983 !! 1984 !! 1985 !! 1986 !! 1987 !! 1988 !! 1989 !! Total
|-
| 13 || 52 || 57 || 47 || 43 || 19 || 14 || 18 || 35 || 41 || 25 || 11 || 12 || 10 || 11 || 17 || 10 || 10 || 1 || 446
|}
Note: Deliveries include 60 military KC-10 aircraft.

[[File:S2-ACQ McDonnell Douglas DC-10-30 Bangladesh Biman Airlines and G-BEAK (Lockheed L-1011 TriStar 1 LHR 1980s (53173003603).jpg|thumb|DC-10 in front and [[L-1011]] behind it]]

==See also==
{{Portal|Aviation|United States}}
{{aircontent
|related=
* {{anl|McDonnell Douglas KC-10 Extender}}
* {{anl|McDonnell Douglas MD-11}}
|similar aircraft=
* {{anl|Airbus A300}}
* {{anl|Boeing 747SP}}
* {{anl|Ilyushin Il-86}}
* {{anl|Lockheed L-1011 TriStar}}
|lists=
* [[List of jet airliners]]
|see also=
}}

==References==

===Citations===
{{Reflist|30em}}

===Bibliography===
{{Refbegin}}
* {{cite book |last = Eden |first = Paul E. |url = https://books.google.com/books?id=duVgDwAAQBAJ |title = The World's Most Powerful Civilian Aircraft |publisher = Rosen Publishing |year = 2016 |isbn = 9781499465891 |access-date = July 10, 2023 |archive-date = October 3, 2023 |archive-url = https://web.archive.org/web/20231003180513/https://books.google.com/books?id=duVgDwAAQBAJ |url-status = live}}
* {{cite book| last=Endres |first=Günter |title=McDonnell Douglas DC-10 |location=St. Paul, Minnesota|publisher=MBI Publishing Company |year=1998 |isbn=0-7603-0617-6}}
* {{cite book| last1=Fielder |first1=J.H. |first2=D.|last2=Birsch |url=https://books.google.com/books?id=gBHGmwmMj30C |title=The DC-10 Case: A Study in Applied Ethics, Technology, and Society |location=Albany, New York|publisher=SUNY Press |year=1992|isbn=0-7914-1087-0}}.
*{{cite book |last=Francillon |first=René |date=1990 |title=McDonnell Douglas Aircraft Since 1920 |volume=II  |location=Annapolis, Maryland |publisher=Naval Institute Press |isbn=1-55750-550-0 }}.
* {{cite magazine| last=Kocivar |first=Ben |url=https://books.google.com/books?id=-AAAAAAAMBAJ&pg=PA50 |title=Giant Tri-Jets Are Coming |magazine=Popular Science |date=December 1970 |pages=50–52, 116 |issn=0161-7370}}
* {{cite book |last1 = Norris |first1 = Guy |first2 = Mark |last2 = Wagner |url = https://books.google.com/books?id=xAM5OpUZNswC |title = Douglas Jetliners |publisher = Zenith Imprint |year = 1999 |isbn = 9781610607162 |access-date = July 10, 2023 |archive-date = October 3, 2023 |archive-url = https://web.archive.org/web/20231003065529/https://books.google.com/books?id=xAM5OpUZNswC |url-status = live}}
* {{cite book|last=Porter |first=Andrew |title=Transatlantic Betrayal - The RB211 and the Demise of Rolls-Royce LTD. |location= Stroud, England |publisher=[[Amberley Publishing]]|year=2013 |isbn=978-1-4456-0649-1}}
* {{cite book|last=Steffen |first=Arthur A. C. |title=McDonnell Douglas DC-10 and KC-10 Extender |location=Hinckley, Leicester, UK |publisher=Aerofax |year=1998 |isbn=1-85780-051-6}}
* {{cite book|last=Waddington |first=Terry |title=McDonnell Douglas DC-10 |location=Miami, Florida |publisher=World Transport Press |year=2000 |isbn=1-892437-04-X}}
* "World Airliner Census". ''Flight International'', Volume 184, Number 5403, August 13–19, 2013, pp.&nbsp;40–58.
{{Refend}}

==External links==
{{Commons}}
* [http://www.boeing.com/history/products/dc-10.page DC-10/KC-10 history on Boeing.com]
* {{cite web |url= http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/historical/dc10-passenger.pdf |title= DC-10 Passenger |publisher= Boeing |date= 2007}}
* {{cite news |url= http://aviationweek.com/site-files/aviationweek.com/files/uploads/2014/09/1971-%20DC-10%20Pilot%20Report.pdf |title= DC-10 Minimizes Crew Workload |at= 'Simple sophistication' of aircraft, with improvements in training, credited with reducing flight time for type rating |author= Robert R. Ropelewski |date= August 30, 1971 |magazine= Aviation Week |access-date= September 17, 2017 |archive-date= September 17, 2017 |archive-url= https://web.archive.org/web/20170917170814/http://aviationweek.com/site-files/aviationweek.com/files/uploads/2014/09/1971-%20DC-10%20Pilot%20Report.pdf |url-status= dead}}

{{Douglas airliners}}
{{McDonnell Douglas timeline}}
{{Authority control}}

{{DEFAULTSORT:Mcdonnell Douglas DC-10}}
[[Category:McDonnell Douglas DC-10| ]]
[[Category:1970s United States airliners]]
[[Category:Aircraft first flown in 1970]]
[[Category:Low-wing aircraft]]
[[Category:McDonnell Douglas aircraft|DC-10]]
[[Category:Trijets]]
[[Category:Aircraft with retractable tricycle landing gear]]