When the McDonnell Douglas DC-10 took to the airways in 1970, it was something more than another commercial airliner—it represented a hope for airlines keen on increasing long-range travel without losing its flexibility. Airlines yearned for a widebody jet that would perform long flights but still have access to smaller airports, and Douglas Aircraft, recently merged with McDonnell, vowed to make this vision a reality.
The initial concept was ambitious—a double-decker plane—but pragmatism eventually won out. What evolved was a three-engine, wide-body aircraft that could seat almost 400. Falling between the gigantic Boeing 747 and smaller long-range planes, the DC-10 represented the middle ground, a combination of size, range, and versatility.
The big airlines, American and United, soon ordered, attracted by its large cabin, improved avionics, and quieter engines than those in older jets. Its tri-jet configuration also neatly filled the regulations for long-range flying of the time, providing it with an operating advantage.
But the early promise was soon dimmed by a run of major accidents. The door in the cargo area emerged as a cause for concern. In 1972, American Airlines Flight 96 suffered explosive decompression when the door ruptured in flight, although the pilots were able to make a safe landing.
Tragedy struck again two years later with Turkish Airlines Flight 981, which suffered the same structural flaw but with catastrophic results. The aircraft broke apart mid-air, killing all 346 people on board. Investigations revealed serious design defects, prompting urgent modifications and stricter industry-wide safety standards.
The most devastating hit occurred on May 25, 1979, when American Airlines Flight 191 had its left engine dislodge moments after taking off from Chicago O’Hare. Hydraulic lines were ruptured, rendering the plane immovable.
All 273 aboard died, the U.S. aviation disaster with the most fatalities. The FAA grounded all DC-10s nationwide for over a month, and even when they returned to service, the airplane’s reputation never again fully rebounded.
But the DC-10 was far from complete. The U.S. Air Force perceived value in the airframe and converted it into the KC-10 Extender, a multi-purpose tanker with aerial refueling and cargo-carrying capabilities. Deployed in 1981, the KC-10 was an anchor of American military access, refueling darts of fighters to giant bombers on continents.
From the Gulf War to NATO strikes over Kosovo, and post-9/11 deployments to humanitarian aid, the KC-10 worked behind the scenes to make sure planes and soldiers could fly and fight where needed most. Decades went by with these aircraft delivering vital assistance without fanfare.
Now, that time is coming to an end. Airbases such as Travis Air Force Base have hosted going-away ceremonies, with crews, veterans, and families watching these workhorses complete their final flights. As General John Lamontagne noted, the KC-10’s history is indistinguishable from that of the men and women who flew and maintained it in some of the toughest conditions conceivable.
From a bumpy beginning in commercial flight to decades of crucial military use, the DC-10’s history is a study of perseverance. Its initial struggles redefined safety measures, and its second life as the KC-10 demonstrated that even a plane with a troubled history could be a reliable workhorse. Though its days as a passenger carrier are gone, the DC-10 and the men and women who flew it have left an indelible mark on the skies.