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McDonnell Douglas DC-10

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Back in 1966, American Airliners let it be known to airliner manufacturers that they were looking for a larger passenger jet, but smaller than the Boeing 747. The idea was to be able to fly into smaller airfields than the 747, but still, have the range of the larger aircraft. This would enable new markets to be opened up for widebody passenger transport.

In 1967, the same year the Douglas Aircraft Company and McDonnell Aircraft merged, the new company put forth an early design for a double-decker widebody aircraft with a passenger capacity of 550 passengers. It was to be the same length as the Douglas DC-8. This was thrown out in favour of a widebody tri-jet with a capacity for 399 passengers, the length of a Douglas DC-8 Super 60.

The new jet, designated the DC-10, was to be the replacement for the Douglas DC-8 on mid to long-haul routes and intercontinental routes. The design settled on three engines, one on each wing, and one at the base of the tail fin. The tail engine was a straight-through nacelle that was carried just above the fuselage, with the tail fin attached to the top. The horizontal stabilisers were affixed to the rear of the fuselage.

On 19 February 1968, American Airlines President, George A. Spater and James S. McDonnell of McDonnell Douglas announced the intention of American Airlines to go with the DC-10. This surprised Lockheed who was trying to bring their, quite similar, L1011 Tri-Star to market. American opted for the Rolls Royce RB211 engine and so the DC-10 project was launched.

K.L.M. Royal Dutch Airlines and Swissair were the first to order the DC-10-30 and receive their first airframes on 21 November 1972.
K.L.M. Royal Dutch Airlines and Swissair were the first to order the DC-10-30 and receive their first airframes on 21 November 1972.

The American Airlines order was for 25 aircraft, and this was followed shortly after by United Airlines in 1968 with an order for 30 airframes and an option for 30 more. The initial DC-10 variant was the DC-10-10 which was designed for the domestic market. It had a serviceable range of 6,100km/3,800mi.

The maiden flight of the DC-10-10 took place on 29 August 1970. This started off with an intensive certification test program which consisted of 929 flights over 1,551 hours. The F.A.A. awarded the certification of the type on 29 July 1971.

American Airlines flew its first commercial DC-10 service on 05 August 1971 with a flight from Los Angeles to Chicago. United followed soon after with their own first service on 16 August 1971. American had a slightly roomier configuration with 206 seats, against United’s 222. Both airlines had a configuration of 6 seats abreast in first class and 8 seats in economy.

The DC-10-10 was followed by the DC-10-15 which was, once again, designed for use in domestic services. This was known as a “hot and high” version of the DC-10-10 with more powerful engines and a few other modifications. This variant was capable of a useful range of 7,000km/4,350mi.

Attention now turned to the international long-haul market. As intended by American Airlines’ request for a smaller than 747 airliner, the DC-10 was well placed to fill the niche market of that mid-sized airliner. The Boeing 707 and the Douglas DC-8 were still active in that space but were becoming less attractive to passengers and accountants alike.

Jet engines had not yet evolved to the reliability we see today and long flights over water by twin-engine jets were still restricted by ETOPS – Extended-range Twin-engine Operational Performance Standards. (or Engines Turn Or Passengers Swim.) Even though Airbus was already working on a solution in the form of the Airbus A300, the American market was still firmly entrenched in the minimum of 3 engines for overwater flight ruling.

McDonnell Douglas proposed the DC-10-20 which was to be a much-improved version with a greater wingspan and additional fuel-carrying capacity. Northwest Orient Airlines, which was one of the launch customers of the type, requested that the designation be changed to DC-10-40. This was due to the aircraft being a substantially improved version over the DC-10-10 and DC-10-15 and Northwest Orient’s president wanted to be seen to have the latest model. Northwest Orient and Japan Airlines were the only two airlines to order the type.

A Turkish Airlines DC-10 was involved in one of the deadliest accidents involving the DC-10 when a cargo door blew off on climb out of Paris.
A Turkish Airlines DC-10 was involved in one of the deadliest accidents involving the DC-10 when a cargo door blew off on its climb out of Paris.

The most popular variant of the DC-10 was the DC-10-30. With 163 being produced, its production ran from 1972 to 1988. The launch customers were K.L.M. Royal Dutch Airlines and Swissair who both received their first model on 21 November 1972. Swissair flew the first commercial service on 15 December 1972. The DC-10-30 had a larger wingspan than the DC-10-10 which accommodated larger fuel tanks for a longer range. Due to the heavier operating weight of this aircraft a two-wheeled bogie was added to the centre of the fuselage in line with the main underwing wheels. This served to support the extra weight as well spreading the weight on runways.

The DC-10 didn’t get off to a great start. It was seen to have a poor safety record as well as not being very economical. In addition, Lockheed was introducing its L1011 Tri-Star which was very similar to the DC-10 in design. This penalised both manufacturers as they watered down the market by offering similar products. The L1011 Tri-Star was probably a better aircraft but the DC-10 was cheaper to buy.

The safety record, as mentioned above, was instrumental in soft sales to start with. One of the main culprits of the faulty design was the cargo door. On most aircraft, the cargo door opened inwards so that when closed, the door would be pushed into its seals by the higher inside pressure. The penalty of this design was a loss of space inside as the door had to be able to open inwards unimpeded. The DC-10 on the other hand had an outward opening door. This allowed for that extra space to be utilised for storage, however, the outward pressure meant the door was totally reliant on its fastening mechanisms.

The mechanism consisted of a series of hooks that would fix over pegs which would lock in. The door-closing operator on the outside had no visual clue whether all the hooks had successfully engaged or not. There was an indicator needed next to the locking handle to signal it was locked as well as an indicator in the cockpit.

Air New Zealand McDonnell Douglas DC-10-30 (ZK-NZP) takes off at Sydney Airport.
Air New Zealand McDonnell Douglas DC-10-30 (ZK-NZP) takes off at Sydney Airport.

The full repercussions of what could go wrong were first felt on American Airlines flight AA96 on 12 June 1972. Out of Detroit and climbing through 11,750 feet over Windsor, Ontario, the pressure differential became such that the improperly closed cargo door blew out, causing explosive decompression. The pressure differential between the depressurised cargo hold and the passenger cabin above then caused the cabin floor to partially collapse. The empennage surface controls, those for the rudder and horizontal stabilisers, ran under that floor and some were severed. This reduced the pilot’s ability to control the aircraft, but with the use of ailerons, partial rudder trim and asymmetrical use of engines the aircraft was landed and all 67 passengers walked away.

The NTSB (National Transportation Safety Board) made several recommendations, the main ones being that air vents be installed between the cargo hold and the passenger cabin to allow air pressure to equalise in the case of pressure loss so as to avoid a repeat of the cabin floor collapse. Also, they recommended that the locking mechanism design be improved to prevent the ability of the closed indicator to show locked when it actually wasn’t. These recommendations were not mandated and a gentleman’s agreement was reached between the heads of the FAA, John H. Shaffer, and McDonnell Douglas, Jackson McGowen. McDonnell Douglas made modifications but the design remained unchanged.

On 03 March 1974, the self-same incident was repeated. Turkish Airlines flight 981 was climbing out of Paris when the improperly closed cargo door once again blew out. This time the results led to one of the deadliest air accidents of the time. The flight controls were once again severed by the collapsing passenger cabin floor. The vents, to let air pressure equalise, had been installed but it was found they were too small to be effective. All 346 on board perished in a French forest.

Intense investigations were carried out and the resultant F.A.A. directives were given and carried out. The cargo door would not be a problem again.

On 25 May 1979, a new nightmare started for McDonnell Douglas. American Airlines flight 191 was a DC-10-10 on a flight from Chicago, O’Hare International Airport to Los Angeles International Airport. On its takeoff run at Chicago, witnesses said they noticed the left-hand engine bouncing up and down significantly. When the aircraft began to rotate for lift-off, that engine then separated from the wing and went up and over the wing to land on the runway behind. Its separation took a significant section of wing with it, including breaking several hydraulic lines. The hydraulic lines that were cut caused the leading edge slats to retract which reduced the lift of that wing eventually causing it to stall. The aircraft then entered an uncontrolled left turn, reaching an altitude of 325 feet before rolling over and crashing at Des Plaines, Illinois. With all 271 occupants perishing in the crash, this still remains the worst air crash in the U.S.A..

McDonnell Douglas DC-10-30, AOM French Airlines.
McDonnell Douglas DC-10-30, AOM French Airlines.

The F.A.A. rescinded the type certification of all DC-10-10s on 06 June 1979 and grounded the type. This was a huge blow to McDonnell Douglas who worked quickly to make changes to the slat locking mechanism as well as modify power sources for those slats. The F.A.A. renewed certification on 13 July 1979.

The case of the separating pylon was traced back to non-standard procedures adopted by American Airlines and Continental Airlines. The procedure called for the engine to be removed from the pylon and then that the pylon to be removed from the wing. To save almost 200 man hours, both airlines, when removing an engine, used a forklift to remove the whole assembly in one go. This was a very inexacting procedure as the forklift driver had to depend on the eyes of others as he could not see the join from where he sat. It was very easy to damage the assembly if it was not lined up perfectly. Both airlines were heavily fined.

There were other incidents and accidents but over time as the DC-10 started clocking up more safe flying hours, sales picked up again. As well as the passenger version, the type has also been extensively used as a mid-air refueling aircraft in the U.S. armed forces as well as enjoing popularity in the cargo field.

In December 1988 the last DC-10 rolled off the Long Beach production line and was delivered to Nigerian Airways in July 1989. This was the 446th aircraft and surpassed the 1971 estimate of 438 required to break even.

The DC-10 was succeeded by the MD-10 and then MD-11 which were slightly larger and updated models. In 1997, Boeing merged with McDonnell Douglas and updated the MD-11 to have a glass cockpit which eliminated the need for a flight engineer.

In February 2014 the last passenger flight of a DC-10 was conducted. Cargo airlines, like FedEx Express which is the largest operator, still fly the type.

The DC-10 was a popular aircraft, liked by pilots and passengers alike. There was a great feeling of space in the cabin with high ceilings. Most airline configurations had two seats at the window which made it very attractive, as you were never more than one seat from an aisle.

McDonnell Douglas DC-10 Specs

DC-10 Specs DC-10-10
DC-10-30 DC-10-40
Flight Crew
3
Range 6,500km/3,500nm 9,600km/5,200nm 9,400km/5,100nm
Standard Seating 270 – 222 Economy / 48 Business
Fuselage Length 55.55m/182ft 3.1in 55.35m/181ft 7.2in 55.54m/182ft 2.6in
Max Width
Cabin (internal) 5.69m/18ft 8in – Fuselage (external) 6.02m/19ft 9in
Wing Area
330sq m / 3,550 sq ft 338.8sq m / 3,647sq ft
Wing Span 47.35m/155ft 4in 50.39m/165ft 4in
Tail Height 17.53m/57ft 6in 17.55m/57ft 7in
Freight / Cargo Volume
26 x LD3
Cruise Speed Typical Mach 0.82(473kn/876km/h) MMo Mach 0.88(507kn/940Km/h)
Max. Payload 43,014kg/94,829lb 46,180kg/101,809lb 44,356kg/97,787lb
Max. Take-off Weight 195,045kg/430,000lb 251,744kg/555,000lb
OEW 108,940kg/240,171lb 120,742kg/266,191lb 122,567kg/270,213lb
Maximum Payload 43,014kg/94,829lb 46,180kg/101,809lb 44,356kg/97,787lb
Fuel Capacity 82,376L/21,762US Gal 137,509L/36,652US Gal
Ceiling 12,800 m (42,000 ft)
Engines x 3 GE CF6-6D GE CF6-50C PW JT9D-59A
Engine Thrust 177.92kN (40,000 lbf) 226.85 kN (51,000 lbf) 235.74 kN (53,000 lbf)
Take-off 2,700m/9,000ft 3,200m/10,500ft 2,900m/9,500ft

DC10 Orders and Deliveries September 2022.

Use filtering to search for airlines, countries etc. To search a year enter -72 for 1972.
Customer NameCountryEngineModel SeriesOrder DateOrder TotalDelivery TotalOutstanding
AeromexicoMexicoNSDC-10Jun-72202
AeromexicoMexicoGEDC-10Sep-79220
AeromexicoMexicoGEDC-10Oct-73220
Air AfriqueCote d'IvoirGEDC-10Jul-76110
Air AfriqueCote d'IvoirNSDC-10Aug-70101
Air AfriqueCote d'IvoirGEDC-10Dec-69110
Air AfriqueCote d'IvoirGEDC-10Dec-69110
Air AtlantisPortugalNSDC-10Sep-70202
Air New ZealandNew ZealandGEDC-10Feb-74220
Air New ZealandNew ZealandGEDC-10Jun-76110
Air New ZealandNew ZealandGEDC-10Jul-70220
Air New ZealandNew ZealandGEDC-10Jul-70110
Air New ZealandNew ZealandGEDC-10Jul-75110
Air New ZealandNew ZealandGEDC-10Sep-73110
Air SerbiaSerbiaGEDC-10Jun-77110
Air SerbiaSerbiaGEDC-10Jun-77110
Air SiamThailandGEDC-10Sep-74110
AlitaliaItalyGEDC-10Mar-73220
AlitaliaItalyGEDC-10Apr-73220
AlitaliaItalyNSDC-10May-79606
AlitaliaItalyGEDC-10Jun-70440
American AirlinesUSAGEDC-10Feb-68550
American AirlinesUSAGEDC-10Feb-6820200
American AirlinesUSAGEDC-10Aug-77330
American AirlinesUSAGEDC-10Nov-78110
American AirlinesUSAGEDC-10Nov-78330
American AirlinesUSAGEDC-10Dec-76330
Ariana Afghan AirlinesAfghanistanGEDC-10Sep-78110
ATAircraft OneUSAGEDC-10Apr-76220
ATAircraft OneUSANSDC-10Jun-69101
ATAircraft OneUSAGEDC-10Jun-69220
Balair/CTASwitzerlandNSDC-10Jun-73101
Balair/CTASwitzerlandGEDC-10Sep-77110
Biman Bangladesh AirlinesBangladeshGEDC-10Oct-87110
British Caledonian AirwaysUnited KingdomGEDC-10Feb-80110
British Caledonian AirwaysUnited KingdomGEDC-10Jun-76220
British Caledonian AirwaysUnited KingdomGEDC-10Aug-78330
British Caledonian AirwaysUnited KingdomGEDC-10Sep-77220
China AirlinesTaiwanNSDC-10Oct-74202
Condor FlugdienstGermanyGEDC-10Jun-78220
Condor FlugdienstGermanyGEDC-10Jun-79110
CP AirCanadaGEDC-10Mar-80220
CP AirCanadaGEDC-10Apr-78110
CP AirCanadaGEDC-10Apr-78110
CP AirCanadaGEDC-10Oct-77220
CP AirCanadaGEDC-10Dec-80110
EgyptAirEgyptNSDC-10May-79404
FedEx ExpressUSAGEDC-10Feb-87110
FedEx ExpressUSAGEDC-10May-84110
FedEx ExpressUSAGEDC-10May-84440
FedEx ExpressUSANSDC-10May-84110
FedEx ExpressUSAGEDC-10Jul-85110
FedEx ExpressUSAGEDC-10Jul-85220
FedEx ExpressUSAGEDC-10Oct-86110
FinnairFinlandGEDC-10Jan-71220
FinnairFinlandGEDC-10Jan-81110
Garuda IndonesiaIndonesiaGEDC-10Feb-77110
Garuda IndonesiaIndonesiaGEDC-10Feb-77110
Garuda IndonesiaIndonesiaGEDC-10Mar-78220
Garuda IndonesiaIndonesiaGEDC-10Oct-75220
Ghana AirwaysGhanaGEDC-10Feb-83110
Ghana AirwaysGhanaNSDC-10Dec-80101
Iberia AirlinesSpainGEDC-10Jan-72330
Iberia AirlinesSpainGEDC-10Jan-76220
Iberia AirlinesSpainGEDC-10Jan-79110
Iberia AirlinesSpainGEDC-10Mar-73110
Iberia AirlinesSpainGEDC-10Mar-73110
Iberia AirlinesSpainGEDC-10May-79110
Japan AirlinesJapanPWDC-10Feb-78110
Japan AirlinesJapanPWDC-10Apr-77220
Japan AirlinesJapanPWDC-10Aug-80110
Japan AirlinesJapanPWDC-10Aug-80110
Japan AirlinesJapanPWDC-10Oct-79220
Japan AirlinesJapanPWDC-10Oct-79110
Japan AirlinesJapanPWDC-10Oct-81110
Japan AirlinesJapanPWDC-10Nov-78550
Japan AirlinesJapanPWDC-10Dec-73660
Japan Airlines Co., Ltd.JapanGEDC-10Oct-86220
KLM Royal Dutch AirlinesNetherlandsGEDC-10Feb-74110
KLM Royal Dutch AirlinesNetherlandsGEDC-10Apr-72110
KLM Royal Dutch AirlinesNetherlandsGEDC-10Apr-72110
KLM Royal Dutch AirlinesNetherlandsGEDC-10Jun-69110
KLM Royal Dutch AirlinesNetherlandsGEDC-10Jun-69440
KLM Royal Dutch AirlinesNetherlandsGEDC-10Jun-69110
KLM Royal Dutch AirlinesNetherlandsGEDC-10Jun-73110
KLM Royal Dutch AirlinesNetherlandsGEDC-10Jun-73110
Korean AirSouth KoreaNSDC-10Jan-74202
Korean AirSouth KoreaGEDC-10Jan-74330
Laker Airways (Bahamas)USAGEDC-10Feb-72220
Laker Airways (Bahamas)USAGEDC-10Feb-77110
Laker Airways (Bahamas)USAGEDC-10Jul-73110
Laker Airways (Bahamas)USAGEDC-10Sep-78110
Laker Airways (Bahamas)USAGEDC-10Sep-78440
Laker Airways (Bahamas)USAGEDC-10Dec-77220
Lignes Aeriennes de CongolaiseCongo, the Democratic RepublicGEDC-10Feb-73110
Lignes Aeriennes de CongolaiseCongo, the Democratic RepublicGEDC-10Feb-73110
LufthansaGermanyGEDC-10Apr-75110
LufthansaGermanyGEDC-10Jul-70110
LufthansaGermanyGEDC-10Jul-70330
LufthansaGermanyGEDC-10Oct-76110
LufthansaGermanyGEDC-10Dec-72110
LufthansaGermanyGEDC-10Dec-72440
Malaysia AirlinesMalaysiaGEDC-10Nov-79110
Malaysia AirlinesMalaysiaGEDC-10Dec-74110
Malaysia AirlinesMalaysiaGEDC-10Dec-74110
Martinair CargoNetherlandsGEDC-10Feb-72110
Martinair CargoNetherlandsGEDC-10Jun-77110
Martinair CargoNetherlandsGEDC-10Aug-75110
Martinair CargoNetherlandsGEDC-10Sep-74110
MexicanaMexicoGEDC-10Jan-80110
MexicanaMexicoNSDC-10Jun-79202
MexicanaMexicoGEDC-10Jun-80220
MexicanaMexicoGEDC-10Sep-79220
National AirlinesUnited Arab EmiratesNSDC-10Jan-73303
National AirlinesUnited Arab EmiratesGEDC-10Jan-73440
National AirlinesUnited Arab EmiratesGEDC-10Feb-71220
National AirlinesUnited Arab EmiratesGEDC-10Feb-79110
National AirlinesUnited Arab EmiratesGEDC-10Oct-69330
National AirlinesUnited Arab EmiratesGEDC-10Oct-69660
Nigeria AirwaysNigeriaGEDC-10Jan-77110
Nigeria AirwaysNigeriaGEDC-10Apr-88110
Nigeria AirwaysNigeriaGEDC-10Oct-76110
Northwest-Merged w DeltaUSAPWDC-10Apr-72110
Northwest-Merged w DeltaUSAPWDC-10Apr-72770
Northwest-Merged w DeltaUSAPWDC-10Oct-68220
Northwest-Merged w DeltaUSAPWDC-10Oct-6812120
Pakistan International AirlinePakistanGEDC-10Mar-75110
Pakistan International AirlinePakistanGEDC-10Jun-73330
Philippine AirlinesPhilippinesGEDC-10Mar-79110
Philippine AirlinesPhilippinesGEDC-10Nov-75110
SABENA AerospaceBelgiumGEDC-10May-74110
SABENA AerospaceBelgiumGEDC-10Jun-79110
SABENA AerospaceBelgiumGEDC-10Jul-70110
SABENA AerospaceBelgiumGEDC-10Jul-70110
SABENA AerospaceBelgiumGEDC-10Nov-79110
Scandinavian AirlinesSwedenGEDC-10Oct-71220
Scandinavian AirlinesSwedenGEDC-10Oct-72110
Scandinavian AirlinesSwedenGEDC-10Oct-72220
Seaboard World AirlinesUSAGEDC-10Feb-77110
Singapore AirlinesSingaporeGEDC-10Jun-77220
Singapore AirlinesSingaporeGEDC-10Jun-77220
Singapore AirlinesSingaporeGEDC-10Aug-78110
Singapore AirlinesSingaporeGEDC-10Sep-78110
Singapore AirlinesSingaporeGEDC-10Sep-78110
SwissairSwitzerlandGEDC-10Jan-76110
SwissairSwitzerlandGEDC-10Mar-73110
SwissairSwitzerlandGEDC-10Jun-69110
SwissairSwitzerlandGEDC-10Jun-69330
SwissairSwitzerlandGEDC-10Jun-69110
SwissairSwitzerlandGEDC-10Jun-69110
SwissairSwitzerlandGEDC-10Jun-80220
SwissairSwitzerlandGEDC-10Jul-78220
SwissairSwitzerlandGEDC-10Dec-72110
Thai Airways InternationalThailandGEDC-10May-88110
Thai Airways InternationalThailandGEDC-10Sep-86220
Thai Airways InternationalThailandGEDC-10Nov-75220
Transamerica AirlinesUSAGEDC-10Jan-72110
Transamerica AirlinesUSAGEDC-10Nov-68220
Turkish AirlinesTurkeyGEDC-10Sep-72220
Turkish AirlinesTurkeyGEDC-10Sep-72110
U.S. Air ForceUSAGEDC-10Jan-82440
U.S. Air ForceUSAGEDC-10Feb-81660
U.S. Air ForceUSAGEDC-10Nov-79440
U.S. Air ForceUSAGEDC-10Dec-78220
U.S. Air ForceUSAGEDC-10Dec-82440
U.S. Air ForceUSAGEDC-10Dec-82880
U.S. Air ForceUSAGEDC-10Dec-8211110
U.S. Air ForceUSAGEDC-10Dec-8212120
U.S. Air ForceUSAGEDC-10Dec-82770
U.S. Air ForceUSAGEDC-10Dec-82220
United AirlinesUSAGEDC-10Feb-79220
United AirlinesUSAGEDC-10Mar-71330
United AirlinesUSAGEDC-10Mar-71220
United AirlinesUSANSDC-10Apr-68808
United AirlinesUSAGEDC-10Apr-68550
United AirlinesUSAGEDC-10Apr-6810100
United AirlinesUSAGEDC-10Apr-68330
United AirlinesUSAGEDC-10Apr-68440
United AirlinesUSAGEDC-10Apr-72440
United AirlinesUSAGEDC-10Apr-78110
United AirlinesUSAGEDC-10Apr-78440
United AirlinesUSAGEDC-10May-72770
United AirlinesUSAGEDC-10May-79440
United AirlinesUSAGEDC-10May-79110
United AirlinesUSAGEDC-10Jun-70550
United AirlinesUSAGEDC-10Jun-70330
United AirlinesUSAGEDC-10Sep-72440
United AirlinesUSAGEDC-10Dec-71330
UTAFranceGEDC-10Feb-76110
UTAFranceNSDC-10Jun-74101
UTAFranceGEDC-10Jun-69330
UTAFranceGEDC-10Jun-69110
UTAFranceGEDC-10Jul-73110
UTAFranceNSDC-10Sep-74101
Varig AirlinesBrazilGEDC-10Jan-74110
Varig AirlinesBrazilGEDC-10Jan-74110
Varig AirlinesBrazilGEDC-10Jan-80110
Varig AirlinesBrazilGEDC-10Apr-79440
Varig AirlinesBrazilGEDC-10Apr-79110
Varig AirlinesBrazilGEDC-10Dec-72220
VIASAVenezuelaNSDC-10Jun-76101
VIASAVenezuelaGEDC-10Jun-77110
VIASAVenezuelaGEDC-10Jun-77220
WardairCanadaGEDC-10Mar-77220
Western AirlinesUSAGEDC-10Jan-77220
Western AirlinesUSAGEDC-10Feb-78220
Western AirlinesUSAGEDC-10Feb-79220
Western AirlinesUSAGEDC-10Mar-73110
Western AirlinesUSAGEDC-10Mar-73110
Western AirlinesUSANSDC-10May-77202
Western AirlinesUSAGEDC-10May-76110
Western AirlinesUSAGEDC-10Oct-71440
World Airways, Inc.USAGEDC-10Feb-78330
World Airways, Inc.USAGEDC-10Mar-77330
World Airways, Inc.USAGEDC-10Oct-78330
Zambia AirwaysZambiaNSDC-10Feb-84101
Zambia AirwaysZambiaGEDC-10Nov-83110
48744641

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