Air charter is the business of renting an entire aircraft (i.e., chartering ) as opposed to individual aircraft seats (i.e., purchasing a ticket through a traditional airline ).
73-526: MyTravel Airways Limited was a British scheduled and charter airline with headquarters in Manchester , England . It operated worldwide holiday charter services mainly for its parent company, the MyTravel Group . The airline merged with Thomas Cook Airlines UK Limited in 2008 and was renamed Thomas Cook Airlines Limited . The airline was founded in 1990 as Airtours International Airways and
146-424: A deadheading DC-10 flight instructor, performed a partially controlled emergency landing by constantly adjusting the thrust of the remaining two engines; 185 people on board survived, but 111 others died, and the aircraft was destroyed. 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
219-501: A charter operator can sell scheduled flights, but only in limited quantities. As of 2021, the FAA had made it a priority to crack down on unauthorised charter flights, according to industry experts. There are several business models which offer air charter services from the traditional charter operator to brokers and jet card programs: Charter aircraft categories include: There are an estimated 15,000 business jets available for charter in
292-462: A fleet of 6 DC-10 aircraft from 1983. McDonnell Douglas DC-10 The McDonnell Douglas DC-10 is an American trijet wide-body aircraft manufactured by McDonnell Douglas . The DC-10 was intended to succeed the DC-8 for long- range flights. It first flew on August 29, 1970; it was introduced on August 5, 1971, by American Airlines . The trijet has two turbofans on underwing pylons and
365-408: A maximum payload range of 4,604 miles (4,001 nmi; 7,409 km). The series 40 had a typical load range of 5,750 miles (5,000 nmi; 9,250 km) and a maximum payload range of 4,030 miles (3,500 nmi; 6,490 km). 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,
438-558: A practice that was subsequently adopted by many other UK charter airlines. The Airbus A330-200 aircraft delivered to Airtours in 1999 featured improved passenger amenities over older long haul aircraft and offered Premium Economy cabins in the form of Premiair Gold , something the Boeing 767 and DC-10 did not offer at the time. The Airbus A330-200's, operated by Thomas Cook for their long haul flights, were known for their unique cabin design. The special design forfeited several rows of seats in
511-452: A range of 3,800 miles (3,300 nmi; 6,100 km) with a typical passenger load and a range of 2,710 miles (2,350 nmi; 4,360 km) with maximum payload. Various models of the DC-10 promptly followed, such as the series 15, which had a typical load range of 4,350 miles (3,780 nmi; 7,000 km). The series 20 was powered by Pratt & Whitney JT9D turbofan engines, whereas
584-522: A rear center landing gear . It was to use Pratt & Whitney JT9D -15 turbofan engines, each producing 45,500 lbf (202 kN) of thrust, with a maximum takeoff weight of 530,000 pounds (240 t). However, engine improvements led to increased thrust and increased takeoff weight. Northwest Orient Airlines, one of the launch customers for this longer-range DC-10 requested the name change to DC-10-40. A proposed version with Rolls-Royce RB211 -524 engines for British Airways. The order never came and
657-400: A reliable aircraft with a low overall accident rate as of 1998. The DC-10's initially poor safety record has continuously improved as design flaws were rectified and fleet hours increased. The DC-10's lifetime safety record is comparable to similar second-generation passenger jets as of 2008. The DC-10 has cargo doors that open outward; this allows the cargo area to be completely filled, as
730-415: 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. 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. Following this crash, a special subcommittee of
803-463: A solely McDonnell Douglas product, but none proceeded beyond design studies. The KC-10 Extender is a military version of the DC-10-30CF for aerial refueling . The aircraft was ordered by the U.S. Air Force and delivered from 1981 to 1988. A total of 60 were built. These aircraft are powered exclusively by General Electric CF6 turbofan engines. The KDC-10 was an aerial refueling tanker for
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#1732786803347876-528: A surge in demand for widebody airliners. However, the Boeing 747-400 , MD-11, Airbus A330 / A340 , and soon-to-be-built Boeing 777 were all behind schedule and couldn't fully meet the demand for widebody airliners. Production of first-generation widebodies like the Boeing 747-100 / 200 / 300 , L-1011, and DC-10 had already stopped, so the value of used DC-10-30s almost doubled, rising from less than $ 20 million to almost $ 40 million. The McDonnell Douglas DC-10
949-524: A third one at the base of the vertical stabilizer . The twin-aisle layout has a typical seating for 270 in two classes. The initial DC-10-10 had a 3,500- nautical-mile [nmi] (6,500 km; 4,000 mi) range for transcontinental flights . 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 5,200 nmi (9,600 km; 6,000 mi). The KC-10 Extender (based on
1022-422: A widebody 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. It would become McDonnell Douglas's first commercial airliner after the merger between McDonnell Aircraft Corporation and Douglas Aircraft Company in 1967. An early DC-10 design proposal
1095-442: 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. In comparison to the first generation of jetliners, these engines generated less noise and were usually smoke-free. The engines are equipped with thrust reversers which reduce
1168-453: 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. 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
1241-587: 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 MD-11 and was launched in September 1996. 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
1314-425: Is capable of performing all-weather operations, a function that many preceding jetliners had been incapable of. From the onset, it could perform takeoffs and landings completely under autopilot . Cassette tapes were used to load preprogrammed flight plans into the flight computer. As originally built, the cockpit was operated by a flight crew of three; numerous DC-10s have received a retrofitted glass cockpit and
1387-507: The Boeing 757 and Airbus A320 to the fleet. The MD83's were replaced in 1995–1996 with more Airbus A320s. In 1996 the parent company also acquired Danish charter airline Premiair. Airtours also had operations in Germany with airline FlyFTi, operating Airbus A320s until this was merged back into the UK fleet during 2003. In the 1990s Airtours added long haul capabilities, with the addition of
1460-526: The Boeing 767 and McDonnell Douglas DC-10 , flying holiday makers to destinations including the Caribbean and the United States. More Airbus aircraft joined the fleet during the 1990s with Airbus A320s, Airbus A321s and Airbus A330s accompanying the fleet of Boeing 757s , Boeing 767s and DC-10s. In 1995, the airline began offering pre-bookable seats, meal choices and duty-free on its flights –
1533-791: The Hajj operation. It handled more than 3500 aircraft for over 40 airlines a year. Due to necessary consolidation within the UK IT market, MyTravel Group PLC and Thomas Cook AG agreed to merge in March 2007 to form Thomas Cook Group PLC. Under the merger, MyTravel Airways and Thomas Cook Airlines fleets became one and the airlines became Thomas Cook Airlines, operating under MyTravel's AOC. Thomas Cook Airlines subsequently changed their callsign from 'Topjet' to MyTravel's callsign 'Kestrel'. MyTravel's last flight operated on 30 March 2008. Most flights were operated for MyTravel Group Tour Operators as MyTravel Airways
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#17327868033471606-526: 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 airlines continued to operate a small number as freighters . 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 storage . Following an unsuccessful proposal for
1679-541: 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 and Global Airtanker Service 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 . The MD-10
1752-501: The United Kingdom Civil Aviation Authority (see reference below) indicated that the number of passengers carried by MyTravel Airways UK increased from 7.21 million in 2001 to 7.52 million in 2002. However, the figure dropped to 4.38 million in 2005, due to the number of aircraft being reduced from 45 in early 2001 to 29 in 2005, as part of the restructuring of the wider MyTravel Group. In late 2004
1825-504: The United States Air Force 's CX-HLS (Heavy Logistics System) in 1965, 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 widebody aircraft, having been somewhat slow in the previous decade to introduce its first jetliners . In 1966, American Airlines offered a specification to manufacturers for
1898-707: The United States House of Representatives investigated the cargo-door issue and the certification by the Federal Aviation Administration (FAA) of the original design. An airworthiness directive was issued, and all DC-10s underwent mandatory door modifications. The DC-10 experienced no more major incidents related to its cargo door after FAA-approved changes were made. On May 25, 1979, American Airlines Flight 191 crashed immediately after takeoff from Chicago O'Hare Airport . Its left engine and pylon assembly swung upward over
1971-528: The 1971 estimate of 438 deliveries needed to break even on the program; however, according to Fielder, the DC-10 had not reached the breakeven point by the end of production. As the final DC-10s were delivered, McDonnell Douglas started production of its successor, the MD-11 , which was essentially a stretched derivative of the DC-10-30. In the late 1980s, international travel was on the rise thanks to lower oil prices and more economic freedom , leading to
2044-595: 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. Three independent hydraulic systems are present. The flight controls actuate many of the flight control surfaces across the airliner via these hydraulic circuits. The critical nature of these circuits and their vulnerability to damage in
2117-535: The Airtours International and Premiair operations were rebranded as MyTravel Airways with effect from 1 May 2002. In October 2002 MyTravel Airways launched its scheduled low-fare airline , MyTravelLite, but this was reintegrated in 2003. In common with airlines worldwide, MyTravel Airways saw a reduction in customers due to the effects of the September 11, 2001 attacks . Official statistics from
2190-459: The American aerospace company Convair . 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. On February 19, 1968, in what was supposed to be a knockout blow to
2263-579: The Americas, and one with the Panamanian start-up Cargo Three , also in the Americas. Non-airline operators included Omega Aerial Refueling Services with three DC-10 based KDC-10 tanker aircraft , the USAF with its 59 KC-10s, and the 10 Tanker Air Carrier with four modified DC-10-30s used for fighting wildfires. Orbis International has used a DC-10 as a flying eye hospital. Surgery is performed on
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2336-469: The DC-10 achieved a long-term safety record comparable to those of similar-era passenger jets. 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. 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
2409-399: The DC-10 had been involved in 55 accidents and incidents , including 32 hull-loss accidents, with 1,261 occupant fatalities. Of these accidents and incidents, it has been involved in nine hijackings resulting in one death and a bombing resulting in 170 occupant fatalities. Despite its poor safety record in the 1970s, which gave it an unfavorable reputation, the DC-10 has proved to be
2482-572: The DC-10's completion in light of the prospective competition and the high financial stakes involved. 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. 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. The DC-10's similarity to
2555-559: The DC-10-30) is a tanker aircraft that was primarily operated by the United States Air Force . 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 in Paris in 1974, the deadliest crash in aviation history up to that time. Following
2628-655: 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 . 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
2701-560: The Lockheed L-1011 in design, passenger capacity, and launch date resulted in a sales competition that affected the profitability of both aircraft. On August 29, 1970, the first DC-10, a series 10, conducted its maiden flight . 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
2774-417: The United States, and banning all DC-10s from U.S. airspace. 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. 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
2847-403: The associated country's civil aviation authority . The regulations are differentiated from typical commercial/passenger service by offering a non-scheduled service. Analogous regulations generally also apply to air ambulance and cargo operators, which are often also ad hoc for-hire services. In the United States, these flights are regulated under FAA Part 135. There are some cases where
2920-415: 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
2993-499: The cargo door, but the basic design remained unchanged, and problems persisted. 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, in the deadliest air crash in history at the time—346 passengers and crew died. 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
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3066-423: The competing Lockheed L-1011 , George A. Spater , President of American Airlines, and 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 U.S. aviation industry that American Airlines had left its competitors at the starting gate. According to Fielder, McDonnell Douglas had been urgently pursuing
3139-647: The conversions. On January 8, 2007, Northwest Airlines retired its last remaining DC-10 from scheduled passenger service, 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." Biman Bangladesh Airlines
3212-514: The crash of American Airlines Flight 191 , the deadliest aviation accident in U.S. history, the U.S. 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 reputation. As design flaws were rectified and fleet hours increased,
3285-454: The distance required when landing. Despite being considerably larger, the landing speed of the DC-10 was comparable to that of the contemporary Boeing 727 . The primary flight controls of the DC-10 consist of inboard and outboard ailerons , two-section elevators , and a two-section rudder ; the secondary flight controls comprise leading edge slats , spoilers , and a dual-rate movable horizontal stabilizer . The vertical stabilizer with
3358-496: The door appeared secure, but the internal locking mechanism was not fully engaged. When the aircraft reached approximately 11,750 feet (3,580 m) in altitude, the door blew out, and the resulting explosive decompression collapsed the cabin floor. Many control cables to the empennage were cut, leaving the pilots with very limited control of the aircraft. Despite this, the crew performed a safe emergency landing. U.S. National Transportation Safety Board (NTSB) investigators found
3431-428: 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 . On June 12, 1972, American Airlines Flight 96 lost its aft cargo door above Windsor, Ontario . Before takeoff,
3504-409: The engine separation, rather than removing the engine from the pylon before removing the pylon from the wing as advised by McDonnell Douglas. 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
3577-564: The first MD-10 flew on April 14, 1999. 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. The MD-10 conversion now falls under the Boeing Converted Freighter program where Boeing's international affiliate companies perform
3650-597: 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. The newer DC-10 was converted into an MD-10 configuration and began flying as an eye hospital in 2010. A modified DC-10 is operated by the Missile Defense Agency as the Widebody Airborne Sensor Platform (WASP). As of September 2015,
3723-424: The initial flight being a round-trip flight between Los Angeles and Chicago. United Airlines also commenced DC-10 flights later that same month. 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. They operated the first version of the DC-10, referred to as the "domestic" series 10, which had
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#17327868033473796-693: The last of the McDonnell Douglas DC-10s and the last Boeing 757 were withdrawn from the fleet. MyTravel Airways was the last British airline to operate DC-10s. In December 2005, MyTravel Aircraft Engineering (MTAE) became a wholly owned subsidiary of the MyTravel Group, based at Manchester Airport. The facility performed all light maintenance checks (up to 'C' Check) for MyTravel Airways and MyTravel Airways A/S, as well as work for third party airlines such as Skyservice, and has now been re-branded Thomas Cook Airlines Engineering following
3869-408: The main cabin's floor to collapse. 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. In July 1971, Convair outlined
3942-599: The main landing gear. The report was critical of both the pilot's training record and non-employees paying airlines to gain experience. Airtours was formed in 1990 and changed to MyTravel Airways in 2002 with the merger of Premiair. Since the formation of the airline as Airtours International Airways in 1990, until the merger with Thomas Cook in 2008, MyTravel Airways has operated the following aircraft types: MyTravel Airways achieved several punctuality awards between 2005 and 2007. Air charter Charter – also called air taxi or ad hoc – flights require certification from
4015-581: The merger. In late 2005, one of its Boeing 757-200s were used for the filming of American biographical film United 93 , which was released a year later. The original flight was flown by a 757. MyTravel Aircraft Engineering Caribbean, part of MTAE had bases throughout the Caribbean in Cancún , Cozumel , Montego Bay , Newark, New Jersey and Sanford, Florida , as well as seasonal bases at various Spanish, Greek and Turkish airports as well as Jeddah for
4088-549: The middle of the plane for a steep staircase down to a lower partial deck, which incorporated a galley, three jumps seats, and 4 toilets. On 27 January 2002, Airtours International became the first airline to use the new Swanwick Air Traffic Centre, as flight AIH550 from Las Palmas to Birmingham was handed over to the new facility. Following the renaming of the Airtours Group to the MyTravel Group in February 2002,
4161-403: 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 6,220 miles (5,410 nmi; 10,010 km) and
4234-531: The plans for the DC-10-50 were abandoned after British Airways ordered the Lockheed L-1011-500 instead. 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
4307-434: The pressure difference between the cabin and cargo bay during decompression could quickly equalize without causing further damage. 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. McDonnell Douglas made some modifications to
4380-412: 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. The DC-10
4453-524: 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. In 1972, the DC-10's listed unit cost was reportedly US$ 20M ($ 146 million in 2023 prices). The series 30 and 40 were longer-range "international" versions. The main visible difference between
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#17327868033474526-417: The situation in a formal memo; almost a year later, it internally expressed concerns that the inadequate resolution would lead to loss of aircraft. Tragically, the initial rectification work would prove to be inadequate. On July 29, 1971, the FAA issued the type certificate for the DC-10, permitting its entry into revenue service. It entered commercial service with American Airlines on August 5, 1971, with
4599-404: 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. As originally designed, the floor of the main cabin was not strong enough to withstand full pressure differential, yet key control lines are routed through this floor, an approach that proved to be a key vulnerability. The DC-10
4672-500: The tail area led to the addition of hydraulic fuses to prevent the total loss of fluid. 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. A proposed version of the DC-10-10 with extra fuel tanks, 3 feet (91 cm) extensions on each wingtip, and
4745-524: The top of the wing, severing the leading edge slat actuator hydraulic lines. The slats retracted under the aerodynamic forces , causing the left wing to 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. Following the crash, the FAA withdrew the DC-10's type certificate on June 6, 1979, grounding all U.S.-registered DC-10s and those from nations with agreements with
4818-586: The world. The US market is the largest, followed by the European market with growing activity in the Middle East, Asia, and Central America. Some charter airlines have employed other types of jets, including Airbus , Boeing , and McDonnell Douglas mainline airliners such as the Douglas DC-10 and Boeing 747 . Arrow Air of the United States was such an airline. Among other aircraft, it employed
4891-504: 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 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. Large portions of the detailed design work, particularly that of the fuselage, were subcontracted to external companies, such as
4964-424: 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, MDC's 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
5037-677: Was the Danish sister airline of MyTravel Airways, which was re-branded Thomas Cook Airlines Scandinavia on 8 May 2008. The Airtours tour operating company was founded by David Crossland and established its own in-house airline, Airtours International Airways , on 1 October 1990. It started operations on 11 March 1991 flying McDonnell Douglas MD-80 aircraft to destinations throughout Europe. Cardiff -based Aspro Holidays and their inhouse airline, Inter European Airways, were acquired and integrated in November 1993 adding new aircraft types such as
5110-438: Was the last commercial carrier to operate the DC-10 in passenger service. The airline flew the DC-10 on a regular passenger flight for the last time on February 20, 2014, from Dhaka , Bangladesh to Birmingham , UK. Local charter flights were flown in the UK until February 24, 2014. As of September 2024, two DC-10s are in commercial service, one with TAB Airlines , a Bolivian cargo airline operating scheduled flights in
5183-565: Was their in-house airline. Many routes to Canada were operated by MyTravel Airways on behalf of specialist Canadian Affair. It was the only British airline to fly to Djerba from Manchester Airport and Gatwick Airport. As of 2007, MyTravel Airways flew to the following destinations: On 5 July 2007, a first officer who was not an employee but was paying MyTravel to gain flight experience on their aircraft ( pay-to-fly ) landed an Airbus A320 heavily at Kos airport in Greece, causing substantial damage to
5256-461: Was to be the in-house airline for Airtours Holidays, (Going Places Travel Agent). In 1993 they purchased Inter European Airways and the fleet was merged. In 2002 Airtours changed their brand name to MyTravel and therefore Airtours International Airways became MyTravel Airways. During 2007 the MyTravel Group agreed to merge with Thomas Cook AG , and on 30 March 2008, MyTravel Airways was fully integrated into Thomas Cook Airlines . MyTravel Airways A/S
5329-554: Was widespread amongst the traveling public as well as prospective operators. Competitive pressure had also played a role, Boeing in particular had developed the 747SP variant specifically to better compete with the DC-10 and L-1011. 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. The production run had exceeded
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