Editing McDonnell Douglas DC-10 (section)

===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 "international" versions. 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.com |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>