When FedEx Flight 147 touched down at Memphis International Airport (MEM) on 31 December 2022, it marked the end of an era for the world’s largest cargo airline.
The flight, which originated at Toronto Pearson International Airport (YYZ), was the final revenue flight of a FedEx MD-10-30F, one of the most iconic and recognizable commercial airliners in aviation history.
The MD-10 was a mainstay of the fleet of Memphis-based FedEx Express for more than three decades. Its retirement marks the end of an era for FedEx and the aviation industry as a whole.
The Boeing MD-10, of course, is the updated iteration of the McDonnell Douglas DC-10, brought about by FedEx’s request. The update included the integration of a glass cockpit and the elimination of the flight engineer position. Many of the DC-10s operating at the time underwent MD-10 conversion. Not to be confused with the MD-11, the MD-10 allowed for a common two person cockpit between both types of jets. The larger MD-11 will still soldier on in the FedEx fleet.
The Storied but Controversial History of the McDonnell Douglas DC-10
The DC-10 was introduced in 1970 by McDonnell Douglas, the now-defunct American aerospace manufacturer, as a successor to the older DC-8. The aircraft was designed as a wide-body, tri-jet airliner and was initially intended to compete with Boeing’s 747 jumbo jet. The DC-10 was well received by airlines and passengers alike, offering a spacious and comfortable cabin and a range of up to 5,800 miles. The aircraft became a popular choice for both passenger and cargo airlines and was used by many of the world’s leading carriers.
However, the DC-10 was not without its share of controversy. In the early 1970s, a series of high-profile accidents involving the aircraft raised concerns about its safety and reliability. The most notable was the crash of American Airlines Flight 191 in Chicago in 1979, which resulted in 273 deaths. Despite these incidents, the DC-10 continued to be operated by many airlines throughout the 1980s and 1990s. The type was eventually retired from passenger service in 2014.
Ultimately, 446 McDonnell Douglas DC-10s were built between 1970 and 1989. The DC-10 far outsold Lockheed’s L-1011 TriStar, its only direct competitor. By comparison, just 249 TriStars were manufactured between 1971 and 1985.
FedEx and the DC-10
For FedEx, the DC/MD-10 was a mainstay of its fleet for more than three decades. The carrier took delivery of its first DC-10 in January 1986. It was a workhorse for FedEx, with the cargo airline relying on a total of 113 of the type for its reliability and long-range capabilities.
In recent years, however, FedEx has been transitioning its fleet to more modern and fuel-efficient aircraft, including the Boeing 767 and 777 and the MD-11.
Are there any DC-10s Still Flying?
With the MD-10 no longer operating for FedEx, it is interesting to note that there are only two remaining MD-10s operating worldwide as of February 2023 – both of which are the cargo MD-10-30F variant.
- CP-2791, operated by Transportes Aéreos Bolivianos (TAB) Cargo, delivered new to Federal Express in August 1988 as N314FE. Received by TAB in July 2013. The jet occasionally does traverse Miami International Airport.
- N330AU, operated as the Orbis Flying Eye Hospital. At nearly 50 years old, it was delivered new to Trans International Airlines in April 1973 as N101TV. It would then go on to operate as a cargo/passenger combi with Transamerica Airlines from October 1979 through April 1984. While operating for Transamerica, N101TV was leased to Nigeria Airways and Air Florida in 1979 and 1981, respectively. It was transferred to Federal Express as N301FE in April 1984, where it operated until the company donated the aircraft to Project Orbis in April 2011.
As for the eight remaining FedEx MD-10s, all but three have made their way to the scrapyard. N311FE, N313FE, N316FE, N318FE, and N319FE have all been transferred to Victorville, California (VCV). Meanwhile, N306FE, N307FE, and N321FE are still on the ground in Memphis as of mid-February 2023.
A few other DC-10s remain:
There are four McDonnell Douglas DC-10 tankers serving in fire fighting capacity, based on the West Coast. Those flights are obviously not scheduled but do fly on demand and for training.
The Strange History of N306FE
The last revenue flight of a FedEx MD-10 was operated with N306FE, the first DC-10 built specifically for FedEx. It began operation with the carrier on 24 January 1986.
It underwent MD-10 conversion after the Boeing merger and operated FedEx’s final DC/MD-10 flight on 31 December 2022.
N306FE was also the aircraft involved in one of the most bizarre aviation incidents in history. On 07 April 1994, N306FE was operating Flight 705 on a flight from Memphis to San Jose, California (SJC). A deadheading employee attempted to overpower the cockpit crew and hijack the airplane. Although the attempt was unsuccessful, the attacker severely injured the flight crew. Additionally, the aircraft underwent extreme stress as the injured crewmembers tried to disorient the attacker by rolling and inverting the DC-10 far beyond its design limits. For more information on this incident, watch this episode of Mayday: Air Disaster featuring the story of Flight 705.
Because of its history, efforts are underway to save N306FE from the graveyard. A petition on change.org is quickly gaining traction, as it is close to obtaining 10,000 signatures. Organizers hope to preserve the aircraft in an aviation museum in tribute to the bravery demonstrated by the flight crew of Flight 705.
The End of an Era
Although the DC/MD-10 will no longer grace the world’s skies, except for the two MD-10s still in operation (and military KC-10 tankers), its memory will live on in the hearts and memories of aviators everywhere. The DC-10 will always hold a special place in the history of aviation. Its retirement from FedEx’s fleet marks the end of an era. Still, its legacy will live on as a reminder of the aviation industry’s innovative spirit and engineering prowess.
