Credit to @GalacticaAsia for his DC 10-30

About the history of McDonnell Douglas DC-10 & Boeing MD-10

Designed in response to the same American Airlines requirement as the Lockheed TriStar, the DC-10, despite a sometimes troubled past, was the more successful of the two widebody trijets. Although originally conceived as a twinjet, the DC-10 gained a third engine at the base of its vertical tail to meet an American Airlines requirement that the aircraft be capable of operating from existing runways. The DC-10 subsequently was launched in February 1968 with orders from American and United. First flight took place on August 29 1970. The first transcontinental range DC-10-10s entered service with American in August 1971. By then work was already underway on the intercontinental range DC-10-30 which introduced more powerful engines, additional fuel tanks and a third main undercarriage unit. Most DC-10s built were 30s (including convertible 30CFs and pure freight 30Fs), while the 40 is a Pratt & Whitney JT9D powered variant ordered by Northwest and JAL. The United States Air Force ordered 60 CF6 powered DC-10s as KC-10A Extender tanker transports. A number of major and catastrophic accidents marred the DC-10's service record in the mid to late 1970s, but the various causes of these accidents were overcome and the DC-10 continues to operate reliably. Production ceased in 1989. The Boeing MD-10 conversion for Federal Express involves fitting DC-10s (both current freighters and "new" ex airliner freighter conversions) with a two crew Honeywell VIA 2000 EFIS flightdeck with six LCD screens. The instrument panel layout is identical to that in the MD-11, and pilots can be qualified to fly the two interchangeably. First flight was on April 4 1999, while the first of 89 MD-10 conversions for FedEx was delivered on May 9 2000 (the same day the conversion was certificated). Boeing is offering the MD-10 conversion to other DC-10 operators.

This aircraft was taken offline on November 13, 1973 at the McDonnell Douglas factory in Long Beach, California, and delivered to Varig on May 29, 1974. It was equipped with three General Electric CF6-50C2 engines, with a single thrust of 233.5kN (52500lbs), and was also Varig's first DC-10. After 22 years of flight, Varig made changes to the aircraft's coating in December 1996, known as Varig's new visual identity, PP-VMA and PP-VMB were painted with new paint together. With Varig's entry into the Star Alliance in 1997, PP-VMA paint was also painted with the logo of Star Alliance. In December 1998, PP-VMA was sold to PAFCO and rented by Varig to March 9, 1999. Then it was leased to AVENSA with a registration number of YV-51C. After one year and five months and 14 days, AVENSA returned the rental of the machine on August 23, 2000. Therefore, the registration number was changed to N940PG, and then on July 17, 2001, AVENSA leased this aircraft again and changed its registration number to YV-69C, which was used until January 24, 2003. The lease was subsequently cancelled, and after four months and twenty days, it was leased to Santa Barbara Airlines. It ceased to be used on December 13, 2005 and was sealed in the ROW. It was finally dismantled in the ROW in 2007.

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Have a nice flight!