KLM's last MD-11 flight in 2014 was a significant event for the airline. Not only was it the retirement of a popular aircraft type, but it also marked the end of an 80-year relationship between Douglas and KLM. The airline introduced the DC-2 back in 1934 and stuck with Douglas right through all its subsequent developments.
Flying the DC-2 in 1934
KLM introduced the Douglas DC-2 into service in September 1934 as Douglas' first customer in Europe. It was an important aircraft for KLM, as it marked the expansion of its long-haul routes and was the first all-metal aircraft taken on by the airline. The aircraft were shipped to Europe by sea and assembled at Waalhaven Airport (as shown in the picture below).
KLM operated 19 Douglas DC-2 aircraft (all historical fleet information is based on data from ATDB.aero), and used them initially on routes to Indonesian colonies, then later within Europe as newer aircraft rook over. The last DC-2 aircraft was retired after the Second World War in 1946.
In case you were wondering why it didn't operate the DC-1, this was a prototype development leading to the production of the DC-2, with only one aircraft built (which flew with TWA).
KLM and the DC-3
KLM followed its success with DC-2 by ordering the Douglas DC-3 soon after. This was an update from Douglas, larger and with many improvements. The DC-3 remains the most produced aircraft in history (although the majority were for military use).
For KLM, the DC-3 followed the DC-2 in operating long-haul sleeper services to Asia. The airline also started service to New York with the DC-3. KLM operated at least 53 DC-3 aircraft between 1936 and 1964 - more than it operated of any other Douglas type.
The DC-4 and DC-5
The DC-4 "Skymaster" joined the KLM fleet just after the end of the Second World War, and played a key role in re-starting service at this time. The DC-4 was another upgrade to the DC-3, with higher capacity and a more robust design (created on the request of United Airlines). It was operational before the war, but most airline deliveries were delayed until after the conflict had ended.
KLM started operating the aircraft in 1946, and operated at least 32 different aircraft at different times. A group, the Flying Dutchman Foundation, has recently acquired and is restoring an ex-KLM DC-4 in South Africa.
The DC-5 was a shorter version of the DC-4. KLM was the only airline to take delivery of the DC-5. Other airlines ordered the type, but canceled their orders due to the outbreak of the Second World War. It operated just four aircraft between 1939 and 1955.
The Douglas DC-6 and DC-7
The Douglas DC-6 was a much higher capacity update, originally developed by Douglas during the war as a military transport and modified for airline use after. KLM operated the standard DC-6, as well as the stretched DC-6B, which took capacity from 60 to 89 passengers. KLM introduced the standard DC-6 in 1948 and operated eight aircraft. It also operated seven of the larger DC-6B from 1952 (with the last leaving the fleet in 1963).
The DC-7 was another upgrade, and the last piston-engined aircraft built by Douglas. It was requested initially by US airlines wanting higher range and increased capacity. This increase did not appeal at first to European airlines, but a later update with the DC-7C increased range further. KLM used this to fly Amsterdam to Tokyo (via Anchorage and a polar route), first opened in November 1958. It operated 15 DC-7C aircraft through to 1969.
The Douglas DC-8 and the jet age
The Douglas DC-8 brought KLM into the jet age. As with other airlines, it could now fly more people further, faster, and more comfortably. KLM took its first DC-8 in 1959 and introduced the aircraft on Amsterdam to New York services in March 1960. In these early jet days, KLM never operated the Boeing 707, but it did fly the BAC One-Eleven.
KLM kept the DC-8 in service until 1985. Over these years, it operated three variants: the DC-8-30 (seven aircraft), DC-8-50 (21 aircraft), and DC-8-60 (11 aircraft).
The DC-9
KLM followed the DC-8 quadjet with the smaller twin-engine Douglas DC-9 in 1966 to operate on its short and medium-haul routes. It soon replaced the Vickers Viscount and the Lockheed Electra on these routes.
The DC-9, of course, became the McDonnell Douglas DC-9 soon after. It operated two different-sized aircraft variants - the DC-9-10 (seven aircraft) and the DC-9-30 (19 aircraft), and the type remained in service until 1989. Some of these aircraft are still flying (with other operators, of course).
Interestingly all the DC-9 aircraft were named after European cities, with the first delivered taking the name "Amsterdam." The last aircraft delivered departed from this tradition. It was the 1,000th DC-9 delivered by Douglas and, in a nice reflection of the long relationship with KLM, it was named "Santa Monica" after the location of the McDonnell-Douglas factories. According to KLM, it was even christened using water brought over from Santa Monica bay!
The last of the series - the DC-10 and MD-11
The Douglas story ends with the widebody trijet DC-10, introduced in 1971, and its successor, the MD-11. KLM was already operating the Boeing 747 at this time, and the two aircraft both served long-haul routes with the airline. KLM operated 17 DC-10-30, retiring the last in 1995.
It followed on with its successor, the MD-11. It operated ten aircraft, all named after women who were considered pioneers. It only retired the last of these in 2014 and was the last airline to operate the MD-11 for commercial passenger service.
This has been a short look at the whole Douglas series of aircraft that KLM operated. There is so much more to say about each aircraft, its history, and its service with KLM. Feel free to discuss further in the comments section.
Photo: Vincenzo Pace | Simple Flying KLM
- IATA/ICAO Code:
- KL/KLM
- Airline Type:
- Full Service Carrier
- Hub(s):
- Amsterdam Schiphol Airport
- Year Founded:
- 1919
- Alliance:
- SkyTeam
- Airline Group:
- Air France-KLM
- CEO:
- Marjan Rintel
- Country:
- Netherlands
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