Supplementing our illustrations in the September 2022 REFLECTIONS, here is a broader assortment of maps showing where Northwest flew its DC-10 fleet between its introduction at the beginning of 1973 until its retirement in early 2007. All these maps are copyright Northwest Airlines History Center / Scott Norris.
Northwest DC-10 network from the February 1, 1973 System Timetable. This was light duty for crew and ground training while the fleet built strength.Northwest DC-10 network from the October 28, 1973 System Timetable. In just a few months much of the initial fleet was already in service. The first of several intended trans-Pacific routes had begun, but range issues required stops at Anchorage. This would be the extent of NWA’s DC-10 flying to Asia until three decades later…Northwest DC-10 network from the June 1, 1974 System Timetable. Yes, you could fly a Ten on the Milwaukee – O’Hare run!Northwest DC-10 network from the June 1, 1976 System Timetable. Hawaiian flying was certainly in the Series 40’s comfortable range, and the stations and routes described on this map would be essentially the same for the rest of the 1970s.Northwest DC-10 network from the October 28, 1979 System Timetable. NWA was bringing muscle to its Seattle/Tacoma operation post-Deregulation with transcontinental service to Dulles and Boston, regional connections to LAX and SFO, and opening Fairbanks in Alaska. But – strikes at NW and in the control tower would take the puff out of this swagger…Northwest DC-10 network from the April 24, 1983 System Timetable. Post-Deregulation service patterns and a de-emphasis on Chicago-Great Lakes -East Coast flying allowed the Tens to reinforce the MSP and SEA operations. Note the pullout from smaller stations like Great Falls and Billings to open up bigger markets like Phoenix and San Diego. And the type had returned to Honolulu, a station which NWA would never stop serving with the DC-10 until its retirement.Northwest DC-10 network from the June 5, 1986 System Timetable. Retrenchment to core routes from Minneapolis in the lead-up to the Republic merger.Northwest DC-10 network from the May 2, 1988 System Timetable. 757-200s and the 727-200s from the Republic merger had assumed many domestic DC-10 routes, trading capacity per departure for extra frequency of departures on the trunk services. This let NWA stretch the Ten’s wings across the Atlantic from the Boston focus city.Northwest DC-10 network from the May 1, 1993 System Timetable. Nonstops from Detroit into Europe are starting to take shape, and the Ten is used to open new route authorities from Honolulu across the Pacific.Northwest DC-10 network from the September 10, 1996 System Timetable. The Ten features heavily on Japan sun-destination rotations, while Boston’s trans-Atlantic presence is cut to just the Amsterdam hub.Northwest DC-10 network from the September 1, 2001 System Timetable. This is a good example of how NWA and KLM cooperated at the Amsterdam hub – the Red Tail would reach India but also open up nonstops to places like Miami and Washington Dulles. The Atlantic routes from Boston shifted to the Detroit hub as that airport’s WorldGateway made international connections very convenient. Series 30 airframes brought on and their better range even allowed for Pacific flying – here we see the last of the short-lived Osaka Kansai hub.Northwest DC-10 network from the May 1, 2004 System Timetable. As the Ten fleet was being replaced by A330-300, A330-200, 757-300, and wingletted 757-200s, its reach was truly worldwide, from India all the way around to Singapore. Northwest DC-10 network from the May 2, 2006 System Timetable. With only a handful of frames left in service, enthusiasts made sure to get their last pictures taken and miles logged on the type. Northwest DC-10 network from the January 3, 2007 System Timetable. The type’s final flight left Honolulu January 7, 2007 arriving Minneapolis/St. Paul the morning of the 8th. This would be the last service with a DC-10 by a major passenger network carrier (Biman Bangladesh would fly the last flight in 2014.) FedEx still has a handful of updated MD-10s in freight service but these will be soon retired.
