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Lufthansa and SABENA preferred the TriStaI' while Alitalia wanted the OC-lO and Air France was still leaning towards standardiZing on the Boeing 747 The group also sought lower prices than it had paid on initial Boeing 747 orders. I Lockheed's Dilemma The price quoted to ATLAS members for the upgraded OC-1O-30 was $16 million per aircraft. To be able to offer this price, MOC salesmen were renegotiating with the KSSU Group and the two supplemental airlines to get them to switch to the upgraded performance Series 30s.
47 Chapter VIII INTO SERVICE Old Mac hands over the keys to the first two DC-lOs, delivered to American and United. T he DC-lO Type and Production Certificates were issued by FAA Administrator John H. Schaffer on July 29, 1971, just 11 months after the first night. The night-test program had logged 1,551 hours during 929 nights. The DC-10 was the first commercial transport to be certified under new Federal Air Regulation (FAR) Part 36 noise guidelines. Following certification, Old Mac handed over the symbolic golden keys of the first two DC-lOs to Marion Saddler, vice chairman of American Airlines and Edward Carlson, president of United.
This led to expanding the search to the smaller operators. 49 AeroMexico's OC-l0-30s were delivered in the bare metal scheme seen above on XA-OUG (In 147/msn 46936). Below, OC-l0-30 XA-RIY (In 75/msn 47861) in 1994 wears a new livery created after Aero Mexico was privatized. Delivered in 1973, Western OC-l0-l0 N901WA (In 95/msn 46908) was sold as N166AA to American Airlines. Just prior to its demise, Western adopted a bare metal scheme shown below on a Series 10 departing from San Francisco. S.