Legacy135 From Switzerland, joined May 2005, 1052 posts, RR: 29 Reply 3, posted (8 years 16 hours ago) and read 4142 times:
The DC-10-10 was the initial model, basically deigned to go US-Transcontinental. It was not very capable doing longrange, although some airlines used it, for sure with payload restriction or additional fuelstops.
The DC-10-30 was the longrange aircraft. It got a higher grossweight and therefore it needed an additional maingear. For this it can be easily identified by the centergear as the one on the A340-600.
FlagshipAZ From United States of America, joined Jan 2001, 3419 posts, RR: 15 Reply 4, posted (8 years 15 hours ago) and read 4129 times:
The -30 series has a center main gear while the -10 series does not.
Externally, that's about the only difference. Both have GE engines, with the -30 series having more powerful thrust for heavier loads & greater range.
Hope that helps. Regards.
"Beer is living proof that God loves us and wants us to be happy." --Ben Franklin
Boeing764 From Canada, joined Apr 2001, 297 posts, RR: 0 Reply 8, posted (8 years 9 hours ago) and read 3836 times:
The DC-10-15 series is like the -10 but is powered by Pratt and Whitney engines instead of General Electric. Only seven of them were built and were delivered to Aeromexico and Mexicana.
Further, the -15 was designed for performance at full loads at hot & high airports by combining the -10 airframe with more powerful engines: http://www.boeing.com/commercial/dc-10/
FlyHoss From United States of America, joined Feb 2005, 598 posts, RR: 0 Reply 11, posted (8 years 8 hours ago) and read 3737 times:
The DC-10-40 has Pratt and Whitney engines, preferred by a couple of original (new order) customers; IIRC only NW and JAL ordered the -40 (new).
The -40 was reportedly originally the -20, but NW objected to the -20 suffix/label, as the -30 (higher thrust GE CF6 engines than the -10) was already in development. So, "presto-chango" the -40 was borne.
MD11LuxuryLinr From United States of America, joined Jul 2003, 1385 posts, RR: 16 Reply 12, posted (8 years 8 hours ago) and read 3706 times:
Quoting FlyHoss (Reply 11): So, "presto-chango" the -40 was borne
That's a good way of putting it. NW wanted their DC10s to be 'labeled' superior to the -30. So they nudged McDD to call it the -40.. Even though their JT9D-20 powerplants produced less thrust than the CF6-50Cs of the -30s.
Caution wake turbulence, you are following a heavy jet.
AeroWesty From United States of America, joined Oct 2004, 18806 posts, RR: 64 Reply 13, posted (8 years 8 hours ago) and read 3695 times:
Andahuailes, have you discovered the Aircraft Data section of a.net? There's some excellent info there. This link with take you to the data page on the DC-10:
AKelley728 From United States of America, joined Dec 1999, 2101 posts, RR: 6 Reply 14, posted (8 years 8 hours ago) and read 3662 times:
Quoting Boeing764 (Reply 8): The DC-10-15 series is like the -10 but is powered by Pratt and Whitney engines instead of General Electric. Only seven of them were built and were delivered to Aeromexico and Mexicana.
Wrong... The -15 was basically the airframe/wing of the -10 with the engines of the -30.
Flflyguy From United States of America, joined May 2004, 238 posts, RR: 3 Reply 16, posted (8 years 7 hours ago) and read 3564 times:
Another difference (at least on AA aircraft) was that on the DC-10-10, there was the lower lobe (downstairs) galley. On the DC10-30, the galleys were on the main deck in a more traditional configuration. This allowed for fewer seats, but more cargo.
The views expressed are my own, and not necessarily those of my employer.
Dc10hound From United States of America, joined Dec 2000, 463 posts, RR: 6 Reply 17, posted (8 years 5 hours ago) and read 3493 times:
Another difference (at least on AA aircraft) was that on the DC-10-10, there was the lower lobe (downstairs) galley. On the DC10-30, the galleys were on the main deck in a more traditional configuration. This allowed for fewer seats, but more cargo.
Actually, I beleive that all of AAs "Dirty Thirties" were delivered/purchased with lower lobe galleys. Several were modified in TULE with upper deck galleys. These flew in three class configuration. The remainder flew the HNL routes (Cattle car from ORD and DFW).
"Eagles soar. But weasels never get sucked into jet intakes.."
Legacy135 From Switzerland, joined May 2005, 1052 posts, RR: 29 Reply 18, posted (7 years 12 months 4 days 17 hours ago) and read 3373 times:
Quoting Flflyguy (Reply 16): Another difference (at least on AA aircraft) was that on the DC-10-10, there was the lower lobe (downstairs) galley. On the DC10-30, the galleys were on the main deck in a more traditional configuration. This allowed for fewer seats, but more cargo.
Not necessarily..... I was working on Balair's DC-10-30 HB-IHK which was configureated in a "Max-Pax-Version" as cargo played a minor role in our business. This one had a lower galley as well. First we flew it in a All-Economy-Class version, taking 345 in total distributed in three sections, all with a 3-4-2 crossection. Then we reconfigurated it into two classes as there was a demand for business class, what we called "Relax-Class", offering more comfortable seats in a 2-4-2 crossection. This way we carried then a total of 327 Pax. This two class configuration was mainly a demand on our ZRH-MIA route we served before Swissair did it.
If a remember right, the design of the DC-10 allowed a maximum of 372 PAX-seats. I think this was only feasible in the lower-galley-version with a 3-4-3 crossection. We once leased a Finnair DC-10 who's galley where located in the traditional "Upstairs Configuration" and it carried in the one-class-version 345 PAX as well, but had the 3-4-3 crossection. I could not imagine to squeeze more seats in without moving the galley downstairs.
Anyhow, I loved the DC-10, for me it was "The Aircraft".
YukonTrader From Switzerland, joined May 2005, 207 posts, RR: 7 Reply 19, posted (7 years 12 months 4 days 16 hours ago) and read 3309 times:
Hi guys,
Quoting FlagshipAZ (Reply 4): The -30 series has a center main gear while the -10 series does not.
Correct, but one 'caveat' nobody has mentioned so far. The DC-10-10 / DC-10-15 are not the only models without center main gear, and just relying on that feature to identify a -10 occasionally mislead one or the other spotter. Those DC-10-40 which Japan Airlines used domestically (dubbed the DC-10-40D) do also lack a center gear, and when some of them went on to serve international routes with subsidiary Japan Asia Airways, their profile out there in the approach caused occasional confusion. I recall some outbursts of adrenaline with fellow spotters unaware of that particular fact that I witnessed myself & with a smile in good old HKG many a year ago...
SATL382G From , joined Dec 1969, posts, RR: Reply 20, posted (7 years 12 months 4 days 16 hours ago) and read 3298 times:
Quoting YukonTrader (Reply 19): Those DC-10-40 which Japan Airlines used domestically (dubbed the DC-10-40D) do also lack a center gear,
Did they actually lack the center gear or was JAL just not using it? On the -40 (and -30 I believe) an airline could leave the center gear retracted and operate at a lower MTOW.
Legacy135 From Switzerland, joined May 2005, 1052 posts, RR: 29 Reply 22, posted (7 years 12 months 4 days 16 hours ago) and read 3280 times:
Quoting SATL382G (Reply 20): Did they actually lack the center gear or was JAL just not using it? On the -40 (and -30 I believe) an airline could leave the center gear retracted and operate at a lower MTOW.
I don't know if it could be disabled by maintenance by a certain procedure. What I remember, that we were allowed to fly the aircraft home under certain weight restrictions if the center gear was unservicable. On the nosegear was a pair of locking springs, the same as on the center gear. Once during the preflight check, the engineer discovered that one of them on the nosegear was broken. As the plane was low on T/O weight, he was allowed to take one from the centergear and install it on the nosegear, in order to dispatch the aircraft home. There was no risk as the weight was well below the limit, needed for the center gear. So we could fly home with a minor delay.
YukonTrader From Switzerland, joined May 2005, 207 posts, RR: 7 Reply 23, posted (7 years 12 months 4 days 15 hours ago) and read 3262 times:
Hi SATL382G
Quoting SATL382G (Reply 20): Did they actually lack the center gear or was JAL just not using it? On the -40 (and -30 I believe) an airline could leave the center gear retracted and operate at a lower MTOW.
Definitely a good point you make! Not seeing it must not mean that it is not there. As JAL occasionally converted DC-10-40I's to D's and vice versa (according to JP Airline Fleets), it's educated guessing that the bay and mounts for the center gear must most probably have been present on D's as well. Now the question whether the gear was actually removed (dead weight, regular inspections & maintenance required even if locked) or just locked in its bay is up to some tech's with authority to reveal... Anyone around to shed some light?
RampRat74 From United States of America, joined Dec 2003, 1455 posts, RR: 2 Reply 24, posted (7 years 12 months 4 days 15 hours ago) and read 3252 times:
The DC-10-30 has two more cargo positions in the aft hold. The bulk pit is smaller then that of the 10, and the 30's bulk cargo door is very small.
25 Ktachiya: The center gear on JAL's -40 were absent when they operated domestic routes. Now these are types are no longer existant in the fleet as they are reti
26 FedExIndy: Not quite true. I think this was an option in all DC10s. At FedEx, we have some -10's that have the extra cargo positions and the smaller bulk pit. N
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