United had made modifications to the cabin interior of the CP aircraft and added an additional fuel tank in the aft cargo compartementin order to enable a Seattle-HongKong nonstop service. These modifications were extended to two other CP Air aircraft foir a total of five of what was known as the DC-10-30ER model types, aircraft with a heavier gross take-off weight, slightly more engine thrust and longer range with additional fuel capacity.
Lijnden From United States of America, joined Apr 2003, 570 posts, RR: 1
Reply 2, posted (8 years 11 months 4 weeks 1 day 8 hours ago) and read 12604 times:
The longest flight I have taken on a dc-10 was AMS > LAX (11:20) KLM (ph-dtd)
other flight on DC-10's:
HNL > ORD on UA
LAX > IAD on UA
SFO > Lihue on UA
AMS > IAD on NWA
IAD > AMS on NWA
LUX > KEF on Icelandair (n1035f)
KEF > JFK on Icelandair (n1035f)
LPA > AMS on Martinair (ph-mbt)
LPA > MAD on iberia (ec-cbo)
AMS > BWI on KLM (ph-dtl)
BWI > AMS on KLM (yv138c)
PTY > CUR on KLM (ph-dtb)
AMS > CDG > LIS > Recife > Manaus > RIO on Varig (pp-vmy)
RIO > LIS > CDG > AMS on Varig (pp-vmx)
CUR > JFK on American (n116aa)
[Edited 2006-04-03 22:27:26]
Be kind to animals! Last trip: ORF-IAD-NRT-IAD-ORF with UAExpress and ANA
ZRH-GVA-LAX started in Autumn 1989 and was operated by a DC-10-30ER probably up to the 1991/92 winter schedule, then by MD-11.
ZRH-GVA-SIN-CGK (Mon): don't know the start date, but was first flown only to SIN with code-share partner doing the last leg to CGK. SR formed its alliance with SQ & DL in 1989 if I remember well, so this should be the year that SR stopped to operate up to CGK. Then the SIN flight was operated out of ZRH from 1991.
ZRH-GVA-GIG-GRU-EZE (Tue; Thu; Sun) since at least (but probably before) the beginning of the 1980s. At first, the flight had to stop at DKR, both way, then came the -30ER which allowed a non-stop flight. Don't remember the exact date of change, but the MD-11 certainly took over the route in 1991/92, before flying it out of ZRH.
And the ZRH-GVA-JNB (Tue; Fri; Sun) route was flown probably up to 1991/92 winter schedule too. Then the MD-11 took over for a while, and later the route was flown out out of ZRH.
Interestingly, only the South America flight flew back through GVA. All others were going directly to ZRH on the return flght.
If anybody here have more precise details about all these facts, do not hesitate to correct me, I was too young to know all the details then.
Ravel From Finland, joined Feb 2006, 137 posts, RR: 0
Reply 14, posted (8 years 11 months 4 weeks 1 day 6 hours ago) and read 12161 times:
At some point the longest DC-10 flight was from Helsinki to Tokyo with Finnair's DC-10-30ER. Since Finnair didn't get a permission to fly over Soviet Union, the flight had to fly via North Pole so it was quite long...
Cure From Italy, joined Sep 2005, 227 posts, RR: 0
Reply 20, posted (8 years 11 months 4 weeks 19 hours ago) and read 11596 times:
IIRC back in 1992 KL used to fly an AMS-AUA-GUA, which is a total of 5650nm with a DC10-30 (AMS-AUA: 4898, but I don't think they were refueling in AUA...can anyone help me?), maybe not the longest, but long.
Fanofjets From United States of America, joined Apr 2000, 2041 posts, RR: 3
Reply 22, posted (8 years 11 months 4 weeks 12 hours ago) and read 10709 times:
Even some medium-range series -10s were retrofitted for long-haul work. I believe the initial batch was ordered by All Nippon but later cancelled. THY (including the ill-fated ship that crashed in Ermenonville in 1974) and Laker used these aircraft for trans-Atlantic services. Laker boasted that these series -10s were much more fuel-efficient than their greater-MTOW series -30 and -40 bretheren, keeping Sir Freddie's costs down.
Beechnut From Canada, joined Apr 2004, 743 posts, RR: 10
Reply 23, posted (8 years 11 months 4 weeks 12 hours ago) and read 10610 times:
United Seattle-Hong Kong, 5648 n.m.
Canadian (CP) Vancouver-Hong Kong 5555 n.m.
And the one I flew on once, CP Toronto-Tokyo 5574 n.m. (13h53 min)
So looks like SEA-HKG wins. All three were on CP DC-10s however (the United DC-10ERs retained their Canadian registration; CP received a like number of United DC-10-10s for domestic and transatlantic ops in exchange and these retained their US registration).