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Differences Between DC-10-30 & DC-10-40  
User currently offline727LOVER From United States of America, joined Oct 2001, 6414 posts, RR: 17
Posted (11 years 12 months 2 days 17 hours ago) and read 2553 times:

Are there any VISUAL differences between these two aircraft?
Without clicking on the picture can you tell the difference?


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Photo © Ben Pritchard


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Photo © Chris Coduto


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Photo © Mark Abbott




Usually when I see a DC-10, I just say to myself "HEY a DC-10!" whereas with other aircraft, say 737,747, I would denote a series..

Did NW ever operate series 10s?

Did NW ever operate DC-10s into LGA?


Listen Betty, don't start up with your 'White Zone' s*** again.
14 replies: All unread, jump to last
 
User currently offlineCV990 From , joined Dec 1969, posts, RR:
Reply 1, posted (11 years 12 months 2 days 17 hours ago) and read 2533 times:


Hi!

The major and most visual diference between the 30 and 40 series of the DC-10 is the fact that in the nr. 2 engine ( tail one ) the 40 series due to the fact it used the bigger P&W engine as a bigger and larger nacelle then the 30, if you look closely the 40 series the shape is not straight it's wider in the front part of the nacelle, in the 30 serie the GE engine is more or less straight from front to end.
Regards


User currently offlineDutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 57
Reply 2, posted (11 years 12 months 2 days 17 hours ago) and read 2529 times:

The first 2 questions last:

-NW never operated the DC-10-10, just the DC-10-30 and 40; NW ordered the DC-10-40s, with PW engines, directly from McD Douglas and acquired the DC-10-30s second hand from a variety of sources, many came from Swissair, NW needed the extra capicity when it greatly increased flights accross the Atlantic in conjunction with the KLM/NW alliance and it acquired rights to fly DTW-LGW (rights purchased from DL who got them from Pan Am). NW originally flew 747s accross the Atlantic on routes to some Scandanavian cities - those flights were not successful but then the KLM deal came.

-NW never operated the DC-10 into LGA, I think that the DC-10-40 is too heavy for normal ops into LGA, however, National and American opeated DC-10-10s in LGA and Eastern and TWA operated L1011-1s into LGA for years.

Your main question....visual differences between the DC-10-30 and 40, I really do not know....are the engine cowlings different between the GE engines of the -30 and the PW engines of the -40? That could be something. I do know that the landing gear is different on the -10 from the others, it is "missing" the third center set of main landing gear due to its lighter weight.


User currently offlineDesertJets From United States of America, joined Feb 2000, 7760 posts, RR: 16
Reply 3, posted (11 years 12 months 2 days 17 hours ago) and read 2510 times:

To follow up what CV990 said. The easiest way to tell a -40 apart is to look for the trumpet flare on the #2 engine cowling. You'll know it when you see it.


Stop drop and roll will not save you in hell. --- seen on a church marque in rural Virginia
User currently offlineNorthStarDC4M From Canada, joined Apr 2000, 2992 posts, RR: 37
Reply 4, posted (11 years 12 months 2 days 17 hours ago) and read 2496 times:
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Actually, the easiest way to tell the difference between a Northwest -30 and -40 is the registration, if it ends in US (N###US) or JC (N###JC) (do they still have to 2 JCs?)its a 40 if it ends in NW (N###NW) its a 30.


Those who would give up Essential Liberty to purchase a little Temporary Safety, deserve neither Liberty nor Safety.
User currently offlineLjungdahl From Sweden, joined Apr 2002, 907 posts, RR: 36
Reply 5, posted (11 years 12 months 2 days 16 hours ago) and read 2470 times:

I'll try to visualize this (and try to catch some more hits for my pics...)

DC-10-30

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Photo © Johan Ljungdahl


DC-10-40

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Photo © Johan Ljungdahl


...if you take a look at engine # 2, the difference is clearly visible...

...Johan...  Smokin cool


User currently offlineCV990 From , joined Dec 1969, posts, RR:
Reply 6, posted (11 years 12 months 2 days 15 hours ago) and read 2442 times:


Hi Johan!

Your photos look great and the way you took them clearly show that the DC-10-40 #2 engine wides in the front part, take a look to the sun reflecting in it!
Great shots indeed!
regards


User currently offlineJAL From Canada, joined Apr 2000, 5083 posts, RR: 8
Reply 7, posted (11 years 12 months 2 days 15 hours ago) and read 2430 times:

It is difficult for me to tell the difference between a DC10-30 and Dc10-40 the same way I find it hard to tell the difference between a B747-300 and a B747-400D.


Work Hard But Play Harder
User currently offlineNightcruiser From , joined Dec 1969, posts, RR:
Reply 8, posted (11 years 12 months 2 days 12 hours ago) and read 2382 times:

JAL, look at the wingroots to tell the difference between the 743 and 744D. The 744D I believe has thicker, stronger wingroots than the 743. Other than that, both aircraft look virtually the same.

User currently offlineTrintocan From United Kingdom, joined Apr 2000, 3229 posts, RR: 4
Reply 9, posted (11 years 12 months 2 days 12 hours ago) and read 2376 times:

The difference is subtle but the pics by Johan clearly show the difference. In the end it is spotting the two types and noticing the difference which will help in recognition - as it will be for 743 and 744D (wing root being the difference there).

Actually, before reading this thread I was not aware of any difference. Only JAL and NW bought the DC-10-40 - what has happened to JAL's planes? I do know that NW uses the DC-10-30 on its transatlantic routes and the DC-10-40 is mostly used domestically.

Trintocan.



Hop to it, fly for life!
User currently offlineN949WP From Hong Kong, joined Feb 2000, 1437 posts, RR: 1
Reply 10, posted (11 years 12 months 2 days 10 hours ago) and read 2346 times:

JAL bought 20 DC-10-40's from MD with deliveries stretched from the mid-70's to the early 80's. Initially, they flew all across the world on JAL's network, but in recent years has been re-assigned to mostly Japanese domestic, Asian and Hawaiian routes. More than half the fleet is still in service (I believe), with the rest sold for cargo conversion.

'949


User currently offlineBrick From United States of America, joined Aug 1999, 1579 posts, RR: 7
Reply 11, posted (11 years 12 months 1 day 21 hours ago) and read 2278 times:

Here's a NW DC-10-10 for you:


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Photo © Mark Abbott



 Laugh out loud
Mark Abbott
Denver, CO



A noble spirit embiggens the smallest man...
User currently offlineCharliecossie From Germany, joined Oct 2001, 479 posts, RR: 9
Reply 12, posted (11 years 12 months 1 day 19 hours ago) and read 2240 times:

Brick:
I think this is a 40 with the centre gear retracted (operation in this config is quite possible).
Bill Harms website also list this a/c as a 40.

Anyone notice the panel hanging open below the nbr 3 engine thrust reverser?
Tut, tut.


User currently offlineATA L1011 From United States of America, joined Feb 2001, 1378 posts, RR: 6
Reply 13, posted (11 years 12 months 1 day 16 hours ago) and read 2197 times:

JAL operates their 40's in this config quite often when the center gear is not needed because the aircraft isnt that heavy on certain rtes. It cuts down on maintenance cost and the unneeded wear and ter on the gear.


Treat others as you expect to be treated!
User currently offlineBrick From United States of America, joined Aug 1999, 1579 posts, RR: 7
Reply 14, posted (11 years 12 months 1 day 11 hours ago) and read 2143 times:

Charliecossie,

Of course it's not a -10. It's a -40. It just looks like a -10 which is why I posted it...

I must have gotten about 25-35 e-mails about this picture when I first posted it...every one of them telling me I misidentified it as a -40.

Mark Abbott
Denver, CO



A noble spirit embiggens the smallest man...
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