CV990 From , joined Dec 1969, posts, RR:
Reply 1, posted (12 years 1 month 3 weeks 1 day 12 hours ago) and read 2583 times:
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.
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 57
Reply 2, posted (12 years 1 month 3 weeks 1 day 12 hours ago) and read 2579 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.
NorthStarDC4M From Canada, joined Apr 2000, 3025 posts, RR: 36
Reply 4, posted (12 years 1 month 3 weeks 1 day 12 hours ago) and read 2546 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.
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Trintocan From United Kingdom, joined Apr 2000, 3238 posts, RR: 4
Reply 9, posted (12 years 1 month 3 weeks 1 day 7 hours ago) and read 2426 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.
N949WP From Hong Kong, joined Feb 2000, 1437 posts, RR: 1
Reply 10, posted (12 years 1 month 3 weeks 1 day 6 hours ago) and read 2396 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.
ATA L1011 From United States of America, joined Feb 2001, 1384 posts, RR: 6
Reply 13, posted (12 years 1 month 3 weeks 11 hours ago) and read 2247 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.