Editing McDonnell Douglas DC-10 (section)

==Variants==

===Original variants===
[[File:McDonnell Douglas DC-10-10, American Airlines AN1021178.jpg|thumb|The initial DC-10-10, powered by three [[GE CF6]]s, has two main [[landing gear]]s.]]

;DC-10-10
: The DC-10-10 is the initial passenger version introduced in 1971, produced from 1970 to 1981. The DC-10-10 was equipped with [[General Electric CF6|GE CF6-6]] engines, which was the first civil engine version from the CF6 family. A total of 122 were built.<ref name=Steffen_p12-6>{{harvnb|Steffen|1998|pp=12, 14–16}}</ref>

;DC-10-10CF
: The –10CF is a convertible passenger and cargo transport version of the –10. Eight were delivered to [[Continental Airlines]] and one to [[United Airlines]].<ref name=Steffen_p12-6/>

;DC-10-15
: The –15 variant was designed for use at [[hot and high]] airports. The series 15 is basically a –10 fitted with higher-thrust GE CF6-50C2F (derated DC-10-30 engines) powerplants.{{sfn|Steffen|1998|pp=12, 118}} The –15 was first ordered in 1979 by [[Mexicana de Aviación (1921–2010)|Mexicana]] and [[Aeroméxico]]. Seven were completed between 1981 and 1983.{{sfn|Endres|1998|pp=62, 123–124}}

===Long-range variants===
[[File:Swissair McDonnell Douglas DC-10-30 HB-IHH "Basel-Stadt" (26090378125).jpg|thumb|The heavier DC-10-30 has an additional center landing gear. The variant was first introduced into service by [[Swissair]] in 1972.]]
;DC-10-30
:A long-range model and the most common model produced. It was built with General Electric CF6-50 turbofan engines, with larger fuel tanks and a larger wingspan to increase range and fuel efficiency, and with a set of rear center landing gear to support the increased weight. It was very popular with European flag carriers. A total of 163 were built from 1972 to 1988 and delivered to 38 different customers.{{sfn|Endres|1998|pp=57, 112–124}} The model was first delivered to [[KLM]] and [[Swissair]] on November 21, 1972, and first introduced in service on December 15, 1972, by the latter.{{citation needed|date=January 2019}}
;DC-10-30CF
:The convertible cargo/passenger transport version of the DC-10-30. The first deliveries were to [[Overseas National Airways]] (ONA) and [[Trans International Airlines]] in 1973. A total of 27 were built.<ref name=Steffen_p12-3>{{harvnb|Steffen|1998|pp=12–13}}</ref>
;DC-10-30ER
:The extended-range version of the DC-10-30. The –30ER aircraft has a higher maximum takeoff weight of {{convert|590000|lb|t}}; is powered by three GE CF6-50C2B engines each producing {{convert|54000|lbf|kN|abbr=on}} of thrust; and is equipped with an additional fuel tank in the rear cargo hold.{{sfn|Endres|1998|pp=34–37}}<ref>{{cite web |url=http://www.aftd.com/TCDS_PDFS/A22WE_8.pdf |title=Archived copy |access-date=June 23, 2014 |archive-url=https://web.archive.org/web/20170630164103/http://www.aftd.com/TCDS_PDFS/A22WE_8.pdf |archive-date=June 30, 2017 |url-status=dead}}</ref> It has an additional 700&nbsp;mi of range to 6,600&nbsp;mi (5,730&nbsp;nmi; 10,620&nbsp;km). The first of this variant was delivered to [[Finnair]] in 1981. A total of six were built and five –30s were later converted to –30ERs.
;DC-10-30AF
:Also known as the DC-10-30F. This was the all-freight version of the –30. Production was to start in 1979, but [[Alitalia]] did not confirm its order then. Production began in May 1984 after the first aircraft order from FedEx. A total of 10 were built.{{sfn|Steffen|1998|p=13}}
[[File:McDonnell Douglas DC-10-40, Northwest Airlines AN0215731.jpg|thumb|The heavy DC-10-40 is powered by three [[Pratt & Whitney JT9D]]s.]]
[[File:McDonnell Douglas DC-10-40, Northwest Airlines AN0014614.jpg|thumb|The tails of a DC-10-30 (on the left) and a DC-10-40 (on the right). The DC-10-40 has two bulged sections in the tail engine, compared to the DC-10-30's straight nacelle.]]
;DC-10-40
:The first long-range version fitted with [[Pratt & Whitney JT9D]] engines. Originally designated ''DC-10-20'', this model was renamed DC-10-40 after a special request from [[Northwest Airlines|Northwest Orient Airlines]]: the aircraft was much improved compared to its original design, with a higher MTOW (on par with the Series 30) and with more powerful engines, and retains the increased wingspan from the DC-10-30. The airline's president wanted to advertise that he had the latest version.<ref name=Waddington_p70-1>{{harvnb|Waddington|2000|pp=70–71}}</ref>{{sfn|Endres|1998|pp=56–57}} The company also wanted its aircraft to be equipped with the same engines as its Boeing 747s for [[fleet commonality]].<ref name=Endres_p21>{{harvnb|Endres|1998|p=21}}</ref>
:Northwest Orient Airlines and [[Japan Airlines]] were the only airlines to order the Series 40, respectively ordering 22 and 20 aircraft. The Northwest DC-10-40s were delivered with improved engines, Pratt & Whitney JT9D-20 engines producing {{convert|50000|lbf|kN|abbr=on}} of thrust and an MTOW of {{convert|555000|lb|t}}. The DC-10-40s delivered to Japan Airlines were equipped with P&W JT9D-59A engines that produced a thrust of {{convert|53000|lbf|kN|abbr=on}} and an MTOW of {{convert|565000|lb|t}}.<ref name=Endres_p21-56>{{harvnb|Endres|1998|pp=21, 35, 56}}</ref>
:Forty-two DC-10-40s were built from 1973 to 1983.<ref name=Waddington_p137-44>{{harvnb|Waddington|2000|pp=137–144}}</ref> Externally, the DC-10-40 can be distinguished from the DC-10-30 by a slight bulge near the front of the nacelle for the #2 (tail) engine.
;DC-10-40D
:A domestic variant for Japan Airlines{{citation needed|date=February 2025}}

=== Proposed variants ===

==== DC-10-20 ====
A proposed version of the DC-10-10 with extra fuel tanks, {{convert|3|ft|cm}} extensions on each wingtip, and a rear center [[landing gear]]. It was to use [[Pratt & Whitney JT9D]]-15 [[turbofan]] engines, each producing {{convert|45500|lbf|kN|abbr=on}} of thrust, with a maximum takeoff weight of {{convert|530000|lb|t}}. However, engine improvements led to increased thrust and increased takeoff weight.<ref name="Endres_p21-56" /> Northwest Orient Airlines, one of the launch customers for this longer-range DC-10 requested the name change to DC-10-40.<ref name="Waddington_p70-1" />

==== DC-10-50 ====
A proposed version with [[Rolls-Royce RB211]]-524 engines for British Airways. The order never came and the plans for the DC-10-50 were abandoned after British Airways ordered the [[Lockheed L-1011-500]] instead.<ref name="Waddington_p89">{{harvnb|Waddington|2000|p=89}}</ref>

==== DC-10 Twin ====
Beginning in 1966, two-engine designs were studied for the DC-10 before the design settled on the three-engine configuration. Later, a big twin based on the DC-10 cross-section was proposed to [[Airbus]] as a 50/50 venture but was rejected. Then in 1971, a shortened DC-10 version with two engines was proposed as a competitor to the [[Airbus A300]]. McDonnell Douglas held a major presentation of the proposed DC-10 Twin at Long Beach, and several European airlines were willing to place orders. However on July 30, 1973, MDC's board decided not to give the proposed twin the go-ahead, as no US airline had ordered it. Later, more DC-10 Twin proposals were made, either as a collaboration with a European manufacturer or as a solely McDonnell Douglas product, but none proceeded beyond design studies.<ref>{{cite magazine |url= https://www.flightglobal.com/FlightPDFArchive/1973/1973%20-%201582.PDF |archive-url= https://web.archive.org/web/20180411025857/https://www.flightglobal.com/FlightPDFArchive/1973/1973%20-%201582.PDF |url-status= dead |archive-date= April 11, 2018 |title= DC-10 Twin briefing |magazine= Flight International |date= June 7, 1973}}</ref><ref name="ar 2023-02-08">{{cite web |last1=Thomas |first1=Geoffrey |title=How McDonnell Douglas missed the Big Twin and disappeared |url=https://www.airlineratings.com/news/mcdonnell-douglas-missed-big-twin-disappeared/ |website=Airline Ratings |access-date=2023-06-02 |language=en-AU |date=2023-02-08 |archive-date=April 1, 2023 |archive-url=https://web.archive.org/web/20230401095049/https://www.airlineratings.com/news/mcdonnell-douglas-missed-big-twin-disappeared/ |url-status=live}}</ref>

===Tanker versions===
[[File:KC-10 Extender with the 76th Air Refueling Squadron.jpg|thumb|The [[KC-10 Extender]], a USAF [[aerial tanker]]]]

The [[McDonnell Douglas KC-10 Extender|KC-10 Extender]] is a military version of the DC-10-30CF for [[aerial refueling]]. The aircraft was ordered by the U.S. Air Force and delivered from 1981 to 1988. A total of 60 were built.{{sfn|Endres|1998|pp=65–67}} These aircraft are powered exclusively by [[General Electric CF6]] turbofan engines.

The KDC-10 was an aerial refueling tanker for the [[Royal Netherlands Air Force]]. These were converted from civil airliners (DC-10-30CF) to a similar standard as the KC-10. Also, commercial refueling companies [[Omega Aerial Refueling Services]]<ref>{{cite web |url=http://www.omegaairrefueling.com/FAQs.htm#Question3 |title=Omega Air Refuelling FAQs |url-status=dead |archive-url=https://web.archive.org/web/20110728001046/http://www.omegaairrefueling.com/FAQs.htm |archive-date=July 28, 2011 |access-date=January 11, 2010}}</ref><ref>{{cite web |url=http://www.omegaairrefueling.com/what-we-do |title=What We Do |access-date=November 5, 2019 |archive-date=October 9, 2019 |archive-url=https://web.archive.org/web/20191009072257/http://www.omegaairrefueling.com/what-we-do |url-status=live}}</ref> and [[Global Airtanker Service]]<ref>{{cite web |url=http://www.globalairtankerservice.com/kdc10.html |title=KDC-10 Air Refueling Tanker Aircraft |date=2004 |url-status=dead |archive-url=https://web.archive.org/web/20080704101032/http://www.globalairtankerservice.com/kdc10.html |archive-date=July 4, 2008 |access-date=January 11, 2010}}</ref><ref>{{cite web |url=https://www.airforce-technology.com/projects/kdc_10/ |title=Global Airtanker Service KDC-10 In-flight Refuelling Aircraft |website=airforce-technology.com |access-date=November 5, 2019 |archive-date=November 5, 2019 |archive-url=https://web.archive.org/web/20191105131910/https://www.airforce-technology.com/projects/kdc_10/ |url-status=live}}</ref> operate three KDC-10 tankers for lease.

The [[DC-10 Air Tanker]] is a DC-10-based firefighting tanker aircraft, using modified water tanks from [[Erickson Air-Crane]].

===MD-10 upgrade===
{{Redirect|MD-10|the Maryland state highway|MD 10}}
[[File:Cockpit of McDonnell Douglas MD-11 (5306565461).jpg|thumb|The MD-10 has an MD-11-inspired two-crew [[glass cockpit]].]]

The MD-10 is an upgrade to add a [[glass cockpit]] to the DC-10 with the re-designation to ''MD-10''. The upgrade included an Advanced Common Flightdeck similar to what was used on the [[McDonnell Douglas MD-11|MD-11]] and was launched in September 1996.<ref name=MD-10_launch>[http://www.boeing.com/news/releases/mdc/96-231.html "McDonnell Douglas and Federal Express to Launch MD-10 Program"] {{webarchive |url=https://web.archive.org/web/20111106194647/http://www.boeing.com/news/releases/mdc/96-231.html |date=November 6, 2011}}. ''McDonnell Douglas'', September 16, 1996. Retrieved: August 6, 2011.</ref> However, the actual avionics are shared with the [[Boeing 717]], using the Honeywell VIA liquid-crystal-displays. The program was continued by Boeing after its merger with McDonnell Douglas in 1997, and the first MD-10 flew on April 14, 1999.<ref>{{Cite web|url=https://www.flightglobal.com/boeing-flies-first-md-10-freighter/25867.article|title=Boeing flies first MD-10 freighter|website=Flight Global}}</ref> The new cockpit eliminated the need for the [[flight engineer]] position and allowed common [[type rating]] with the MD-11. This has allowed companies such as [[FedEx Express]], which operated both the MD-10 and MD-11, to use a common pilot pool for both aircraft. The MD-10 conversion now falls under the Boeing Converted Freighter program where Boeing's international affiliate companies perform the conversions.<ref>[http://www.boeing.com/news/releases/2008/q2/080616a_nr.html "World's First 767-300 Boeing Converted Freighter Goes to ANA"] {{webarchive |url=https://web.archive.org/web/20080622133532/http://www.boeing.com/news/releases/2008/q2/080616a_nr.html |date=June 22, 2008}}. ''Boeing.'' Retrieved: June 16, 2008.</ref>