Editing McDonnell Douglas DC-10 (section)

===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}}