I
The McDonnell-Douglas MD-11, determines the successor to his previous DC-10 and the third widebody tri-jets for the same DC-10 and Lockheed L-1011 TriStar, has its origins at General Electric and Pratt & Whitney competition for a motor for the C-5A Galaxy military transport aircraft Lockheed, high bypass turbofan engines in the first report, while the DC-10, the result of American Airlines for a 250-'1966 pasenger transcontinentalPlane was in five basic versions, including the DC-10 to 10, the DC-10 to 15 were built, the DC-10 to 30, which has made DC-10 to 40, and the KC-10 Extender crucial production runs from 446 exceeded the costs of the program at times had the merger with McDonnell Douglas Aircraft, producer of military aircraft, necessary to ensure the survival of the company and its aircraft.
Douglas design studies for both narrow and widebody aircraft powered by the successor of high bypassTurbofan, and up to 150 passengers, were so far back as the late 1970 began. Although no definitive aircraft program was, in the event, brought to life, the detailed market analysis, proving, along with new technology research and later as useful in predicting the final shape. Activate the 60 orders for the KC-10 had the basic Douglas DC-10 production line for longer than you would if it were based solely on commercial jobs to maintain, thus delaying the need for a replacement. Butbecause it would be according to his counterpart of the previous generation, which could give it definition and design phase much faster than the later, competing Airbus A-340 and Boeing 777 in front, the first of these aircraft in the market and development of an existing DC - 10 customers for the sales potential.
Unlike the piano, but - the five basic versions had the same length of the fuselage cross-section and divided - the planned successor to 1979, characterized by a 40-foot boatNavigation with a capacity of 340 passengers mixture of class, three General Electric CF6-50J turbofan producing 54,000 pounds of thrust, strengthened wings and a 630 000 pounds total.
The resulting DC-10 to 60, stretched parallel to the first, long-range DC 8-60 series, had a 75-person increase from the DC-10 Air New Zealand and Swissair, have been targeted as potential customers launch offer, but use the existing wing was severely eroded the capacity andFive-foot extensions that reduce fillet with a new wing and aileron gust loads coupled active, had greatly improved. In fact, revised the trailing edge flaps and a tailcone increased over 24 percent on fuel that had the DC-10 and took his seat mile was less than that of the four-engine Boeing 747
To start the program, scheduled for the year 1979, Douglas had to go through further definition is the version with the name "DC-10 to 61", "DC-10-62 has been stolen" and "DC-10 to 63 "was even closer, the DC-8 to 61, 62 and DC-8 DC-8-63 resist nomenclature. The DC-10 to 61, had been determined, such as a home version with the 40-foot fuselage stretch and a 390-passenger capacity, and had driven 60,000 pound thrust engines. The DC-10 to 62, with a reduced, enter fuselage 26.7 meters, was very large-scale operations are expected to increase with a 14 meter wingspan, flaps and active four-wheel main landing gear of the central unit. It 'wasshould take about 40 passengers in less than -61, -63, while the distinctive design has combined the two, leading to a high capacity, long-range variant.
A series of intermittent DC-10 accidents none of which are inherent design flaws were, together with the prevailing economic downturn, has been ruled out other Super DC-10 development at this time, although one of its functions, including embedded in its successor, was on a Continental Airlines flight testedDC-10-10 in August 1981. Winglets, which extends both above and below the tip of the wings and in different sizes, extract was created in a three percent fuel savings by an equal decrease.
So worn only by the MD-80 sales, led the Douglas Aircraft Company of recession. Projected to replace DC-10 that had an MD-11X-10 designation in 1984 and provides much more support than the original Super 60 series, was most likely the DC-10 to 30 with a base580,000-pound maximum takeoff weight, at 6,500 nautical miles range at full load and has three General Electric CF6-80C2 or Pratt and Whitney PW4000 engines. A higher capacity version to be offered in parallel with the basic design was a 22.3 meter fuselage stretch, characterized enough to carry 331 to allow mixed-class passengers to more than 6,000 miles and had a corresponding gross weight of 590 000 pounds. American, Delta, Lufthansa, and Toa Domestic Airlines, considering this iterationsuggested refinements, the final later the plane was built.
The following year, authorized the Executive Board to ask, even if both versions at the time, characterized the same fuselage length, the medium-range variant, with a gross weight of 500,000 pounds, offers a range of 4781 miles long and counterparty a radius of 590 000 pounds gross weight, offers a range of 6900 miles. Absorption around 335 passengers in a typical mix, whichintroduced composite construction, two-man cockpit and an advanced electronic system for the flight.
To start at the time of the official program, which was 30 in December 1986 were 92 orders and options for Alitalia, British Caledonian, Federal Express, Korean Air, SAS, Swissair, Thai Airways International and Varig down.
The MD-11 had for the first time three years later, in September 1989 in Long Beach, Calif., rolled and N111MD registered,was without its engines, winglets, vertical stabilizer and coloring, but showed the logo of the 29 customers who have ordered or had an option on the way this time. Since these areas were added later, but he wore a close resemblance to the DC-10 to 30, from which it was derived.
Equipped with a 18.6 meter span the plane, obtained with the help of two pins fuselage, holding his nose and cockpit sections, but has led a long, drag reduction,tailcone chisel-shaped, and has provided a total length of 201.4 meters, if installed engines with General Electric, or a length of 200.11 meters with Pratt & Whitney.
The two beams Douglas wing, built to the ribs in the direction of the rope and leather and spanwise reinforcement, characterized by a 169.6-meter wingspan, 35 degrees to sweep the string quarter and six degrees of V shape, making the 7 , 9 aspect ratio and a 3648 - square-meter area. Low-speed lift was new, full-span slats Augmentedand newly designed double-slotted flaps out of the board, while the shot from inside the control, all-speed metal wings with composite skins and outboard motors, low speed ailerons, flaps hanging with the trailing edge during take-off was delivered, and were built entirely of composite material. Each wing consists of five panels contain spoilers.
Fuel in the wing tanks will be transported integrated, was 40 183 U.S. gallons.
Fins running up and down the wingtips installed themselves hadprovided the greatest distinction, the DC-10. The use of drag-producing otherwise Eddy differential pressure created by mixing wing, had a seven meters high, upward-angle section of a conventional rib and spar covers were made, but completely covered by an alloy of aluminum and the skin by a carbon fiber trailing edge and a 2.5-meter section downward angle entirely in carbon fiber, comprising a total area of 40 square meters.
Because of the increased moment arm andControlled by the computer software increased longitudinal stability of the MD-11 had a horizontal stabilizer 30 percent smaller than the DC-10 and were characterized by a full tank of 2,000 liters American Trim, which increases area and facilitated in-flight optimized center of gravity. Its advanced, rounded wings, and reduced, 33-degree sweep with an electro-mechanical-activated variable incidence tailplane with two pieces, carving, along with composite trailing edge lifts installed on each side,led to a reduction of 1,900 pounds of structural weight and drag was in flight.
The Force is with three £ 62 000 General Electric CF6-80C2 thrust or 60,000 pounds of thrust Pratt and Whitney PW4462 turbofan high bypass ratio, which had two pylon at the front edge of the underside of the wing and installed one of which was provided in the fin behind the fin torsion box. Its roots date originally developed on 41,000 pounds of thrust for the TF39 engine LockheedC-5A Galaxy, the first was developed in the quieter, more advanced CF-6 are intended for commercial operations and 40,000 pounds of thrust CF6-6D provided the domestic DC-10 to 10, while the 48,000-pound thrust CF6 - 50C had the DC-powered intercontinental 10-30, 747 with the Airbus A-300 and some versions of Boeing's most advanced CF6-80A has been chosen to power the A-310 and 767
The inclusion of the CF-6 core, with a larger, 93-inch, two waves fan, the CF6-80C2Supply of MD-11 had offered 17-percent more thrust, and had a bypass ratio of 5.05. In combination with a system of authority digital engine control, which had autothrottle management interface and electronic flight system provided, the turbofan had offered reduced fuel consumption.
Pratt and Whitney PW4060 Alternatively, the reduced length of the aircraft, is to reduce the total length of five centimeters, the only other customer was an option. The Rolls-Royce Trent RB.211 524l, shortlylisted as the third alternative was provided by Air Europa for 18 firm and optioned his orders, but the financial collapse of parent company had dropped its offer continued.
The hydraulically operated, tricycle landing gear, as the DC-10 to 30, had a twin wheels in the future withdrawal of the nose together drives, two quads, side retractable main landing gear trucks and a collection of two-wheeled future, Hull strut midline, which had characterizedoleo-pneumatic shock absorbers.
The MD-11 cockpit, significantly different from the DC-10, was managed by a team of two people, the position of third or flight engineer will be replaced with digital avionics and flight control systems and computerized management, while the air control system, or ASU, had five independent dual-channel machines, which included all its former functions have been automated.
The passenger cabin is designed for flexibility, had installed homeKitchen, bathroom and closet installation clothing for car-length tracks, of which one-inch increments facilitates multiple configurations and densities, and rapid rearrangements, causing a sort of carrier to operate scheduled flights on weekdays and weekends during the high functions -density/charter. Compared to the DC-10-cabin, the MD-11 also on the sidewalls and lightweight seats, better lighting, larger, newly designed luggage compartments, which tripledpassenger numbers to three cubic meters, the level of the central tank behind the second door, and providing beds for crew rest on the head.
A typical two-class configuration were 323-passengers, 34 six abreast seats in class the first time to follow a 41 - to 42-inch and 289 step by step with nine seats in economy class in a 33 - to 34-inch step, three-class configuration, while six had 16 seats in the step by step premium 60-inch, 56 business class seats seven abreast in a 38-inch pitch and 221 containnine seats abreast in economy class, 32-inch step. Maximum capacity, side by side in ten, three, 4-3 configuration, were 409
The MD-11, 114 100 kilos with a load limited, a weight 500 602 kg maximum take-off was. Record 298 three-class passengers, had offered a range of 6840 miles nautical, including the FAA minimum reserve.
First shot into the sky January 10, 1990 from Long Beach, the MD-11 had run stability and control samples at Edwards AirForce Base, reaching a maximum altitude of 25,000 feet and 300 knots before the completion of a successful two-hour, 56 minute maiden flight. Three hundred fifteen contracts and options are designed for the road to get to this point.
The certification program, the four General Electric CF6-80C2 and a Pratt and Whitney PW4460-powered cell result had notched tri-jet several commercial recordings, including a flight of 9,080 miles from Anchorage, Alaska, on July 31, 1990, withThe fourth prototype, the increase for 16 hours, 35 minutes left.
The type certificate was November 8, for the CF6-80C2-powered version, and December 19 has reached the PW4460 aircraft, while the minimum height was given for Category IIIB landing next April.
II
Finnair, the first type of customers had registered their first aircraft, OH-LGA, at a ceremony in Long Beach November 29, 1990, and a representative of the intercontinental sector, with overThis plan was two years later, in October 1992.
Founded on 1 November 1923 by Bruno L. Lucander, the private carrier, then called "Aero E / Y", was on duty opened the following March in Tallinn, Estonia with Junkers F.13 aircraft before in Stockholm, with a stopover in Turku, in collaboration with the Swedish ABA . Finnish domestic development path, because the country had a lot of lakes, water, aircraft equipment required, althoughAfter construction of airports-1936 De Havilland Dragon biplane two active rapids and then had two Junkers Ju.52/3ms purchase.
Abolished shortly after World War II air suspension of the mandate, the airline was younger, now 70 percent owned by the state and renamed the "Aero E / Y End Air Lines," had restored their Helsinki-Stockholm area and has DC made nine 3-fatty acids.
The 1950 through the expansion of route network and modern continental, characterized Convair 340 aircraft acquisitions, hadtaken in Düsseldorf, Hamburg, London and Moscow into a constantly growing hub of Helsinki flight, and the species has been replaced by the slightly higher capacity Convair 440
The MD-11, powered by General Electric CF6 engines and 80C2D1F configured for 58 Business Class and 278 Economy Class passengers, had been ordered to replace the DC-10-30-years, and for the first time on the Helsinki- Tenerife path used in the December 29, 1990, collecting first operational experience before the transferin North America and Far East sectors for which they were intended.
His two MD-11 Helsinki and the Helsinki-Tokyo-Bangkok-Singapore routes had operated, while the DC-10-30 had continued to serve New York and Beijing areas.
The first, after Japan had 4862 miles and stretches meant nine hours, 35 minutes block of time, and was the first MD-11 operated to enter passenger service, OH-LGA.
The tall, dense trees surrounded Helsinki VantaaInternational Airport, still in their hands fall, yellow and gold appeared, distributed as a biting, swirling wind of 30 degrees on the geometric model of the snow, ramps, taxiways and runways. The Goliath, blue-trimmed Finnair MD-11 tri-jet, currently the only wide-body dusted asphalt white through a series of narrow-body DC-9, MD-80 twin jets and 737-300 was accompanied towed to port -4 to 30 minutes before the scheduled departure time in 1620 in the middle of the afternoon, decreasingNordic light.
The MD-11 is a two-man cockpit, a radical departure from the DC-10, was six to eight square inch cathode ray tube (CRT), display glass, duplicated primary flight display (PFD), Navigation Display (ND together), engine and alert display (EAD), and display systems (SD) circuit diagrams, while the automatic controller, which is located on the head in the panel sections for plumbing, electrical, pneumatic and fuel were who controlled each of the two dividedindependent computers. The flight control panel (FCP) itself, Glare Shield on the control panel (GCP) is also the commands for the autopilot and flight director mode selection, as well as change how the flight management controls system, including the speed (SPD), navigation (NAV) and profile (PROF).
The exceptional trans-Siberian origin and destination, weight, moments, take flight plan, initiate and track (04), and do the math performance, resulting fromReload list compiled for the station, was similar Multifunction Control Display Unit keyboard (MCDU) in the center console between the two drivers is included. The flight is a standard instrument departure (SID) was later in the flight management system, inertial reference system to be loaded during initialization.
The number three engine, the first to be started and had most of the source involved with an air vent by pulling the switch to start the engine, the valve beginsThe shift in the open position, as verified by a confirmation amber light. If the N2 compressor speed was 15 per cent is reached, the start lever has been moved to start the "on" position and the motor switch, which corresponds to a temperature of exhaust gas (EGT) between 45 - and had appeared in 52 percent started now closed and valve disilluminating the yellow light. The N1 engine tachometer had settled at 23 percent and their exhaust gas temperature had risen to 700 degrees Fahrenheit mark. TheSequence was then repeated for the other two jets, followed by the completion of ". After start checklist"
Tug-maneuvered by its nose into the parking position, the MD-11, the flight AY 914, its autonomous movement, with an almost imperceptible development of gas injection, the test surfaces and flight control instructions to Ground Taxi Vantaa.
Browse the snow-patch, bordered taxiways blue light in the darkness virtual made cumbersome Tri-Jet A04 turn 180 degrees on the track steering wheel also through their nose, the nose wheel is positioned as far behind the cockpit that the plane was on the center line has been scanned before it is actually a turn was initiated there, whose body length and breadth of the following output mode. Expected full ten degrees rudder steering on the ground, while the nose wheel up to 70 percent capacity right and left later.
Getting offGame, had the MD-11, sports 25 degrees of trailing edge flaps in initial acceleration as chokes, manually advanced to the 70 percent point, its diameter fed huge General Electric jet engines with a constant flow Fuel boomed, as their ingestion of large amounts of cold air with anyone, fan speed faster. PILOT AUTO button on the control panel and engaging the autothrottle aircraft flying in the correct computer-controlledRemove thrust setting, along with engine automatic synchronization.
Lift-leveraged in a nose-disengagement rotation, led to the tri-jet with the purple, snowflake-dimming twilight, his heavy fuel load operation to cut a wing tip curved bending stress and the wing leading light rays through the darkness as she climbed on board for about 15 track and field stains easily represented in Helsinki. Portraying her tricycle landing gear, the aircraft, its bar area had noticedits correct position was to go up, are automatically maintained in a standard instrument departure, of course.
Arcs in a surface of the right bank of the coast, flying 914 retracted the trailing edge flaps, slats extended even though he had his left to accumulate extra speed. The commitment of the navigation mode is activated to fly the plane to its base profile, while activation of the automatic flight control system, coupled with ensuring the "NAV" and "PROF" keys, which have followed their path,get out radially and is assigned by air traffic control or level-off altitude. Speed 250 knots was maintained at 10,000 feet, when it was speeded up to 355 or beyond, and the front edge lights were retracted.
Overcoming one of the many cloud deck, the aircraft crossed the Gulf of Finland, whose face was dark purple on the horizon by a diffuse band of light chartreuse separately. Increasingly shrouded in dark howling wind,passed through the coast of the former Soviet Union with a speed-472 knots ground, south-west of St. Petersburg in the air drawn from the black sky, which was characterized by a thin orange line to the western horizon, is now behind the the left wing tip, as could be determined in its first, 33,000 feet high plateau with a 509-knot ground speed, the Urals and Siberia.
The interior, fantasy sports diagonal, light and dark blue upholstery, had six rows of seven to appear next to each other,2-3, two business-class configured on the front, followed by another three seconds behind the crossing corridor. Economy class seats, side by side in every ten, three, 4-3, disposition, had nine rows behind the business class and 21 contained in the aft cabin, between the third and fourth gears Cross.
Dinner in the second, after its menu in two languages, English and Japanese (which was in October of 1992, ironically in the flight profile of a featureA crab and seafood salad on a bed of mushroom salad with prawns, cucumber slices and cherries, Finnair DC-10-30's), had a selection of appetizers, beer, wine and soft with lightly salted peanuts and almonds Smoked served include tomatoes, a basket of warm white bread with butter and corn Finnish, mango, beef or chicken in a sauce of coconut cream curry, French Camembert cheese with crackers, rye crisp, with raspberry mousse cake, coffee or tea Japan, a selectionLiqueurs after dinner mints and hot towels.
Maintain a speed of 567-knot ground the MD-11 penetrated the least-62-DEGREE tropopause in three first-degree nose-high attitude Tundra more south-east of Archangel on the ice of Siberia with 7 hours and 30 minutes in the plane of the end flight. Decreasing cloud cover appears as a coating film, reveals regular orange and white, Province of beads moving continuously represented in the protruding, diameter of massive turbo fanthey propelled it toward Adak and thence south of Naryan-Mar.
Oblivious o the passengers, the upper and lower winglets delayed the otherwise vortex-created wingtip pressure differential intermixing, reducing drag, while the horizontal stabilizer-located trim tank had enabled the aircraft to shift its center-of-gravity rearward, toward its 34-percent aft design limit, further reducing drag and coincident fuel burn by 2.7 percent. The type had standardly operated within a 29- to 32-percent range.
Flight 914's flight plan progress, indicated by a series of position and ground speed readings, had been the result of the IRU's position and velocity coordination with VHF omni-directional radio range (VOR) and distance measuring equipment (DME) stations between Finland and Japan. The Flight Plan (F-PLN) display selected on the MCDU yielded the aircraft's position and waypoints aligned in a vertical manner on the screen, with the estimated times beside them, along with speed and altitude, listed as "Position," "Estimated Time Overhead" (ETO), "Speed" (SPD), and "Flight Level" (ALT).
Passing over Irkutsk, the Yabblonovyy Mountain Range, and Tsitisihar, the aircraft moved ever eastward, toward Vladivostock.
Slicing the darkness and opening day in the Orient, dawn's razor pierced the eastern horizon with a thin cut through which an orange glow had poured ahead of the port wing, somehow emphasizing the cylindrical nature of the planet over which the tri-jet presently arced. "Tomorrow," seemingly eager to unleash its force, streamed through the gradually-enlarging fissure marking the demarcation line between the 24-hour cycle's two modes, its light intensifying and transforming the black, nocturnal doom of Siberia into a cold, partially habitable purple and ultimate dark, pre-dawn blue. The amount of humanity awakening to such light below in the vast wasteland had undoubtedly been infinitesimal. The sun, appearing a red, liquid mercury immersed in a gray-black sea, slowly triumphed over night, its upper, head-like rim becoming distinguishable as it shyly revealed the rest of its body, illuminating the ice-capped, corrugated crust of the Russian mountains covering the area immediately below the fuselage. Initially seeming to float in a dark-brown sea, they became independently distinguishable as the sun stretched its floodlighting rays, like pointing limbs, toward them.
Passing over snaking, copper-reflecting rivers, Flight 914 consumed the two hours, 11 minutes remaining on its flight plan.
Aromas of brewing coffee enticed the groggy, mostly-sleeping passengers from nocturnal slumber in the cabin, a process only partially augmented by breakfast-precedent hot, perfumed towels. The meal itself had included orange juice, a three-egg omelet filled with creamed spinach, thick slices of Danish ham, assorted rolls, Swiss black cherry preserves, Finnish cheese spread fondue, cream wafers, and coffee or tea.
Banking on to a southeasterly heading with the aid of its inboard ailerons, the MD-11 had, after virtually the duration of its cruise, departed Soviet air space for the first time over snow-dusted, chocolate-brown ridges whose peaks had been gently grazed by funnels of vapory mist, following them to the coast and the morning sun-reflected, copper surface of the Sea of Japan. One hour, 23 minutes had remained to Tokyo.
Motionlessly suspended above the water's glass-like surface, it cruised past the silver peak of Mount Fuji, now maintaining an almost due south, 180-degree heading. Banking left over cumulous patches, it forged its final link to Japan, with its time-to-destination having unwound to the 40-minute mark.
The ridges defining Honshu Island appeared ahead.
Tokyo had been reporting clear skies and 20-degree Celsius temperatures.
Traversing the coast over Niigata, the MD-11 had reached a position directly northwest of its destination, with 25 minutes remaining on its flight plan, disengaging itself from its aerial plateau for the first time in almost nine hours by means of the cockpit-selected "NAV" and "PROF" modes.
Induced into a nose-down, slipstream-increasing descent profile, Flight 914 traced the coastline before briefly passing out over the whitecapped Pacific, now ATC-vectored into a series of three right banks. Automatically guided, the aircraft reduced speed to 250 knots as it had transited the 10,000-foot speed restriction, adhering to its Standard Terminal Arrival Route (STAR), propelled by its three massive turbofans whose N1 tachometers had registered almost-stationary, 34-percent readings.
An air traffic control-requested speed reduction, to 200 knots, had, according to the speed tape, required an initial trailing edge flap extension, to 15 degrees.
As the aircraft had sank over brown, tan, and green geometric-patterned farmland on its final approach heading of 340 degrees, the captain had selected the Approach/Land tile, the autoland system armed for an instrument landing system (ILS) approach and poised to capture the glideslope and localizer. The Approach page of the MCDU, yielding landing weight, runway, barometric pressure, and final flap setting speed readings, listed the following for RJAA, the ICAO four-letter code for Tokyo-Narita: a 208-knot "clean" speed, a 158-knot flap extension speed to the 28-degree position, a 161-knot approach speed with 35 degrees of flap, a 158-knot V-reference speed, and a 150-knot touchdown speed.
Sporting significantly increased wing area with leading edge slat and 35 degrees of trailing edge flap extensions, the blue-trimmed Finnair MD-11, projecting its tricycle undercarriage like four outstretched claws, conducted its final approach over the Narita suburbs in the flawlessly-blue morning, passing over the runway threshold. Sinking toward the concrete, during which time altitude calls had been computer-generated, the widebody tri-jet had been pitched into a seven-degree, nose-high flare, retarding its authothrottle to idle at 50 feet and permitting ground effect to cushion its main gear contact. Manually throttled into its reverse thrust mode, it had unleashed its upper wing surface spoilers, their handle having been moved from the retract (RET) setting through the "1/3," "2/3," and "FULL" marks as the aircraft decelerated. The nosewheel thudded on to the ground.
Taxiing to Satellite Four of Narita International Airport's South Wing, the aircraft moved into its Gate 44 parking position at 0855, local time, ending its intercontinental flight sector and completing the circular pattern of nosed-in widebody airliners comprised of an Austrian Airlines A-310-300, a Japan Air Lines 747-200B, a British Airways 747-400, an ANA 747-200B, a Northwest 747-200B, and a Swissair MD-11.
III
Initial MD-11 service had not always been so routine. Indeed, the aircraft had demonstrated gross weight and drag increases far in excess of performance projections, resulting in payload and range deficiencies, and Robert Crandall, then American Airlines' CEO, had refused to take delivery of the type, substituting an existing DC-10-30 on the San Jose-Tokyo route for which it had been intended. A series of performance improvement packages (PIP), targeting the shortcomings, had ultimately remedied the situation.
By January 1, 1996, 147 MD-11s had been delivered to 24 original customers and operators who had collectively engaged the aircraft in an 11.6-hour daily utilization, experiencing a 98.3-percent dispatch reliability.
Aside from the initial passenger MD-11, several other versions, although in very limited quantities, had been produced.
The MD-11 Combi, for example, had featured an aft, left, upward-opening freight door, permitting various percentages of passengers, from 168 to 240, and cargo, ranging from four to ten pallets, to be carried on the main deck, while lower-deck space had remained unchanged. With a 144,900-pound weight-limited payload, the aircraft had a maximum range of between 5,180 and 6,860 nautical miles.
The MD-11CF Convertible Freighter had featured the main deck door relocated to the forward, port side. Martinair Holland, launch customer for the variant in August of 1991, had placed four firm orders and one option for the type.
The MD-11F, with a 202,100-pound payload, had been a pure-freighter without passenger windows or internal facilities ordered by FedEx, while the MD-11ER Extended Range, launched in February of 1994, had featured a 3,000 US gallon fuel capacity increase carried in lower-deck auxiliary tanks, a 6,000-pound higher payload, a 480-mile greater range, and a new maximum take off weight of 630,500 pounds. World Airways, selecting the Pratt and Whitney PW4462 engine, and Garuda Indonesia, specifying its General Electric CF6-80C2 counterpart, had placed the launch orders.
Dwindling sales, the result of the design's initial performance deficiencies, American Airlines' reputation-damaging public criticisms, order cancellations, and competition from the Airbus A-340 and Boeing 777, had forced McDonnell-Douglas to write down .8 million for the program in 1996 and by the following year, after McDonnell-Douglas's merger with the Boeing Commercial Airplane Company, it had no longer been feasible to continue its production. The original Douglas Aircraft Company Building 84, located at Long Beach Airport and incubation point for all McDonnell-Douglas DC-10 and MD-11 widebody tri-jets, had hatched its 200th and last MD-11, a freighter, for Lufthansa Cargo, in June of 2000, and the aircraft, towed across the road to the runway, bore the title, "The perfect end to a perfect era."
The complete production run had included 131 MD-11P Passenger versions, five MD-11C Combis, six MD-11CF Convertible Freighters, 53 MD-11F Pure-Freighters, and five MD-11ER Extended Variants of the range.
The figures added, built around 446 AD-10 from 1971 to 1988, for a total of 646 tri-jet has been made out.
Although McDonnell Douglas stretched more, with new engines and successor rewinged MD-11 as "MD-12s," including a two-story, four engines had studied A-380-like configuration, had exceeded its ambitious proposals, the value of the producers themselves, and if Taiwan Aerospace had withdrawn financial support forfinal version of a tri-jet design with a wing forward, the three widebody aircraft engine was returned, which trace their origins to the original DC-10, finally ended, so that the growing number of passengers to be converted cells cargo planes contribute to their family trees in the early 21 century.
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