McDonnell Douglas MD-11

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McDonnell Douglas MD-11
KLM McDonnell Douglas MD-11 PH-KCK Ingrid Bergman.jpg
KLM MD-11
Type: Three-engine wide-body aircraft
Design country:

United StatesUnited States United States

Manufacturer:

McDonnell Douglas

First flight:

January 10, 1990

Commissioning:

December 1990

Production time:

1988 to 2000

Number of pieces:

200

The McDonnell Douglas MD-11 (also Boeing MD-11 ) is a three-beam metropolitan area - long-haul aircraft of the US aircraft manufacturer McDonnell Douglas . Outwardly similar to its predecessor McDonnell Douglas DC-10 , the MD-11 has a longer fuselage, a smaller tailplane fin , more economical engines and larger wings with winglets to reduce fuel consumption. The modern engines and the installation of electronic flight instrument systems (“glass cockpit”) mean that the MD-11 does not have the flight engineer required for the DC-10 .

The MD-11 prototype made its maiden flight on January 10, 1990 . The aircraft, built as a passenger aircraft, is now owned by FedEx and is registered with the aircraft registration number N601FE and is used exclusively as a cargo aircraft. The last machine to be delivered (D-ALCN) was received by Lufthansa Cargo in 2001 .

history

MD-11 left and DC-10 right
MD-11 cockpit

prehistory

In the early 1960s, Douglas and Boeing took part in the USAF's CX-4 and CX-HLS tender for a large-capacity transporter, which Lockheed ultimately won in 1965 and from which the Lockheed C-5 emerged. Both Douglas and Boeing used the conceptual work carried out for this purpose for further studies of a similarly sized commercial aircraft. In early 1966, however, Douglas realized that the time was not yet ripe for their proposals D-950 and D-952, a four-engined double-deck aircraft that would carry up to 600 passengers. Boeing, on the other hand, decided to actually implement a similar concept and introduced the Boeing 747 in 1969 .

With the D-956 project, Douglas continued its conceptual work with low priority, but abandoned the double-deck design and provided for both three- and four-jet drives. These designs formed the basis for the three-engine DC-10, the program of which began in February 1968. The various variants from the Series 10 to Series 40 differed in the engines available, as well as in the tank volume and the operating weight, but the fuselage length remained unchanged until the end of production. However, Douglas already envisaged a possible fuselage extension of at least 12.2 m during the construction without the stern touching the ground during takeoff. Since, according to market analyzes, there was no longer any chance of a twin-engine version as a competitor to the Airbus A300 , the plans to extend the fuselage in the series 61, 62 and 63 plan variants were taken up again in mid-1973. The names were reminiscent of the corresponding extension variants of the DC-8 .

The timing for the implementation of these projects was unfortunate, however, as the increase in fuel costs led to an economic downturn for airlines. As early as 1974, Douglas was looking for a way out of this crisis with the completely new D-969 project for 200 passengers, in which the main focus was on fuel efficiency. The work on an extended DC-10 now concentrated on an extension of only 9.1 m, with which 362 passengers should be transported. Douglas paid particular attention to reducing drag and introducing fuel-efficient engines. However, the market for commercial aircraft remained very tense overall.

Definition of the MD-11 configuration

Until mid-1978 Douglas investigated various modifications of the DC-10 in order to finally offer the variant "DC-10-30 / 40 Intercontinental 26.7 ft Stretch" to the airlines. With the extension of 26.7 ft (8.14 m) 353 seats could be accommodated in two-class seating (24 + 329). In addition, the wing ends should be extended by 1.5 m each. These measures should keep fuel consumption 24% below that of the DC-10-30. Although this essentially set the design parameters for the later MD-11, it took another eight years before the Board of Directors of McDonnell Douglas decided on December 30, 1986 the final take-off for the new aircraft.

In the meantime, with the DC-10 Super 10, a shortened short-haul version of the DC-10 was even considered. With the optional Rolls-Royce RB211-535 and Pratt & Whitney PW2037 , the two-man cockpit, digital instruments and CRT screens , this pattern already had important features of the later MD-11.

By 1982 it was widely expected that Douglas' next airliner project would be designated the DC-11. This was not the case, however, since in the late 1982 McDonnell Douglas decided to use the abbreviation "MD" instead of "DC" for future models. The DC-9 Super Eighty series, which was already in series production, became the MD-80 , future developments of the smaller DC-9 variants should be called the MD-90 , and the DC-10 Super 10 became the MD-100. After the development of all commercial aircraft projects was halted on November 11, 1983, at the end of 1984 the prospects for marketing were again assessed so good that development work was resumed. The design with a shortened fuselage, which was mainly submitted to pressure from potential customers, was replaced by an extended DC-10 variant, which was initially called MD-XXX, then MD-11X and finally MD-11. McDonnell Douglas presented details on this at the Paris Airshow in 1985.

At the end of 1987 and beginning of 1988, respectively, the management of McDonnell Douglas and Airbus sat down to explore the possibilities of a joint project in competition with the Boeing 747. A combination of an elongated MD-11 fuselage and the wings of the Airbus A330 was considered . The talks ended in late 1988 with no result.

production

The first order for an MD-11 (9 copies) was announced on December 3, 1986 and came from British Caledonian Airways . The second customer was the Japanese leasing company Mitsui & Co. (5 machines), followed by SAS (12 machines). On December 29, 1986, McDonnell Douglas formally announced the start of series production. At this point in time, there were 52 firm orders and 40 options from 12 customers. The final assembly of the first MD-11 began on March 9, 1988, the maiden flight was planned for the summer of 1989 and FAA approval and the first delivery to British Caledonian should follow a year later.

The cancellation of the British Caledonian order as a result of the takeover by British Airways inevitably resulted in delays in this process planning. The first flight actually took place eight months later, on January 10, 1990 by an MD-11F ( registration number N111MD) destined for Federal Express (FedEx) . The machine now flies as N601FE for FedEx. Since the test program was carried out with the first five aircraft built, the aircraft was already approved by the American aviation authority FAA on November 8, 1990 . Due to scheduling reasons, no separate type certificate was issued for the MD-11, rather the type is considered a sub-version of the DC-10 and is listed in its certificate.

MD-11 (passenger version) of Finnair with the special paintwork Moomins

The first aircraft was delivered to Finnair on November 29, 1990 , which began operating the machine on a regular basis between Helsinki and Tenerife on December 20, 1990 . At this point the order backlog was 375 intents to buy, including 174 firm orders. Certification according to the European Joint Airworthiness Requirements (JAR) took place in September 1991 and that for automatic landings according to CAT IIIb in April 1991.

Soon after the first deliveries, however, the problems became known that ultimately prevented the MD-11 from being commercially successful. Above all, the machine did not meet the ranges guaranteed by McDonnell Douglas due to increased fuel requirements - McDonnell Douglas had promised a range of around 7,000 nautical miles with a payload of around 28,000 kilograms, but it turned out that with this payload it only reached around 6,500 miles or at full capacity the range could only be transported 22,000 kilograms. As a result, Singapore Airlines canceled all 20 ordered MD-11s and instead ordered the Airbus A340 , which was much more modern at the time , because the airline's originally planned MD-11 routes between Singapore and Europe were not feasible with the real achievable range. The later Boeing 777 also gave the MD-11 a hard time.

In order to achieve the promised values, the Performance Improvement Program (PIP) was initiated and carried out from 1990 to 1995 together with the Langley Research Center of NASA and the two engine manufacturers Pratt & Whitney and General Electric , in which aerodynamics and engines were revised . Although the aforementioned disadvantages of the MD-11 were reduced over time, the damage to its image was too great to be remedied.

Freight version MD-11F
of Lufthansa Cargo

After the takeover of McDonnell Douglas by Boeing in 1997, production of the MD-11 was continued for the time being, but only the cargo variant. Old orders for passenger planes were still being processed, so that on April 16, 1998 the last plane was handed over to Sabena . But just a year later, Boeing announced that it would cease production of the MD-11. The 200th and last aircraft was delivered to Lufthansa Cargo on February 22, 2001. McDonnell Douglas originally intended to sell more than 300 MD-11 aircraft.

The end of production is believed to be related to the MD-11's proximity to the Boeing 777 , as both models competed in the market. The decision to discontinue production after 200 copies, however, was often criticized because the MD-11F was the most modern and productive cargo aircraft in its class until the Boeing 777F was released (2007). That is why many of the MD-11s, which are unprofitable in passenger operations, have been and are being converted into freighters, for example for parcel services such as Federal Express or UPS Airlines . Its great popularity as a cargo aircraft stems from the fact that the MD-11 is a good compromise in size, so it can carry less cargo than the cargo versions of the Boeing 747 , but the latter also has a higher fuel consumption.

KLM carried out the last regular scheduled passenger flight on October 26, 2014 and adopted the last passenger MD-11 with three special flights on November 11, 2014 in a special livery KLM - Douglas Aviation History , which indicated that KLM, in addition to the MD- 11 has flown all Douglas types from the DC-2 to the DC-10 .

Sketch of the structure of an MD-11
Two MD-11s in the passenger version of the KLM during the scrapping in Victorville, 2013

construction

In addition to light metal alloys , composite materials are also used in the MD-11 . The latter are used for all control surfaces that either consist entirely of it or are covered with it. The engine inlets and cowlings as well as the cladding of the transitions between the fuselage and wings are also made of composite materials.

Compared to the DC-10, the MD-11 has integrated some additional measures to reduce fuel consumption. At the wing ends there are both upwardly pointing winglets and smaller winglets that are angled downward. The tail unit has an improved curvature of the profiles, a reduced sweep and an additional trim tank that can hold 7571 l of kerosene . The rear end is lengthened and now tapers off in the shape of a cutting edge. Also new is a two-man " glass cockpit "

The following served as suppliers for individual components:

  • Alenia: vertical stabilizer, fuselage panels, winglets
  • AP Precision Hydraulics: nose gear and center main gear
  • AlliedSignal Bendix Landing Systems: Main Wheels and Brakes
  • CASA: tailplane
  • General Dynamics Convair Division: Fuselage Sections
  • Embraer: flap sections outboard
  • Fischer GmbH: cladding of the valve joints
  • Pneumo Abex Corp .: main landing gear
  • Rohr Industries: engine mounts
  • Honeywell: cockpit equipment and avionics

cockpit

The MD-11's two-pilot cockpit has six large screen displays and two control consoles between the seats. A third console is used by the ground crew to test the on-board avionics.

Structure

The load-bearing structure of the wing is composed of two spars, which are connected by ribs and stiffening elements that are perpendicular to them and together form a box spar. The profile of the wings was developed by Douglas himself. The sweep at a quarter of the wing depth is 35 °, the angle of incidence at the wing root is just under 6 ° and the V position is exactly 6 °. The setting angle of the tailplane fin is electro-hydraulically adjustable, the elevators are split in two and slotted on each side. While the inside ailerons can be operated at all speeds, this is only possible with the outside rudders at low speeds. The movable slats extend almost over the entire leading edge of the wing. The double-slotted rear edge flaps are operated via external joints. Four of the five spoilers on the top of the wing are grouped together.

landing gear

The hydraulically retractable nose wheel landing gear is supplemented by an additional landing gear leg with double tires, arranged in the middle under the fuselage. The nose and this central, additional landing gear are pulled in to the front, while the main landing gear, which has two wheel sets with four tires, moves inwards into the fuselage. The minimum turning radius of the MD-11 measured at the nose wheel is 26.7 m, the radius over the wing tips is 35.90 m.

drive

As with the previous model DC-10, engines from several manufacturers were also offered for the MD-11. Customers could choose between General Electric and Pratt & Whitney engines. The Pratt & Whitney PW4460 was offered with an initial 266.9 kN and the General Electric CF6-80C2D1F with an initial 273.6 kN.

A variant with Rolls-Royce RB211-524L engines (29,484 kp static thrust) offered to the British airline Air Europe was discarded after Air Europe had to file for bankruptcy and another customer was no longer interested in a version with these engines. 119 aircraft were finally given the General Electric CF6-80C2, 14 aircraft the Pratt & Whitney PW4462 (Martinair's fleet), the remaining 67 aircraft the PW4460.

Versions

McDonnell Douglas offered the MD-11 in different versions: A pure passenger MD-11 (or unofficially called MD-11P ) and a pure cargo version (MD-11F) , a version that can fulfill both properties at the same time ( MD- 11C for Combi ) as well as a version called Convertible Freighter (MD-11CF) . Depending on requirements, it can be determined well in advance of the flight whether the machine is to function as a freighter only, a pure passenger jet or a combined cargo and passenger plane. The conversion from the passenger to the freight version takes two days; the conversion of the freighter back to passenger transport takes three days. McDonnell-Douglas intended this version for charter airlines, for example, who could use the plane with passengers in the summer and earn money with the cargo business outside of the season. Six MD-11CFs were built, four of which went to Martinair and two to World Airways . Only five copies of the MD-11C were built, all of which went to Alitalia and were gradually converted into pure freighters.

Due to the different freight composition, the size of the freight door also varies between the versions. The two versions that can fly as a full freighter, i.e. the Convertible Freighter MD-11CF and the pure freight version MD-11F, have a cargo door just behind the cockpit with a height of 2.59 meters and a width of 3.56 meters. The MD-11C, on the other hand, was supposed to carry passengers in the front part of the fuselage and cargo in the rear part, so that the cargo door is also in the rear part of the aircraft; at the same height as the door of the CF / F version, it is 4.06 meters wide.

If the 200 copies built are distributed among the versions, 131 MD-11s were delivered to 22 customers, five MD-11Cs to one customer, five MD-11ERs to two customers and 59 MD-11Fs to seven customers.

Studies by McDonnell Douglas and Boeing to build the MD-11 with only two engines did not lead to any result.

Orders and operators

Operator of brand new aircraft

The following airlines took over brand new MD-11 from the manufacturer:

1) Sabena did not order an MD-11, but leased two brand new City Bird machines before they were shipped. Both aircraft were delivered in Sabena colors.

2) In addition to the MD-11F, Saudi Arabian Airlines also took over an aircraft with VIP equipment.

Canceled orders

The following airlines ordered brand new MD-11s, but canceled their orders (number of machines ordered in brackets):

1) Singapore Airlines only canceled their order shortly before delivery of the first MD-11. This was already painted in the colors of Singapore Airlines .

Current operator

As of May 2019, 118 of the 200 MD-11 / MD-11F produced are still registered, all as freighters:

operator number of pieces Remarks image
Operator of the freight version (including conversions)
ZimbabweZimbabwe Global Africa Aviation 001
United StatesUnited States FedEx 056 MD-11F from FedEx
GermanyGermany Lufthansa Cargo 09 Lufthansa Cargo bought and operated the last eight MD-11 (D-ALCG to D-ALCN) produced. At the beginning of 2016, two machines were temporarily shut down. The last MD-11 ever to be produced, D-ALCN, was flown to Victorville, California on November 26, 2019 and decommissioned. Lufthansa announced on November 7, 2019 that it would retire its ten remaining MD-11 cargo jets by the end of 2020 and that it intends to operate a uniform Boeing 777 fleet in the air cargo sector in the future, of which it currently has seven and two more has ordered. In April 2020, however, it was reported that Lufthansa Cargo was considering operating its still active MD-11 freighters beyond the turn of 2020/21 due to the increased freight volume due to the COVID-19 pandemic . MD-11F from Lufthansa Cargo
United StatesUnited States SkyLease Cargo 002 Machines taken over from Alitalia and China Cargo Airlines . MD-11F from Skylease Cargo
United StatesUnited States UPS Airlines 038 all converted from former passenger planes MD-11F from UPS
United StatesUnited States Western Global Airlines 012 incl. 2 still parked, 2 taken over by Lufthansa Cargo (D-ALCR, D-ALCS)
total 118

Special paintings

Individual copies of the MD-11, albeit primarily used as a cargo aircraft, were used by their operators in liveries that deviated from the standard:

  • Finnair's OH-LGB, an MD-11 (serial number 48450, later N269WA for World Airways, scrapped in 2012/3), received the lettering “Official airline of Santa Claus” and a Santa Claus for the Christmas season from 2001 , in summer 2006 and In 2008 she flew with characters from the Finnish comic series Moomins on her fuselage.
  • The freight airline Martinair named their PH-MCU (MD-11CF, serial number 48757) after the Dutch Crown Princess Maxima at the time and decorated the plane with large red roses between 2003 and 2007.
  • The long-standing Brazilian flag carrier VARIG can come up with two special lacquered MD-11s, the theme of which were the 1998 and 2006 World Cups. For the World Cup in France, the PP-VPP (MD-11, serial number 48501) leased from Garuda Indonesia was decorated, which now flies as N576FE for FedEx for the summer fairy tale in Germany the PP-VTI (MD-11, serial number 48456), a former one Swiss machine, which was also converted into the freighter version - in this case for UPS.
  • The D-ALCC (serial number 48783) of Lufthansa Cargo wore special paint on the subject of 100 years of air freight and then flew with an inscription on the subject of Aktion Deutschland Hilft .
  • KLM painted the PH-KCE machine (serial number 48559) for the airline's 95th anniversary with the label 95 Years . Furthermore, on the last two planes PH-KCB (serial number 48556) and PH-KCD (serial number 48558) for the farewell flights on November 11, 2014, striking stickers were affixed: "KLM-Douglas Aviation History" and underneath " DC-2 DC- 3 DC-4 DC-5 DC-6 DC-7 DC-8 DC-9 DC-10 MD11 “, which should show the close connection between KLM and (McDonnell-) Douglas, as KLM has all these Douglas aircraft in the past began.
  • There was also a StarAlliance machine (from Varig) and a machine from Lufthansa Cargo with reference to the WOW air freight network.

Incidents

Of the total of 200 MD-11s built, nine aircraft were so damaged or destroyed between 1997 and today that they had to be written off. According to Boeing, this results in a total of 3.62 losses per 1 million flights in the period up to 2013 in civil aviation. This is well above average and is only surpassed by much older aircraft. Despite its greater payload and length, the MD-11 has almost the same wing area as the smaller DC-10-30 / 40, which requires a high approach speed, and it tends to move around the transverse axis in the last part of the approach . The National Transportation Safety Board recorded 14 cases of landings so hard that serious damage to the aircraft was caused in 2011 for the period 1993-2010, four of which were total losses.

  • On July 31, 1997, a FedEx MD-11F ( aircraft registration number : N611FE ) crashed while landing at Newark International Airport due to a pilot's error, caught fire and burned out completely. All inmates were able to save themselves.
  • On September 2, 1998, a Swissair MD-11 ( HB-IWF ) crashed into the Atlantic Ocean near Halifax on its flight from New York to Geneva . All 229 inmates were killed. The cause of the accident was determined to be a fire caused by an electric arc on a wiring harness of the in-flight entertainment system in the area of ​​the cockpit section, see Swissair flight 111 .
  • On April 15, 1999, a Korean Air MD-11F ( HL7373 ) had an accident on a cargo flight from Shanghai to Seoul. After violent control commands from the captain, the aircraft got into an uncontrollable flight condition and crashed, see Korean Air flight 6316 .
  • On August 22, 1999, a China Airlines MD-11 ( B-150 ) had an accident while trying to land at Hong Kong International Airport . Heavy rain and cross winds caused the right engine to hit the runway and break off, whereupon the right wing also detached from the fuselage and the fuselage was turned on its back by the lift of the remaining wing. Three passengers of the 315-person aircraft were killed, the rest of them were able to save themselves from the fire in the almost three-hour rescue operation.
  • On October 17, 1999, a FedEx MD-11F ( N581FE ) on a cargo flight had an accident while landing at Subic Bay International Airport (SFS) ( Philippines ). She rolled over the end of the runway and landed in the sea. Both inmates were able to save themselves.
  • On March 23, 2009, a Fedex MD-11F ( N526FE ) crashed due to a pilot's error at Narita Airport , Japan . The machine started in Guangzhou, China. The two pilots of the cargo plane were killed.
  • On November 28, 2009, an MD-11F of Avient Aviation ( Z-BAV ) had an accident at Shanghai Airport. The cargo plane crashed on takeoff and burned out. Three of the seven crew members were killed. A tail strike is assumed to be the cause .
  • On July 27, 2010 at 11:38 am local time, an MD-11F of Lufthansa Cargo ( D-ALCQ ) on flight LH8460 from Frankfurt to Hong Kong had an accident at King Khalid International Airport in Riyadh ( Saudi Arabia ). The machine touched down with too high a rate of descent, broke in two, came off the runway and burned out. The two pilots survived. The NTSB states that one of the main causes is that the copilot who was piloting the aircraft had approached with a sink rate that was too high and this error was not corrected by the master. The rate of descent during interception was around 800 instead of the usual 120 ft / min, and the crew did not follow the procedure provided for this case of maintaining the angle of attack and increasing the thrust; instead, the captain pushed the steering column forward, thereby increasing the rate of descent even further. After the second touchdown with 4.4 g , the structure gave way and the aircraft came off the runway to the left as the landing continued, where the aircraft burned out and had to be written off. Both a preliminary report by the National Transportation Safety Board and the final report by the Saudi Aviation Authority see the main cause of the accident in the mistakes of the cockpit crew.
  • On October 13, 2012 the left landing gear of an MD-11F of Centurion Air Cargo ( N988AR ) broke on landing at the Brazilian airport Viracopos , which led to severe damage to the left wing and the left engine. The crew remained uninjured and the aircraft was written off as a total loss.

Technical specifications

McDonnell Douglas MD-11
Parameter MD-11 MD-11ER MD-11F MD-11C
length 61.2 m or 61.4 m (PW 4460 or CF6 engine)
span 51.7 m
Vertical tail height 17.3 m to 18.0 m (depending on the state of charge)
Hull diameter 6.02 m
Wing area 338.9 m²
drive
Top speed 967 km / h at 7800 m altitude
Typical long-distance cruising speed 890 km / h at 9450 m altitude
Max. Range with full number of passengers / payload 12,633 km 13,408 km 7,242 km 12,392 km
Passengers / payload Two-class division: 323 passengers
maximum 410 passengers		 94,922 kg 204 divided into two classes and four pallets
Max. Takeoff mass 273,314 kg 285,990 kg 283,700 kg

See also

literature

  • Norbert Andrup: Colorful birds - special paintings on airliners , Motorbuch Verlag, Stuttgart 2009, ISBN 978-3-613-03001-5
  • Achim Figgen, Dietmar Plath : The big book of airplanes , GeraMond Verlag, Munich 2009, ISBN 978-3-7654-7010-3 (pp. 118–120)
  • Günter Endres, Michael J. Gething: Jane's Aircraft Recognition Guide , Fifth Edition, HarperCollins, New York 2007, ISBN 978-0-00-725792-8
  • Frank Littek: Air freight , 1st edition, Motorbuch Verlag, Stuttgart 2006, ISBN 978-3-613-02581-3
  • Günter Endres: Eleven Not Out - the MD-11 . In: AIR International January 1998, pp. 18-22
  • Mark Lambert (Ed.): Jane's All The World's Aircraft - 1993-1994 , Jane's Information Group Ltd., Coulsdon, 1993, pp. 518-520
  • The McDonnell Douglas MD-11… or, how the DC-10 grew bigger . In: AIR International June 1990, pp. 277-286
  • Green William, Dennis Punnett, Martin Fricke (German translation and editing): Airplanes of the world . This morning. Description of 142 types of aircraft. Classen, Zürich / Stuttgart 1989, ISBN 3-7172-0346-0 (Original title: Observers aircraft . Frederick Warne, 1987, ISBN 0-7232-1640-1 ).

Web links

Commons : McDonnell Douglas MD-11  - Album with pictures, videos and audio files

Individual evidence

  1. ↑ Niels Klußmann, Arnim Malik: Lexicon of aviation . Springer, Heidelberg 2004, ISBN 978-3-540-20556-2 , pp. 370 .
  2. ↑ a b c d Frank Littek: Luftfracht , Motorbuch Verlag, Stuttgart 2006, p. 134ff
  3. ↑ Peachair: N111MD (cn 48401/447) Prototype MD-11… position and hold for very first flight! In: Airliners.net. January 10, 1990, accessed May 22, 2012 .
  4. ↑ McDonnell Douglas MD-11 - MSN 48401 - N601FE Airline Federal Express. Airfleets.net, accessed May 22, 2012 .
  5. ↑ MD-11 History / Developement ( Memento of November 8, 2017 in the Internet Archive ), MD-Eleven.net, accessed on November 10, 2011
  6. ↑ Type Certificate Data Sheet A22WE. (PDF) In: faa.gov. Federal Aviation Administration , accessed November 14, 2015 .
  7. ^ MD-11 Airplane Characteristics for Airport Planning. (PDF) In: boeing.com. Boeing Commercial Airplanes, October 1990, accessed November 14, 2015 .
  8. ↑ a b c A brief history on MD-11.org, accessed November 11, 2011
  9. ↑ KLM retires the last McDonnell Douglas MD-11. In: Airliners.de. October 27, 2014, accessed on October 27, 2014 : "On October 26, KLM carried out the last scheduled flight with an MD-11."
  10. ↑ Fans say goodbye. In: pilootenvfluguig.nl. November 11, 2014, accessed on November 11, 2014 (Dutch): "Fans say goodbye to the MD-11"
  11. ↑ a b MD-11 Specs / Technical Details , MD-Eleven.net, accessed on November 10, 2011
  12. ↑ Achim Figgen, Dietmar Plath: Das große Buch der Verkehrsflugzeuge, GeraMond Verlag, Munich 2009, p. 118: “In addition to a pure passenger variant, there was also a freighter, a station wagon version and a so-called 'Convertible Freighter', which in no time could be converted from cargo to passenger aircraft. "
  13. ↑ a b ch-aviation.ch - Aircraft (English) accessed on August 2, 2015
  14. ↑ Lufthansa Cargo shuts down two aircraft. (No longer available online.) FAZ.net agency reports, November 16, 2015, archived from the original on November 19, 2015 ; Retrieved November 25, 2015 .
  15. ↑ Stefan Eiselin: Lufthansa Cargo is sending the last MD-11 ever built into retirement. In: Aerotelegraph. November 27, 2019, accessed November 27, 2019 .
  16. ↑ DEUTSCHE LUFTHANSA share | Round-up. Retrieved November 7, 2019 .
  17. ↑ Pilots accuse Lufthansa Cargo of breaking its word. In: aero.de. November 8, 2019, accessed on November 27, 2019 : “Because only two new machines are being added, the freighter fleet will be halved. "The fleet will (...) be supplemented with two additional Boeing 777F freighters and then consist of a total of nine aircraft exclusively of this type," the company announced on Thursday of its intentions. "
  18. ↑ Lufthansa prefers the 777F from Boeing to the 777-9. In: aero.de. April 15, 2020, accessed on May 4, 2020 : "It is now" very likely "that the last six MD-11Fs will continue to operate" beyond the turn of the year ", an insider told aero.de."
  19. ^ Norbert Andrup: Colorful birds - special paintings on airliners , Motorbuch Verlag, Stuttgart 2009, p. 68f.
  20. ↑ Jaakko Ypya: OH-LGB (cn 48450/479) , Airliners.net, February 22, 2009, accessed on November 7, 2011
  21. ↑ Stefan Sonnenberg: OH-LGB (cn 48450/479) , Airliners.net, August 12, 2008, accessed on November 7, 2011
  22. ^ Andrup, p. 102f.
  23. ↑ Thomas Naas: PH-MCU / CU-550 (cn 48757/606) , Airliners.net, July 2, 2010, accessed on November 7, 2011
  24. ↑ Ralf Meyermann: PH-MCU / CU-550 (cn 48757/606) , Airliners.net, April 10, 2010, accessed on November 7, 2011
  25. ↑ a b Andrup, p. 128f.
  26. ↑ Bruno Guimaraes Orofino: PP-VPP (cn 48501/513) , Airliners.net, December 20, 2010, accessed on November 8, 2011
  27. ↑ Mischa Oordijk: PP-VPP (cn 48501/513) Thought I never would see that plane and see must be my lucky day , Airliners.net, November 30, 2000, accessed November 8, 2011
  28. ↑ Frederico Cavalcante: PP-VTI (cn 48456/494) Back from the archives, former IB-IWL and now N290UP , Airliners.net, October 21, 2010, accessed on November 8, 2011
  29. ↑ Dave Chapman: PP-VTI (cn 48456/494) Football special seen landing on RWY27R shortly before the airline sadly stopped operations to Europe , Airliners.net, October 5, 2010, accessed November 8, 2011
  30. ↑ LH Cargo: MD-11 in special design , Airliners.net, August 19, 2011, accessed on November 8, 2011
  31. ↑ Sebastian Sowa: D-ALCC (cn 48783/627) , Airliners.net, November 2, 2011, accessed on November 8, 2011
  32. ↑ Mark Szemberski: D-ALCC (cn 48783/627) Totally unexpected to see this special scheme departing off RWY 13R , Airliners.net, October 23, 2011, accessed on November 8, 2011
  33. ↑ D-ALCC (cn 48783/627) The new sticker on -CC promoting “Aktion Deutschland Hilft - Alliance of German Aid Organizations”, an alliance of aid organizations in Germany. , accessed November 11, 2015.
  34. ^ List of accidents involving MD-11 machines , Aviation Safety Network, accessed on April 21, 2015
  35. ^ Accident Rates by Airplane Type. (PDF) In: Statistical Summary of Commercial Jet Airplane Accidents. Boeing, August 2014, p. 19 , accessed December 14, 2014 .
  36. ↑ Lori Ranson: US safety regulators push FAA to bolster MD-11 hard landing prevention. In: flightglobal.com. Flightglobal, July 13, 2011, accessed November 11, 2015 .
  37. ^ Accident report MD-11 HB-IWF , Aviation Safety Network (English), accessed on December 23, 2018.
  38. ↑ Aircraft accident data and report ASN Aircraft accident McDonnell Douglas MD-11F N581FE in the Aviation Safety Network , accessed on November 11, 2015.
  39. ↑ Aircraft accident data and report ASN Aircraft accident McDonnell Douglas MD-11 Z-BAV in the Aviation Safety Network (English), accessed on November 11, 2015.
  40. ^ Lufthansa-Cargo-MD-11 crashed in Riyadh , Airliners.de, published on July 27, 2010, accessed on November 11, 2011
  41. ↑ Cargo machine catches fire , n-tv.de, published on July 27, 2010, accessed on November 11, 2011
  42. ↑ Gerald Traufetter: Lufthansa cargo plane crashed after pilot errors , Spiegel Online, published on July 17, 2011, accessed on November 11, 2011
  43. ↑ Safety Recommendation A-11-68 / -69 (PDF; 168 kB), National Transportation Safety Board, accessed on November 11, 2011
  44. ↑ David Kaminski-Morrow: Riyadh MD-11F crash pilots failed to recognize bounce. Flightglobal, February 24, 2012, accessed on February 25, 2012 (English): “The captain responded by pushing the control column forward again, and then both pilots pulled back, but could not avert a third hard impact - some 4.4g, far above the design load - which ruptured the fuselage aft of the wing and severed fuel lines, sparking an intense fire. "
  45. ^ Aircraft Accident Report. (PDF) General Authority of Civil Aviation of the Kingdom of Saudi Arabia, accessed on February 28, 2012 (English, published on the website of the Federal Bureau of Aircraft Accident Investigation ).
  46. ↑ Final report confirms pilot errors. Airliners.de, February 28, 2012, accessed on February 28, 2012 : “Saudi Arabian accident investigators have submitted the final report on the crash landing of an MD-11 operated by Lufthansa Cargo in Riyadh. Accordingly, the crew did not correctly assess the situation and contributed to the accident with inappropriate steering impulses. A heads-up display could help. "
  47. ↑ Aircraft accident data and report in the Aviation Safety Network , accessed on November 11, 2015.
List of civil aircraft types made by McDonnell Douglas (formerly Douglas and McDonnell )
Propeller aircraft:

DWC • Dolphin • DC-1 • DC-2 • DC-3 • DC-4 • DC-5 • DC-6 • DC-7 • M-1 • M-2 • M-3 • M-4

Jet aircraft:

DC-8 • DC-9 • DC-10 • MD-11 • MD-80 • MD-90 • MD-95 • MD119 / 220

Unrealized:

DC-7 (1944) • MD-12 • MD-91X / 92X • MD-94X • XC-132 • Model 2229