The McDonnell Douglas MD-11

I

The successor to McDonnell-Douglas MD-11, for his previous DC-10 and the third widebody tri-jet DC-10 alone and the Lockheed L-1011 TriStar, has its origins at General Electric and Pratt & Whitney engine competition a suitable engine for the Lockheed C-5A Galaxy transport planes are all things military in turbofan High-bypass ratio, while the DC-10, the result of '1966 American Airlines for 250 buyers of transcontinentalAirliner was in five basic variants, including the DC-10-10 was built, the DC-10-15, DC-10-30, DC-10-40 and KC-10 Extender, the creation a final production run from 446th exceeded program costs were part of the Douglas Aircraft Company merged with McDonnell, producer of military aircraft, needed to ensure the survival of the company and its aircraft.

Design studies for a successor to Douglas is narrow and widebody, powered by high bypassRatio turbofan engines, and capacity 150 passengers, has been so since 1970 started late. Although no definitive air program was initiated in the case, try to detailed market analysis and, subsequently, along with new technological research more relevant to the final design. activated the 60 orders for the KC-10 had to take the basic DC-10 production line longer than it would if it were invoked only to commercial contracts, thus delaying the need for a replacement. However,because it is based on its previous generation counterpart would, could, by its definition and design phase much faster than the next, competitor Airbus A-340 and Boeing 777, on the market before the planes and the development of an existing DC - 10 customers for potential sales.

Unlike airplanes, which had divided, however - the five basic versions of the same fuselage length and diameter - the successor planned for 1979, featuring a 40-foot hullRoute with a capacity of 340 passengers mixed class, three General Electric CF6 turbofan-50J producing 54,000 pounds thrust, strengthened wings, and a gross weight of 630,000 pounds.

The resulting DC-10-60, stretched parallel to the previous, long-distance DC Series 80-60, had a 75-person increase over the DC-10 of Air New Zealand and Swissair, have been targeted as potential launch customers available, but use existing wing was heavily eroded and performanceexpansion of five feet, with a thread of the new wing and aileron coupled active to reduce peak loads, had improved. Indeed, the revised rear shocks and greater tailcone had a fuel economy of 24 percent compared to the DC-10 and its costs per seat-mile was driven less than the four-engine Boeing 747

Program launch scheduled for 1979 had, by another definition Douglas in his speech, "DC-10-61", "DC 10-62 designated" and "DC 10-63 usurped"was stronger expression of DC-8-61, 8-62 and DC-DC 8-63 classifications. The DC-10 to 61, for example, had as a home version with the 40-foot section of fuselage and a capacity of 390 passengers was determined, and had been driven 60,000 pound thrust engines. The DC-10-62 with a reduced insertion hull 26.7 meters, was designed for a very long-haul operations, increase with a wingspan of 14 feet, wings and an active four-wheeled main landing gear center line . It 'wasshould take about 40 passengers in less than -61, and -63 were the design elements combine the two, that a high capacity, long-range variant.

A series of intermittent DC-10 accidents attributed none of which is an inherent design flaws were, together with the prevailing economic downturn, had more Super DC-10 development excluded at this stage, although one of its properties, including its successor involved, tested on a Continental Airlines flightDC-10-10 in August 1981. Winglets, which extends both above and below the wing tips and the difference in size, had resulted in fuel savings of three percent to a decrease of drag generated.

Then, worn only by MD-80 sales, rode the Douglas Aircraft Company of the recession. A plan to replace the DC-10, with a description of the MD-11X-10 in 1984 and offers more support than the original Super 60 series, was probably based on the DC-10-30 were a580,000-pound maximum takeoff weight, 6,500 miles nautical range with full payload and has three General Electric CF6-80C2 or Pratt & Whitney PW4000. A version with greater capacity to be offered in parallel with the basic design was characterized by a 22.3 foot fuselage section, to 331 passengers in mixed class to allow a wider range of 6,000 miles, are carried out and had a corresponding weight 590 000 pounds gross. American, Delta, Lufthansa and Toa domestic airlines in the light of this iteration,suggested refinements that later adopted in the final of the aircraft.

The following year, the Board approved the requests, even though both versions were, at that moment, saw the same fuselage length, medium-range variant, with a gross weight of 500,000 pounds, has a range of 4781 miles and the counterparty to a long-haul 590 pounds gross weight of 000, offers a range of 6,900 miles. Accept offer about 335 passengers in a typical mixed, theyintroduced composite construction, a cockpit for two people and an advanced electronic system for flight.

At the launch of the official program of 30 in December 1986 had 92 orders and options for Alitalia, British Caledonian, Federal Express, Korean Air, SAS, Swissair, Thai Airways International and Varig had been done.

The MD-11, for the first time three years later, in September 1989 in Long Beach, California had rolled, and was recorded N111MD,been without its engines, winglets, vertical stabilizer and coloring, but showed the logo of the 29 customers who had ordered or an option on the road this time. Since these areas were added later but it was a close resemblance to the DC-10 to 30, from which it was derived.

Equipped with a span of 18.6 feet across the floor, made with the help of two fuselage plugs, hold their nose and cockpit sections, but has a long, drag reduction,tailcone chisel, and gave a total length of 201.4 meters, when equipped with General Electric engines, or a track 200.11 meters with Pratt & Whitney.

The two savings Douglas wing construction, the panning direction and spanwise stiffening ribs and skin, marked a wingspan of 169.6 feet, an angle of 35 degrees sweep at quarter chord, and six degrees of dihedral, making 7 , 9 aspect ratio and a 3,648 - square-foot area. Low-speed elevator was back, full-span slats Augmentedand newly designed double-slotted trailing edge flaps, while the Roll Control is done from within, metal wings at full speed with composite skins, and outboard engines, ailerons at low speed, which hung with trailing edge flaps during takeoff and were built entirely provided composite material. Each spoiler wing also contained five panels.

Fuel in wing tanks integrated transport, was 40 183 U.S. gallons.

had set up and flaps down, which also extends to the wing tipsprovided the greatest distinction, the DC-10. The use of drag-producing vortices would otherwise be created by the difference in wing pressure mixing tip, was a seven foot section angled upwards by a conventional rib and savings involved were made, but covered by a aluminum alloy skin and ending with the edge carbon fiber rear and a carbon from 2.5 to walk down the section at full angle, collectively comprise an area of 40 square meters.

Because of the increased moment arm andControlled by computer software increased longitudinal stability, had the MD-11 horizontal stabilizer 30 percent lower than the DC-10 was characterized by a 2000 U.S. gallons integral Trim Tank, which increases the area and facilitate in-flight center -optimization-Gravity. Its advanced airfoil convex, and reduced to 33 degree sweep plan variable electro-activated effect with two sections, mesh, Composite associated rear lift on both sides,resulted in a draw weight of 1,900 pounds and a structural fall in flight.

Power had been given three 62 000 pounds had been thrust General Electric CF6-80C2 or 60,000 pounds thrust Pratt and Whitney PW4462 turbofan high bypass ratio, two masts were installed on the underside of the wing leading edge and those made behind the rudder fin torsion box. Traces its origins to 41 engine 000-pound thrust TF39 originally developed for the LockheedC-5A Galaxy was the former became the quietest, most advanced CF-6 is designed for business, and its 40,000 pounds of thrust CF6-6D had fueled the national DC-10-10, while their 48 '000 pounds thrust CF6-50C was the DC-powered intercontinental 10-30, 747 with the Airbus A-300 and some versions of Boeing's most advanced CF6-80A was also selected to power the A-310 and 767

The inclusion of CF-6-core, with a larger, 93-inch fan well that two CF6-80C2Provision of the MD-11 was offered 17 percent more thrust, and had a bypass ratio of 5.05. In collaboration with the full authority digital engine control, which had autothrottle electronics and interface management system made available flight, the turbine had offered reduced fuel consumption.

The alternative to Pratt and Whitney PW4060, reduces the length of the plan has decreased the length of five inches, was the only other option was a customer. The Rolls Royce Trent RB211-524L, shortlylisted as a third alternative was by Air Europa is specified for its 18 firm orders and an option, but the financial crisis of the parent company had rejected its offer continued.

The plumber, tricycle landing gear, as the DC-10-30, had his nose was set up by a twin-engine, front-withdrawal, two quads, roll up the side main landing gear bogies and a double front wheels Collapse, strut fuselage center line, each of which has characterizedoleo-pneumatic shock absorbers.

The MD-11 cockpit, very different from DC-10 had a crew of two, three, or the position of flight engineer with digital avionics and flight control and management information systems operate has been replaced, while the air traffic control system, or ASU, was composed of five independent computers that contained dual-channel all its previous functions have been automated.

The passenger cabin is designed for flexibility, had installed the seat,Kitchen, toilet, storage and installation of clothes on rails the length of the cabin, which facilitates single inch increments multiple configurations and density, and fast, allowing the type of carrier on scheduled flights on weekdays and weekends during the high-density/charter services operate. Compared to the DC-10 cabin, the walls light and MD-11 seats, improved lighting, even on a larger, restyled trunk tripled over theper passenger or three cubic meters, trash midline behind the second door, and the beds available for overhead crew rest.

A typical two-class, had followed the configuration of 323 passengers in 34 first class of six senior side in a 41 - to 42-inch pitch and 289 economy class of nine dates during a 33 - to 34-step inches, in an agreement of three classes of the six had 16 first-class seat next to a field 60 ", 56 seven-date business class seats in an area of 38 cm included, and 221posted nine economy class on a field of 32 inches. The maximum number ten side-by-three-four-three-configuration were 409

The MD-11, with a payload of 114 weight limited 100 pounds, a 602 weight was 500 pounds maximum takeoff. Accommodate three classes 298 passengers, was offered a place 6840 miles nautical, including the FAA minimum.

First record in heaven January 10, 1990 from Long Beach who had made MD-11 stability and control methods of Edwards AirForce Base, reaching a maximum height of 25,000 feet and a speed of 300 knots before concluding a successful two-hour, 56 minute flight. Three orders of fifteen years and hundreds of options for the type had been received at this time.

The certification program, the four General Electric CF6-80C2 and was associated with a Pratt & Whitney PW4460 powered cell that had different commercial jet tri-notched Records, including a flight of 9,080 miles from Anchorage, Alaska, July 31 1990,The fourth prototype, the flight for 16 hours, 35 minutes left.

Approval had been on November 8 for the CF6-80C2-powered version and December 19 for the plane PW4460 reached when the game was made for the landing of April following category IIIB.

II

Finnair, the type of launch customer was delivery of the first aircraft, registered as OH-LGA, in a ceremony in Long Beach has hit the 29th November 1990, and a representative of the intercontinental sectorThis aircraft had made two years later, in October 1992.

Founded on 1 November 1923 by Bruno L. Lucander, the private entity, then called "Aero E / Y", the service was launched in March next year in Tallinn, Estonia with Junkers F.13 aircraft first in Stockholm, with a stopover in Turku, in collaboration with Swedish ABA. Finnish domestic development since the country's abundance of lakes, the water had the aircraft is necessary, althoughconstruction post-1936 the airport had allowed to acquire two de Havilland Dragon Rapide biplane, and later, two Junkers Ju.52/3ms.

was repealed shortly after World War II air suspension mandate, was the young airline is now 70 percent owned by the government and renamed the Aero E / Y End Air Lines, its Helsinki-Stockholm area was restored and purchased nine DC-3.

In 1950, the expansion of Continental's route network and modern acquisitions Convair 340 aircraft, hadhad taken in Dusseldorf, Hamburg, London and Moscow by a growing hub of Helsinki, and boy was replaced by the slightly higher capacity Convair 440

The MD-11 engines from General Electric CF6 80C2D1F and configured for 58 Business Class and 278 Economy Class passengers, had been ordered to replace the DC-10-30-year-olds, and for the first time on the Helsinki Tenerife in December-collect, use 29, 1990, the first operational experience before the transferon North America and Far East sectors for which it was intended.

His two MD-11 Helsinki and the streets of Helsinki-Tokyo-Singapore-Bangkok had done, while the DC-10-30-year-olds who continue to serve New York and Beijing areas.

The first, in Japan, had covered 4,862 miles, and led to nine hours, 35 minutes of blocking, and was operated the first MD-11 passenger service, OH-LGA in force.

The tall, dense trees surrounded Helsinki VantaaInternational Airport maintains its yellow coat and even appeared in golden autumn, when the bite, 30 degrees wind swirling snow against the geometric model of the ramps, taxiways and runways scattered. The Goliath, blue-trimmed Finnair MD-11 tri-jet, currently the only wide-body airplane on the white-dusted tarmac accompanied by a large number of narrow body DC-9, MD-80 and 737-300 twinjet was towed to Gate 30 -4 minutes before the scheduled departure time 1620 in the middle of the afternoon, declinedNordic Light.

The MD-11 is for two people in the cockpit, a radical departure from the DC-10's, sported Six of the eight square inch cathode ray tube (CRT) displays, consisting of duplicated primary flight display (PFD), Navigation Display (NA) engine and alert display (EAD) and visualization systems (SD) wiring diagrams, while the automatic controller that is on the overhead panel in the sections for plumbing, electrical, tires were divided, and fuel, each controlled twoindependent computers. Flight Control Panel (FCP) itself, the shield Glare Control Panel (GCP) is also the controls on autopilot and flight director mode selections, as well as changing the control system of flight management procedures, including speed (SPD), navigation (NAV) and profile (PROF).

The expectation stems Siberian and destination, weight, time, calendar, track (04), and make calculations of return obtained byStation prepare packing list, similar to the keyboard is locked Multifunction Display Control Unit (MCDU) located on the center console between the base of the two pilots. The flight's Standard instrument departure (SID) was then in the flight management system has been loaded during the initialization of the inertial reference system.

The number three engines to be started first and farthest from the source of bleed air was hired to start the engine switch, the start valveMoving to the open position, as verified by a confirmation light amber. If the compressor speed N2 were 15 percent of start lever is located and turn the engine starts, he had a temperature of exhaust gas (EGT) between 45 to 52 percent and popped, it was moved in line Now start disilluminating valve closed and the yellow light. The N1 engine tachometer had settled to 23 percent of the exhaust gases and their temperature was hovering at 700 degrees Fahrenheit mark. TheResult was then for the other two turbofan were repeated, followed by the finalization of the checklist after the start. "

Tug-maneuvered by its nose into the parking position, the MD-11, had used the flight AY 914, its independent movement began with an almost imperceptible flow development, test flight to land and taxi instructions Vantaa Ground Control.

Browse through the snow patches, taxiways lined with blue light in the darkness made the cumbersome virtual Tri-Jet A180 degree turn on runway 04 with the help of his nose wheel steering, the front gear is positioned far behind the cockpit that the plane has crept beyond the center line of the Strip, before the move was actually made, its elongated shape, wide body in the following way final. full rudder provided the degree of hard bottom ten, while the nose wheel up to 70 percent of the left and right laterability reached.

Get offLiquidation, the MD-11 was 25 degrees sports trailing edge flaps, thundered the initial acceleration, as chokes, manually advanced to the position 70 percent, its huge diameter of General Electric turbofan powered with a constant flow of fuel, because swallowed huge amounts of cold air with each faster than the speed of the fan. The button autopilot in Flight Control Panel, and is also the autothrottle, computer-controlled air lawOFF setting thrust, along with engine automatic synchronization.

Lift-indebted in a rotating nose-landing, the jet tri-surrendered to the purple, snow-blur takes place at dawn cut so its heavy load of a wing-buckling curve and bending its rays wing tip of light through the darkness as he climbed on runway 15 represent the ground and slight Helsinki. tricycle landing the aircraft to withdraw, step bars wasexpressed their correct position, the climb was to be automatically respected for its standard instrument departure, of course.

Tipping in a shallow right bank of the coast, its trailing edge flaps retracted Flight 914, although its planks, stayed up extra speed gained renewed. The commitment of the navigation mode allows the plane to fly to his profile departure, while the activation of the automatic flight control system, together with the "NAV" and "Professor" keys, made sure it was herClimbing route, radial outbound, and both air traffic control assigned or altitude level-offs. Airspeed of 250 knots under 10,000 feet, when he was allowed 355, or accelerate beyond, and the lights of the front edge was executed was maintained.

Overcoming one of the many cloud deck, the aircraft crossed the Gulf of Finland, whose face was dark purple horizon was separated by a band of diffuse light Chartreuse. Increasingly, enclosed in howlingSlipstream, crossed the coast of the former Soviet Union on a 472-knot flight speed over the ground southwest of St. Petersburg in the black sky, which was reduced by a thin orange line on its western horizon, now back to its point left how it determines, in its original, the plateau of 33,000 feet, located in an area of 509 knots, the Urals and Siberia.

The passenger cabin, sporty diagonal design, light and dark blue upholstery, described six linesseven side-by-two-three-two, configured business-class seats in front, followed by a further three behind second transept. seats in economy class, all in ten side-by-three-4-3, the provision had nine rows behind the business class and 21 in aft cabin, which contained the cloisters between the third and fourth.

Dinner in the second after its menu in two languages, English and Japanese (which was in October 1992, ironically, even on a flightView a Finnair DC-10-'30) had an assortment of appetizers, beer, wine and soft drinks with lightly salted peanuts, smoked almonds, a crab and seafood mushrooms on a bed of lettuce salad with prawns , sliced cucumbers and tomatoes including cherry, a basket of mangoes white hot beef sandwiches with butter and corn, Finnish, or chicken in a sauce of coconut cream-curry French Camembert with crisp rye crackers, raspberry mousse cake, coffee or tea in Japanese, aA selection of liquors, after dinner mints, and hot towels.

The maintenance of a ground speed of 567 knots, the MD-11-62-less than the tropopause Ergee free of charge in an attitude of three degrees nose-high permeated in the south-east, by 30 of Archangel on the frozen tundra of Siberia, with seven hours, minutes that the flight plan. Remove layer of clouds appear to be veiled cloak reveals periodic orange and white half pearls constantly moving between the population represented prominent diameter solidTurbo as fans chased and then south of Adak Naryan-Mar.

Or Unaware passengers, the upper and lower fins delayed another wing vortex created pressure difference mixing tip, with a pulse, while the horizontal stabilizer tank is to cut the air with its shifting center of gravity toward the rear had on its 34 - rear design-percent limit, to further reduce the resistance, while the fuel consumption of 2.7 percent. The type was made the default within 29 -to 32 percent range.

Flight 914 flight progress, indicated by a series of readings of position and ground speed, was the result of voting IRU position and velocity with the VHF Omni-directional range (VOR) and distance (DME) stations between Finland and Japan. The flight plan (F-PLN) selected MCDU display showed the aircraft position and waypoints vertically, at screen, with the estimated time at their side, togetherwith the speed and height, such as "Position", "estimated time overhead" (ETO), will "speed" (SPD), and "flight level" (ALT).

Moving on to Irkutsk, the Yabblonovyy Mountain Range and the plane pulled Tsitisihar always east to Vladivostok.

Slice the dark and the opening towards the East, Dawn's Razor cast pierced the eastern horizon with a thin section through an orange glow off the port wing had somehow emphasize the cylindrical nature of the planet, aboutThe Tri-Jet to be curved. "Tomorrow", apparently eager to unleash his power flowed through the crack gradual extension of marking the boundary between the 24-hour cycle has two modes, intensify its light and the transformation of black, nocturnal doom in a Siberian cold, dark purple and blue partially habitable, then, before dawn. The level of awakening humanity such as light down into the great desert was certainly infinite. The sun is a red liquid mercuryimmersed in a sea of gray-black, slowly triumphed during the night, head-up board as always distinct, as tentatively shown the rest of his body, illuminating the ice-covered, undulating crust of a roller coaster in the area immediately below the fuselage. First appeared in a dark sea swim, had distinguished himself as independent of the sun's rays flood elongated limbs are like pointing at them.

Passing winds, rivers copper reflectiveFlight 914 uses two hours, 11 minutes before the flight plan.

aromas of cooking coffee attracted groggy, mostly sleeping passengers from nocturnal sleep in the cabin, a process that is hot only in part by previous Augmented breakfast, scented towels. The food itself was the orange juice, an omelet stuffed with spinach containing three, thick slices of canned Danish hams, buns, Swiss Black Cherry, Finnish string cheese fondue, waffles and coffeeTea.

Banking on a south-easterly direction, with the help of his ailerons inboard, who had MD-11, after almost dusted the duration of the cruise departed Soviet airspace for the first time in the hills of snow, chocolate whose peaks were pasture was carefully funnel the mist vapory, to follow up the coast and the morning sun reflects copper surface of the Sea of Japan. One hour 23 minutes remained in Tokyo.

Building suspended above the water surface flintHe crossed the summit of Mount Fuji past Silver, now in the maintenance of a nearly south, 180 degrees position. Banking left Luz patch, forged his last term in Japan, conducted with time-to-target with the mark 40 minutes.

The ridges appeared before the definition of island of Honshu.

Tokyo would have found clear skies and temperatures of 20 degrees Celsius.

Drive along the coast of Niigata, the MD-11 had reached a position directly north of its destination, with 25Minutes to the calendar, its antenna plateau for the first time in nearly nine hours, through the driver's selected "NAV" and "Prof" ways.

Induced in a nose-down descent profile Slipstream awareness drawn, Flight 914 just off the Pacific coast in recent whitecapped, now ATC vector in a series of three right bank. Auto-run, reduce speed to 250 knots, as will the speed of 10,000 feet had to pass throughLimitation, compliance with its standard terminal arrival route (STAR), was registered by its three huge fan tachometer N1 turbo almost stationary, driven by 34-hundred readings.

Navigation speed reduction applied to 200 knots, had to speed up the tape, a first end edge flap extension required by 15 degrees.

When the plane had fallen to brown, beige, green and geometric farmland to its final position of 340 degree approach, the captainHow did the country of stone selected, the system auto-land for an instrument landing system (ILS) approach to armed and ready to capture the glideslope and localizer. The concept of MCDU Page, weight soft landing, runway, air pressure, and end flap setting speed readings, that the following code to RJAA ICAO four-letter to Tokyo-Narita, a 208-node "speed" clean, a 158 node flap extension speed in the position of 28 degrees, approach speed of 161 knots with 35 degrees of flap,158-V-speed reference node, and the touchdown speed of 150 knots.

Sporting greatly increased wing slats and trailing edge flap extension 35 degrees, the cut-Finnair MD-11 to project their blue tricycle as four claws outstretched, his final approach led to the outskirts of the beautiful blue morning-Narita passing the threshold. Sinking against the concrete, during which the amount was computer-generated calls hadthe widebody tri-jet was seven degrees nose-high flare, delaying his authothrottle pitched to 50 feet in the air and the approval process for its main contact pads landings. Manually strangled in its reverse thrust mode, has unleashed its upper wing surface spoilers, do they have to withdraw from (RET) by selecting "3.1", "3.2" and "Full been curbed" marks delayed compared to the airplane. The nose wheel struck the ground.

Coils of four satellitesNarita International Airport South Wing, pulled the plan in its park position door 44 0855 local time, ending his field intercontinental flight and completing the circular pattern of nose-in wide body aircraft consisted of an Austrian Airlines A-310 -300, a Japan Air Lines 747-200B, a British Airways 747-400, ANA 747-200B, a Northwest 747-200B and Swissair MD-11.

III

Initial MD-11 service was not always so routine. In fact, the airplane had provengross weight and increase strength well above projected performance, which has replaced the payload and range deficiencies and Robert Crandall, then CEO of American Airlines, had refused to take delivery of the case, an existing DC-10-30 on San Jose-Tokyo route for which it was intended. A number of packages to improve performance (PIP), targeting the defects had finally resolved the situation.

On January 1, 1996, had delivered 147 MD-11 original and 24Customers and operators, who had jointly engaged the aircraft in a 11.6 hours per usage day, experiencing a 98.3 per cent punctuality and reliability.

was produced out of the first passenger MD-11, several versions of others, but in very limited quantities.

The MD-11 Combi, for example, had a stern, left, upward opening cargo door element, allowing different percentages of passengers, 168-240, and the pallet load is 09:56 onMain Deck, while the lower deck was unchanged. With a payload of 144,900 pounds of light weight, the plane had a maximum range of between 5,180 and 6,860 miles nautical.

The MD-11CF Convertible Freighter was moved to the main deck door presented to the front, side port. Martinair Holland, launch customer for the variant in August 1991 had four firm orders and an option for the type.

The MD-11F with a payload of 202,100 pounds, was purely a cargo withoutfront passenger window systems, sorted by FedEx or internal, while the MD-11er Extended Range, opened in February 1994, had a 3000 U.S. gallons of fuel increase the capacity of the lower deck auxiliary fuel tanks, a payload of 6,000 pounds higher, a place 480 items - Mile 's range and a new maximum takeoff weight of 630,500 pounds. World Airways, the selection of Pratt & Whitney PW4462 engine and Garuda Indonesia, including their counterpart General Electric CF6-80C2, had brought the StartOrders.

declining revenues, the result of design deficiencies original performance, reputation damaging criticism for American Airlines' public order cancellations, and competition from Airbus A-340 and Boeing 777, McDonnell Douglas was forced to write 1.8 million dollars for the 1996 program and the following year, after McDonnell-Douglas merged with Boeing Commercial Airplane Company, there had not been possible to continue its production. The original Douglas AircraftCompany Building 84 at Long Beach Airport and one-stop shop for all incubation McDonnell Douglas DC-10 and MD-11 widebody tri-jet was dashed his 200th and last MD-11 freighter for Lufthansa Cargo, in June 2000 , and the plane, dragged along the road to the track was titled "The perfect end to a new era of success."

The entire production was more than 131 passenger versions MD-11P, five MD-11C-folds, six MD-11CF Convertible Freighter, 53 Pure MD-11F freighter and five containedMD-11er Extended Range variants.

The data added to the 446 DC-10 built in 1971-1988, was conducted in a total of 646 tri-jet production.

Although McDonnell-Douglas had studied more relaxed, with new engines and rewinged MD-11, successor called "MD-12s, including a double-decked, four-wheeled engines, the A-380-like configuration, has exceeded the value of these ambitious proposals had the same manufacturer, and if Taiwan Aerospace has withdrawn financialSupport for the final version, which was a tri-jet design with rear wing forward, who had three engine widebody trace its lineage to the original DC-10, finally ended, so that the growing number of km-converted cells cargo on their family trees in the early 21st century to carry.