Md11 Aircraft - The McDonnell Douglas MD-11 is an American three-plane wide-body aircraft manufactured by American McDonnell Douglas (MDC) and later by Boeing. After the DC-10 development studies, the MD-11 program was launched on December 30, 1986. Assembly of the first prototype began on March 9, 1988. It was installed in September 1989 and made its first flight on January 10 , 1990. Received FAA approval on November 8. The first delivery was made to Finnair on December 7, 1990, and it began service on December 20.
It retains the basic trijet of the DC-10 with updated GE CF6-80C2 or PW4000 turbofan engines. It has a slightly larger wing and wings, and its MTOW has increased by 14% to 630,500 lb (286 t). Its fuselage extends 11% to 202 ft (61.6 m) and accommodates 298 passengers in three classes over a distance of 7,130 nmi (13,200 km). There is a glass airplane that eliminates the need for an airplane mechanic. The MD-11 was unable to achieve its range and fuel efficiency. The last of the 200 aircraft was built in October 2000, after the merger of Boeing and McDonnell Douglas in 1997. A few MD-11 freighters were built, but most of the others were converted to passenger planes MD- 11, many of which are still in service and carrying cargo.
Md11 Aircraft
The MD-11 on the left is 202 feet (61.6 m) long with smaller wings and tail, while the DC-10 on the right is 181.6 feet (55.35 m).
Jc Wings 1:200 Lufthansa Cargo Mcdonnell Douglas Md 11f 'thank You Md 11, Farewell' D Alcc (ew2m11001)
Although the MD-11 program was launched in 1986, McDonnell Douglas began looking for a DC-10 platform in 1976. Two versions were considered: the DC-10-10 and the longer fuselage 40 feet (12 m); ) and the DC-10-30 at 30 feet (9.1 m). This latest version would have been able to carry up to 340 passengers in a multi-class configuration, or 277 passengers and their luggage over 5,300 miles (9,800 km). At the same time, the manufacturer tried to reduce the drag of the wing and the engine of the trijet. Another group of aircraft, the "Global DC-10", was also seen, with the intention of countering the risk of losing orders for the DC-10-30 caused by the Boeing 747SP and its situation. The DC-10 world would have included several fuel tanks.
As research continued on a new aircraft, McDonnell Douglas announced the DC-10 Super 60 program, previously known as the DC-10 Super 50 for a while. short time. The Super 60 is supposed to be an airship, with a lot of aerodynamic improvements in the wings. and a 26-foot-8-inch (8.13 m) fuselage that seats up to 350 passengers in a mixed configuration, compared to the DC-10's 275 in the same configuration.
After further improvements, in 1979 the DC-10 Super 60 was released in three different versions like the DC-8. The DC-10-61 was designed as a medium and high capacity aircraft. The fuselage is 40 feet (12 m) longer than the previous DC-10 model, and can carry 390 passengers in mixed class or 550 passengers in configuration. total economy, similar to the later Boeing 777-300 and Airbus. A340-600. Like the DC-8, the Series 62 was designed for long-haul routes. It will have a smaller fuselage span of 26 ft 7 in (8.10 m), with a wider wingspan and higher fuel capacity. It will be able to carry up to 350 passengers (mixed class) or 440 passengers (full economy), similar to the later Boeing 777-200 or the Airbus A330-300/A340-300/500. Finally, the Series 63 will be equipped with the same fuselage as the DC-10-61, as well as the larger wing of the -62. After major accidents in the 1970s, such as Turkish Airlines Flight 981 and American Airlines Flight 191, the name of the trijet was seriously damaged due to doubts about its structural integrity. For these reasons, and the decline of the airline, all work on the Super 60 was stopped.
In 1981, the Continental Airlines DC-10-10 (registration number N68048) was leased for further research, especially the effects of the newly installed wings on the flight performance. During this time different types of wings were tested with NASA. McDonnell Douglas was designing new versions of the DC-10 that could include more efficient winglets and engines developed at the time by Pratt & Whitney (PW2037) and Rolls-Royce (RB.211-535F4). The manufacturer finally approved all these studies under the name MD-EEE (Ecological-Economic-Efficiency), which was later changed to MD-100 after some changes. The MD-100 was produced in two versions: the Series 10, which had a 6 ft 6 in (1.98 m) shorter fuselage than the DC-10 and up to 270 passengers in a mixed configuration; and the Series 20, which includes a fuselage span of 20 ft 6 in (6.25 m) over the DC-10 and can accommodate 333 passengers in the same configuration as the Series 10. It can feed it both versions. family gin is true MD-11 plus RB.211-600. However, the state of production and the general aviation company did not look bright. No new DC-10 orders were received, and many observers and customers doubted that the company would remain in business. So, in November 1983, the Board of Directors decided to abandon all work on the new trijet planned.
Mcdonnell Douglas Md 11 (ph Kck) Last Flight
No new orders for the DC-10 were received the following year. The production line remained strong thanks to the first US Air Force order for 60 KC-10A aircraft. McDonnell Douglas still believed that a new series of DC-10 was needed, as evidenced by the second-hand market for its heavy Series 30 and DC-10-30ER versions. Therefore, in 1984, a new version of the DC-10 aircraft was named the MD-11. From the beginning, the MD-11X was produced in two different versions. The MD-11X-10, based on the DC-10-30 aircraft, offered a range of 6,500 nautical miles (12,000 km) with passengers. That first version will have a maximum take-off weight (MTOW) of 580,000 pounds (260,000 kg) and will use CF6-80C2 or PW4000 engines. The MD-11X-20 will have a long fuselage to accommodate 331 passengers in mixed classes, and a range of 6,000 nautical miles (11,000 km).
While many orders were received for the DC-10, McDonnell Douglas used the time available before the DC-10 was built to consult with customers and improve the proposed new trijet. In July 1985, the Board authorized the Long Beach plant to offer the MD-11 to a customer. At the time, the aircraft was still offered in two versions, both with the same fuselage length, a 22 ft 3 in (6.78 m) diameter over the DC-10, and the same engine options. such as the MD-11X. . One version will have a range of 4,780 nautical miles (8,850 km) with a total weight of 500,000 pounds (230,000 kg) and carry 337 passengers, while the second will carry 331 passengers. ages 6 and older. 900 nautical miles (12,800 km). A year later, with many airlines committed to the MD-11, the situation improved. The aircraft now has a base line of 320 seats and is defined as an 18 ft 7 in (5.66 m) long DC-10-30 powered by new turbofans offered by major engine manufacturers. and 6,800 are given a bundle. nautical miles (12,600 km). Other versions include a maximum payload of 7,500 nautical miles (13,900 km), a maximum payload of 200,970 pounds (91,160 kg), and a Combi. t product was designed palette of the main frame. A further development of the aircraft, such as the MD-11 Advanced, was also planned.
The MD-11 has a cter gine at the bottom of the stabilizer bar, like the DC-10. As with the DC-10-40, the nacelle has a forward slope.
McDonnell Douglas' lack of innovation in the MD-11 design was due to the company's dwindling cash flow as it struggled with its military contract and reduced orders for its commercial aircraft.
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Special technical resources led to the development of the MD-11 as an upgrade to the existing DC-10, while competitors Airbus and Boeing developed new aircraft designs as the Airbus A330/ A340 and Boeing 777 at this time. As a trijet, the MD-11 is less fuel efficient, but has a longer range than today's mid-sized wide-body bi-jet (the first Boeing 767 and the later Airbus A330 ).
Aerospace consultant Scott Hamilton, in a 2014 article, said the MD-11 was a "typical bad time," coming "at the beginning of the three- or four-engine era, before to ETOPS. It's a 777."
McDonnell Douglas' decision to "publish everything except design, final assembly and flight testing and sales of the MD-11" helped improve its commercial aircraft business.
On December 30, 1986, McDonnell Douglas presented the MD-11 with commitments for 52 orders and 40 options.
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T in three different categories of airlines (passenger, combined and cargo) (Alitalia, British Caledonian, Dragonair, Federal Express, Finnair, Korean Air, Scandinavian Airlines,
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