McDonnell Douglas MD-11#Variants

File:MD11 AND DC10 varig comparison.jpgs and a smaller tailplane while the DC-10 on the right is {{cvt|55.35|m|ft|order=flip}} long.]]

Although the MD-11 program was launched in 1986, McDonnell Douglas had started to search for a DC-10 derivative as early as 1976. Two versions were considered then: a DC-10-10 with a fuselage stretch of {{convert|40|ft|m}} and a DC-10-30 stretched by {{convert|30|ft|m}}. The latter version would have been capable of transporting up to 340 passengers in a multi-class configuration, or 277 passengers and their luggage over {{convert|5300|nmi}}. At the same time, the manufacturer was seeking to reduce wing and engine drag on the trijet. Another version of the aircraft was also envisaged, the "DC-10 global", aimed to counter the risks of loss of orders for the DC-10-30 that the Boeing 747SP and its range were causing. The DC-10 global would have incorporated more fuel tanks.{{Cite book |last= Marriott |first= Leo |title= McDonnell Douglas MD-11 (Modern Civil Aircraft: 12) |publisher= Howell Press |date=December 1992 |isbn= 0-7110-2071-X }}

While continuing their research for a new aircraft, McDonnell Douglas designated the program DC-10 Super 60, previously known for a short time as DC-10 Super 50. The Super 60 was to be an intercontinental aircraft incorporating many aerodynamic improvements in the wings, and a fuselage lengthened by {{convert|26|ft|8|in|m}} to allow for up to 350 passengers to be seated in a mixed-class layout, compared to 275 in the same configuration of the DC-10.

Following more refinements, in 1979 the DC-10 Super 60 was proposed in three distinct versions like the DC-8. The DC-10-61 was designed to be a high-capacity medium-range aircraft. It would have a fuselage stretch of {{convert|40|ft|m}} over the earlier DC-10 models, enabling it to carry 390 passengers in a mixed class or 550 passengers in an all-economy layout, similar to Boeing's later 777-300 and Airbus A340-600. Like the DC-8, the series 62 was proposed for long-range routes. It would feature a more modest fuselage stretch of {{convert|26|ft|7|in|m|abbr=on}}, along with an increased wingspan and fuel capacity. It would be capable of carrying up to 350 passengers (mixed class) or 440 passengers (all-economy), similar to the later Boeing 777-200 or the Airbus A330-300/A340-300/500. Finally, the series 63 would have incorporated the same fuselage as the DC-10-61 as well as the larger wing of the -62. After high-profile accidents in the 1970s, such as Turkish Airlines Flight 981 and American Airlines Flight 191, the trijet's reputation was seriously damaged by doubts regarding its structural integrity. For these reasons, and due to a downturn in the airline industry, all work on the Super 60 was stopped.

File:McDonnell Douglas MD-11, KLM Royal Dutch Airlines JP6102340.jpg

In August 1981, a Continental Airlines DC-10-10 (registration number N68048) was leased to conduct more research, particularly on the effects the newly designed winglets would have on aircraft performance. Different types of winglets were tested during that time in conjunction with NASA at the McDonnell Douglas flight test facility in Yuma, Arizona and Edwards Air Force Base.{{Cite book |last=Steffen |first=Arthur A C |title=Aerofax: McDonnell Douglas MD-11: A Long Beach Swansong (Aerofax Series) |date=2001 |publisher=Ian Allan |isbn=9781857801170}} McDonnell Douglas was again planning new DC-10 versions that could incorporate winglets and more efficient engines developed at the time by Pratt & Whitney (PW2037) and Rolls-Royce (RB.211-535F4). The manufacturer finally rationalized all these studies under the MD-EEE (Ecology-Economy-Efficiency) designation, which was later modified to the MD-100 following some more changes. The MD-100 was proposed in two versions: the Series 10, having an airframe shorter by {{convert|6|ft|6|in|m|abbr=on}} compared to the DC-10 and seating up to 270 passengers in a mixed-class configuration; and the Series 20, incorporating a fuselage stretch of {{convert|20|ft|6|in|m|abbr=on}} over the DC-10 and able to seat up to 333 passengers in the same kind of configuration as the Series 10. Both versions could be powered by the same engine families as the actual MD-11 plus the RB.211-600. However, the situation for the manufacturer, and the airline industry in general, did not look bright. No new DC-10 orders were received, and many observers and customers doubted that the manufacturer would stay in business much longer. Thus, the board of directors decided in November 1983 to once again cease all work on the projected new trijet.

The following year no new orders for the DC-10 were received. The production line was kept active thanks to earlier orders from the U.S. Air Force for 60 KC-10A tankers. McDonnell Douglas was still convinced that a new derivative for the DC-10 was needed, as shown by the second-hand market for their Series 30 and the heavier DC-10-30ER version. Thus, in 1984 a new derivative aircraft version of the DC-10 was designated MD-11. From the very beginning, the MD-11X was conceived in two different versions. The MD-11X-10, based on a DC-10-30 airframe, offered a range of {{convert|6500|nmi}} with passengers. That first version would have had a maximum takeoff weight (MTOW) of {{convert|580000|lb|kg}} and would have used CF6-80C2 or PW4000 engines. The MD-11X-20 was to have a longer fuselage, accommodating up to 331 passengers in a mixed-class layout, and a range of {{convert|6000|nmi}}.

As more orders for the DC-10 were received, McDonnell Douglas used the time gained before the end of DC-10 production to consult with potential customers and to refine the proposed new trijet. In July 1985, the board of directors authorized the Long Beach plant to offer the MD-11 to potential customers. At the time, the aircraft was still proposed in two versions, both with the same fuselage length, a stretch of {{convert|22|ft|3|in|m|abbr=on}} over the DC-10 airframe, as well as the same engine choice as the MD-11X. One version would have a range of {{convert|4780|nmi}} with a gross weight of {{convert|500000|lb|kg}} and transport up to 337 passengers, while the second would carry 331 passengers over {{convert|6900|nmi}}. A year later, as several airlines had committed to the MD-11, the situation was looking optimistic. The aircraft was now a 320-seater baseline and defined as an {{convert|18|ft|7|in|m|abbr=on}} stretch over the DC-10-30 powered by the new advanced turbofans offered by the major engine manufacturers giving it a range of {{convert|6800|nmi}}. Other versions, such as a shortened ER with a range of {{convert|7500|nmi}}, an all-cargo offering a maximum payload of {{convert|200970|lb|kg}}, and a Combi with a provision for ten freight pallets on the main deck, were proposed. Further growth of the aircraft was also foreseen, such as the MD-11 Advanced.

File:D-ALCL (3119122609).jpg

The lack of innovation from McDonnell Douglas during the MD-11's design had been attributed to the company's declining cash flow, as it struggled with problems with its military contracts and declining orders for its commercial jets.{{cite web |url=http://www.iasa.com.au/folders/sr111/forbidding.html |title=Jet's Troubled History Raises Issues For the FAA and the Manufacturer |work=iasa.com.au The Wall Street Journal |last=Pasztor |first=Andy |date=September 19, 2000 |access-date=August 25, 2017 |archive-date=September 24, 2017 |archive-url=https://web.archive.org/web/20170924025359/http://www.iasa.com.au/folders/sr111/forbidding.html |url-status=dead }} Limited company resources resulted in the MD-11 being developed as a refinement of the existing DC-10, in contrast to rivals Airbus and Boeing who during this period developed all-new aircraft designs that would become the Airbus A330/A340 and Boeing 777.{{cite web |url=http://www.airlinereporter.com/2012/08/klm-prepares-to-say-good-bye-to-the-md-11/ |title=KLM Starts to Say Goodbye to the MD-11 |work=AirlineReporter.com |last=Brown |first=David Parker |date=August 24, 2012 |access-date=August 25, 2017}} As a trijet, the MD-11 was less fuel-efficient but had a greater range than its mid-size widebody contemporaries which were twinjets (existing Boeing 767 and the upcoming Airbus A330 and Boeing 777).{{cn|date=April 2025}} Aerospace consultant Scott Hamilton, in a 2014 article, said that the MD-11 was "classically ill-timed" as "it came at the end of the three- or four-engine era, just ahead of the real move to ETOPS with the 777".{{cite web |url=https://www.forbes.com/sites/tedreed/2014/11/15/good-bye-md-11-too-bad-nobody-ever-loved-you/ |title=Good Bye MD-11 -- Too Bad Nobody Ever Loved You |work=Forbes |last=Reed |first=Ted |date=November 15, 2014 |access-date=August 25, 2017}} McDonnell Douglas's initiative to "outsource everything but design, final assembly, and flight testing and sales of the MD-11" was also seen as contributing to the end of their commercial airline business.{{Cite magazine|url=https://newrepublic.com/article/154944/boeing-737-max-investigation-indonesia-lion-air-ethiopian-airlines-managerial-revolution|title = Crash Course|magazine = The New Republic|date = 18 September 2019|last1 = Tkacik|first1 = Maureen}}

On December 30, 1986, McDonnell Douglas launched the MD-11 with commitments for 52 firm orders and 40 options{{cite web|url=http://www.pilotfriend.com/photo_albums/timeline/airliners/33.htm|title=McDonnell-Douglas MD-11|work=pilotfriend.com|access-date=August 25, 2017}} in three different versions (passenger, combi and freighter) from ten airlines (Alitalia, British Caledonian, Dragonair, Federal Express, Finnair, Korean Air, Scandinavian Airlines, Swissair, Thai Airways International, and VARIG) and two leasing companies (Guinness Peat Aviation and Mitsui). Orders from Dragonair, Scandinavian, and UTA, an undisclosed customer, were canceled by 1988.

In 1987, the program was to cost $1.5 billion (equivalent to ${{Format price|{{Inflation|US-GDP|1500000000|1987}}}} in {{Inflation-year|US-GDP}}{{Inflation-fn|US-GDP}}) with $500 million for development and almost $1 billion for tooling and inventory. The first 52 firm orders totaled $5 billion, or $95 million each, while the A340 sold for $67 million.{{cite news |url= https://www.nytimes.com/1987/02/22/business/dicey-days-at-mcdonnell-douglas.html |title= Dicey Days at McDonnell Douglas |date= Feb 22, 1987 |newspaper= The New York Times |author= Steven Greenhouse}} At certification in 1990, $2.5 billion were invested in initial production inventory, and $700 million for engineering, tools, and flight testing. While it was selling for $100 million, the initial MD-11 jets cost $120 to $150 million to produce but this was to reduce to $90 million with manufacturing experience over the program life for an 11% gross profit margin, less than the 15% to 20% Boeing obtains.{{cite news |url= https://www.latimes.com/archives/la-xpm-1990-11-09-fi-4259-story.html |title= A Big Day for the MD-11 : Aerospace: The government certifies the aircraft |date= November 9, 1990 |newspaper= Los Angeles Times |author= Ralph Vartabedian }}

In 1992, the $1.7 billion development cost was to be spread over the first 301 aircraft produced for $100 million each.{{cite news |url= https://www.nytimes.com/1992/10/21/business/company-news-mcdonnell-said-to-plan-cut-in-output.html |title= McDonnell Said to Plan Cut in Output |date= Oct 21, 1992 |newspaper= The New York Times |author= Steven Greenhouse}} In 1995, because costs and revenues could not be reasonably estimated over the program life, MDC took a pre-tax charge of $1.838 billion (~${{Format price|{{Inflation|index=US-GDP|value=1838000000|start_year=1995}}}} in {{Inflation/year|US-GDP}}{{Inflation/fn|US-GDP}}) for deferred production costs and for reduced support and tooling value.{{cite web |url= https://www.forecastinternational.com/archive/disp_old_pdf.cfm?ARC_ID=316 |title= Boeing MD-11 |work= Civil Aircraft Forecast |publisher= Forecast International |date= April 2002}} In 1999, the unit cost was $132-$147.5 million (equivalent to ${{Inflation|US-GDP|132|1999}}-${{Inflation|US-GDP|147.5|1999|r=1}} million in {{Inflation-year|US-GDP}} dollars){{Inflation/fn|US-GDP}}.

File:Finnair McDonnell Douglas MD-11 (OH-LGB) landing at Helsinki-Vantaa Airport.jpg on December 7, 1990, and made its first revenue on December 20, 1990.]]

Assembly of the first MD-11 began on March 9, 1988, at McDonnell Douglas's Douglas Products Division in Long Beach, California, and the mating of the fuselage with wings occurred in October of that year. The first flight was originally planned to occur in March 1989, but numerous problems with the manufacturing, delays with suppliers producing essential components, and labor industrial actions delayed the ceremonial rollout of the prototype until September of that year.

Parts for the MD-11 were sourced from a global network of subcontractors and suppliers. Subassembly tasks were spread across the McDonnell Douglas Corporation: the nose subassembly was produced in St. Louis, Missouri, the control surface assembly in Tulsa, Oklahoma, and the structural rings fabricated in Torrance, California. The wings were manufactured by McDonnell Douglas Canada in Malton, Ontario, near Toronto's Lester B Pearson International Airport, before being shipped to Long Beach. Main fuselage sections for the MD-11, and previously for DC-10, KC-10 were built by General Dynamics' Convair Division in San Diego, which were transported by barge to Long Beach Harbor and then by truck to the assembly plant.{{cite web |last=Hayes |first=Thomas C. |date=March 15, 1989 |title=Deal Set by McDonnell And General Dynamics |url=https://www.nytimes.com/1989/03/15/business/company-news-deal-set-by-mcdonnell-and-general-dynamics.html |access-date=August 25, 2017 |work=The New York Times}}

The following months of 1989 were used to prepare the prototype for its maiden flight, which finally happened on January 10, 1990. The first two aircraft manufactured were intended for FedEx and thus, were already fitted with the forward side cargo door. They remained with the manufacturer as test aircraft until 1991 before being completely converted to freighters and delivered to their customer. FAA certification was achieved on November 8, 1990, while the European Joint Aviation Authorities (JAA) certified the MD-11 on October 17, 1991, after approximately 200 separate issues were resolved. Yugoslav Airlines, already flying several DC-10s, became the first customer of the MD-11. Three aircraft were manufactured but were never delivered due to the Yugoslav Wars. The first MD-11 was delivered to Finnair on December 7, 1990, and it accomplished the first revenue service by an MD-11 on December 20, 1990, carrying passengers from Helsinki to Tenerife in the Canary Islands. MD-11 service in the U.S. was inaugurated by Delta Air Lines the following year.

It was during this period that flaws in the MD-11's performance became apparent. It failed to meet its targets for range and fuel burn.{{Cite book|last= Norris |first= Guy |author2=Wagner, Mark |title= Douglas Jetliners |publisher= MBI Publishing |year= 1999 |isbn= 0-7603-0676-1 }} American Airlines in particular was unimpressed with the 19 MD-11s that it received, as was Singapore Airlines who canceled their order for 20 MD-11s and instead ordered 20 Airbus A340-300s. American Airlines cited problems with the performance of the engines and airframe, while Singapore Airlines stated that the MD-11 could not operate on the airline's long-haul routes.{{cite web|url=https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%202038.html?search=SIA%20orders%20A340s|title=SIA orders A340s and abandons MD-11 purchase|work=Flight International|date=7–13 August 1991|access-date=August 25, 2017}} Pre-flight estimates indicated that the P&W-powered MD-11 was to have a {{Convert|7000|nmi}} range with {{convert|61000|lb|t}} of payload. With the Phase 1 drag reduction in place, the aircraft could only achieve its full range with {{convert|48500|lb|t}} of payload, or a reduced range of {{Convert|6493|nmi}} with a full payload.{{cite web|url=https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%202038.html?search=Update%20fails%20to%20save%20SIA%20MD11s|title=Update fails to save SIA MD-lls|work=Flight International|last=Norris|first=Guy|date=7–13 August 1991|access-date=August 25, 2017}}

In 1990, McDonnell Douglas, along with Pratt & Whitney and General Electric began a modification program known as the Performance Improvement Program (PIP) to improve the aircraft's weight, fuel capacity, engine performance, and aerodynamics. McDonnell Douglas worked with NASA's Langley Research Center to study aerodynamic improvements.[http://oea.larc.nasa.gov/PAIS/Concept2Reality/fluid_dynamics.html Langley RC Computational Fluid Dynamics] {{webarchive|url=https://web.archive.org/web/20070213073402/http://oea.larc.nasa.gov/PAIS/Concept2Reality/fluid_dynamics.html |date=2007-02-13 }}. The PIP lasted until 1995 and recovered the range for the aircraft. In 1995, American Airlines sold its 19 MD-11s to FedEx, as the PIP program was not sufficient for the aircraft to fly the Dallas–Fort Worth-Hong Kong route.

Despite the PIP, sales of the MD-11 had already been significantly impacted. Prospective MD-11 customers instead selected the Boeing 767 and 777, or the Airbus A330 in large numbers. These aforementioned twinjets soon received extended-range variants (767-300ER, 777-200ER, and A330-200)Haenggi, Michael. "777 Triple Seven Revolution". Boeing Widebodies. St. Paul, Minnesota: MBI, 2003. {{ISBN|0-7603-0842-X}}. that nullified the MD-11's remaining advantage over the initial shorter-range versions, while remaining more fuel efficient than the trijet MD-11 and quadjet A340.{{cite web |url=https://www.flightglobal.com/news/articles/douglas-concentrates-on-proposal-for-md-11-twin-22513/|title=Douglas concentrates on proposal for MD-11 Twin |work=FlightGlobal |last=Norris |first=Guy |date=January 25, 1995|access-date=August 25, 2017}}Flight International, 25–31 January 1995{{cite web |last1=Thomas |first1=Geoffrey |title=How McDonnell Douglas missed the Big Twin and disappeared |url=https://www.airlineratings.com/news/mcdonnell-douglas-missed-big-twin-disappeared/ |website=Airline Ratings |access-date=2023-06-02 |language=en-AU |date=2023-02-08}} Airbus, which only had somewhat better success with the initial A340-200/300 than McDonnell Douglas with the MD-11, decided to invest into the next generation A340-500/600 (that would also distinguish it from the A330-200), while Boeing would follow suit with the second-generation 777-300ER/200LR which proved more successful.{{cite web|url=http://centreforaviation.com/analysis/777-300er-fleet-report-orders-have-peaked-but-swiss-united-and-kuwait-new-operators-in-2016-268001|title=777-300ER fleet report: orders have peaked but Swiss, United and Kuwait new operators in 2016|work=CAPA - Centre for Aviation|date=February 25, 2016|access-date=February 25, 2016|archive-date=August 27, 2016|archive-url=https://web.archive.org/web/20160827175621/https://centreforaviation.com/analysis/777-300er-fleet-report-orders-have-peaked-but-swiss-united-and-kuwait-new-operators-in-2016-268001|url-status=live}} A further development of the MD-11 to keep pace with Airbus and Boeing's developments, the MD-XX program which would have resulted in an MD-XX Stretch and MD-XX LR, was too financially costly for a struggling McDonnell Douglas.Arthur 2002, pp. 92–94.

File:American Airlines MD-11 (6202604363).jpg MD-11 front view]]

After McDonnell Douglas merged with Boeing in 1997, in order to avoid internal competition with the Boeing 767 and 777, the unified company decided that MD-11 production would continue exclusively with the freighter variant. In 1998, Boeing announced it would end MD-11 production after filling orders on hand due to lack of sufficient market demand.{{cite web|url=http://boeing.mediaroom.com/1998-06-03-Boeing-Announces-Phase-Out-of-MD-11-Jetliner-Program|title=Boeing Announces Phase-Out of MD-11 Jetliner Program|publisher=Boeing|date=June 3, 1998|access-date=August 25, 2017}} The last passenger MD-11 built was delivered to Sabena in April 1998.{{cite web|url=http://www.airfleets.net/ficheapp/plane-md11-48780.htm|title=McDonnell Douglas MD-11 - MSN 48780 - ET-AND|work=airfleets.net|access-date=August 25, 2017}} Assembly of the last two MD-11s were completed in August and October 2000; they were delivered to Lufthansa Cargo on February 22 and January 25, 2001, respectively. McDonnell Douglas originally had projected that it would sell more than 300 MD-11 aircraft, but only 200 were built.{{Cite web |date=2013-08-08 |title=McDonnell Douglas MD-11 Aircraft Facts, Dates and History |url=http://www.flightlevel350.com/McDonnell_Douglas_MD-11_aircraft_facts.html |access-date=2024-03-01 |website=flightlevel350.com |archive-date=2013-08-08 |archive-url=https://web.archive.org/web/20130808220556/http://www.flightlevel350.com/McDonnell_Douglas_MD-11_aircraft_facts.html }}

The MD-11 assembly plant in Long Beach, California later became Boeing's facility and manufactured the C-17 Globemaster III until 29 November 2015.{{cite press release |url=http://boeing.mediaroom.com/2015-11-29-Final-Boeing-C-17-Globemaster-III-Departs-Long-Beach-Assembly-Facility |title=Final Boeing C-17 Globemaster III Departs Long Beach Assembly Facility |publisher=Boeing |date=29 November 2015 |access-date=1 June 2016 |archive-url=https://web.archive.org/web/20160407161607/http://boeing.mediaroom.com/2015-11-29-Final-Boeing-C-17-Globemaster-III-Departs-Long-Beach-Assembly-Facility |archive-date=7 April 2016 |url-status=live}}

FedEx plans to completely phase out its fleet of MD-11s by 2032.{{Cite news |title=FedEx adds B777Fs and ATR72s, delays MD-11F retirement |url=https://www.ch-aviation.com/news/151815-fedex-adds-b777fs-and-atr72s-delays-md-11f-retirement |archive-url=http://web.archive.org/web/20250416035846/https://www.ch-aviation.com/news/151815-fedex-adds-b777fs-and-atr72s-delays-md-11f-retirement |archive-date=2025-04-16 |access-date=2025-05-17 |work=ch-aviation |language=en-US}} UPS plans to retire their MD-11s and replace them with Boeing 767-300Fs in the years to come but has not decided on an exact date.{{Cite web |title=FedEx, UPS Call Time On MD-11 Fleets |work= Aviation Week Network |url=https://aviationweek.com/air-transport/airlines-lessors/fedex-ups-call-time-md-11-fleets |access-date=2025-01-28}} FedEx has retired 51 out of the 82 MD-11s they have received with 30 active and 1 parked. UPS has retired 20 out of the 49 MD-11s they have received with 29 active.{{Cite web |title=UPS Fleet |url=https://www.airfleets.net/flottecie/UPS.html |access-date=January 28, 2025 |website=Airfleets}} Western Global Airlines has five remaining active MD-11s, having retired 14.{{Cite web |title=Airfleets aviation |url=https://www.airfleets.net/flottecie/Western%20Global%20Airlines.html |access-date=2025-01-28 |website=airfleets.net}}

File:Cockpit of a McDonnell Douglas MD-11 of Swissair (LBS SR04-005964).tif]]

The MD-11 is a medium- to long-range widebody airliner, with two engines mounted on underwing pylons and a third engine at the base of the vertical stabilizer, which has a two-segment rudder for directional control. It is based on the DC-10 but features a stretched fuselage, increased wingspan winglets, refined airfoils on the wing and tailplane resulting in a reduced wetted area and form drag, new engines, and increased use of composites.{{Cite book |last=Larrimer |first=Bruce I. |url=https://www.nasa.gov/wp-content/uploads/2020/11/beyond_tube-and-wing_tagged.pdf |title=Beyond Tube-and-Wing: The X-48 Blended Wing-Body and NASA's Quest to Reshape Future Transport Aircraft |year=2020 |isbn=9781626830585}} The most significant change in the tail section is the MD-11's horizontal tail being 30% smaller than that of the DC-10-30. The horizontal tail area on the DC-10 is 1,338 square feet (120 square meters), while on the MD-11, it's reduced to 920 square feet (82.8 square meters). The MD11's winglets are credited with improving fuel efficiency by about 2.5%.[http://books.nap.edu/openbook.php?record_id=11839&page=40 Assessment of wingtip modifications to increase the fuel efficiency of Air Force aircraft], (2007) National Academies Press, p. 40. {{ISBN|0-309-10497-1}}. The MD-11 has a smaller empennage than the DC-10 it is based upon.{{cite web|url=http://www.popularmechanics.com/flight/a5702/whats-wrong-with-the-md11/|title=What's Wrong With the MD-11 Airplane?|work=Popular Mechanics|last=Noland|first=David|date=May 11, 2010|access-date=August 25, 2017}}

File:Tail of a McDonnell Douglas MD-11 of Swissair in Zurich-Kloten (LBS SR04-006818).tif at Zurich airport]]

The MD-11 features a two-crew cockpit that incorporates six 8-inch interchangeable cathode-ray tube (CRT) display units and advanced Honeywell VIA 2000 computers. The cockpit design is called Advanced Common Flightdeck (ACF) and is shared with the Boeing 717. Flight deck features include an Electronic Instrument System, a dual Flight Management System, a Central Fault Display System, and a Global Positioning System. Category IIIB automatic landing capability for bad-weather operations and Future Air Navigation Systems (FANS) are available.{{Cite book |last=Sandell |first=Gordon R. A. |title=McDonnell Douglas MD-11 Avionics System |publisher=CRC Press LLC |year=2000 |chapter=31}}

The MD-11 had a neutral stability design and one of the first commercial designs to employ a computer-assisted pitch/longitudinal stability augmentation system (LSAS) that featured a fuel ballast tank in the tailplane, and a partly computer-driven horizontal stabilizer, to compensate for the comparatively short horizontal stabilizer.{{cite journal |title=The Effect of High Altitude and Center of Gravity on The Handling Characteristics of Swept-wing Commercial Airplanes |url=https://www.boeing.com/commercial/aeromagazine/aero_02/textonly/fo01txt.html |journal=Aero Magazine |publisher=Boeing |volume=1 |issue=2 |access-date=29 June 2022}}{{Cite journal |date=1990-01-01 |title=McDonnell Douglas MD-11 |url=https://doi.org/10.1108/eb037014 |journal=Aircraft Engineering and Aerospace Technology |volume=62 |issue=11 |pages=7–10 |doi=10.1108/eb037014 |issn=0002-2667|url-access=subscription }} Updates to the software package made the airplane's handling characteristics in manual flight similar to those of the DC-10, despite a smaller tailplane to reduce drag and increase fuel efficiency.{{citation needed|date=July 2022}}

The MD-11 incorporates hydraulic fuses not included in the initial DC-10 design, to prevent catastrophic loss of control in the event of a hydraulic failure such as that which occurred on United Airlines Flight 232.Fielder, John H. and Douglas Birsch. The DC-10 Case: A Study in Applied Ethics, Technology, and Society, p. 261. SUNY Press, 1992. {{ISBN|0-7914-1087-0}}.

File:McDonnell Douglas MD-11, American Airlines AN0195051.jpg received 19 passenger MD-11s.]]

The MD-11 was manufactured in five variants.

• MD-11 (131 built): the passenger variant, was produced from 1988 to 1998. It was the first version on offer at the aircraft's launch in 1986 and was delivered to American Airlines (19), Delta Air Lines (17), Swissair (16), Japan Airlines (10), KLM (10), and other airlines with fewer aircraft.
• MD-11C (five built): this combi aircraft was the third variant on offer at launch in 1986 and was designed to accommodate both passengers and freight on the main deck, which featured a rear cargo compartment for up to ten pallets, each measuring {{convert|88|x|125|in|m}} or {{convert|96|x|125|in|m}}. The main deck cargo compartment was accessible by a large rear port-side cargo door, which measured {{convert|160|x|102|in|m}}. The main deck cargo volume was {{convert|10904|cuft|m3}}. Additional freight was also carried in below-deck compartments. The MD-11C could also be configured as an all-passenger aircraft. All five aircraft were manufactured between 1991 and 1992 and delivered to Alitalia, the only customer for that variant. In 2005 and 2006 the airline converted them to full-freighter configurations to be operated by Alitalia's cargo division. Following that division's closure, the five aircraft were returned to their lessor in January 2009.[http://www.aircargonews.net/news/single-view/news/air-france-klm-buys-into-streamlined-alitalia.html "Air France-KLM buys into streamlined Alitalia"]. Air Cargo News, 15 January 2009.

File:PH-MCT Martinair Cargo (3247988286).jpg MD-11CF front section with forward cargo door and windows]]

• MD-11CF (six built): the Convertible Freighter variant was launched in 1991 by an order from Martinair for three aircraft plus two options. The MD-11CF features a large forward port-side cargo door ({{convert|140|x|102|in|m}}) located between the first {{Not a typo|two passenger}} doors and can be used in an all-passenger or in an all-cargo configuration. As a freighter, it can transport 26 pallets of the same dimensions ({{convert|88|x|125|in|m}}) or {{convert|96|x|125|in|m}}) as for the MD-11C and MD-11F for a main-deck cargo volume of {{convert|14508|cuft|m3}} and offers a maximum payload of {{convert|196928|lb|kg}}. All six MD-11CFs were delivered to Martinair (four) and World Airways (two) in 1995. The two World Airways aircraft were converted to freight-only in 2002.
• MD-11ER (five built): the Extended Range version was launched by the manufacturer at the Singapore Air Show in February 1994. The MD-11ER incorporates all the Performance Improvement Program (PIP) options, including a maximum takeoff weight of {{convert|630500|lb|kg}} and an extra fuel tank of {{convert|3000|USgal|L}}) in the forward cargo hold{{cite web|url=https://www.thefreelibrary.com/Garuda+Indonesia+Takes+Delivery+of+First+MD-11ER-a018958313|title=Garuda Indonesia Takes Delivery of First MD-11ER|agency=PR Newswire|date=December 17, 1996|access-date=August 25, 2017|archive-date=August 26, 2017|archive-url=https://web.archive.org/web/20170826071407/https://www.thefreelibrary.com/Garuda+Indonesia+Takes+Delivery+of+First+MD-11ER-a018958313|url-status=dead}} to offer a range of {{Convert|7240|nmi}}, an increase of {{Convert|400|nmi}} over the standard passenger variant. MD-11ERs were delivered between 1995 and 1997 to Garuda Indonesia (three) and World Airways (two). As of February 2007, only one Finnair MD-11ER has been converted to MD-11 with the removal of the extra fuel tank.

File:VP-BDR MD11F AFL loading (4473477269) (2).jpg MD-11F cargo door loading]]

• MD-11F (53 built): The freight transport aircraft was the second variant on offer at launch in 1986 and was the last and longest (1988–2000) manufactured version. The all-cargo aircraft features the same forward port-side cargo door ({{convert|140|x|102|in|m}}) as the MD-11CF, a main-deck volume of {{convert|15530|cuft|m3}}, a maximum payload of {{convert|200151|lb|kg}} and can transport 26 pallets of the same dimensions ({{convert|88|x|125|in|m}} or {{convert|96|x|125|in|m}}) as for the MD-11C and MD-11CF. The MD-11F was delivered between 1991 and 2001 to FedEx Express (22), Lufthansa Cargo (14), and other airlines with fewer aircraft.
• MD-11 Boeing Converted Freighter (BCF) – Boeing and its group of international affiliates offer a conversion of used passenger airliners into freighters. The MD-11BCF is one of the models offered.[http://www.boeing.com/news/releases/2008/q2/080616a_nr.html World's First 767-300 Boeing Converted Freighter Goes to ANA] {{webarchive|url=https://web.archive.org/web/20080622133532/http://www.boeing.com/news/releases/2008/q2/080616a_nr.html |date=2008-06-22}} Boeing

Note: Some or all the features of the MD-11ER, including the higher MTOW of {{convert|630500|lb|t}}, part or all of the PIPs aerodynamic improvements packages and composite panels were fitted to later-built MD-11s (except the extra fuel tank), and could be retrofitted to any of the variants, except for the PIP Phase IIIB larger aft-engine intake. Some airlines, such as Finnair, Martinair, and FedEx have made the structural changes required to allow their aircraft to have the higher MTOW. Swissair's 16 newest aircraft were retrofitted with all the features except for the extra fuel tank and were so-designated MD-11AH for Advanced Heavy.

After McDonnell Douglas did the KDC-10 conversion for the Royal Netherlands Air Force in 1992, they proposed a tanker/transport version of the MD-11CF which had the in-house designation KMD-11. McDD offered either conversion of second-hand aircraft (KMD-11) or new built aircraft (KC-10B), the proposed KMD-11 offered 35,000 lbs more cargo capacity and 8,400 lbs more transferable fuel than the KC-10A. It was offered to the RNAF and Royal Saudi Air Force (RSAF) in the 1990s and the Royal Australian Air Force (RAAF) in the early 2000s.{{Cite web|url=https://avgeekery.com/why-wasnt-there-a-md-11-based-tanker/|title=Too Big For Its Own Good: Why A MD-11 Based Tanker Was Never Built|date=8 January 2016|website=Avgeekery.com|accessdate=22 February 2023}}

{{main|McDonnell Douglas MD-12#MD-XX|l1=McDonnell Douglas MD-12, MD-XX section}}

In 1993, 1995, and again in 1996, McDonnell Douglas performed studies on the feasibility of a twin-engine jet using MD-11 components, but nothing came of any of them. In August 1997, just after the merger with Boeing, a presentation was made pitching an MD-11 twin with a new Boeing wing to fill the gap between the 767 and the 777, but again the proposal came to nothing, as it had nothing in common with other Boeing airliners in terms of production nor pilot type rating.

After ending the MD-12 program, McDonnell Douglas focused on 300–400-seat MD-11 derivatives. At the 1996 Farnborough International Air Show, the company presented plans for a new tri-jet with high seating and long range named "MD-XX".[http://www.boeing.com/news/releases/mdc/96-221.html "McDonnell Douglas Unveils New MD-XX Trijet Design."] {{webarchive|url=https://web.archive.org/web/20111106191654/http://www.boeing.com/news/releases/mdc/96-221.html |date=2011-11-06 }} McDonnell Douglas, September 4, 1996. It was offered in the MD-XX Stretch and MD-XX LR versions. The MD-XX Stretch version was to have a longer fuselage than the MD-11 and seat 375 in a typical three-class arrangement. The MD-XX LR was to have a longer range and be the same length as the MD-11; it was to have typical three-class seating for 309. However, the MDC board of directors decided to end the MD-XX program in October 1996, because the financial investment was too large for the company.Arthur 2002, pp. 92–94.

{{main|List of McDonnell Douglas MD-11 operators}}

As of December 2024, 67 of the 200 aircraft built are operational, serving three different cargo operators worldwide.{{citation needed|date=September 2024}}

File:Fedex-md11-N525FE-051109-21-16.jpg]]

Most of the airlines that ordered the MD-11 for their long-haul passenger flights had replaced it with Airbus A330, A340, and Boeing 777 aircraft by the end of 2004. Some carriers converted their MD-11s to freighters such as China Eastern Airlines and Korean Air. Korean Air announced as early as December 1994 its intention to convert its {{Not a typo|five passenger}} MD-11s to freighters for medium-range cargo routes.{{cite web |url=https://www.flightglobal.com/news/articles/new-master-of-the-loads-11647/ |title=New master of the loads |work=FlightGlobal |last1=O'Toole |first1=Kevin |last2=Kingsley-Jones |first2=Max |date=September 18, 1996 |access-date=August 25, 2017}} In 1995, American Airlines agreed to sell its 19 aircraft to FedEx, transferring the first MD-11 in 1996.[http://www.flightglobal.com/news/articles/fedex-takes-americans-md-11-fleet-21873/ "FedEx takes American's MD-11 fleet"]. Flight International, April 19, 1995. Japan Airlines (JAL) announced the replacement of its 10 MD-11s in 2000; these aircraft were being converted into freighters and sold to UPS in 2004.

In February 2007, TAM Linhas Aéreas began operating the first of three leased passenger MD-11s, in a deal arranged by Boeing as an interim solution for TAM to quickly be able to operate newly granted intercontinental routes while waiting for four Boeing 777-300ERs to be delivered from late 2008.[http://www.flightglobal.com/news/articles/brazils-tam-introduces-first-md-11-302940/ "Brazil's TAM introduces first MD-11"]. Flight International, February 5, 2007. The last MD-11 was retired from TAM's fleet in July 2009, which ended its use by Brazilian airlines (Varig, VASP, and TAM).{{cite web |url=http://www.avioesemusicas.com/por-onde-andariam-os-mcdonnell-douglas-md11-da-tam.html |title=Por onde andariam os McDonnell Douglas MD11 da TAM? |language=pt |trans-title=Whatever happened to TAM's McDonnell Douglas MD-11s? |last=Sousa |first=Joselito |work=Aviões e Músicas |date=2016-03-09 |access-date=2016-05-06 }}

In May 2007, Finnair announced the sale of their last two MD-11s to Aeroflot-Cargo to become part of the Russian airline cargo fleet in 2008 and 2009.{{cite web|url=http://www.asiatraveltips.com/news07/175-Finnair.shtml|title=Finnair sells Two Boeing MD-11 aircraft|work=asiatraveltips.com|date=May 17, 2007|access-date=August 25, 2017}} KLM was the last airline to operate scheduled passenger flights with the passenger version of the MD-11. The final scheduled flight took place on October 26, 2014, from Montréal to Amsterdam,[https://www.usatoday.com/story/todayinthesky/2014/10/26/the-md-11-makes-its-final-scheduled-passenger-flight/17959763/ "The MD-11 makes its final scheduled passenger flight"]. USA Today followed by three special roundtrip flights on November 11, 2014.[http://news.klm.com/win-two-last-tickets-for-klms-md-11-farewell-flight-on-11-november "Win two last tickets for KLM's MD-11 Farewell Flights on 11 November"]. KLM.com Lufthansa Cargo retired their last MD-11 on October 17, 2021.{{Cite web|title=Newsroom - Lufthansa Cargo|url=https://lufthansa-cargo.com/en/newsroom#/pressreleases/the-last-md-11f-leaves-lufthansa-cargo-3137028|access-date=2021-10-23|website=lufthansa-cargo.com}}

Two MD-11s were also operated in a VIP configuration, one by Saudia Royal Flight[http://www.ch-aviation.ch/aircraft.php?search=set&airline=SVA&al_op=1 Saudi Arabian Royal Flight] {{Webarchive|url=https://web.archive.org/web/20081223082907/http://www.ch-aviation.ch/aircraft.php?search=set&airline=SVA&al_op=1 |date=2008-12-23 }}. CH-Aviation for members of the Royal family, and one by Mid East Jet for ASACO Aviation; both are now stored.[http://www.ch-aviation.ch/airlinepage.php?code1=ZY1 Asasco Aviation] {{Webarchive|url=https://web.archive.org/web/20081211142236/http://www.ch-aviation.ch/airlinepage.php?code1=ZY1 |date=2008-12-11 }}. CH-Aviation

As of March 2024, the MD-11 has been involved in 49 aviation incidents,{{Cite web |title=Aviation Safety Network > ASN Aviation Safety Database > Type index > ASN Aviation Safety Database results |url=https://aviation-safety.net/database/types/McDonnell-Douglas-MD-11/database |access-date=2024-03-01 |website=aviation-safety.net}}{{Cite web |title=Aviation Safety Network > ASN Aviation Safety WikiBase > ASN Aviation Safety Database results |url=https://aviation-safety.net/wikibase/dblist.php?AcType=MD11 |access-date=2024-03-01 |website=aviation-safety.net}} including ten hull-loss accidents with {{#expr: 2+229+3+5+2+3}} fatalities.[http://aviation-safety.net/database/type/type-stat.php?type=353 McDonnell Douglas MD-11 Statistics]. Aviation-Safety.net, June 28, 2017.

• On April 6, 1993, China Eastern Airlines Flight 583, an MD-11 went into severe oscillations when a crew member accidentally deployed the slats while cruising over the Pacific Ocean near the Aleutian Islands. Two passengers were seriously injured and later died.{{cite web|url=https://reports.aviation-safety.net/1993/19930406-2_MD11_B-2171.pdf|title=National Transportation Safety Board Aircraft Accident Report Inadvertent In-Flight Slat Deployment China Eastern Airlines Flight 583 McDonnell Douglas MD-11, B-2171 950 Nautical Miles South of Shemya, Alaska April 6, 1993|work=National Transportation Safety Board|date=October 27, 1993|access-date=August 27, 2017}}"[http://aviation-safety.net/database/record.php?id=19930406-2 ASN Aircraft accident McDonnell Douglas MD-11 B-2171 Shemya, AK]." Aviation Safety Network. Retrieved June 15, 2009.

File:Fedex Flight 14（N611FE） wreckage.jpg after the fire was extinguished]]

• On July 31, 1997, FedEx Express Flight 14, MD-11 N611FE, crashed during a landing at Newark Liberty International Airport, New Jersey. The aircraft flipped onto its back and subsequently burned, following a landing attempt from an unstabilized flare. The five occupants survived with injuries.{{cite web|url=http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR00-02.pdf|title=National Transportation Safety Board Aircraft Accident Report Crash During Landing Federal Express, Inc. McDonnell Douglas MD-11, N611FE Newark International Airport Newark, New Jersey July 31, 1997|work=National Transportation Safety Board|date=July 25, 2000|access-date=August 27, 2017}}
• On September 2, 1998, Swissair Flight 111, a MD-11 registered as HB-IWF, crashed into the Atlantic Ocean near Halifax, Nova Scotia while en route from New York City to Geneva, Switzerland. All of the 229 passengers and crew on board died. The cause of the crash was determined to have been a fire caused by improper wiring of passenger entertainment system units added by Swissair. The fire started at the front of the aircraft and quickly grew uncontrollable, attributed partly to the poor flame retardant properties of its metalized mylar insulation.{{cite web|url=http://www.tsb.gc.ca/eng/rapports-reports/aviation/1998/a98h0003/a98h0003.pdf|title=Aviation Investigation Report In-Flight Fire Leading to Collision with Water Swissair Transport Limited McDonnell Douglas MD-11 HB-IWF Peggy's Cove, Nova Scotia 5 nm SW 2 September 1998|work=Transportation Safety Board of Canada|access-date=August 27, 2017}}
• On April 15, 1999, Korean Air Cargo Flight 6316, MD-11 registration number HL7373, crashed shortly after takeoff while operating cargo flight KE6316 from Shanghai Hongqiao International Airport to Seoul. After takeoff, the flight was cleared to climb to {{convert|1500|m|ft|sp=us|abbr=off|order=flip}}. The aircraft climbed to {{convert|4500|ft|m|sp=us|abbr=on}}. Due to confusion on the flight deck, the captain thought the aircraft was too high and needed to descend. The captain pushed the control column abruptly forward, causing the MD-11 to enter a rapid descent from which it could not be recovered. All three occupants on board and five people on the ground were killed.[http://aviation-safety.net/database/record.php?id=19990415-0&lang=en Accident summary, Korean Air HL7373]. aviation-safety.net
• On August 22, 1999, China Airlines Flight 642, an MD-11 operated by subsidiary Mandarin Airlines, crashed while landing at Hong Kong International Airport during Tropical Storm Sam that exceeded its crosswind specifications, also flipping onto its back and burning. Three passengers were killed.
• On October 17, 1999, FedEx Express Flight 87, MD-11 N581FE, was written off after landing at Subic Bay International Airport, Philippines. The aircraft was operating from Shanghai Hongqiao International Airport. Upon landing, the aircraft rolled down the whole length of the runway before plunging into the bay where it was completely submerged except for the cockpit. An excessive approach and landing speed were pointed out as probable cause of the accident.[http://aviation-safety.net/database/record.php?id=19991017-0&lang=en Accident summary, Federal Express N581FE]. aviation-safety.net
• On March 23, 2009, FedEx Express Flight 80, MD-11F N526FE, crashed at Narita International Airport, Japan while landing in windy conditions. Airport surveillance video showed the aircraft becoming airborne again after the first touchdown, then impacting nose-first the second time and turning onto its left side, erupting into flames; the impact flipped the aircraft upside-down. The aircraft finally came to rest some distance left of the runway. The two flight crew members were killed.{{cite web|url=https://www.reuters.com/article/us-japan-plane-idUSTRE52L1P920090322|title=FedEx plane crashes, explodes at Tokyo's Narita|work=Reuters|date=March 22, 2009|access-date=August 25, 2017}}{{cite web|url=http://www.mlit.go.jp/jtsb/eng-air_report/N526FE.pdf|title=Aircraft Accident Investigation Report Federal Express Corporation N526FE|work=Japan Transport Safety Board|date=April 26, 2013|access-date=August 25, 2017}}
• On November 28, 2009, Avient Aviation Flight 324, MD-11F Z-BAV (c/n 48408), crashed on takeoff from Shanghai Pudong International Airport on a flight to Bishkek-Manas International Airport, Kyrgyzstan with the loss of three lives.{{cite web|url=http://www.avherald.com/h?article=423638d8&opt=0|title=Crash: Avient Aviation MD11 at Shanghai on Nov 28th 2009, overran runway on takeoff|work=The Aviation Herald|last=Hradecky|first=Simon|date=November 28, 2009|access-date=August 25, 2017}} The aircraft was written off.{{cite web|url=http://aviation-safety.net/database/record.php?id=20091128-0 |title=Accident description |publisher=Aviation Safety Network |access-date= November 28, 2009}}
• On July 27, 2010, Lufthansa Cargo Flight 8460, an MD-11F, crash-landed at King Khalid International Airport in Riyadh, Saudi Arabia. The captain and first officer evacuated the aircraft with injuries. This incident is very similar to FedEx Flight 80 and FedEx Flight 14.
• On February 13, 2016, Western Global Airlines Flight 4425 was involved in a stowaway incident that was discovered when the plane had stopped in Harare Airport, Zimbabwe for a fuel stop en route to King Shaka International Airport, South Africa from Munich, Germany. The deceased stowaway was located in the plane's cargo hold after ground staff at Harare noticed blood dripping from one of the MD-11's cargo doors. The crew initially stated that they believed the blood to have come from a bird strike which had been noticed by ground staff at Munich Airport earlier in the plane's journey, but the body of a man who had stowed away on the flight was discovered shortly after in the cargo hold of the plane and its crew were seized by Zimbabwean authorities.{{cite news |title=Blood dripping from plane leads to body|url=https://www.iol.co.za/news/africa/blood-dripping-from-plane-leads-to-body-1984427 |access-date=31 July 2018 |work=IOL News |date=15 February 2016 |language=en}}{{cite news |last1=Hradecky |first1=Simon |title=News: A Western Global MD11 in Harare on Feb 14th 2016 and the results of the fuel stop |url=https://avherald.com/h?article=49409531 |access-date=31 July 2018 |work=The Aviation Herald |date=16 February 2016}}{{cite news |title=Western Global Airlines Issues Update on Aircraft Situation |url=https://www.businesswire.com/news/home/20160216006782/en |access-date=31 July 2018 |work=Business Wire |date=16 February 2016 |language=en}}
• On June 6, 2016, UPS Airlines Flight 61, MD-11F N277UP suffered a runway excursion and nose gear collapse in a takeoff accident at Seoul-Incheon International Airport (ICN). Takeoff from runway 33L was aborted and the aircraft continued past the end of the runway. The nose gear collapsed and the no.1 and 3 engines contacted the grass. The flight was bound for Ted Stevens Anchorage International Airport. All 4 crew members survived without injury. The aircraft was written off.{{cite web|url=https://aviation-safety.net/database/record.php?id=20160606-0|title=ASN Aircraft accident McDonnell Douglas MD-11F N277UP Seoul-Incheon International Airport (ICN)|first=Harro|last=Ranter}}

The MD-11's unique handling characteristics and flight control systems have contributed in a handful of accidents and incidents since the aircraft's introduction. The initial design of the slat/flap lever in the cockpit left it prone to being accidentally dislodged by a crew in flight. The defect has been corrected since 1992.{{Cite web|url=https://www.ntsb.gov/Recs/letters/1993/A93_81_83.pdf|title=Letters 1993|website=ntsb.gov|access-date=22 February 2023|archive-date=22 December 2022|archive-url=https://web.archive.org/web/20221222150849/https://www.ntsb.gov/Recs/letters/1993/A93_81_83.pdf|url-status=dead}} In the early 2000s, Boeing improved the flight control software at the urging of the FAA to reduce the possibility of violent unintentional pitch movements.{{Cite news|title=FedEx Jet Has Control Issues|date=March 24, 2009 |access-date=March 24, 2009 |first1=Andy |last1=Pasztor |first2=John |last2=Murphy |url=https://www.wsj.com/articles/SB123776874104009733 |work=The Wall Street Journal}}

To improve fuel efficiency, McDonnell Douglas designed the MD-11's center of gravity to be farther aft than that of other commercial aircraft. A fuel-ballast tank was installed in the MD-11's horizontal stabilizer to increase range. Additionally, its tailplane was made smaller than the DC-10's to improve fuel efficiency, but this was found to inhibit the MD-11's responsiveness during crosswind landings. Furthermore, the MD-11's wings have one of the highest wing loadings of any airliner, making it more comfortable during cruise.{{Cite web |date=2024-03-07 |title=Wing Loading |url=https://www.aviationpublishers.com/post/wing-loading |access-date=2025-06-06 |website=Avpu |language=en}} However, these design features, which contribute to standard landing speeds {{convert|20-30|kn|km/h|round=5}} faster than those of comparable aircraft, reduce the MD-11's margin for error during the takeoff and landing phases, making it more difficult to handle than the smaller DC-10.[https://www.popularmechanics.com/flight/a5702/whats-wrong-with-the-md11 What's Wrong with the MD-11?] Popular Mechanics On several occasions, pilots tended to overcontrol the aircraft in a phenomenon known as pilot-induced oscillation as a result of the MD-11's slower response to flight control inputs. Several operators have introduced special training to assist crews in safely handling the MD-11's critical phases of flight.Flottau, Jens. [http://archive.aviationweek.com/issue/20100802#!&pid=41 "Hard Landing: Lufthansa Cargo crash could reopen questions on pilot proficiency"]. Aviation Week & Space Technology. 172(29) August 2, 2010, pp. 41–42. (Registration required).

{{Overly detailed|section|nosplit=1|details=per WP:AIRMOS, this section should cover the specifications of only a single variant|date=June 2025}}

File:MD11v1.0.png

McDonnell Douglas MD-11 deliveries (by year):

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bar:1990 from:start till:3 text:3 align:center

bar:1991 from:start till:31 text:31 align:center

bar:1992 from:start till:42 text:42 align:center

bar:1993 from:start till:36 text:36 align:center

bar:1994 from:start till:17 text:17 align:center

bar:1995 from:start till:18 text:18 align:center

bar:1996 from:start till:15 text:15 align:center

bar:1997 from:start till:12 text:12 align:center

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bar:1999 from:start till:8 text:8 align:center

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: {{Legend inline|green|Deliveries}}

{{Portal|Aviation|United States}}

{{External media |topic=McDonnell Douglas MD-11 cutaway|float=right|image1=[https://web.archive.org/web/20120315050215/http://www.flightglobal.com/airspace/media/civilaviation1949-2006cutaways/images/8837/mcdd-md-11-cutaway.jpg McDonnell Douglas MD-11 cutaway from] Flightglobal.com via web.archive.org}}

{{aircontent

|see also=

|related=

• McDonnell Douglas DC-10
• McDonnell Douglas MD-12

|similar aircraft=

• Airbus A340
• Boeing 777
• Ilyushin Il-96

|lists=

• List of jet airliners
• List of civil aircraft
• List of aircraft

}}

{{Notelist}}

{{Reflist|refs=

{{Cite book |last= Steffen |first= Arthur |title= McDonnell Douglas MD-11: A Long Beach Swansong |publisher= Midland |date=January 2002 |isbn= 1-85780-117-2}}

}}

{{Refbegin}}

• Steffen, Arthur. McDonnell Douglas MD-11: A Long Beach Swansong. Hinckley, UK: Midland, 2002. {{ISBN|1-85780-117-2}}.
• {{cite magazine|last1=Thisdell|first1=Dan|last2=Morris|first2=Rob|title=World Airliner Census|magazine=Flight International|volume=194|issue=5650|date=September 2018|pages=24–47|issn=0015-3710}}

{{Refend}}

{{Commons|McDonnell Douglas MD-11}}

• [http://www.boeing.com/history/products/md-11-commercial-transport.page MD-11 Historical Snapshot]
• {{cite web |url=http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/freighters/MD11BCF.pdf|title=MD-11 Boeing Converted Freighter|publisher= Boeing|year=2008}}

{{Douglas airliners}}

{{McDonnell Douglas timeline}}

{{Authority control}}

{{DEFAULTSORT:McDonnell Douglas Md-11}}

MD-11

MD-011

Category:1990s United States airliners

Category:Trijets

Category:Aircraft first flown in 1990

Category:Aircraft with retractable tricycle landing gear

Category:Wide-body aircraft

Category:Low-wing aircraft