Md11 Aircraft - The website is currently in the process of optimizing and will have further functions added in order to improve the usability. flugzeuginfo.net is a non-commercial webproject. All information is given in good faith and for information purposes only.
Note: Some or all the features of the MD-11ER, including the higher MTOW of 630,500 lb (285,990 kg), part or all of the PIPs aerodynamic improvements packages and composite panels were fitted to later built MD-11s (except the extra fuel
Md11 Aircraft
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.
Airplane Infonet Beta
Swissair 16 newly delivered aircraft were retrofitted with all the features except for the extra fuel tank and were so-designated MD-11AH for Advanced Heavy.[11] The web portal flugzeuginfo.net includes a comprehensive civil and military aircraft encyclopedia.
It provides code tables for aerodromes, air operators including the world's major airlines and for ICAO and IATA codes for aircraft. The website also has a photo gallery and gives you an overview of all aviation museums worldwide.
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. It is based on the DC-10, but featuring a stretched fuselage, increased wingspan with winglets, refined aerofoils on the wing and tailplane, new engines and increased use of composites.[11]
The winglets are credited with improving fuel efficiency by about 2.5%.[12] The McDonnell Douglas MD-11 is an American three-engined long-range widebody jet airliner, with two engines mounted on underwing pylons and a third engine at the base of the vertical stabilizer.
Boeing Converted Freighter Bcf[]
It is based on the DC-10, but featuring a stretched fuselage, increased wingspan with winglets, refined aerofoils on the wing and tailplane, new engines and increased use of composite materials. It features an all-digital glass cockpit that decreases the crew to two from the three required on the DC-10.
The MD-11 was one of the first commercial designs to employ a computer-assisted pitch stability augmentation system that featured a fuel ballast tank in the tailplane, and a partly computer-driven horizontal stabilizer. Updates to the software package have achieved a situation where the plane's handling characteristics in manual flight are comparable to the DC-10, despite a much greater fuel efficiency achieved by the lessened drag of the smaller tailplane.
Most of the airlines having ordered the MD-11 for their long-haul regular or charter passenger flights have replaced their fleet of the type with Airbus A330, A340 as well as Boeing 777 by the end of 2004 or, in some case, converted their
MD-11s are freighters such as China Eastern and Korean Air. The South Korean airline announced as early as December 1994 its intention to remove the MD-11 from its passenger services and to use its five aircraft on medium-range cargo routes,[17] less than four years after the first was delivered.
Design Phase[]
One year later, American Airlines signed an agreement to sell its nineteen aircraft to FedEx with the first leaving the fleet in January 1996. As of June 2007, Finnair (7), KLM Royal Dutch Airlines (10) and TAM Linhas Aéreas (3) are the only airlines still operating MD-11s on their regular intercontinental flights.
World Airways is also operating 6 MD-11s, mainly for the Air Mobility Command, of which three are former Delta Airlines aircraft now leased from United Parcel Service until their conversion to freighter, as well as two MD-11ERs, one of which is dedicated
and specially configured for the "Houston Express", SonAir's three times weekly service between Houston and Luanda in Angola.[19][20][21] After McDonnell Douglas merged with Boeing in 1997, the new company announced that MD-11 production would continue, as a freighter.
However, in 1998 Boeing announced it would end MD-11 production after filling current orders.[7] The last two MD-11s were manufactured during June and September 2000, and delivered to Lufthansa Cargo on February 22 and January 21, 2001 respectively.
Production ended because of lack of sales, due to internal competition from comparable aircraft, such as the Boeing 777 and external competition from the Airbus A330/A340. Also, two engines are generally less expensive to operate and maintain than three.
Since there was a large demand for cargo aircraft and because there was no 777 cargo version available at the time, many airlines using the MD-11 were anxious to switch to the 777 as they had no problems selling their used MD-11s to cargo operators
. Boeing and its group of international affiliates offer conversion services, which accept used passenger airliners and convert them to freighters. The MD-11BCF is one of the models offered; another is the MD-10BCF, which is a McDonnell Douglas DC-10 retrofitted with a glass cockpit that eliminates the need for a flight engineer.[14]
The MD-11 features a two-crew cockpit that incorporates six interchangeable CRT-units and advanced Honeywell VIA 2000 computers. The cockpit design is called Advanced Common Flightdeck (ACF)[11] 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 Global Positioning System.
Category IIIb automatic landing capability for bad-weather operations and Future Air Navigation Systems are available.[verification needed] Although the MD-11 program was launched in 1986, McDonnell Douglas 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 40 feet (12.19 m)
and a DC-10-30 stretched by 30 ft (9.14 m). That later version would have been capable of transporting up to 340 passengers in a multi-class configuration, or 277 passengers and their luggage over 5,300 nautical miles (9,800 km).
At the same time, the manufacturer was searching 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 creating.
The DC-10 global would have incorporated more fuel tanks.[1] In 1990, McDonnell Douglas 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.[6] The PIP lasted to 1995 and recovered the range for the aircraft. However, the damage was already done.[3] While continuing its research for a new aircraft, McDonnell Douglas designated the whole program as the DC-10 Super 60, having previously been known for a short time as DC-10 Super 50. The Super 60 was to be an intercontinental aircraft incorporating many aerodynamic
improvements on the wings, and a fuselage lengthened by 26' 8" (8.13 m) to allow up to 350 passengers to seat in a mixed class layout, compared to the capacity of 275 in the same configuration of the DC-10.[1
]
md 11 cargo plane, md 11 jet, mcdonnell douglas md 11, md 90 aircraft for sale, md 11 aircraft photos, md 11 aircraft for sale, md 11 still in service, how many md 11 are still flying