| MD-11 | |
|---|---|
 An MD-11 ofKLM, its last passenger operator, in 2008 | |
| General information | |
| Type | Wide-bodyjet airliner |
| National origin | United States |
| Manufacturer |
|
| Status | Grounded[1] |
| Primary users | UPS Airlines |
| Number built | 200 |
| History | |
| Manufactured | 1988–2000[3] |
| Introduction date | December 20, 1990, withFinnair |
| First flight | January 10, 1990 |
| Retired | October 26, 2014 (passenger service)[4] |
| Developed from | McDonnell Douglas DC-10 |
TheMcDonnell Douglas MD-11 is an Americantrijetwide-body airliner which was manufactured byMcDonnell Douglas and later byBoeing. The MD-11 is the largest trijet ever built.
FollowingDC-10 development studies, the MD-11 program was launched on December 30, 1986.[5] Assembly of the first prototype began on March 9, 1988. Itsmaiden flight occurred on January 10, 1990, and it achievedFederal Aviation Administration (FAA) certification on November 8. The first delivery was toFinnair on December 7 and it entered service on December 20, 1990.
It retains the basic trijet configuration of the DC-10 with updatedGeneral Electric CF6-80C2 orPratt & Whitney PW4000turbofan engines. Its wingspan is slightly larger than the DC-10 and it haswinglets. Itsmaximum takeoff weight (MTOW) is increased by 14% to 630,500 lb (286 t). Itsfuselage is stretched by 11% to 202 ft (61.6 m) to accommodate 298 passengers in three classes over arange of up to 7,130nautical miles [nmi] (13,200 km; 8,210 mi). It features aglass cockpit that eliminates the need for aflight engineer.
Originally positioned as a longer-range alternative to rival twinjets, the existingBoeing 767 and the upcomingBoeing 777 andAirbus A330, the MD-11 initially failed to meet its range and fuel burn targets, which impacted its sales despite a performance improvement program. McDonnell Douglas's financial struggles prevented further development of the MD-11 before it was acquired by Boeing in 1997; the unified company decided to terminate the MD-11 program after filling outstanding orders due to internal competition from Boeing's own 767 and 777. Only 200 units were built, of which roughly a quarter werefreight aircraft, and production concluded in October 2000. In November 2014, it was officially retired from passenger service, last flown byKLM. Many of the MD-11 passenger fleet were converted to freighter specification, with many remaining in service as of 2025.
On November 8, 2025, days after adeadly crash inLouisville, Kentucky, the FAA issued anEmergency Airworthiness Directive grounding all MD-11 aircraft. The planes cannot fly again until they are inspected and any necessary repairs are completed. The FAA said the directive was issued because the same safety issue could affect other aircraft of the same design.[6] As of November 2025, theNational Transportation Safety Board was investigating the crash.
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 40 feet (12 m) and a DC-10-30 stretched by 30 feet (9.1 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 5,300 nautical miles (9,800 km; 6,100 mi). 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 theBoeing 747SP and its range were causing. The DC-10 global would have incorporated more fuel tanks.[7]
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 26 feet 8 inches (8.13 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.[7]
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 40 feet (12 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 toBoeing's later777-300 andAirbus A340-600. Like theDC-8, the series 62 was proposed for long-range routes. It would feature a more modest fuselage stretch of 26 ft 7 in (8.10 m), 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 theAirbus 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 asTurkish Airlines Flight 981 andAmerican 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.[7]
In August 1981, aContinental 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 withNASA at the McDonnell Douglas flight test facility inYuma, Arizona andEdwards Air Force Base.[8] McDonnell Douglas was again planning new DC-10 versions that could incorporate winglets and more efficient engines developed at the time byPratt & Whitney (PW2037) andRolls-Royce (RB.211-535E4). 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 6 ft 6 in (1.98 m) 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 20 ft 6 in (6.25 m) 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.[7]
The following year no new orders for the DC-10 were received. The production line was kept active thanks to earlier orders from theUnited States Air Force for 60KC-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 6,500 nautical miles (12,000 km; 7,500 mi) with passengers. That first version would have had amaximum takeoff weight (MTOW) of 580,000 pounds (260,000 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 6,000 nautical miles (11,000 km; 6,900 mi).[7]
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 22 ft 3 in (6.78 m) over the DC-10 airframe, as well as the same engine choice as the MD-11X. One version would have a range of 4,780 nautical miles (8,850 km; 5,500 mi) with a gross weight of 500,000 pounds (230,000 kg) and transport up to 337 passengers, while the second would carry 331 passengers over 6,900 nautical miles (12,800 km; 7,900 mi). 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 18 ft 7 in (5.66 m) stretch over the DC-10-30 powered by the new advanced turbofans offered by the major engine manufacturers giving it a range of 6,800 nautical miles (12,600 km; 7,800 mi). Other versions, such as a shortened ER with a range of 7,500 nautical miles (13,900 km; 8,600 mi), an all-cargo offering a maximum payload of 200,970 pounds (91,160 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.[7]
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The limited innovation in the MD-11's design has been attributed to McDonnell Douglas's declining cash flow, as the company faced problems with military contracts and reduced demand for its commercial aircraft.[9] With constrained financial resources, the MD-11 was developed as an updated version of the DC-10 rather than an all-new design. During the same period, competitors Airbus and Boeing launched clean-sheet aircraft that became the Airbus A330/A340 and Boeing 777.[10] As a trijet, the MD-11 was less fuel-efficient, but McDonnell Douglas promoted it as offering greater range than contemporary twinjet widebodies such as theBoeing 767 and the forthcoming Airbus A330 and Boeing 777.[11] Aerospace consultant Scott Hamilton described the MD-11 in 2014 as "classically ill-timed", noting that it entered service "at the end of the three- orfour-engine era, just ahead of the real move toETOPS with the 777", and that it was produced by "a dying company that no longer could meet promises."[11] At the time of its introduction, sales were hampered by doubts about McDonnell Douglas's long-term viability."[11] The company's strategy to "outsource everything but design, final assembly, and flight testing and sales of the MD-11" was also cited as a factor contributing to the decline of its commercial aircraft business.[12]
On December 30, 1986, McDonnell Douglas launched the MD-11 with commitments for 52 firm orders and 40 options[13] 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, andVARIG)[13] and two leasing companies (Guinness Peat Aviation andMitsui).[13] Orders from Dragonair, Scandinavian, andUTA,[13] an undisclosed customer, were canceled by 1988.
In 1987, the program was to cost $1.5 billion (equivalent to $3.54 billion in 2024[14]) with $500 million fordevelopment and almost $1 billion fortooling andinventory. The first 52 firm orders totaled $5 billion, or $95 million each, while theA340 sold for $67 million.[15] At certification in 1990, $2.5 billion were invested in initial production inventory, and $700 million forengineering, tools, andflight 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 withmanufacturing experience over the program life for an 11%gross profit margin, less than the 15% to 20% Boeing obtains.[16]
In 1992, the $1.7 billion development cost was to be spread over the first 301 aircraft produced for $100 million each.[17] In 1995, because costs and revenues could not be reasonably estimated over the program life, McDonnell Douglas took a pre-taxcharge of $1.838 billion (~$3.45 billion in 2024[14]) fordeferred production costs and for reduced support and tooling value.[18] In 1999, the unit cost was $132-$147.5 million[18] (equivalent to $233-$260.4 million in 2024 dollars)[14].
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Assembly of the first MD-11 began on March 9, 1988, at McDonnell Douglas's Douglas Products Division inLong Beach, California, with the fuselage and wings joined in October that year. The first flight was originally scheduled for March 1989, but manufacturing issues, supplier delays, andlabordisputes postponed the prototype's ceremonial rollout until September.[8]
Parts for the MD-11 were sourced from a global network of subcontractors and suppliers. Subassembly work was distributed across McDonnell Douglas facilities: the nose section was produced inSt. Louis, Missouri; control surfaces inTulsa, Oklahoma; wings inMalton, Ontario, Canada; andstructural rings inTorrance, California.[8] Main fuselage sections for the MD-11—and previously for the DC-10 and KC-10—were built byGeneral Dynamics'Convair Division in San Diego. These sections were transported by barge to thePort of Long Beach and then by truck to the final assembly plant.[8][19]
In the following months of 1989, the prototype was prepared for its maiden flight, which took place on January 10, 1990. The first two aircraft built were intended for FedEx and were already fitted with forward side cargo doors. They remained with McDonnell Douglas as test aircraft until 1991, when they were fully converted to freighters and delivered to the airline.FAA certification was granted on November 8, 1990, while the EuropeanJoint Aviation Authorities (JAA) certified the MD-11 on October 17, 1991, after approximately 200 issues were resolved.[7]Yugoslav Airlines, already operating several DC-10s, was to be the first customer, but three aircraft produced for the airline were never delivered due to theYugoslav Wars. The first MD-11 was delivered to Finnair on December 7, 1990, and entered revenue service on December 20, flying fromHelsinki toTenerife in theCanary Islands. In the United States,Delta Air Lines introduced MD-11 service the following year.
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During this period, shortcomings in the MD-11's performance became apparent, as the aircraft failed to meet its advertised range and fuel-burn targets.[20]American Airlines in particular was unimpressed with the 19 aircraft it received, andSingapore Airlines canceled its order for 20 MD-11s, opting instead for 20 Airbus A340-300s. American cited problems with engine and airframe performance, while Singapore Airlines stated that the MD-11 could not operate its long-haul routes as planned.[21] Pre-flight estimates indicated that the Pratt & Whitney–powered MD-11 would have a range of 7,000 nautical miles (13,000 km; 8,100 mi) with a 61,000-pound (28 t) payload. With the Phase 1 drag reduction package implemented, the aircraft could only achieve this range with a 48,500-pound (22 t) payload, or a reduced range of 6,493 nautical miles (12,025 km; 7,472 mi) at full payload.[22]
In 1990, McDonnell Douglas launched the Performance Improvement Program (PIP) in partnership with Pratt & Whitney,General Electric, and NASA'sLangley Research Center to improve the MD-11's weight, fuel capacity, engine performance, and aerodynamics.[23] The PIP continued through 1995 and succeeded in recovering some of the aircraft's lost range. However, the improvements were insufficient for certain long-haul routes; in 1995, American Airlines sold its 19 MD-11s to FedEx after determining that even the upgraded aircraft could not operate theDallas–Hong Kong route as planned.[11]
Despite the PIP, sales of the MD-11 had already been significantly impacted.[20] Prospective customers instead ordered twinjet widebodies such as the Boeing 767 and 777 or the Airbus A330 in large numbers. These aircraft later gained extended-range variants—the 767-300ER, 777-200ER, and A330-200—that eliminated the MD-11's remaining range advantage over earlier versions while maintaining higher fuel efficiency than both the trijet MD-11 and the quadjet Airbus A340.[24][25][26][27] Airbus, which initially achieved only slightly better success with the A340-200 and -300 than McDonnell Douglas did with the MD-11, proceeded to develop the next-generation A340-500 and -600 to further differentiate the model from the A330-200. Boeing followed suit with the second-generation 777-300ER and 777-200LR, which proved more commercially successful.[10][28]
McDonnell Douglas explored a follow-on design, the MD-XX, which would have included the stretched MD-XX Stretch and long-range MD-XX LR variants. However, the program was deemed too costly for the financially troubled company and was canceled before development began.[29]
Following McDonnell Douglas's merger with Boeing in 1997, the combined company decided to limit MD-11 production to freighter variants to avoid internal competition with the Boeing 767 and 777. In 1998, Boeing announced the end of MD-11 production after fulfilling existing orders due to insufficient market demand.[30][31] The final passenger MD-11 was delivered toSabena in April 1998.[citation needed] Assembly of the last two MD-11s was completed in August and October 2000 and delivered toLufthansa Cargo on February 22 and January 25, 2001, respectively.[3]: 91 McDonnell Douglas had originally projected sales of more than 300 aircraft, but only 200 were built.[32]
The former MD-11 assembly plant in Long Beach, California, became a Boeing facility and was used to manufacture aircraft until November 29, 2015.[33]
FedEx plans to completely phase out its fleet of MD-11s by 2032.[34]UPS plans to retire their MD-11s and replace them withBoeing 767-300Fs in the years to come but has not decided on an exact date.[35]
The MD-11 is a medium- to long-rangewidebody airliner, with two engines mounted on underwing pylons and a third engine at the base of thevertical stabilizer, which has a two-segmentrudder for directional control. It is based on the DC-10 but features a stretched fuselage, increased wingspan winglets, refined airfoils on the wing andtailplane resulting in a reducedwetted area andform drag, new engines, and increased use of composites.[3][36] 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).[8] The MD11's winglets are credited with improvingfuel efficiency by about 2.5%.[37] The MD-11 has a smallerempennage than the DC-10 it is based upon.[38]
The MD-11 features a two-crew cockpit that incorporates six 8-inch interchangeablecathode-ray tube (CRT) display units and advancedHoneywell VIA 2000 computers. The cockpit design is called Advanced Common Flightdeck (ACF)[3] and is shared with theBoeing 717. Flight deck features include anElectronic Instrument System, a dualFlight Management System, a Central Fault Display System, and aGlobal Positioning System. Category IIIBautomatic landing capability for bad-weather operations andFuture Air Navigation Systems (FANS) are available.[3][39]
The MD-11 had aneutral stability design and one of the first commercial designs to employ a computer-assisted pitch/longitudinalstability 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.[40][41] 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]
The MD-11 incorporateshydraulic 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 onUnited Airlines Flight 232.[42]
The MD-11 was manufactured in five variants.
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Note: Some or all the features of the MD-11ER, including the higher MTOW of 630,500 pounds (286.0 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.[3]
After McDonnell Douglas did theKDC-10 conversion for theRoyal Netherlands Air Force (RNAF) in 1992, they proposed a tanker/transport version of the MD-11CF which had the in-house designation KMD-11. McDonnell Douglas offered either conversion of second-hand aircraft (KMD-11) or new built aircraft (KC-10B), the proposed KMD-11 offered 35,000 pounds (16,000 kg) more cargo capacity and 8,400 pounds (3,800 kg) more transferable fuel than theKC-10A. It was offered to the RNAF andRoyal Saudi Air Force in the 1990s and theRoyal Australian Air Force in the early 2000s.[46] However, no aircraft were purchased.
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.[25][26][27] 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.[27]
After ending theMD-12 program, McDonnell Douglas focused on 300–400-seat MD-11 derivatives. At the 1996Farnborough International Air Show, the company presented plans for a new tri-jet with high seating and long range named "MD-XX".[47] 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 McDonnell Douglas board of directors decided to end the MD-XX program in October 1996, because the financial investment was too large for the company.[29]
As of November 2025, 65 of the 200 aircraft built are operational, serving three different cargo operators worldwide.[citation needed]
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 asChina Eastern Airlines andKorean Air. Korean Air announced as early as December 1994 its intention to convert its five passenger MD-11s to freighters for medium-range cargo routes.[48] In 1995,American Airlines agreed to sell its 19 aircraft to FedEx, transferring the first MD-11 in 1996.[49] 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.[3]
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.[50] The last MD-11 was retired from TAM's fleet in July 2009, which ended its use byBrazilian airlines (Varig,VASP, and TAM).[51]
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In May 2007, Finnair announced the sale of their last two MD-11s toAeroflot-Cargo to become part of the Russian airline cargo fleet in 2008 and 2009.[52]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, fromMontréal toAmsterdam,[53] followed by three special roundtrip flights on November 11, 2014.[54] Lufthansa Cargo retired their last MD-11 on October 17, 2021.[55]
Two MD-11s were also operated in aVIP configuration, one bySaudia Royal Flight[56] for members of the Royal family, and one byMid East Jet for ASACO Aviation; both are now stored.[57]
As of November 2025, the MD-11 has been involved in 50aviation incidents,[58] including 11hull-loss accidents with 261 fatalities (245 passengers and crew + 16 ground fatalities).
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.[74] 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.[75] In the early 2000s, Boeing improved the flight control software at the urging of theFAA to reduce the possibility of violent unintentional pitch movements.[74]
To improve fuel efficiency, McDonnell Douglas designed the MD-11's center of gravity to be farther aft in cruise than that of other commercial aircraft by installing a fuel-ballast tank in the horizontal stabilizer. The tank would empty, shifting the center of gravity forward before landing. The design enabled a significantly smaller tailplane than the DC-10's to improve fuel efficiency, but this was found to inhibit the MD-11's stability during crosswind landings due to the reduced pitch damping. Furthermore, the MD-11's wings have one of the highestwing loadings of any airliner, further reducing drag and making it more comfortable during cruise.[76] However, these design features, which contribute to standard landing speeds 10–20 knots (20–35 km/h) 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.[11][77] On several occasions, pilots tended to overcontrol the aircraft in a phenomenon known aspilot-induced oscillation as a result of the MD-11's slower but greater response to flight control inputs when compared to the DC-10. Several operators have introduced special training to assist crews in safely handling the MD-11'scritical phases of flight.[70]
| Variant | MD-11 | MD-11F |
|---|---|---|
| Cockpit crew | Two | |
| Main deck | 298: 16F + 56J + 226Y or 323: 34J + 289Y or 410Y, 10-abreast[80] | 26 96 × 125" pallets or 34 88 × 108" pallets 21,530 cu.ft / 609.7 m3 |
| Lower deck | 32 LD3 | |
| Length | GE: 202 ft 2 in / 61.6 m,PW: 200 ft 11 in / 61.2 m | |
| Width | 19 ft 9 in / 6.0 m fuselage, 225 in (572 cm) cabin | |
| Wing | 170 ft 6 in / 51.97 m span, 3,648 sq ft (338.9 m2) area[a][80] | |
| Height | 57 ft 11 in (17.65 m)[80] | |
| MTOW | 602,500 lb / 273,294 kg,ER: 630,500 lb / 285,988 kg | |
| Max.payload | 116,025 lb / 52,632 kg | 201,025 lb / 91,185 kg |
| Fuel capacity | 38,615 US gal / 146,173 L, 258,721 lb / 117,356 kg[b] | |
| OEW | 283,975 lb / 128,808 kg | 260,275 lb / 118,061 kg |
| Engines (×3) | PW4460/62 /General Electric CF6-80C2D1F | |
| Maximum thrust (×3) | 62,000 lbf (280 kN) / 61,500 lbf (274 kN)[80] | |
| Speed | Mach 0.83 (479 kn; 886 km/h; 551 mph) cruise[81] Mach 0.88 (507 kn; 940 km/h; 584 mph) MMo[82] | |
| Range | 6,725 nmi (12,455 km; 7,739 mi)[c][80] | 3,533 nmi (6,543 km; 4,066 mi)[d][81] |
| Ceiling | 43,200 ft (13,200 m)[82] | |
| Takeoff distance at MTOW | 9,725 ft (2,964 m), ER: 10,800 ft (3,292 m)[81] | |
| 1990 | 1991 | 1992 | 1993 | 1994 | 1995 | 1996 | 1997 | 1998 | 1999 | 2000 | 2001 | Total |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 3 | 31 | 42 | 36 | 17 | 18 | 15 | 12 | 12 | 8 | 4 | 2 | 200 |
McDonnell Douglas MD-11 deliveries (by year):
| External image | |
|---|---|
| McDonnell Douglas MD-11 cutaway | |
 McDonnell Douglas MD-11 cutaway fromFlightglobal.com via web.archive.org |
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