Update – MDC MD-11

The MD-11 is that aircraft and its impressive launch base already assures that it will serve in time to keep the MDC Long Beach facility (the legendary home of Douglas) humming well into the next century along with a multitude of MD-80 propfan variants, Goshawk trainers and C-17 airlifters.

MDC had indeed been fortunate that it was able to keep the basic DC-10 airframe line active during the past few years via the production of KC-10 tankers. This contract terminates later this year with the delivery of the 60th Extender to the US Air Force. To maintain momentum MDC has sold, albeit at fire sale prices, several standard DC-1Os to TOA, Thai and FedEx in recent months which will fill the production void till the first of three development MD-11s begin assembly in March, 1988.

Sales of the type have already been encouraging. As we went to press, British Caledonian and Mitsui (a Japanese leasing agency) had placed firm orders while MDC claims ‘soft’ options from a number of other carriers including Alitalia, Dragonair, Federal Express, GPA Leasing, SAS, Korean Air, Swissair, Varig and Thai. In all, at late January, MDC was claiming some 92 aircraft either firm or under letter of intent valued at approximately $A14bn.

MDC estimates that there exists a potential market of some 1400 airframes in the long-range twin-aisle market from now till the year 2000. With the MD-11, McDonnell Douglas hopes to gain at least a quarter of this market which equates to some 350 aircraft and is roughly equivalent to the number of DC-1Os that are still in service. Primary competitors will be the long-range versions of the 767, A300 and A310, the 7 47-400 and of course the new A330 and 340. {The A330/340 is Updated elsewhere in this issue).

MDC have wisely spread their market options and have decided to produce the MD-11 in two different versions to maximise market appeal. There will be the standard body MD-11 and a shortened fuselage Extended Range version with an emphasis on fuel uplift as against additional airframe weight.

The standard MD-11 is actually 18. 6ft (5. 66m) longer than the DC-10-30 and features an aerodynamically reformed wing with drag-reducing winglets, a revised MD-88 style tail cone, a modified wet tail and of course new generation engines. This aircraft will have a typical three-class configuration for 276 pax or up to 405 in an all-economy charter-type configuration. This version will also be available in both dedicated freighter and combi versions. Though this isn’t the long-range version the standard MD-11 already possesses very long legs. In fact, at max passenger payload the aircraft can fly some 6,700nm non stop, a considerable achievement by any yardstick. There is also to be offered a medium-range version that, with a typical two class capacity of 327 pax, will range out to 4,000nm. The MD-11ER meanwhile will feature a shortened fuselage which brings it back to the same dimensions as the present DC-10-30. This aircraft has been designed purely for ultra long-range non stop operations and with 277 pax in a two class configuration will travel some 7,700nm. This would typically provide such non stop linkings as Singapore/London, New York/ Tokyo, Frankfurt/Rio, Auckland/Tokyo, Melbourne/LA and Rome/LA.

The MD-11 also reduces direct operating costs (DOC) per seat by about 11% compared with the DC-10-30. The medium-range version offers a 15% decrease in DOC while both variants reduce fuel burn per seat by some 28% as against the DC-10-30. Maximum takeoff weight for the medium range aircraft is 500,000lbs (226,800kg) and 602,500 lbs (273,290kg) for the standard and ER models.

Interior planning has taken considerable time and like their competitors at Toulouse and Seattle, MDC have developed an MD-11 interior that is based on flexible planning. Galleys and toilets, etc have been designed for easy movement so that an airline can reconfigure an aircraft at any time with a minimum of fuss. In all, the modular toilets, galleys, and overhead stowage bins, together with a redesigned air conditioning system and a vacuum waste system, accommodate a wide range of configurations.

The Combi can be operated in a three class arrangement together with main deck cargo space for 6, 8 or 1 0 pallets plus an additional 4,532 cubic feet of freight in the lower hold. Freight is becoming more important to airlines nowadays and consequently, MDC have worked hard to maximise the air cargo uplift capability of all the MD-11 variants. The standard MD-11, for instance, boasts 40% more underfloor freight volume than the 747 and twice that of competing twin-aisle twinjets. Essentially, a tonne of freight is worth four passengers in revenue generation so the benefits of the additional cargo space is important.

To power the MD-11, MDC have linked up with both General Electric and Pratt & Whitney, though as we closed for press discussions were underway between MDC and Rolls Royce as to whether their RB211-524D4D, at 58,000lb thrust, would be powerful enough for the new trijet. On the DC-10, Douglas locked themselves in with GE, just as then rival Lockheed did with Rolls with the original RB211s on the L1011 Tristar. Northwest (who always buy Pratt engines regardless of what else is available} paid a ransom to re-certify their DC-10s with P&W JT9s back in the early seventies. Today these Pratt-engined DC-10s have considerably lower resale than their GE-powered counterparts due to the orphan factor, something that MDC don’t want to happen with their latest offering. Indeed today, the engine choice is almost as vital, and often nearly as expensive, as the initial airframe investment by an airline. Therefore, manufacturers must nowadays offer the maximum number of powerplant options so as to best meet the financing, support and commonality requirements of their customers.

Presently on offer then is the GE CF6-80C2 and the P&W PW4000. Both these engines represent the latest in high bypass ratio state-of-the-art engine technology. GE have been ahead for some time though with their -80C2 having entered service with Thai International (A300-600} back in October, 1985. This engine now has won most of the A300/310 sales battles in recent times in addition to gaming its place on the 747-400 via Lufthansa, KLM and UTA. Since entering service some eighteen months ago the CF6-80C2 has accumulated more than 12,000 engine flight hours with a dispatch reliability rate of an excellent 99. 9%. Its reliability is thus comparable to mature engines that have been operating for a decade or more.

The other contender is the Pratt & Whitney PW4000. This engine is about to receive its FAA certification and is set to enter commercial service aboard a PanAm A310-300 during the course of this issue. The PW4000 is virtually a totally redesigned JT9 with vastly fewer moving parts, ceramic-coated turbine vanes, single-crystal blade technology and a stiffer engine case. Parts reduction offers simplified maintenance, improved reliability and reduced costs which is one reason the new PW4000 has less than half the number of moving parts compared with the older JT9. Both engines are rated at up to 60,000lb + thrust.

When MDC were initially playing with the idea of a revamped DC-10, at that time designated the MD100, the aircraft featured essentially a standard DC-10 cockpit. However, this was before Airbus Industrie and Boeing showed what could be done with a little pioneering in the way of new-generation cockpits. The MD-11 flight deck thus is state of the art, with six very large CRTs providing the two cockpit crew with all the required data displayed to the philosophy of a ‘dark’ cockpit. This essentially means that only required operational data is displayed, thus enabling the two crew to analyze their situation more clearly without a myriad of non-essential data being placed before them for analysis. Naturally, if anything that is not displayed is required, it can be summonsed instantly.

MDC claim that the MD-11 crew workload will actually be less than that presently found on an MD-80 or DC-1O even with a third crew member. Essentially, the Flight Engineer has been replaced by what MDC term the Automatic System Controllers (ACS). These are four basic systems and are housed in the overhead panel, viewable and reachable by either of the two pilots. The ASC contains four segregated panels, each of which is controlled by two redundant computers and is independent of the other systems. There is also a manual backup in case of dual-computer failure.

The overhead panel is thus designed so that a logical sequence of aircraft items – hydraulic, electrical, environmental and fuel are arranged with each engine’s systems grouped vertically under its fire shutoff handle. Thus, it is simple to check or operate any system function.

Automating the checklist also eliminates a previously manual task performed by an FE and the two pilots. This greatly reduces workload, improves safety because of the elimination of human error and completes the aircraft’s complex checklists more quickly. Automated checklists for all four major systems – hydraulic, electrical, environmental and fuel – are completed simultaneously, rather than in sequence. Pilots are thus left free for other duties such as flight preparation and ATC conversations while cockpit conversations are kept to a minimum. With their automated checklists, two of what MDC cheekily call ‘smart flight engineers’ (computers) for each system will be on duty. The MDC automated system will be demonstrated to the FAA over the coming two years and will meet the standards of the Presidential Commission on flight deck crew workload. Irrevocable actions such as dumping fuel, disconnecting of generator drives or shutting down engines are still left to the crew.

The MD-11 flight deck instrument panel features six identical 8″x8″ colour CRTs to display primary flight deck information. Two are programmed to provide primary flight displays with air data included. In addition, two navigation displays, an engine/ alert display and a systems display complete the panel. Dual flight management systems (FMS) are located on the pedestal between the pilots and serve to automate navigation and profile flying to reduce crew workload. Oddly, MDC have opted for conventional yoke control columns in preference to the sidesticks on offer from Airbus Industrie for all their new generation airliners. Assembly of the first MD-11 is planned to commence in March, 1988, with first flight slated for a year later. Two aircraft will be dedicated to the flight test programme with a third as needed. After eleven months of flight testing, the MD-11. is scheduled to receive its FAA certification in March 1990 with initial delivery to BCal taking place one month later.

The MD-11 will certainly be a long-term winner for the Long Beach passenger aircraft division of McDonnell Douglas. Though it may not sell in massive numbers, it will provide a long-term moneymaker providing production does not fall below 24 a year, a rate that would seem attainable in view of the need for such aircraft as this in the decades ahead.