The MD-11. as replacement for the DC-10, adopted a similar layout but with a number of key changes. It features a 5.7m fuselage stretch, changes to the wing and tail, the addition of winglets, improved engines and an advanced two crew six screen EFIS flight deck.

Launch customers were Delta and Korean Air, taking delivery in late 1990. Other orders came from American Airlines. Varig, Alitalia, Swissair, Garuda, Thai Airways and JAL, with FedEx operating a large number of the freighter variant. Over a period of five years EOAC ordered more MD-11s than any other airline, with more than 60 going to the long haul division and another 44 going to EOAsia and EOAmericas. The airline now operates more than 100 world-wide, including a significant number of the long range ER version.

The MD-11-ER was announced in 1994, entering service in 1996. This version featured an additional 11583 litre removable fuel tank in the forward cargo hold for longer ranges. Numerous other improvements were also made as McDonnell Douglas enhanced the original design.

Various developments of the MD-11 were examined, including a stretched version seating 375 as standard and a version with still longer range. Neither was actually launched and in 1997 McDonnell Douglas merged with Boeing. Ultimately production of the MD-11 ended in early 2000.

Airlines currently operating the MD-11 are starting to replace the aircraft and as a consequence many are now being converted for cargo, this aircraft having a freight capability close to that of the 747. EOAC have made no such moves yet and the most likely outcome is the eventual purchase of the Airbus A340-500 or 600. EOAC has always preferred aircrafts with more than two engines, simply to avoid ETOPS restrictions.

WHAT IF....

An airline like EOAC had really purchased more than 100 MD-11?

Although this would have represented a 50% increase in the total number of MD-11 ordered, it would probably not have effected the merger of McDonnell Douglas with Boeing. It certainly would, however, have represented a far bigger return for MDD on the original investment.

While it is tempting to suggest that this would have changed the fortunes of MDD as a company, the A330/A340 series remains far more successful. Considering that the less successful 777 also has significantly more orders than the MD-11 (even including the EOAC total) and also remains in a state of ongoing development, the eventual decision from Boeing, most likely, would have remained the same.