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weight and performance calculations for the McDonnell Douglas MD-11
KLM MD-11 PH-KCF s/n 48560 touching down at Schiphol, June 2001 © bvdz
McDonnell Douglas MD-11
role : wide-body long-range airliner
importance : ***
first flight : 10 January 1990 (MD-11F), 01 March 1990 (MD-11 CF6-engines), 26 April
1990 (MD-11 PW4460 engines) operational : December 1990 (Finnair)
country : United States of America
ICAO aircraft type designator : M11
production : 131 MD-11, 5 MD-11C, 6 MD-11CF, 5 MD-11ER and 53 MD-11F aircraft at
Long Beach
general information :
Since 1984, MDD had been making designs and conducting market studies for a successor to the DC-10, which was still in full production. In June 1985, the design for the MD-11 was shown publicly for the first time at the Paris Air Show. On December 3, 1986, British Caledonian placed the first order for 9 MD-11 aircraft. On December 30, 1986, MDD decided to put the MD-11 into production, with 52 firm orders and 40 options at the time, so the future looked bright. But these orders were mainly the result of the upturn in the economy. For the construction of the MD-11, a lot of work was contracted out to other companies, such as Aeritalia (fin, fuselage segments and winglets), CASA (stabilo), Embraer (slats). The first flight was scheduled for March 1989. But they fell behind schedule due to strike actions, divergent customer demands, late delivery by suppliers and some teething problems. By April 1992, 92 orders and 117 options had been placed. The MD-11 was able to directly succeed the DC-10 (KC-10A) on the
assembly line. At the beginning of February 1989, American Airlines placed an order for 8 MD-11’s and 42 options, in addition 100 MD-80s were ordered, the total value of this huge order was estimated at 6.5 billion USD. However, British Caledonian was taken over by British Airways, which had no interest in the MD-11 and immediately cancelled the order. In January 1990 the prototype equipped with CF6 engines made its first flight 10 months late and on 26 April 1990 the first prototype equipped with PW4460 engines made its first flight. On 8 November 1990 the CF6 MD-11 was issued with a certificate of airworthiness and on 29 November 1990 the first MD-11 was delivered to Finnair. On June 30, 1993, the 100th MD-11 was delivered.
In addition to the MD-11, four other versions were developed, the MD-11F cargo version without windows, the MD-11CF (convertible freighter), the MD-11C (combi) with 214 passengers and 6 cargo pallets and the MD-11ER (extended range). In addition, MDD also investigated new layouts, such as a panorama deck, this 21m long belly-placed deck would accommodate 44-66 passengers. A super-stretch version was also considered, with a longer fuselage and new wing, possibly from Airbus. But the cooperation plans between MDD and Airbus came to nothing. The fuselage of the MD-11 is a 5.71m lengthened DC-10-30. It was given a two-man “glass cockpit” with six CRT screens. It still has a conventional steering column. The center wheel leg of the main landing gear was retained. Externally, the MD-11 differs from the DC-10 in that it has winglets and the longer fuselage, but inside it is a completely new aircraft, in which extensive use has been made of composites. Compared to the DC-10, the range has been increased by 27% and the cost per seat has been reduced by 16%. The MD-11 can be converted to a different passenger configuration in a short period of time. At the beginning of 1991, American Airlines wanted to put the MD-11 into service on the San Jose – Tokyo route, but it turned out that the MD-11 had a higher fuel consumption than promised and AA even had to fall back on its MD-10-30s! This excessive fuel consumption was encountered with both the GE and PW engines. Finnair was also not satisfied with the MD-11.
Singapore International Airlines had an order on 5 MD-11s and 15 options. When the disappointing performance in terms of range/payload could not be solved just like that, SIA cancelled the order and ordered the A340 from Airbus in mid-1991. In October 1992 there were reports that the quality control at MDD was seriously inadequate. Tests were not carried out and rivets were poorly attached. During tests with the wings of the C-17 for the USAF, they turned out to be far too weak. The manufacturer is very short of cash. The rivet machines were also used for the MD-11. But according to MDD, there is no connection between the C-17 rivets and those of the MD-11, whose wing is being built in Toronto. It is feared that the lifespan and safety of the MD-11 wings is less than desired. Especially the first 31 pieces are said to have serious shortcomings.
There were also plans for an MD-11 version equipped with Rolls Royce Trent engines, but this variant was never realized. On 9 December 1993 the first MD-11 landed at Schiphol for KLM, the PH-KCA "Amy Johnson", the second to follow was the PH-KCB "Maria Montessori". At the beginning of 1990, KLM had placed an order for 10 MD-11s (1.3 billion usd = 130 million usd for 1 MD-11) with options on another 10 MD-11s (total order 1.9 billion usd). The registrations are PH-KCA to KCI which had to be delivered between December 1993 and November 1995. Martinair ordered 4 MD-11CFs and 1 MD-11F. On 3 December 1994, Martinair received its first MD-11, the PH-MCP, followed by the second, the PH-MCR, on 31 March 1995.
In 1991 MDD was selling the MD-11 for 100 mln USD, while production cost at this time was between 120-150 mln usd. Expectation was that in time production cost would drop to 90 mln usd. The competing A340 was sold for 67 mln usd !
The MD-11 has an 30% smaller horizontal tailplane than that of the DC-10-30. To aid trim and balance a fuel trim tank has been placed in the horizontal tail.
Already in 1995 American Airlines sold its 19 MD-11’s to FedEx.
Production was terminated in 1998 by Boeing, who had taken over MDD, due to lack of demand. The last passenger MD-11 was delivered to Sabena in April 1998.
KLM MD-11 PH-KCC “Marie Curie” s/n 48557 at Schiphol in 1997, with Northwest DC-10-30 behind and Martinair Boeing 747-21AC/SCD PH-MCE “Prins van Oranje” c/n 23652 in the background. The KLM 747, can be 747-206B(SUD) PH-BUH or PH-BUK..
KLM made October 2014 the last flight with a MD-11, KLM was the last airline to operate scheduled passenger flights with the MD-11. But many were converted to freighter and in this role the flew on for years more.
primary users : KLM (10), Swissair (16), Finnair, LTU, Delta Airlines (17) ,
China Airlines, American Airlines (19), Garuda (MD-11ER 3), VASP, Malaysia
Airlines, Japan Airlines (10), China Eastern Airlines, Eva Air, Alitalia (MD-11C 5),
Martinair (MD-11CF 4), World Airways (MD-11CF 2)
KLM registrations : PH-KCA, PH-KCB, PH-KCC, PH-KCD, PH-KCF, PH-KCG,
PH-KCI, PH-KCK
Accommodation:
flight crew : 2 cabin crew : 10
passengers : seating for 323 in two class : 34 business class and 289 coach class seats
( 34 -in pitch) high density seating for 410 passengers
engine : 3 Pratt & Whitney PW4460 turbofan engines of 266.9 [KN] (60000 [lbf])
dimensions :
wingspan : 51.97 [m], length overall: 61.24 [m], length of fuselage : 58.60 [m]
height : 17.6 [m] wing area : 338.9 [m^2] fuselage exterior width : 6.02 [m]
weights :
operating empty weight : 128808 [kg] max. structural payload : 52632 [kg]
Zero Fuel weight (ZFW) : 181440 [kg] max. landing weight (MLW) : 195048 [kg]
max. take-off weight : 273294 [kg] weight usable fuel : 114746 [kg] (146173 [litres])
performance :
Never-exceed speed : 0.87 [Mach] (940 [km/hr]) at 9935 [m]
critical Mach speed : 0.88 [Mach]
max. cruising speed : 886 [km/hr] (Mach 0.83 ) at 10670 [m] (30 [%] power)
economic cruising speed : 875 [km/hr] (Mach 0.82 ) at 10670 [m]
service ceiling : 13100 [m]
range with max fuel and MTOW : 12408 [km] (ATA domestic fuel reserves - 370.0 [km]
alternate)
description :
cantilever low-wing monoplane with retractable landing gear with nose wheel
2 engines attached to the wings 1 in the tail, landing gear attached to the wings, fuel
tanks in the wings and in the fuselage
Wings : tapered multi-cellular fail safe wing with improved 2324 and 7150 aluminium
alloy stressed skin, with carbon-fiber-reinforced polymer composite material wing
surfaces and Kevlar fairings with Fowler-type double slotted trailing edge flaps with
full-span slotted LE flaps (slats) ,with spoilers and with winglets. Airfoil : Douglas
average thickness/chord ratio : 10.3 [%], sweep angle 3/4 chord: 35.0 [°]
Fuselage : Pressurized conventional semi-monocoque fail safe structure of circular
cross-section built mainly of high-strength aluminium alloy
calculation : *1* (dimensions)
wing chord at root : 10.71 [m]
wing chord at tip : 2.73 [m]
taper ratio : 0.255 [ ]
mean wing chord : 6.52 [m]
wing aspect ratio : 7.97 []
Oswald factor (e): 0.691 []
seize (span*length*height) : 56015 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 20.0 [kg/hr]
fuel consumption (econ. cruise speed) : 7857.5 [kg/hr] (10009.5 [litre/hr]) at 28 [%] power
distance flown for 1 kg fuel : 0.11 [km/kg] at 10670 [m] height, sfc : 35.5 [kg/KN/h]
total fuel capacity : 146173 [litre] (114746 [kg])
calculation : *3* (weight)
weight engine(s) dry : 12819.0 [kg] = 16.01 [kg/KN]
weight 407.6 litre oil tank : 34.64 [kg]
oil tank filled with 5.0 litre oil : 4.5 [kg]
KLM MD-11 General Electric CF6-80C2D1F tail engine. This engine has a longer exhaust spike than de PW4460 engine, making the MD-11 with this engine 36 cm longer. Schiphol 1996 © bvdz
oil in engine 9.8 litre oil : 8.8 [kg]
unusable fuel in engine and tanks 459.0 litre fuel : 360.30 [kg]
weight all fuel lines and pumps containing 337 litres fuel : 219.2 [kg]
weight engine cowling : 2081.8 [kg]
weight thrust reversers : 1201.0 [kg]
total weight propulsion system : 16729 [kg](6.1 [%])
***************************************************************
Accommodation cabin facilities:
In those days you still have smoking areas. The American Airlines MD-11 has 11 video monitors each weighing approx. 42 lbs = 19 kg
typical 2-class cabin layout for 323 passengers : economy : pitch : 86.4 [cm] 34.0 [-in]
( 2+5+2 ) seating in 37.0 rows
weight passenger seats : 1738.8 [kg]
weight cabin crew seats : 50.0 [kg]
weight flight crew seats : 42.0 [kg]
weight 2 jump seats in the cockpit :14.0 [kg]
high density seating passengers : 410 [pax] at mainly 10 -abreast seating in 46.7 rows,
pitch 83.4 [cm] 32.8 [-in]
pax density, normal seating : 0.74 [m2/pax], high density seating : 0.59 [m2/pax]
weight 8 lavatories : 245.5 [kg]
weight 9 galleys : 950.6 [kg]
weight overhead stowage for hand luggage : 113.0 [kg]
weight 3 wardrobe closets : 32.3 [kg]
weight 11 video screens : 210.6 [kg]
weight 76 windows (41 x 28 cm) made of acrylic glass : 207.5 [kg]
weight 8 (1.93 x 1.07 [m]) Type A main entry doors : 565.5 [kg]
weight 3 (main door size : 1.68 x 1.78 [m]) freight doors (belly) : 289.3 [kg]*
total belly baggage/cargo hold volume : 190.6 [m3]
underfloor belly hold can accommodate : 32 LD3 containers, netto volume : 143.1 [m3]
and : 14.4 [m3] bulk cargo
cabin volume (usable), excluding flight deck : 519 [m3]
passenger compartment volume : 328 [m3]
passenger cabin max width : 5.72 [m] cabin length : 46.56 [m] max cabin height :
2.41 [m] floor area : 240.0 [m2]
weight cabin facilities : 4459.3 [kg]
safety facilities:
evacuation time with 410 passengers : 53 [sec]
weight 15 hand fire extinguisher : 45 [kg]
weight cockpit voice recorder (CVR) and flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 210.0 [kg]
weight emergency flare installation : 10 [kg]
weight 8 emergency evacuation slides : 441.9 [kg]
weight safety equipment & facilities : 727 [kg]
fuselage construction:
fuselage aluminium frame : 26690 [kg]
floor loading (payload/m2): 219 [kg/m2]
weight rear pressure bulkhead : 507.4 [kg]
fuselage covering ( 896.6 [m2] duraluminium 3.32 [mm]) : 7959.0 [kg]
weight floor beams : 5484.0 [kg]
weight cabin furbishing : 3581.1 [kg]
weight cabin floor : 3393.6 [kg]
weight (sound proof) isolation : 723.7 [kg] TO-noise level : 98.0 [EPNdB]
weight 55755 [litre] main central fuel tanks empty : 1115.1 [kg]
weight empty 1369 [litre] potable water tanks : 121.1 [kg]
weight empty waste tank : 42.3 [kg]
weight engine mount in tail : 133 [kg]
weight fuselage structure : 49750.5 [kg]
Avionics:
weight VHF radio and Selcal : 9.0 [kg]
weight flight and service attendants intercom : 5.0 [kg]
weight dual cloud-collision radar : 25.0 [kg]
weight monochromatic weather X-band (3.2cm wavelength) radar system : 25.0 [kg]
The two crew MD-11 “glass cockpit” with 6 CRT screens. With the ECAM engine monitoring system the flight engineer was no longer needed.
weight VOR/ILS,RMI,DME,radio altimeter, ASI, time clock : 20.0 [kg]
weight dual digital Flight Management System (FMS) for navigation/auto-pilot :
20.0 [kg]
weight CAT IIIb auto-landing system : 10.0 [kg]
weight EFIS (4 Rockwell Collins CRT screens ADI/PFD+HSI/ND displays) : 20 [kg]
weight ground proximity warning system (GPWS) : 6 [kg]
weight engine monitoring system ECAM : 27 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp. and rpm indicators :
15 [kg]
weight DLC (spoiler) control: 95 [kg]
weight avionics : 252.0 [kg]
Systems:
Air-conditioning and pressurization system maintains sea level conditions up to
6400 [m] and gives equivalent of 2440 [m] at 12200 [m]. pressure differential : 0.58
[bar] (kg/cm2) pressurized fuselage volume : 1096 [m3] cabin air refreshment time :
3.6 [min]
weight air-conditioning and pressurization system : 510 [kg]
weight APU / engine starter: 133.4 [kg]
weight lighting : 106.6 [kg]
weight triple redundant 207 bar hydraulic system : 189.4 [kg]
weight three engine-driven 90kVA 400 Hertz electricity generators : 80.8 [kg]
weight integrated drive generator (IDG) : 25 [kg]
weight ram air turbine for emergency electric power : 5.0 [kg]
weight three 24V 25Ah nickel-cadmium batteries : 36.2 [kg]
weight controls : 24.2 [kg]
weight systems : 1106.1 [kg]
total weight fuselage : 56295 [kg](20.6 [%])
***************************************************************
total weight aluminium ribs (1979 ribs) : 9012 [kg]
weight engine mounts : 267 [kg]
No. 1 tank 6108 gallon = 23121 litre (left wing)
No. 2 tank 9622 gallon = 36423 litre (left+right of fuselage)
No. 3 tank 6108 gallon = 23121 litre (right wing)
(total wing : 82665 litre)
Centre aux tanks 14729 gallon = 55755 litre (centre fuselage)
Tail tank 1959 gallon = 7416 litre (tail)
Total fuel : 38526 gallon = 145836 litre
According md11.pdf (boeing.com) useable fuel : 38615 gallon > 146173 litre
Difference : 337 litre is fuel in fuel lines and fuel pumps (see weights propulsion system)
No 1, 2, and 3 wing tanks are split in 2 two compartments, so totally there are 6 wing tanks
weight 6 wing fuel tanks empty for total 82664 [litre] fuel : 1240 [kg]
weight 585 [litre] vent surge tanks : 70 [kg]
KLM MD-11 PH-KCI “Mother Teresa” c/n 48563
weight wing covering (painted aluminium 4.08 [mm]) : 7476 [kg]
total weight aluminium spars (multi-cellular wing structure) : 11978 [kg]
weight wings : 28466 [kg]
weight wing/square meter : 84.00 [kg]
weight thermal leading-edge anti-icing : 57.2 [kg]
weight ailerons made of graphite hybrid composites (17.98 [m2]) : 605.2 [kg]
weight fin (48.81 [m2]) : 2053.5 [kg]
weight rudder (10.92 [m2]) : 441.2 [kg]
weight 7417 [litre] tail fuel trim tank empty : 193.8 [kg]
weight tailplane (stabilizer) (64.34 [m2]): 2977.8 [kg]
weight elevators (18.45 [m2]): 419.11 [kg]
weight flight control hydraulic servo actuators: 93.4 [kg]
weight trailing-edge double slotted flaps (57.21 [m2]) : 2047.2 [kg]
weight track-mounted light alloy construction leading edge slats (40.39 [m2]) : 908.2
[kg]
weight fly-by-wire operated spoilers of graphite composite construction (11.7 [m2]) :
216.6 [kg]
weight winglets : 200 [kg]
total weight wing construction : 40256 [kg] (31.3 [%])
*******************************************************************
tire pressure main wheels : 14.40 [Bar] (nitrogen), ply rating : 32 PR
tire speed limit : 389 [km/hr]
total tyre footprint : 1.38 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 51 [ ]
Aircraft Classification Number (ACN), MTOW on rigid runway and medium subgrade
strength (B) : 37 [ ] Can also operate from unpaved runways subgrade B
wheel pressure : 24049.9 [kg]
weight 10 Dunlop 54 x 22 main wheels (1370 [mm] by 548 [mm]) : 2220.0 [kg]
weight 2 nose wheels : 222.0 [kg]
weight hydraulic disc wheel-brakes : 181.4 [kg]
weight Duplex anti-skid units : 10.8 [kg]
weight oleo-pneumatic shock absorbers : 241.9 [kg]
weight wheel hydraulic operated retraction system : 2345.7 [kg]
total weight landing gear : 11611.4 [kg] (4.2 [%]
*******************************************************************
********************************************************************
calculated empty weight : 124892 [kg](45.7 [%])
weight oil for 16.8 hours flying : 350.8 [kg]
weight lifejackets : 145.3 [kg]
weight 6 life rafts : 201.9 [kg]
weight catering : 880.2 [kg]
weight water : 1211.1 [kg]
weight crew : 972 [kg]
weight crew luggage, nav. chards, flight doc., miscell. items : 155 [kg]
operational weight empty : 128808 [kg] (47.1 [%])
********************************************************************
weight 323 passengers : 24871 [kg]
weight luggage : 5168 [kg]
weight cargo : 22593 [kg] (cargo + luggage/m3 belly : 139 [kg/m3])
zero fuel weight (ZFW): 181440 [kg](66.4 [%])
weight fuel for landing (1.7 hours flying) : 13608 [kg]
max. landing weight (MLW): 195048 [kg](71.4 [%])
max. fuel weight : 243554 [kg] (89.1 [%])
payload with max fuel : 320 passengers + luggage 29740 [kg]
published maximum take-off weight : 273294 [kg] (100.0 [%])
calculation : * 4 * (engine power)
power loading (Take-off) : 341 [kg/KN]
power loading (Take-off) 1 PUF: 512 [kg/KN]
max. total take-off power : 800.7 [KN]
Martinair MD-11CF PH-MCP c/n 48616
calculation : *5* (loads)
manoeuvre load : 0.9 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.0 [g]
design flight time : 5.45 [hours]
design cycles : 11770 sorties, design hours : 64146 [hours]
max. wing loading (MTOW & flaps retracted) : 806 [kg/m2]
wing stress (2 g) during operation : 161 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.75 ["]
max. angle of attack (stalling angle, clean) : 13.29 ["]
max. angle of attack (full flaps) : 17.49 ["]
angle of attack at max. speed : 3.83 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.48 [ ]
lift coefficient at max. angle of attack (clean): 1.29 [ ]
max. lift coefficient full flaps : 1.80 [ ]
drag coefficient at max. speed : 0.0537 [ ]
drag coefficient at econ. cruise speed : 0.0582 [ ]
induced drag coefficient at econ. cruise speed : 0.0180 [ ]
drag coefficient (zero lift) : 0.0403 [ ]
lift/drag ratio at econ. speed : 8.89 [ ]
calculation : *8* (speeds
take-off decision speed (V1) : 320 [km/u] (173 [kt])
take-off rotation speed (VR) : 336 [km/u] (182 [kt])
lift-off speed (VLOF) : 352 [km/u] (190 [kt]) at pitch angle : 14.6 [°]
take-off safety speed (V2) : 359 [km/u] (194 [kt])
flap retraction speed (V3) at 500m (OW loaded : 265437 [kg]): 379 [km/u] (204 [kt])
steady initial climb speed (V4) : 385 [km/u] (208 [kt])
climb speed (to FL150 with 66 [%] power) : 551 [km/hr] (298 [kt])
max. endurance speed (Vbe): 729 [km/u] min. fuel/hr : 7257 [kg/hr] at height : 10973 [m]
max. range speed (Vbr) = economic cruise speed : 875 [km/u] min.fuel cons. : 8.980
[kg/km] at cruise height : 10670 [m]
max. cruising speed : 886 [km/hr] (478 [kt]) at 10670 [m] (power:28 [%])
max. operational speed (Mmo) : 940 [km/hr] (Mach 0.87 ) at 9935 [m] (power:31 [%])
airflow at cruise speed per engine : 419.0 [kg/s]
speed of thrust jet : 1526 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.72
descent speed 7315 - 3048 [m]: 519 [km/u] (280 [kt])
approach speed 3048 - 500 [m] (clean): 389 [km/u] (210 [kt])
minimum control speed (MCS) Vmca (clean): 359 [km/u] (194 [kt])
stalling speed clean at 500 [m] height at Max.Landing Weight : 195048 [kg]): 312
[km/u] (168 [kt])
China Eastern MD-11 B-2173 c/n 48497
final approach speed (landing speed) at sea-level with full flaps VREF (max. landing
weight): 295 [km/u] (159 [kt])
ICAO Aircraft Approach Category (APC) : D
stalling speed at sea-level with full flaps VSO (max. landing weight): 227 [km/u] (123
[kt])
rate of climb at sea-level ROC (loaded, 66 % power) : 1067 [m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 1376 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 100 % power on remaining
engines) : 841 [m/min]
rate of descent from FL240 to FL100 (7315m > 3048m): 1067 [m/min] (3501 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers: 457
[m/min] (8 [m/s])
calculation : *9* (regarding various performances)
low wheel pressure, can also take off from unpaved runways
ICAO Aerodrome Reference Code : 4D
Brake kinetic energy capacity : 4176 [KW]
Till 500.000 lbs TOW (226800 kg) runway length is equal at minimum 6850 ft (2088m) > minimum control speed, runway length at MTOW 273294 kg : 9750 ft > 2972 m
FAR TO runway length (TOFL) requirement at TOW 273294 [kg] standard day at SL
(= ASDA) : 2976 [m]
+++ FAA certification landing distance : +++
landing weight : 195048 [kg], TE flap setting : 50 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
without use of thrust reversers
FAR landing runway length at MLW 195048 kg (430000 lb), sea level : 6775 ft > 2065m
FAA approved landing field length : 2064 [m] (6771 [ft])
landing distance (C.A.R.) from 15 [m] at SL, wet runway: 2388 [m] (7833 [ft])
max. lift/drag ratio : 10.36 [ ]
climb to 5000 [m] with max payload : 4.34 [min]
climb to 10000 [m] with max payload : 13.35 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
ceiling limited by max. pressure differential 14125 [m]
theoretical ceiling fully loaded (mtow- 60 min.fuel: 265437 [kg] ) : 14100 [m]
calculation *10* (action radius & endurance)
range with max. payload: 9897 [km] with 52632.0 [kg] max. useful load (80.0 [%] fuel)*
range with high density pax: 11702 [km] with 410 passengers (92.7 [%] fuel)*
range with typical two-class pax: 12739 [km] with 323 passengers (99.7 [%] fuel)*
Range with max fuel (mtow 273000 kg) : 6700 nm > 12408 km
range with max.fuel : 12778 [km] with 12 crew and 320 passengers and 100.0 [%]
fuel*
ferry range (calculated): 13983 [km] with 2 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 187755 [litre] fuel : 17184
[km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 4341152 [paskm]
useful load with range 1000km : 52632 [kg]
useful load with range 1000km : 410 passengers
production (theor.max load): 46632 [tonkm/hour]
production (useful load): 46632 [tonkm/hour]
production (passengers): 308123 [paskm/hour]
oil and fuel consumption per tonkm : 0.169 [kg]
Mandarin Airlines MD-11 B-152 c/n 48470 at Schiphol in 1996 © bvdz
calculation *11* (operating cost)
fuel cost per hour (10009 [litre]):6005 [eur] (31 [pax-km/litre fuel])
fuel cost per seat 1000km flight (348 [pax] 2-class seating): 19.49 [eur/1000PK]
oil cost per hour: 83 [eur]
crew cost per hour : 1650 [eur]
list price 2024 : 144 [mln USD]
average flying hours in 1 year : 4150 [hours] technical life : 15 [year]
real average service life : 16 [years]
depreciation - 20 [years] to 10% residual value
economic hours (expected total flying hours) : 83000 [hours]
financing interest per flying hour : 779 [EUR]
write off per flying hour : 1797 [EUR]
time between engine failure : 8460 [hr]
can continue fly on 2 engines, low risk for emergency landing for PUF
workhours per day : 12.93 [hr]
average flight hours till crash : 3.25 [mln hr] (784 service years)
safe flight hours till fatality : 41713 [hr] (10.1 service years)
reservation pax liability/flying hour : 3.09 [SDR*] (3.86 [eur])
insurance cost per hour : 203 [eur] insurance rate : 1.6 [%]
KLM MD-11 PH-KCC “Marie Curie” maintenance work being done at the tail engine, Schiphol 2001 © bvdz
engine maintenance cost per hour : 2369.7 [eur]
wing maintenance cost per hour : 136.8 [eur]
fuselage maintenance cost per hour : 60.37 [eur]
tire life (time till worn out) : 88 [cycles]
maintenance cost per hour (excluding engines): 3073 [eur]
direct operating cost per hour: 15964 [eur], DOC per km : 18.24 [eur]
DOC per seat 1000km flight (348 [pax] 2-class seating): 51.81 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 43.95 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.34 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 5.25 [eur/pax]
airport landing fee / passenger : 5.25 [eur/pax]
retour ticket price 1000km trip : 184.20 [eur/pax]
price retour ticket Schiphol-Barcelona : 212.70 [eur/pax]
KLM PH-KCG “Maria Callas” c/n 48561 landing with its flaps and slats deployed.
accidents with fatalities > see the accident file
KLM MD-11 PH-KCD at Schiphol airport, June 2001
Literature :
wikipedia
https://contentzone.eurocontrol.int/aircraftperformance/default.aspx?
https://www.boeing.com/commercial/airports/plan-manuals
Air International April 1990 page 187, April 1994 page 205
Vrij Nederland 31 October 1992 page 21
Luchtvaart Feb’86 page 57, oct’94 page 347, feb’90
untitled (aircraft-commerce.com)
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
KLM MD-11 PH-KCF “Annie Romein” c/n 48560 © bvdz
KLM MD-11 PH-KCA in full flight
KLM MD-11 PH-KCC “Marie Curie” c/n 48557, with Boeing 747-406 PH-BFA c/n 23999 behind at Schiphol, December 1997
MD-11X early study without winglets
Mandarin Airlines MD-11 B-152 approaching the gate, Schiphol 1996 © bvdz
LTU MD-11 D-AERB c/n 48484
(c) B van der Zalm 25 February 2024 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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