A
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 m) and a
DC-10-30 stretched by 30 feet (9.1 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 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 the Boeing 747SP and its range were creating. The
DC-10 global would have incorporated more fuel tanks.
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.
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 to Boeing's later 777-300 and Airbus A340-600.
Like for the DC-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 the Airbus
A330-300/A340-300/500.
MD 11
July 2017
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