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The following year no new orders for the DC-10 were received . The production line was kept active thanks to earlier orders from the United States Air Force for 60 KC-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 .
A Delta Airlines MD-11
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 ) with passengers . That first version would have had a maximum 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 ).
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 ) 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 ).
MD 11
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