Commercial Airlines And The MD-11

McDonnell Douglas launched the MD-11 programme on December 30, 1986, after the Long Beach manufacturer had commitments for 52 firm orders plus 40 options on three variants – Passenger, Combi and Freight. 

Nine commercial airlines had signed up for the new trijet – Alitalia (AZ), British Caledonia (BR), Dragonair (KA), Finnair (AY), Korean Air (KE), SAS Scandinavian Airlines (SK), Swissair (SR), Thai Airways International (TG) and Varig (RG).

However, orders from Korean, SAS, Union de Transports Aériens (UTA), and an undisclosed customer were cancelled by 1988.

After various production issues and problems with the airliner’s range and fuel burn, it entered service with Finnair on December 20, 1990, on the Helsinki (HEL)-Tenerife (TFS) route. 

Here, we look at the commercial airlines that ordered the MD-11 and those that actually operated it over the years, until the last passenger example was retired by KLM (KL) in 2014.

Aer Lingus (EI)

Irish flag carrier Aer Lingus (EI) wet-leased a World Airways (WO) MD-11 between May and December 1998. The jet was used to supplement its Airbus A330-300s on transatlantic services while it awaited the arrival of its Airbus A330-200s. Aer Lingus used the airframe again between May and September 2001.

The aircraft was N272WA and named St. Kilian/Cilian after the Irish monk and Bishop. Both times, the aircraft wore Aer Lingus’ full-colour scheme, earning it the nickname ‘The Pickle’ from its flight crews.

Aero Lloyd (YP)

The German charter carrier Aero Lloyd (YP) ordered two MD-11s for delivery in 1992. The order, made with the Swiss ADO Finance Company, also included options for two further airframes. 

The trijets would be used for charter work to the United States and the Far East. Sadly, plans for long-haul expansion were never realised, and the order was cancelled in 1992. 

Air ALM/ALM Antillean Airlines (LM)

ALM (LM) was the national carrier of the Netherlands Antilles. After KLM (KL) ended its relationship with the airline on its Amsterdam (AMS) to Curaçao (CUR) flights, ALM utilised a CityBird (H2) MD-11 to operate the service twice weekly between December 2000 and March 2001. The aircraft remained in full CityBird livery without additional titles. 

AirAsia (AK)

Established originally as a full-service airline in 1996, AirAsia (AK) wet-leased a pair of MD-11s from World Airways during March and April 1999 to be used on Hajj pilgrim flights between Kuala Lumpur Subang Airport (SZB) and Jeddah (JED).

The aircraft, N277WA and N278WA, wore basic ‘AirAsia’ titles on a completely white fuselage, while the white ‘Tabung Aji’ title and logo of the Malaysian Hajj foundation within a black square were placed on the tail fin. 

Air Europe (AE)

In 1990, London Gatwick-based Air Europe (AE) became the launch customer for the Rolls-Royce Trent-powered McDonnell Douglas MD-11, placing a firm order for six examples and options on a further 12, with deliveries due to start in 1993. 

The aircraft would be used to launch year-round scheduled flights to Canada, the US, Mexico, the Caribbean, Australia and New Zealand. Indeed, so confident was the management that they would receive the licences to operate these flights, that a pair of tickets for the MD-11 inaugural service to Australia was raffled off at that year’s Christmas party.

Following the bankruptcy of the parent organisation, the International Leisure Group (ILG), Air Europe ceased operations on March 8, 1991. The airline’s demise led to the cancellation of the pending MD-11 orders and options. Two airframes had been pre-registered as G-OALM and G-MDII. Both airframes were subsequently taken up by Delta Air Lines (DL), albeit without the RR engines.

Air Outre Mer (IW)

Air Outre Mer (IW) was founded in 1989 to begin operations from the French overseas island Réunionion, utilising a McDonnell Douglas DC-10-30. In June 1989, the airline ordered four PW4460-powered MD-11s for delivery during 1994 and 1995 with options on a further four.

In January 1992, the airline merged with Minerve (IW). The name Air Outre Mer was changed to AOM French Airlines. The result of the merger was a total order of seven MD-11s. However, none of these orders was taken up. 

Air Namibia (SW)

Namibian national carrier Air Namibia (SW) operated a pair of MD-11s (V5-NMD and V5-NMC). Both aircraft were former Swissair (SR) examples and were utilised from August 2004 until September 2006. They were then converted to freighters and operated by FedEx (FX). 

Air Zaire (QC)

Air Zaire (QC), originally known as Air Congo before the Democratic Republic of the Congo became the Republic of Zaire in 1971, ordered two MD-11s for delivery in September 1992 and November 1993 to replace its DC-10s. However, the order was cancelled, and the aircraft with serial numbers 48529 and 48530 were never built. 

Alitalia (AZ)

Long-time Douglas customer Alitalia (AZ) had operated the DC-10 for several years. It became one of the launch customers for the MD-11 when it placed a US$1.5 billion order for six MD-11s (plus 10 MD-82s) in December 1986.

Alitalia was the first and only customer for the MD-11 Combi, and five examples of this version, plus three all-passenger variants, were delivered between November 1991 and June 1994. General Electric GE CF6-80C2D1F engines powered all eight airframes. 

The aircraft was configured with 30 ‘Magnifica’ Business Class seats on both the Combi and full passenger-only variants. Meanwhile, the economy cabin was split between 174 in the Combi and 253 in the passenger-only. 

Because Alitalia decided to deliver MD-11 (I-DUPU) early in August 1992, the aircraft was supplied by the manufacturer with a bare-metal fuselage, with regular ‘Alitalia’ titles applied to the upper fuselage and the company’s logo on the winglets. The tail section, however, was painted in full colours.

In a bid to turn around its financial performance, the airline founded a new low-cost company within the company in 1996, dubbed ‘Alitalia Team.’ All of the airline’s MD-11s were transferred to the unit. 

Alitalia retired its last MD-11 in November 2003 after the type was replaced by the Boeing 777.  

American Airlines (AA)

After being one of the launch customers for the DC-10, along with United Airlines (UA), it seemed apparent that American Airlines (AA) would order the MD-11. And in February 1989, this became a reality when the carrier placed a firm order for eight of the type with options on a further 42. 

AA subsequently took early delivery of three aircraft ordered by British Caledonian (BR), which were cancelled following its takeover by British Airways (BA). Due to contractual obligations, these airframes were refurbished at Marshall’s of Cambridge, UK.

The first MD-11 arrived on February 1, 1991, and a further four aircraft were delivered that year. However, AA became one of the earliest carriers to express its disappointment with the type’s performance, with the airline’s then-CEO Robert Crandall stating he was “very unhappy” with the jet’s performance. Excessive fuel burn experienced during proving flights, resulting in range deficiency and system malfunctions, led AA to ground its first aircraft and delay delivery of further examples until McDonnell Douglas corrected all problems. 

AA’s examples, dubbed ‘Luxury Liners,’ were all powered by the GE CF6-80C2D1F engines and originally had a three-class cabin layout, seating 16 first, 66 business and 163 economy passengers. 

Although AA changed eleven options into firm orders, the 19th and last aircraft was delivered in September 1993. By this point, the fate of the MD-11 in the airline’s fleet had been sealed. All aircraft would be taken over by FedEx (FX) and converted to MD-11Fs, the first arriving in January 1996. Its final example was withdrawn from the fleet in November 2001.

Avianca (AV)

Colombian flag carrier Avianca (AV) utilised a World Airways (WO) MD-11 (N278WA) between December 14, 1998, and January 28, 1999. The type was used during the busy holiday season to operate the Bogotá (BOG)-New York (JFK) route to cater to the sizable Colombian expat community in New York.

British Airways/British Caledonia (BA/BR)

When British Airways (BA) took over British Caledonian (BR) in April 1988, it inherited the latter’s order for three MD-11s, which BR had placed on December 3, 1986, weeks before the programme had been officially launched. 

BA did go on to consider several options regarding placing the MD-11 into service. However, the airline opted for the Boeing 767-300ER, which joined the fleet in 1990, coincidentally when the delivery of the three MD-11s was due. 

However, McDonnell Douglas later envisaged BA as a potential launch customer for its MD-12X project, conceived as a direct competitor to the Boeing 747-400 and 777. However, MD lost out to Boeing again when BA ordered the 777 in 1991.

China Airlines (CI)

China Airlines (CI) ordered four Pratt & Whitney PW4460-powered MD-11s, delivered between October 1992 and December 1993. It also operated a fifth airframe (N489GX), initially leased from GATX from September 1992 to February 1993, and then again on a four-year lease that ended in October 1997. Several examples were leased to subsidiary Mandarin Airlines (AE). The airline’s MD-11s were configured with 34 ‘Dynasty’ business class and 270 in economy. 

On August 22, 1999, China Airlines lost one of its MD-11 (B-150) following a hard landing at Hong Kong’s Chek Lap Kok Airport (HKG) during a tropical storm. The aircraft carried the Mandarin Airlines markings but was operating for CI at the time. Of the 315 people on board, 312 survived, and three were killed. It was the first fatal accident at the new Hong Kong International Airport since it opened in July 1998. The accident was subsequently blamed on pilot error.

The airline replaced its MD-11s with Airbus A340-300s, and the last MD-11 left the fleet in 2001.

China Eastern Airlines (MU)

The airline was an early customer for the MD-11 and placed an order for five passenger and one freighter aircraft in January 1989. The aircraft were delivered between 1991 and 1993, allowing China Eastern (MU) to expand its passenger services to Europe and the USA. Early destinations included Brussels, Chicago, Los Angeles, Madrid and Seattle. 

All aircraft were delivered with P&W PW4460 engines. The passenger aircraft were configured to seat 44 in first class and 270 in economy class.

The last example left the fleet in 2003 after being replaced by the Airbus A340.

China Southern Airlines (CZ)

The airline was established in July 1988 after the restructuring of the Civil Aviation Administration of China (CAAC) Airlines. 

China Southern (CZ) hoped to commence international operations and, in the same month, signed a Memorandum of Understanding (MoU) to acquire six MD-11s. Serial numbers 48462 through 48467 were allocated. However, the deal did not materialise, and the aircraft were never built. 

CityBird (H2)

CityBird (H2) was a Belgian low-fare scheduled airline founded by Victor Hasson in 1996 and was a subsidiary of City Hotels. The airline received its first MD-11 on December 13, 1996, but operations did not commence until March 1997. The airframe was subsequently leased to STAR Europe (SE) during this period. 

The carrier also leased three MD-11s from World Airways (WO). N271WA and N273WA were both operated on a short-term lease. N280WA was with CityBird from June 1997 until March 1998, when the airline’s second MD-11 was delivered. A third example joined the fleet in April 1998. 

CityBird also placed orders with MD for two MD-11 freighters in July 1997 for delivery in December 1998 and January 1999. The airframes were to be used on dedicated charter services to Asia, South America and the USA. However, the aircraft were never delivered, and two Airbus A300C4-605Rs were used instead. 

Two of the carrier’s MD-11 had GE engines, while one was powered by the P&W PW4460. Two airframes – OO-CTS and OO-CTC – were leased to Sabena (SN) in April and May 1998, respectively, and operated for the Belgian flag carrier until March 2001.

The MD-11 operated by the airline had a two-class 371-seat configuration, 36’ Royal Eagle’ business and 335 ‘Colibri’ economy passengers. 

CityBird ceased MD-11 operations at the end of April 2001, and the airline ceased operations in October of that year.

Crossair (LX)

The former Swiss regional carrier, part of the SAirGroup, leased a 257-seat MD-11 from partner Swissair (SR) from June to October 1997. The airframe was used on the carrier’s weekly Zürich-Palma de Mallorca (PMI) service, replacing the usual MD-83. The aircraft remained in Swissair colours. 

Delta Air Lines (DL)

On September 22, 1988, Delta (DL) signed an order for 9 MD-11s with options on an additional 31 aircraft, becoming the US launch customer. Delta would use the type to replace its ageing Lockheed L-1011s on transpacific routes. A total of 15 aircraft from this order would be delivered between March 1992 and February 1998. 

However, two aircraft, fin 453 and fin 454, initially destined for Air Europe (AE), were leased from Mitsui & Company, enabling Delta to commence MD-11 operations early, thus becoming the second airline to place the aircraft in scheduled passenger service. Indeed, according to the Delta Flight Museum, the first MD-11 flight departed Atlanta (ATL) for Dallas/Fort Worth (DFW) on February 5, 1991. 

The two leased aircraft, powered by GE engines, remained in service until December 1993. DL selected the P&W PW4460 engine for its MD-11 fleet. 

The 248-seat jets originally featured a three-class layout with 16 in First, 53 in business and 179 in economy. From 1999, the cabin was configured with seating for 50 Business and 210 or 219 economy passengers. 

Delta was the Official Airline of the 1996 Olympic Games, and the airline unveiled ‘Centennial Spirit,’ a new MD-11 jet (N812DE) delivered on April 8, 1996. The McDonnell Douglas paint shop staff painted it in a commemorative colour scheme before delivery. Centennial Spirit transported the Olympic Flame on the 7,000-mile journey from Athens, Greece, to Los Angeles, the site of the 1984 Olympics, for the start of a torch relay to the 1996 Games site in Atlanta.

The airline’s relationship with the MD-11 lasted only briefly, as it preferred the Boeing 767 and 777 models. The last Delta Air Lines MD-11 flight occurred on January 1, 2004, from Tokyo to Atlanta (ATL). 

El Al (LY)

El Al Israel Airlines (LY) expanded its long-haul fleet by leasing an MD-11ER (N278WA) from World Airways (WO) between June and October 1998. The aircraft was used on flights between Tel Aviv (TLV) and the United States. 

During 1999 and 2000, the carrier leased another World Airways MD-11 – N277WA.

EVA Air (BR)

Taiwanese carrier EVA Air (BR) was founded in 1989 and immediately ordered several MD-11s. It received its first example in 1992. 

A total of twelve MD-11s, three passenger and nine freighter variants, were delivered between August 1994 and August 1999. The passenger variants were later converted to freighters.

Powered by the GE CF6-80C2D1F engines, the aircraft was flown in a 24 ‘Super Class’, 83 ‘Evergreen Deluxe’ and 168 economy seating arrangement. 

The airline retired its last passenger aircraft in 2003, although it kept its freighters flying until 2015.

Finnair (AY)

Finnair (AY) was the launch customer for the MD-11, ordering four aircraft. The type would replace its DC-10s and expand the carrier’s growing Europe-Asia connection after becoming the first Western airline to fly non-stop between Europe and China in 1988.

It received its maiden airframe, OH-LGA, on December 7, 1990. The GE CF6-80C2D1F-powered aircraft entered service on December 20, operating between Helsinki (HEL) and Tenerife (TFS). 

One-off paint schemes were also applied to MD-11 OH-LGC, including a publicity campaign for Japanese tourists with the livery of the famous ‘Moomin’ cartoon characters. In 1995, the aircraft also wore a special Christmas scheme featuring Santa Claus and his sleigh on the forward fuselage. Other aircraft in the fleet displayed a small Santa Claus sticker beside the second port side entry door. 

The MD-11 was finally retired on February 23, 2010, when OH-LGG touched down from Delhi (DEL). Its seven airframes had served the company well for almost 20 years, flying some 400,000 hours, landing more than 50,000 times and transporting 14 million passengers.

Garuda Indonesia (GA)

Indonesian flag carrier Garuda (GA) was looking to expand its network and ordered six MD-11s in 1989. Three aircraft with Irish registrations were delivered in 1991 and 1992. The remaining airframes were delivered in 1993 on direct lease from MD.

Powered by GE CF6-80C2D1F engines, the jets had a three-class cabin configuration with seating for 12 first, 53 business, and 235 economy passengers. 

The airline also took delivery of three MD-11ERs from December 1996 to November 1997 after its first three airframes were returned to their lessors. However, financial issues in the region led the airline to return all six airframes by the end of July 1998. Garuda later leased several MD-11s from World Airways (WO) to operate pilgrim flights to Mecca.

Ghana Airways (GH)

From October 1994 until March 1995, Ghana Airways (GH) operated an MD-11 (N280WA) on lease from WO and utilised on the carrier’s Accra (ACC) to New York (JFK) link. 

Japan Airlines (JL)

Japan Airlines (JAL) evaluated the Airbus A330/A340 and MD-11 to replace its DC-10 fleet. A decision was made in March 1990, when the airline signed a deal for 10 airframes with options on 10 more. The first MD-11 (JA8580) joined on May 11, 1993, and the remaining nine P&W-powered jets arrived between November 1993 and March 1997. But the ten options were not taken up. 

JAL’s MD-11s were named after endangered bird species and dubbed the ‘J Bird’ with the title painted on the tail engine. The bird motifs and names were placed on the fuselage, with the motifs repeated on the inside and outside of the winglets. 

In November 2000, JAL announced that the MD-11 would be retired and replaced by the Boeing 767 and 777 after signing an agreement with Boeing to take on the airframes and convert them into freighters. 

The last JAL MD-11 (JA8582) left the fleet on October 12, 2004, after operating the final flight from Hong Kong (HKG) to Tokyo (NRT).

Jugoslovenski Aerotransport – JAT (JU)

JAT (JU) was looking to expand its network and replace its ageing DC-10 and Boeing 707 fleet in the late 1980s and was evaluating the MD-11, Airbus A340 and Boeing 767. Ultimately, MD won the order and signed a deal for three aircraft with options on a further two in 1988.

However, the war in the former Yugoslavia and international sanctions placed on the Federal Republic of Yugoslavia led to the interruption of international flights for two and a half years and the grounding of almost the entire fleet. Between June 1992 and October 1994, the airline operated only domestic flights. These events stalled the airline’s development and led to the cancellation of the MD-11 orders. 

KLM Royal Dutch Airlines (KL)

KLM’s (KL) long-term relationship with McDonnell Douglas contributed to the purchase of the MD-11 as a replacement for its DC-10 fleet. On March 23, 1990, the airline confirmed an order for ten airframes, with options on a further five. The order was, at the time, the largest in the airline’s history. 

The delivery of the first airframe was marked by a special ceremony on December 7, 1993, which also marked the 60th anniversary of business relations between the two. The GE-powered aircraft were deployed on the airline’s North, South, and Central American routes, as well as those to Africa, the Far East, and the Middle East.

The final MD-11 (PH-KCK) was delivered to the airline in April 1997. KLM never took up the last five options. All ten aircraft operated were configured with 282 seats, 251 in economy and 31 in business.

KLM became the last passenger operator of the MD-11 in the world. The final flight (KL672) was operated by 21-year-old PH-KCE from Montreal (YUL) to AMS on October 26, 2014. The Airbus A330 and Boeing 777 replaced the type. 

Korean Air (KE)

Korean Air (KE) ordered five P&W-powered MD-11s to replace its DC-10s and supplement the Boeing 747 fleet. The type was delivered between January 1991 and October 1992. 

The aircraft was initially configured with 20 first-class seats, 30 business-class seats, and 223 economy-class seats. 

However, the airline’s growing fleet of 747s and need for additional cargo capacity led Korean to convert all its passenger variants into freighters in 1999.

The carrier lost one of its MD-11F when HL7373, en route from Shanghai Hongqiao (SHA) to Seoul (ICN), crashed shortly after take-off on April 15, 1999. All three crew members aboard the aircraft and five on the ground were killed. Thirty-seven on the ground were also injured. The crash was blamed on pilot error.

LTU International (LT)

German leisure carrier LTU International (LT) chose the MD-11 as part of a fleet renewal program to replace its Lockheed L-1011s. Four were ordered and delivered between December 1991 and March 1993. 

The LTU MD-11s were powered by P&W engines and configured with an all-economy cabin layout seating 409 passengers. They were used on its long-haul services to the US, the Caribbean, and the Far East, as well as on higher-density routes across Europe. 

A significant reorganisation for LTU was announced in July 1997, and the SAirGroup became a majority shareholder. The move saw the sale of the four MD-11s to Swissair (SR), which were delivered to the Swiss airline in October and November 1998. 

Malaysia Airlines (MH)

Malaysia Airlines (MH) leased several passenger and freighter MD-11s from World Airways (WO) from 1994. The passenger variant was used on the airline’s long-haul routes until May 1998 and was eventually replaced by the Boeing 777-200ER.

Mandarin Airlines (AE)

In December 1992, China Airlines (CI) took over Mandarin Airlines (AE). As its network expanded, former China Airlines MD-11s were transferred to the new subsidiary. The first MD-11 entered service in July 1993, with four being operated from November 1995 onwards. 

In August 1999, Mandarin was merged with Formosa Airlines (VY) under the Mandarin name. However, its international network and MD-11 fleet were returned to China Airlines following the merger.

Martinair Holland (MP)

Martinair Holland (MP) became the launch customer for the MD-11CF ‘Convertible Freighter,’ which allowed for the carriage of passengers and/or cargo. The airline ordered three aircraft, plus two options, in 1991. 

The first P&W-powered jet was delivered in December 1994. In the passenger configuration, 24 Star business and 344 tourist class seats were available in the wide-body cabin. 

However, Martinair ceased passenger operations in October 2011, and the MD-11s were then used for freight operations.

Minerve (IW)

French carrier Minerve (IW) placed an order for two P&W-powered MD-11s in September 1998 and an additional example in June 1989. Deliveries were planned for 119, 1993 and 1994 and would be used to replace the DC-8 and DC-10. 

However, in January 1992, Minerve was merged with Air Outre Mer to create AOM French Airlines, and the MD-11 order was transferred to the new airline. 

Monarch Airlines (ZB)

One of the UK’s oldest airlines, Monarch (ZB), leased a World Airways MD-11 (N273WA) between May and October 1998 to add capacity to its long-range routes. Sistership N277WA was also used in 1999. 

Nigeria Airways (WT)

Nigeria Airways (WT) ordered a single MD-11 passenger aircraft for delivery in December 1991. However, financial problems forced the airline to reduce costs and suspend unprofitable routes. This resulted in a fleet reduction and also in the cancellation of the MD-11 order. 

Philippine Airlines (PR)

Philippine Airlines (PAL) was another carrier that utilised the services of WO and its MD-11s to supplement its long-haul fleet. Several airframes were used on the airline’s international routes in 1996 and 1997.

During their deployment with PAL, the MD-11s carried the full livery of the Philippine airline. 

Sabena (SN)

Sabena (SN) signed an agreement with fellow Belgian carrier CityBird (H2) in October 1997 to cooperate on scheduled services between Brussels (BRU) and Johannesburg (JNB), Nairobi (NBO), New York (EWR), Montreal (YMX) and Sao Paulo (GRU). These flights were operated with two H2 MD-11s, OO-CTS and OO-CTC, which entered service in April and May 1998, respectively. The aircraft had a 48-business-class and 249-economy-class seating configuration.

Both airframes were painted in basic Sabena colours. Shortly after being placed into service, the titles ‘Flying together with Swissair’ were added. In June 1998, an additional ‘operated by City Bird’ title was placed under the cockpit windows of both aircraft. 

The leases for both aircraft were terminated in March 2001, and the aircraft were returned to CityBird. 

Saudia (SV)

Saudi Arabian Airlines, or Saudia (SV) for short, wet-leased two WO MD-11s N272WA (which had previously been operating for Aer Lingus (EI) hence the livery) and N273WA, during March and April 1999 for pilgrim flights from Ankara (ESB), Damascus (DAM), Kuala Lumpur (KUL), London Heathrow (LHR) and Manchester (MAN) to Jeddah (JED) and Medina (MED). 

The airline also used a pair of MD-11s between 1998 and 2013 for the Saudi Arabian Royal Flight.

Singapore Airlines (SQ)

Singapore Airlines (SQ) had decided to focus its long-haul fleet around the Airbus A310 and Boeing 747 after retiring the DC-10 by the end of 1983. However, the airline soon realised it needed an aircraft that would fit between these two airliners. 

This led to the order of five P&W-powered MD-11s, with the option of an additional 15. However, Singapore announced in August 1991 that it was cancelling the deal, citing concerns about the aircraft’s range and its ability to operate on its Singapore (SIN)-Paris (CDG) service. It went on to order the Airbus A340.

Star Europe (SE)

The company leased a CityBird (H2) MD-11 (OO-CTB) for charter flights from Paris (ORY) Réunionion (RUN) from December 15, 1996, until the end of March 1997. 

The aircraft was operated in an all-economy configuration, seating 409 passengers. No additional titles were added to the H2 livery.

Swissair (SR)

Based on the carrier’s previous experience with the DC-10, Swissair (SR) chose the MD-11 as its successor, becoming another launch customer. After Finnair (AY), it became the second European airline to take delivery of the type and put it into service. 

A total of sixteen aircraft were delivered between March 1991 and December 1997. Four ex-LTU examples also joined the fleet in November 1998. 

All SR MD-11s were powered by Pratt & Whitney PW4462 engines. The cabin layout included 12 first, 49 business and 180 or 187 economy seats. 

Tragically, the airline lost one of its MD-11s (HB-IWF) while flying from New York (JFK) to Geneva (GVA) on September 2, 1998. All 229 people on board were killed in the crash, which was later blamed on a fire that started in the aircraft’s in-flight entertainment system. The airframe was delivered to the carrier in August 1991.

Following Swissair’s collapse and the formation of Swiss International Air Lines, the new airline decided to focus its fleet on the Airbus A330 and A340. The last MD-11 was retired in 2002.

Thai Airways International (TG)

Another launch customer for the MD-11 was Thai Airways International (TG), which ordered four MD-11s as replacements for its DC-10s. The airline placed a further order for three additional airframes, although TG never took delivery of them.

Its first GE-powered example arrived in June 1991 and was configured to seat 10 ‘Royal first,’ 42 ‘Royal executive’ and 233 economy passengers.

Thai had retired its MD-11s by the end of 2006, and they were replaced by the Boeing 777-200ER. All four airframes were converted to freighters and taken up by UPS.

TransAer International Airlines (T8)

A World Airways MD-11 was leased to the Irish charter carrier, Transfer International (T8), from July 9 to September 1, 1999. The aircraft, N278WA, was operated in an all-white colour scheme without titles. 

USAfrica Airways (E8)

USAfrica Airways (E8) commenced operations in June 1994, flying from Washington (IAD) to Johannesburg (JNB) and Cape Town (CPT) via the Cape Verde Islands. 

The airline had initially planned to commence operations with a DC-10-30 leased from Continental Airlines (CO). However, AA put forward two of its MD-11s (N1757A and N1758A) configured in a three-class layout for 238 passengers. 

Operations ceased on February 3, 1995, and the two jets were returned to AA. 

Varig (RG)

Brazilian carrier Varig – Viação Aérea Rio-Grandense S.A. (RG) was also one of the launch customers for the MD-11, ordering six in 1986. They were delivered in 1991, 1992, and 1993, making it the first Latin American airline to operate the type.

It was placed into service on the carriers’ São Paulo (GRU)-Rio de Janeiro (GIG)-Paris (CDG/ORY)-Amsterdam (AMS) service. 

Nine more MD-11s would join the fleet, all ex-Garuda Indonesia examples. The type played a significant role in Varig’s fleet, becoming the primary aircraft for its long-haul flights. In addition to operating in North America, Europe, and Asia, the MD-11 has also flown on busier South American and domestic routes. 

In 2005, VARIG LOG, a cargo subsidiary, became the first airline in Latin America to operate an all-cargo version of the MD-11F (PP-LGD and PP-LGE). The two units used by VARIG LOG were supplied by Korean Air (KE). PP-LGE stopped operating in 2008 and returned in 2010, and PP-LGD returned in 2009.

Varig selected Boeing 777-200 as a replacement for MD-11 and received the first two units in 2001. The company intended to gradually replace its MD-11 fleet with Boeing 777s. However, the company’s financial crisis prevented this replacement, and the MD-11 was part of RG’s fleet until it ended operations in 2006.

VASP (VP)

Viação Aérea São Paulo, S.A. (VASP, VP) received its first two GE-powered MD-11s in February and March 1992. Over the years, the fleet grew to nine GE-powered examples. The airline selected a 325-passenger seat configuration consisting of 10 first, 21 executive, and 294 economy class seats. 

On July 27, 1996, VASP introduced its new São Paulo (GRU)-Los Angeles (LAX)-Osaka (KIX) service. The aircraft on the inaugural flight, MD-11 (PP-SPK), was christened ‘Kasato Maru.’ This was the name of the ship on which the first Japanese emigrants arrived in Brazil on June 18, 1908. 

A declining Brazilian economy in 1999 forced VASP to return its MD-11s to their lessors in February 2000 and to suspend several long-haul destinations. 

VIASA (VA)

Venezuelan flag carrier VIASA – Venezolana Internacional de Aviacion SA (VA) ordered two MD-11 passenger aircraft for delivery in 1992. Serial numbers 48524 and 48525 were assigned; however, VA cancelled the order, and the aircraft were not built. 

World Airways (WO)

World Airways (WO) was once one of the largest airlines in the world, and its aircraft (as mentioned above) appeared in various airline fleets. 

The airline welcomed its first MD-11 in March 1993. In total, the airline would operate 20 examples of both the passenger-only and freight-only variants. 

The passenger aircraft were usually flown in a 409 all-economy or a 28 business and 294 economy seat configuration. Lower-density seat configurations were also available upon customer demand. 

Starting in 1993, scheduled services were once more flown to Israel and European destinations. However, these were terminated in mid-1996 to focus entirely on charter passenger and cargo flights. 

World Airways abruptly ceased operations in March 2014 after 66 years of service.

Zambia Airways (ZN)

The carrier placed an order for one MD-11 to be delivered in 1992. However, financial difficulties led to the cancellation of the order in 1991. Zambia Airways (ZN) ceased operations in December 1994.

N.B. The author does not own the rights to any of the images included in this article unless otherwise stated.

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© Jet Back In Time by Lee Cross