"The MD-11 has had a dubious history."

My little knowledge on the subject was that the DC10 had a bad rap primarily caused by poor mx of operating airlines that destroyed it's reputation among passengers. And that Micky D, desiring to sell more airplanes updated it getting rid of fe's in the process, and changed the name to make it more palatable to the unwashed.

And, unscientific judgement that it is, seemed a fairly successful venture as I see "quite a few" landing and departing Honolulu as I jog pushing my stroller-borne progeny in the morning.

Am I wrong?

Not that I was being that sarcastic above, but I really thought the MD11 had been a decent selling model, and decent performer out there. I feel like I see a lot of them operating, and not just in the AMC mode.

http://www.airlinesafety.com/faq/faq9.htm

http://www.airlinesafety.com/faq/faq9.htm


This is a summary of the accidents... but it's from a website of a very... well, just look at the main webpage and you will see.

As a new hire, I know the DC8 would be a less forgiving, more demanding FO aircraft to fly on a day to day basis than the mad dog...

As I've said in previous posts, the MD11 is just an airplane, but it does have some typical Douglas-isms, and is NOT as forgiving as most all Boeing products.

Our MDs are flown at the full range of weights, from max to super light (a lot of our flights are flown "empty," with just empty cans in the back positioning to Asia. Then you get to experience the flare with full forward to full aft cg loadings. It's always different...

The biggest problem with the MD is a typical automation one: it's so automated, that one gets lulled into a mind numbing complacency, and many pilots don't hand fly it very much (by choice, or policy). Couple this with our typical one long leg to the hotel, you just don't get that much stick time. Now, if you do five days of HKG - Clark turns, you get really good by about day three. I actually feel very proficient after a few days of this.

Personally, I don't think that flying the -8 is that demanding. As you said in your post, and I totally agree, every a/c has its own "gotchas" if you aren't paying attention: pod strikes and tail strikes are 2 biggies. As long as you are thinking about them, you lessen your chance of an incident.

Complacency - it can even happen in the semi-"automated" -8! :D

No wonder UPS has had fewer accidents than FedEx. They hired all the smart newhire f/o's before FedEx could get them. I wonder if this genius is available to assist in the FedEx MD-11 training department. We could certainly use his expertise ... GMAFB


Mark

http://www.airlinesafety.com/faq/faq9.htm

That man doesn't have an ax to grind, he's got a warehouse full.

Oh lighten up! Maybe he has flown both airplanes.

Exactly. It's called "weeding out". And as I'm sure that you guys know, it's gone on for pretty much all of airline history in one form or another. When I made the decision to pursue an airline career in the early 70's I was told that since I wasn't an ex-military pilot I might as well forget about it. And, oh by the way, if you don't have your job by the time you're 30 you'll never get hired. You're too old. It's pretty much all stupid and illogical. And most companies have their own quirks. The military mafia ran FedEx for years.

If we can be trained to fly complicated equipment we sure should be able to talk on the HF and plot on a chart with minimal instruction. Well, maybe not at the same time.

Ranger you tabbed? That must make you part of a very small club...tabbed MD11 drivers.

He has. I think Capt on both, but I've been wrong b4

th1