Makes you wonder about the validity of 'grandfather rights' within the FAA certification process: the MLG (design) problem was well known from the DC10 and was no longer allowed on new aircraft in the 1980s; but since the MD11 was certified as a DC10-model it was still allowed on the MD11.
a few MLG (design) related DC10/MD10/MD11 crashes:
- Faro (Martinair, DC10)
- Newark (Fedex, MD11)
- Memphis (Fedex, MD10)
- Chek Lap kok (China Airlines, MD11)
- Narita (Fedex, MD11)
An a lot of landing incidents...
In the early days MLG-touchdown on the MD11 generated a significant pitch-up effect (esp. F50). Pilots therefore were used to PUSH the yoke after touchdown in order to land the nosewheel as opposed to normal system behavior were you would tend to PULL the yoke (might have contributed in this crash). Later-on MDD modified the spoiler sequence, whereafter a more or less 'normal' landing behavior could be expected (although still very different from 'normal' aircraft).
But, despite its quirks, I loved to fly the MD11 (I used to compare it with women: all you have to do is treat them delicately
).