Smithsonian channel will air the MD-11 at Narita landing accident episode of
Air Disasters next Sunday evening. (Jan 15)
Based upon what I've read about the MD-11 previously, The reason for reducing the size of the HS was said by many to be related to an attempt by MD to improve the specific fuel consumption performance by reducing drag. It could also be argued that being further from the CG on the longer airframe, less area would be required. Even so, it never achieved the specific fuel consumption performance MD said it would. That was likely one of the factors contributing to it's less than stellar market performance.
FedEx pilots on other forums have stated that the MD-11 can be a handfull in the flare compared to the DC-10, particularly when gusty. Gotta be right on speed and attitude at touchdown. Not as much wiggle room as other large jets apparently. Somewhat "less forgiving" is another description I've seen.
Flare a little high or fast it levels off, then a sink rate develops and the pilot reacts with a pitch-up input just as the mains smash the runway. With the yoke back, it leaves the ground and the pilot reacts with a big push. Now the pilot's inputs are out of phase with the aircraft pitch attitude and motion. Classic
Pilot Induced Oscillation. I'm more accustomed to seeing this with training and pleasure aircraft, usually Cessnas. Many people may know the phenomenon as
porpoising when it occurs during landing. It often increase in magnitude each cycle and continues until something breaks or it uses up enough energy. Going around is often the best cure.
In the case of the FedEx MD-11, a wing structure failed in overload and sheared off from the airframe. With the remaining wing still attached and producing lift, it rolled the airplane over on it's back. For comparison purposes, the BA 038 B-777 at Heathrow overloaded the fuse pins attaching it's MLG to the trunions, allowing the gear to be pushed up through the dry bays instead of overloading the wing structure. This is a Boeing design feature not utilized on the MD-11.
So it can certainly be argued that design features played a significant part in this accident. A counter-argument might be that a pilot more on their game would react correctly to prevent the hard touchdown in the first place. Each of these arguments seems to have merit. And there is little doubt among those who fly it that the MD-11 will punish any mishandling in the landing phase more quickly and severely than the DC-10.
Meanwhile, just a little less than all of the pilots with experience in type have gained that experience without serious incident. Go figure.