Captain Judy Reinard has always had a fondness for the McDonnell Douglas MD-12, so when she was assigned to the airline's transatlantic operation featuring this aircraft, she eagerly accepted. She's consistently impressed by the MD-12's performance—it takes off like a rocket and is surprisingly agile for a large plane, truly embodying its “Mad Dog” nickname. This specific aircraft here is N420AE, an MD-12-10, adorned with the airline's classic livery from 1992 to 2002, when the airline's slogan was “Luxury Among the Clouds.” With the era of widebody trijets winding down, she’s excited to get a chance to fly one before Atlantic Eastern starts retiring its MD-12s by the 2030s.

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The Judyverse is set in an alternate universe where McDonnell Douglas never went bankrupt—the MD-90 was a hit, plus they snagged some sweet military contracts and got a NASA gig to build rockets. So there's an Airbus—Boeing—McDonnell Douglas triopoly in the Judyverse. As of 2024, McDonnell Douglas ranks as the third-largest aircraft manufacturer globally, following Airbus and Boeing, and surpassing Embraer. Personally, I just think McDonnell Douglas planes are way more beautiful than Airbus or Boeing. The DC-9, MD-80, MD-90, and MD-95 have such a sleek look with their slender body and rear engines, and the DC-10 and MD-11 are really eye-catching with that number 2 engine under the vertical stabilizer. Below is a snippet from the in-universe Wikipedia page about the MD-12, a modern version of the MD-11 that unfortunately never made it in real life.

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McDonnell Douglas MD-12

The McDonnell Douglas MD-12 is an American tri-jet wide-body airliner developed and produced by McDonnell Douglas (MDC). As an advanced iteration of the MD-11, the MD-12 was designed to compete with long-haul aircraft such as the Boeing 777, Airbus A330, A340, and the Ilyushin Il-96. The MD-12 is the third and final generation of McDonnell Douglas' trijet series, which began in the 1970s with the DC-10 and was followed by the MD-11 in the 1980s. It is also the last trijet ever produced (excluding business jets).

Development

The development of the MD-12 began in the early 1990s as McDonnell Douglas sought to address the growing demand for larger, more efficient long-haul aircraft. McDonnell Douglas aimed to compete with the Airbus A330, A340, and the then-upcoming Boeing 777.

The MD-11's lackluster performance prompted loyal McDonnell Douglas customers to request a new wide-body jet for the 21st century. Instead of designing an entirely new aircraft due to high development costs, McDonnell Douglas opted to enhance the MD-11 by incorporating more fuel-efficient engines, a wider wingspan for larger fuel tanks, and a stretched version, leading to the creation of the MD-12.

The design team, led by Walt Hopper, focused on creating an aircraft that would offer superior economics and performance while maintaining commonality with the MD-11 to reduce operational costs for existing McDonnell Douglas customers. Building upon the lessons learned from the MD-11 program, engineers at MDC aimed to create an aircraft that would offer competitive range, payload capacity, and fuel efficiency compared to its predecessors and competitors.

Initial design studies for the MD-12 commenced in 1991, with the company officially announcing the program in 1992. The aircraft was conceived as a family of variants, including the MD-12-10 (Long Range) and MD-12-20 (High Capacity), to cater to different market segments and airline requirements. McDonnell Douglas initially aimed for a first flight in 1995 and entry into service in 1997.

The MD-12-10 was in competition with the Boeing 777-200, Airbus A330-300, A340-300, and later models like the Boeing 777-200ER/LR and Airbus A340-500. At the same time, the MD-12-20 aimed at the Boeing 777-300 and subsequently competed with the Boeing 777-300ER and Airbus A340-600. McDonnell Douglas designed the MD-12-10 to complement the MD-11 and replace older trijet models such as the Douglas DC-10-30 and Lockheed L-1011-500 TriStar. The MD-12-20 was meant to replace older Boeing 747-100 and 747-200 variants and serve as a more economical option compared to the 747-400.

Design

Introduced as a more modernized and capable version of the MD-11, the MD-12 retained the trijet configuration that McDonnell Douglas had become known for, while integrating technological advancements and improvements in performance. The aircraft was equipped with either the General Electric CF6-80D3 or Rolls-Royce Trent 600 engines, marking the first instance of a McDonnell Douglas commercial aircraft utilizing engines from Rolls-Royce. Pratt & Whitney did not provide an engine for the MD-12 because sales of the PW engine for the MD-11 fell short of expectations.

Variants

The MD-12 was offered in two main variants:

- MD-12-10: Matching the fuselage length of the MD-11, the MD-12-10 was designed for extended-range operations, with a typical seating capacity of 309 in a three-class configuration and a range of 8,320 nautical miles (9,574 mi, 15,400 km). In an all-economy layout, it could accommodate 420 passengers. This variant was particularly popular for long-haul routes. Before the Airbus A340-500 was introduced, the MD-12-10 held the record for the longest range of any commercial passenger aircraft. The MD-12-10 has been succeeded by the MD-15-1000.

- MD-12-20: Featuring a longer fuselage, it is 32 feet (9.8 m) longer than the MD-11 and capable of seating up to 375 passengers in a typical three-class configuration. In an all-economy layout, it could accommodate 515 passengers. The MD-12-20 had a maximum range of 7,020 nautical miles (8,078 mi, 13,000 km), making it ideal for transcontinental and transoceanic routes. Prior to the launch of the Boeing 777-300, the MD-12-20 held the title of the world's longest passenger aircraft. The MD-12-20 has been succeeded by the MD-15-2000. Before the MD-15-2000 was introduced, the MD-12-20 was the largest aircraft ever produced by McDonnell Douglas.

A dedicated freighter variant, the MD-12-10F, was introduced, boasting a maximum payload capacity of 200,151 pounds (90,787 kg) and the ability to carry 26 pallets for 4,500 nautical miles (5,178 mi, 8,334 km). While a freighter version of the MD-12-20 was considered, it never progressed beyond the design phase.

Other Variants

In 2005, McDonnell Douglas launched the MD-12-10ELR (Extra Long Range), equipped with two auxiliary fuel tanks in the forward cargo hold, allowing for a range of up to 9,500 nautical miles (10,932 miles or 17,594 kilometers). This model was designed to compete more effectively with the Boeing 777-200LR and Airbus A340-500, targeting ultra-long-haul flights for airlines such as Singapore Airlines and Qantas. However, due to insufficient interest from airlines, McDonnell Douglas ultimately canceled the MD-12-10ELR. If it had proceeded to production, it would have been the longest-range airliner ever until the Airbus A350-900ULR was introduced, capable of connecting nearly any two cities globally.

During the early 1990s, while developing the MD-12, McDonnell Douglas studied a twin-engine version called the MD-15, but it remained in the design stage. The MD-15 was designed with a shorter fuselage and wingspan to seat 240 passengers in a three-class configuration, boasting a range of 6,000 nautical miles (6,905 miles or 11,112 kilometers). It aimed to compete with the Boeing 767-300ER and Airbus A330-200. However, at that time, McDonnell Douglas believed that twin-engine jets had limited potential for long-haul travel. Later, the MD-15 name was repurposed for an all-new twin-engine aircraft design that ultimately replaced the MD-12, which made its first flight in 2010 and began service with British Airways in 2015.

McDonnell Douglas proposed the KC-44 Super Extender to compete in the USAF's KC-X advanced tanker competition. The company believed that the USAF's experience with the Douglas DC-10-based KC-10 Extender would provide advantages for the KC-44. However, the KC-44 ultimately lost the competition to the Boeing 767-based KC-46 Pegasus. Attempts to sell the KC-44 to NATO and major non-NATO allied forces were unsuccessful.

Freighter Conversion

At the 2022 Farnborough International Airshow, McDonnell Douglas and Spirit AeroSystems unveiled the MD-12CF (Converted Freighter) passenger-to-freighter (P2F) conversion program, with All Nippon Airways (ANA) Cargo placing an order for eight aircraft to be converted from ANA’s older MD-12-20s. The MD-12CF is designed for the volumetric market, complementing the density-focused MD-12-10F. It can carry up to 32 cargo pallets on its main deck, with a total payload capacity of 210,140 lbs (95,317 kg) over a range of 4,200 nautical miles (4,833 miles, 7,778 km). The first MD-12CF is expected to be completed in 2026, with ANA Cargo receiving it by 2028 following testing and certification.

Technical Innovations

The MD-12 incorporated several key advancements over its predecessor, the MD-11. At the heart of these improvements was a state-of-the-art glass cockpit, featuring six large LCD displays. This advanced avionics suite substantially reduced pilot workload while enhancing situational awareness. McDonnell Douglas designed the MD-12's cockpit to resemble that of the MD-11, MD-90, and MD-95, enhancing training consistency for the crew and allowing a common pilot type rating.

One of the most notable features of the MD-12 was its extensive use of composite materials. The airframe utilized carbon fiber reinforced polymers (CFRP) to a much greater extent than previous models. This strategic application of composites resulted in a significant reduction in overall weight, directly contributing to improved fuel efficiency and operational economics.

Aerodynamic enhancements played a crucial role in the MD-12's performance improvements. Engineers implemented redesigned wing tips and a more streamlined fuselage, effectively reducing drag and enhancing the aircraft's lift characteristics. These modifications allowed for more efficient cruise performance and increased range capabilities. The implementation of an advanced fly-by-wire flight control system provided more precise and responsive aircraft control.

The MD-12’s new engine options provided improved thrust-to-weight ratios compared to the powerplants used in the MD-11. These engines also achieved lower fuel consumption rates, further contributing to the aircraft's overall efficiency and reducing operating costs for airlines. McDonnell Douglas claimed that the MD-12's fuel consumption is 10% less than that of the MD-11 and 25% less than the DC-10.

Operational History

The MD-12-10 made its maiden flight in 1996. After extensive testing and certification processes, it entered commercial service in 1999 with its launch customer, Atlantic Eastern Air Lines. Atlantic Eastern deployed the aircraft on its high-density long-haul routes, particularly across the North Atlantic and to destinations in Latin America and Asia.

Following closely behind, the larger MD-12-20 variant first flew in 1997. This stretched version also entered service in 1999, with FlyUS as its launch customer. FlyUS utilized the increased capacity of the -20 variant to consolidate operations on popular routes and hub-to-hub services.

The freighter variant, the MD-12-10F, experienced a more protracted development timeline. Its first flight occurred in 2008, significantly later than its passenger counterparts and four years behind schedule. The delay was attributed to shifts in market demand and technical challenges in optimizing the airframe for cargo operations. The MD-12-10F finally entered service in 2014, with GoPostal Express as the primary launch customer. GoPostal Express integrated the MD-12-10F into its global network, leveraging its long-range capabilities and substantial payload capacity.

Despite competition from Boeing and Airbus, the MD-12 series found a relatively solid customer base, appealing to airlines looking for a balance of range, capacity, and operational flexibility. Its trijet configuration, while increasingly rare in a world dominated by twinjets, allowed for increased redundancy and appeal on routes where additional safety measures were a priority. The three-engine layout allowed the MD-12 to bypass Extended-range Twin-engine Operational Performance Standards (ETOPS) regulations, which impose restrictions on twin-engine aircraft flying long distances from diversion airports. This capability made the MD-12 particularly attractive for airlines operating routes over vast oceanic or remote land areas.

Market Reception and Airline Adoption

The MD-12 was well-received by airlines seeking a versatile long-haul aircraft. Its ability to serve both high-density short-haul routes and long-haul flights made it attractive to a diverse range of carriers. Asian airlines, in particular, showed strong interest in the MD-12-20 for their high-capacity routes between major cities.

Several airlines configured their MD-12s with premium-heavy layouts, capitalizing on the aircraft's spacious cabin to offer luxurious first and business class products. This trend was especially prominent among Middle Eastern carriers, who used the MD-12 to compete in the lucrative long-haul premium market.

European airlines opted for the MD-12 to modernize their aging 747-100/200 fleets, drawn by the aircraft's enhanced fuel efficiency and reduced operating costs, as well as its more competitive pricing relative to the Boeing 777. Meanwhile, North American carriers utilized the MD-12 as a practical choice for high-density transcontinental routes and as a flagship for international operations.

The MD-12 had some advantages over the Boeing 777, including shorter runway requirements for takeoff and landing, better performance from hot and high airports, more affordable starting price, and an exemption from ETOPS regulations. McDonnell Douglas also claimed that the MD-12 had a 5-7% lower fuel burn than the quadjet Airbus A340. While it ultimately fell short in competition against the 777 and later the A330, the MD-12 still managed to outsell the A340.

Production and Orders

A total of 883 MD-12s were delivered before production ended in 2024, in addition to six prototype aircraft that were constructed. This makes the MD-12 the most successful widebody aircraft from McDonnell Douglas and the second best-selling trijet after the Boeing 727. It is also the best-selling widebody trijet airliner. The aircraft has since been succeeded by the twin-engine MD-15.

Production of the MD-12 was divided into three main variants. The MD-12-10, the initial passenger model, saw 180 units built before production ended in 2010, with the final aircraft delivered to Garuda Indonesia. The MD-12-20, a stretched variant, had a more extensive production run of 532 units, concluding in 2018. The last MD-12-20 was delivered to Etihad Airways. The MD-12-10F, a freighter variant, rounded out the production with 171 units, the last of which was delivered to Post OP Airlines in 2024, marking the end of the MD-12 program.

As of January 2025, 615 MD-12s remain in active service with several major operators. GoPostal Express leads the fleet size with 64 freighters, followed by Atlantic Eastern with 50 passenger aircraft, and All Nippon Airways with 42 aircraft. The versatility and reliability of the MD-12 have also made it a popular choice for government and VIP transport. It serves as the official air transport for several heads of state and/or government, including those of Australia, Brazil, India, Indonesia, and Taiwan.

Safety Record

The MD-12 has been involved in 17 notable accidents and incidents as of May 2025. Among these, nine were classified as hull loss accidents, meaning the aircraft was damaged beyond repair. Of the nine hull loss accidents, six involved fatalities, contributing to a total of 594 deaths throughout the aircraft's operational history. Despite these events, the MD-12’s safety record has remained in line with industry standards for aircraft of its size and operational scope, particularly considering its extensive use in both passenger and cargo transport. Five of the six fatal accidents involving the MD-12 were due to pilot error, while the remaining incident was an airliner shootdown.

Notable Accidents and Incidents

McDonnell Douglas demonstration flight – 17 June 1999

On June 17, 1999, an MD-12-10 aircraft operated by McDonnell Douglas Corporation crashed into the Cerro Bayo volcano on the Argentina-Chile border during a demonstration flight. The aircraft, owned by Caipira Airways and bearing the airline's livery, was touring South America as part of a pre-delivery demonstration agreement and promotional campaign. All 66 individuals on board—comprising McDonnell Douglas test pilots, company representatives, airline executives, and several journalists—lost their lives. The investigation revealed that the pilots had disabled the aircraft's Terrain Awareness and Warning System (TAWS), a crucial safety feature designed to alert the crew to potential ground hazards. They turned off the system while discussing matters with a prospective customer, which distracted them from monitoring the flight path. This breach of safety protocols and the failure to utilize available safety systems significantly contributed to the crash. The incident highlighted the necessity for strict adherence to safety measures and the importance of maintaining focus during high-risk operations, particularly when safety systems are in place. In response to the crash, McDonnell Douglas provided Caipira Airways with a new MD-12 at no cost.

Air Herler Flight 1216 – 25 August 2008

On August 25, 2008, Air Herler Flight 1216, an MD-12-20, crashed just before landing at London Gatwick International Airport. The flight, traveling from Indira Gandhi International Airport in New Delhi to London, was descending when its number one engine struck a tree approximately 27 meters (88 ft) above ground. The outboard right wing then hit some trees, leading to its breakage and causing the plane to roll over and crash inverted, resulting in 127 fatalities among the 160 people onboard. Investigations highlighted significant shortcomings in the crew's training and decision-making, as they attempted to land using an inappropriate navigation signal and ignored alarms signaling an imminent crash. Aviation safety experts noted that the survival of 33 passengers and crew, mostly seated in the rear, was largely due to the sturdy construction of the MD-12.

Air Emu Flight 69 – 21 June 2010

On June 21, 2010, Air Emu Flight 69, an MD-12-10 on a charter route from Fuaʻamotu International Airport in Tonga to Sydney International Airport, crashed into the Pacific Ocean, killing all 101 people on board. Debris from the aircraft was discovered two years later, and the flight data and cockpit voice recorders were recovered from the ocean floor three years after the incident. Investigations revealed that the pilots had allowed two flight attendants into the cockpit in an attempt to flirt. The attendants occupied the pilots' seats, and one unintentionally applied enough pressure to the yoke to disengage the autopilot, causing the plane to enter a steep bank and dive. Although the captain managed to level the aircraft, he overcorrected while trying to pull up, resulting in a stall and spin. Despite regaining control, the plane had descended too low to recover safely and ultimately crashed into the ocean.

Royal Taured Airways Flight 81 – 9 March 2011

On March 9, 2011, at the height of the first Libyan civil war and foreign military intervention, Royal Taured Airways Flight 81, an MD-12-20 on an evacuation flight from Tripoli International Airport to Tamanrasset Kuchar International Airport, was mistakenly shot down by a Dassault Mirage F-1ED fighter jet from the Libyan People's Air Force, which misidentified the passenger plane as a USAF tanker. All 295 people on board died, including Prince Zegrus of the Taured royal family, who was in Libya for mammalitarian efforts. This tragedy led the Kingdom of Taured to join the international coalition opposing Muammar Gaddafi's regime. Moreover, this incident, along with the downing of Malaysia Airlines Flight 17 three years later, resulted in the ICAO mandating that large commercial aircraft be fitted with anti-missile countermeasure systems by 2025.

GoPostal Express Flight 459 – 10 November 2020

On 10 November 2020, a cargo MD-12-10F operated by GoPostal Express as Flight 459 crashed shortly after takeoff from Denver International Airport. The investigation revealed that the flight crew had neglected to deploy the aircraft’s flaps, a critical error that caused the aircraft to stall during its initial climb. The crash resulted in the deaths of both pilots on board. The cockpit voice recorder revealed that, while taxiing and during takeoff, the pilots had been discussing the then-recent 2020 U.S. presidential election. This incident highlighted ongoing issues related to pilot error and the importance of following standard operating procedures, even in seemingly routine situations. It also renewed discussions about automated systems and whether additional safeguards could help prevent such errors in the future.

Adios Airlines Flight 628 – 7 July 2021

On July 7, 2021, Adios Airlines Flight 628, an MD-12-10 on a repositioning flight from Mexico City International Airport to Cancún International Airport, crashed in the Gulf of Mexico, killing the two pilots and an airline technician on board. Investigations revealed that the pilots attempted to reach an altitude of 50,000 feet, exceeding the aircraft’s limits and causing all three engines to fail. They were testing the empty aircraft's performance out of curiosity and for social media content. Ultimately, when the plane stalled, the pilots panicked and, instead of pushing the yoke to lower the angle of attack, pulled it, preventing the aircraft from gaining speed and lift. Unable to recover, the plane crashed belly-first into the ocean at a high vertical speed, disintegrating on impact.

Variants

MD-12-10
- Base model, similar in length to the MD-11
- Typical seating: 309 (three-class), up to 420 (all-economy)
- Range: 8,320 nmi (15,400 km)

MD-12-20
- Stretched version, 32 ft (9.8 m) longer than MD-12-10
- Typical seating: 375 (three-class), up to 515 (all-economy)
- Range: 7,020 nmi (13,000 km)

MD-12-10F
- Freighter version based on MD-12-10
- Maximum payload: 200,151 lb (90,787 kg)
- Range with full payload: 4,500 nmi (8,334 km)

Specifications (MD-12-20)

General characteristics
- Crew: 2 pilots, 8-14 cabin crew (typical)
- Capacity: 375 (typical three-class), up to 515 (all-economy)
- Length: 236 ft 6 in (72.1 m)
- Wingspan: 213 ft 0 in (64.9 m)
- Height: 60 ft 9 in (18.5 m)
- Max takeoff weight: 802,000 lb (363,781 kg)
- Fuel capacity: 66,866 U.S. gal. (253,115 liter)

Performance
- Maximum speed: Mach 0.87 (499 kn, 567 mph, 912 km/h) at cruise altitude
- Cruise speed: Mach 0.84 (482 kn, 554 mph, 892 km/h) at cruise altitude
- Range: 7,020 nmi (8,080 mi, 13,000 km)
- Service ceiling: 43,000 ft (13,100 m)
- Takeoff: 9,200 ft (2,804 m) @ MTOW, sea level, ISA
- Landing: 6,300 ft (1,920 m) @ MLW, sea level, ISA

Engines (2 options)
- 3 × General Electric CF6-80D3 turbofans, 76,000 lbf (338 kN) thrust each
- 3 × Rolls-Royce Trent 600 turbofans, 76,000 lbf (338 kN) thrust each

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Character: Atlantic Eastern @  judyjudith

Art by:  tony07734123/KangWolf