Achieving a production run of 182, the YS-11 was not a commercial success for NAMC; the consortium's ambitions of producing a turbofan-powered successor were unrealised, and burdened by debt, the company disbanded on 23 March 1983.

[2] Furthermore, while this requirement had been conceived primarily in a commercial context, there was an early recognition of the value for multiple branches of the Japanese Defense Agency (JDA) to be readily able to adopt the type as well.

[9] Furthermore, according to author Stephen C Mercado, due to the lack of available domestic technology at the time, several of the key aircraft systems, such as cabin pressurization, were copied from foreign sources; such information was gleaned from a combination of Japanese airlines, trading companies and diplomats.

[3] Throughout the YS-11's production lifetime, its electronic equipment, avionics, mechanical and fuselage components were supplied by a combination of by Japanese companies and foreign suppliers.

[3] During the late 1960s, a lack of significant international sales led to the YS-11 programme incurring persistent losses, the outstanding debt eventually growing to $600 million.

[10] Due to the organisation of the programme, the aircraft manufacturers themselves did not have any of this debt apportioned to themselves, NAMC being held solely responsible; Mercado criticised this approach as it meant there was no incentive for the individual companies to make cost savings while simultaneously guarantee profit to them on every plane produced.

[12] By the late 1970s, NAMC was hopeful on the prospects of launching a new programme to develop a jet-powered airliner, intending for it to directly compete with those being produced in the U.S. by companies such as Boeing and McDonnell Douglas.