41.5–48.5 million Developed from Variants Developed into The McDonnell Douglas MD-80 is a series of, short- to medium-range, commercial. It was lengthened and updated from the. This series can seat from 130 to 172 passengers depending on variant and seating configuration. The MD-80 series was introduced into commercial service on October 10, 1980. The series includes the MD-81, MD-82, MD-83, MD-87, and MD-88.
These all have the same fuselage length except the shortened MD-87. The series was followed into service in modified form by the in 1995 and the (originally MD-95) in 1999. This section needs additional citations for. Unsourced material may be challenged and removed. (July 2015) Background developed the DC-9 in the 1960s as a short-range companion to their larger. The DC-9 was an all-new design, using two rear fuselage-mounted turbofan engines, and a T-tail. The DC-9 has a fuselage design with five-abreast seating, and holds 80 to 135 passengers depending on seating arrangement and aircraft version.
The DC-9 family was produced in 2441 units: 976 DC-9s, 1191 MD-80s, 116 MD-90s and 155 Boeing 717s. MD-80 series The development of MD-80 series began in the 1970s as a lengthened, growth version of the DC-9-50, with a higher (MTOW) and a higher fuel capacity.
Availability of newer versions of the engine with higher bypass ratios drove early studies including designs known as Series 55, Series 50 (refanned Super Stretch), and Series 60. The design effort focused on the Series 55 in August 1977. With the projected entry into service in 1980, the design was marketed as the 'DC-9 Series 80'. Launched the Series 80 in October 1977 with an order for 15 plus an option for five. MD-81 taking off The MD-80 is a mid-size, medium-range airliner.
The series featured a fuselage 14 ft 3 in (4.34 m) longer than the DC-9-50. The DC-9's wing design was enlarged by adding sections at the wing root and tip for a 28% larger wing. The initial Series 80 first flew October 19, 1979. It was certified as a version of the DC-9. It was the second generation of the DC-9, originally called the DC-9-80 and the DC-9 Super 80.
The design was the second generation of the DC-9 with two rear fuselage-mounted engines, small, highly efficient wings, and a. The aircraft has distinctive five-abreast seating in the coach class. The aircraft series was designed for frequent, short-haul flights for 130 to 172 passengers depending on plane version and seating arrangement. Spanish airline MD-83 at, UK The MD-80 versions have cockpit, avionics and aerodynamic upgrades along with the more powerful, more efficient and quieter JT8D-200 series engines, which are a significant upgrade over the smaller JT8D-15, -17, -11, and -9 series. The MD-80 series aircraft also have longer fuselages than their earlier DC-9 counterparts, as well as longer range. Some customers, such as, still refer to the planes in fleet documentation as 'Super 80'. This model is still flown extensively by American Airlines.
Comparable airliners to the MD-80 series include the. Flight testing and certification The first MD-80, DC-9 line number 909, made its first flight on October 19, 1979. Test flying, despite two aircraft substantially damaged in accidents, was completed on August 25, 1980, when the first variant of MD-80, the JT8D-209-powered MD-81 (or DC-9-81), was certified under an amendment to the FAA for the DC-9. The flight-testing leading up to certification had involved three aircraft accumulating a total of 1,085 flying hours on 795 flights. The first delivery, to launch customer Swissair took place on September 13, 1980.
As the MD-80 was not in effect a new aircraft, it continues to be operated under an amendment to the original DC-9 FAA aircraft type certificate (a similar case to the later and aircraft). The type certificate issued to the aircraft manufacturer carries the aircraft model designations exactly as it appears on the manufacturer's application, including use of hyphens or decimal points, and should match what is stamped on the aircraft's data or nameplate. What the manufacturer chooses to call an aircraft for marketing or promotional purposes is irrelevant to the airworthiness authorities. The first amendment to the DC-9 type certificate for the new MD-80 aircraft was applied as DC-9-81, which approved on August 26, 1980.
All MD-80 models have since been approved under additional amendments to the DC-9 type certificate. In 1983, McDonnell Douglas decided that the DC-9-80 (Super 80) would be designated the MD-80. Instead of merely using the MD- prefix as a marketing symbol, an application was made to again amend the type certificate to include the MD-81, MD-82, and MD-83. This change was dated March 10, 1986, and the type certificate declared that although the MD designator could be used in parentheses, it must be accompanied by the official designation, for example: DC-9-81 (MD-81). All Long Beach aircraft in the MD-80 series thereafter had MD-81, MD-82, or MD-83 stamped on the aircraft nameplate. Although not certified until October 21, 1987, McDonnell Douglas had already applied for models DC-9-87 and DC-9-87F on February 14, 1985.
The third derivative was similarly officially designated DC-9-87 (MD-87), although no nameplates were stamped DC-9-87. For the MD-88, an application for a type certificate model amendment was made after the earlier changes, so there was not a DC-9-88, which was certified on December 8, 1987. The FAA's online aircraft registry database shows the DC-9-88 and DC-9-80 designations in existence but unused. Production.
Flight deck of a MD-83 The second generation (later named MD-80s) was produced on a common line with the first generation DC-9s, with which it shares its line number sequence. After the delivery of 976 DC-9s and 108 MD-80s, McDonnell Douglas stopped DC-9 production. Hence, commencing with the 1,085th DC-9/MD-80 delivery, an MD-82 for in December 1982, all DC-9s produced were Series 80s/MD-80s. In 1985, McDonnell Douglas, after years of negotiating attributed to Gareth C.C. Chang, president of a McDonnell Douglas subsidiary, signed an agreement for joint production of MD-80s and MD-90s in the People's Republic of China. The agreement was for 26 aircraft, of which 20 were eventually produced along with two MD-90 aircraft.
During 1991, MD-80 production had reached a peak of 12 per month, having been running at approximately 10 per month since 1987 and was expected to continue at this rate in the near term (140 MD-80s were delivered in 1991). As a result of the decline in the air traffic and a slow market response to the MD-90, MD-80 production was reduced, and 84 aircraft were handed over in 1992. A further production rate cut resulted in 42 MD-80s delivered during 1993 (3.5 per month) and 22 aircraft were handed over. MD-80 production ended in 1999. Derivative designs. UnDucted Fan demonstrator at 1988 The was developed from the MD-80 series and is a 5-foot-longer (1.5 m), updated version of the MD-88 with a similar electronic flight instrument system (EFIS) , and improved, and quieter high-bypass. The MD-90 program began in 1989, first flew in 1993, and entered commercial service in 1995.
Several other proposed variants never entered production. One proposal was the, which was fitted with turbofan engines. Previously, an MD-81 was used as a testbed for unducted fan engines, such as the and the. The MD-95 was developed to replace early DC-9 models, then approaching 30 years old. The project completely overhauled the original DC-9 into a modern airliner. It is slightly longer than the DC-9-30 and is powered by new engines.
The MD-95 was renamed after the McDonnell Douglas—Boeing merger in 1997. Freighter conversions In February 2010, Aeronautical Engineers Inc. (AEI) based in, Florida announced it was beginning a freighter conversion program for the MD-80 series. The converted aircraft use the 'MD-80SF' designation. AEI was the first firm to receive a supplemental type certificate for the MD-80 family from the in February 2013.
The first conversion was undertaken on an ex-American Airlines MD-82 aircraft, which was used as a testbed for the supplemental type. The MD-80SF made its inaugural flight on 28 September 2012. AEI is certified to perform conversions on MD-81, MD-82, MD-83, and MD-88 aircraft. The launch customer for the conversion service is. In October 2015, the MD-80SF was approved by the.
The first MD-80SF was delivered to Everts Air Cargo in February 2013. Operational history. A Delta MD-88 at in Oklahoma City, Oklahoma, USA The MD-80 series has been used by airlines around the world. Major customers have included, (JAS), (PSA), (SAS),.
American Airlines was the first US to order the MD-80 when it leased twenty 142-seat aircraft from McDonnell Douglas in October 1982 to replace its -100. It committed to 67 firm orders plus 100 options in March 1984, and in 2002 its fleet peaked at more than 360 aircraft, 30% of the 1,191 produced. It will remove all of its MD-80s by 2019, replacing them with 737-800s. Due to the use of the aging JT8D engines, the MD-80 is not fuel efficient compared to the A320 or newer 737 models; it burns 1,050 US gal (4,000 l) of jet fuel per hour on a typical flight, while the larger burns 850 US gal (3,200 l) per hour (19% reduction). Starting in the 2000s, many airlines began to retire the type. Alaska Airlines' tipping point in using the 737-800 was the $4 per gallon price of jet fuel the airline was paying by the summer of 2008; the airline stated that a typical Los Angeles-Seattle flight would cost $2,000 less, using a Boeing 737-800, than the same flight using an MD-80.
Announced on July 14, 2008, that it would retire all 12 of its MD-80s (used primarily on routes to the West Coast) by the fall. The JT8D's comparatively lower maintenance costs due to simpler design help narrow the fuel cost gap.
Variants. This section includes a, but its sources remain unclear because it has insufficient. Please help to this section by more precise citations.
(July 2015) Dimensions: The basic 'long-body' MD-80 versions (MD-81, MD-82, MD-83, and MD-88) have an overall length of 147 ft 10 in (45.06 m), and a fuselage length of 136 feet 5 inches (41.58 m) that is 4.62 m longer than the DC-9-50 and 13.5 m longer than the initial DC-9, the Series 10. Wingspan was also increased by 4.4 m in comparison with earlier DC-9s at 107 feet 10.2 inches (32.873 m). The aircraft's passenger cabin, from cockpit door to aft bulkhead, is 101 feet 0 inches (30.78 m) long and, as with all versions of the DC-9, has a maximum cabin width (trim-to-trim) of 123.7 inches (3.14 m). Powerplant: The initial production version of the MD-80 was the Pratt and Whitney JT8D-209 18,500 lbf (82 kN) thrust powered MD-81.
Later build MD-81s have been delivered with more powerful JT8D-217 and -219 engines. APU: All versions of the MD-80 are equipped with an AlliedSignal (Garrett) GTCP85-98D APU as standard, which is located in the aft fuselage. Flight deck: The MD-80 is equipped with a two crew flightdeck similar to that on the DC-9 from which it evolved. Later models could be equipped to a higher specification with EFIS displays in place of the traditional analogue instruments, TCAS, windshear detection, etc.
An EFIS retrofit to non-EFIS equipped aircraft is possible. Cabin: Typical passenger cabin seating arrangements include: A mixed-class, with aft full-service galley, configuration for a total of 135 passengers with 12 first class, four-abreast 36-inch seat pitch. 123 economy-class passengers, five-abreast, 32 in pitch. All-economy layout for 155 passengers, five-abreast, 32- and 33-inch pitch.
A typical high-density layout is for 167 one class (i.e., ). Undercarriage: All versions of the MD-80 are equipped with a tricycle undercarriage, featuring a twin nose unit with spray deflector and twin main units with rock deflectors. The MD-80T, developed for the Chinese, differs in that the main units are each fitted with a four-wheel double main bogey undercarriage to reduce pavement loading. Aerodynamic improvements: From mid-1987, new MD-87-style low-drag 'beaver' tail cones were introduced on all series of MD-80s, reducing drag and improving fuel burn.
Some operators have been modifying the old DC-9-style cones on earlier-build MD-80s to the new low-drag style. Scandinavian Airlines System has done this, citing the improved economics and cosmetics from the modification. MD-81 The MD-81 (or as it was originally known the DC-9 Super 81 or DC-9-81) was the first production model of the MD-80, and apart from the MD-87, the differences between the various long-body MD-80 variants is relatively minor.
The four long-body models (MD-81, MD-82, MD-83, and MD-88) only differ from each other in having different engine variants, fuel capacities, and weights. The MD-88 and later build versions of the other models have more up-to-date flight decks featuring for example EFIS. Performance: Standard maximum take-off weight (MTOW) on the MD-81 is 140,000 lb (64,000 kg) with the option to increase to 142,000 lb (64,000 kg). Fuel capacity is 5,840 US gallons (22,100 L), and typical range, with 155 passengers, is 1,565 nmi. MD-81 timeline.
Formal launch: October 1977. First flight: October 18, 1979. FAA certification: August 25, 1980. First delivery: September 13, 1980 to. Entry into service: October 10, 1980 with Swissair on a flight from Zurich to Heathrow. Last delivery: June 24, 1994 to MD-82.
An MD-82 Announced on April 16, 1979, the MD-82 (DC-9-82) was a new MD-80 variant with similar dimensions to those of the MD-81 but equipped with more powerful engines. The MD-82 was intended for operation from ' airports but also offered greater payload/range when in use at 'standard' airfields. Is the world's largest operator of the MD-82, with at one point over 300 MD-82s in the fleet. Originally certified with 20,000 lbf (89 kN) thrust JT8D-217s, a -217A-powered MD-82 was certified in mid-1982 and became available that year. The new version featured a higher MTOW (149,500 lb (67,800 kg)), while the JT8D-217As had a guaranteed take-off thrust at temperature of up to 29 degrees C or 5,000 ft (1,500 m) altitude.
The JT8D-217C engines were also offered on the MD-82, giving improved (TSFC). Several operators took delivery of the -219-powered MD-82s, while ordered its MD-82s powered by the lower-thrust -209 engine. The MD-82 features an increased standard MTOW initially to 147,000 lb (67,000 kg), and this was later increased to 149,500 lb (67,800 kg). Standard fuel capacity is the same as that of the MD-81, 5,840 US gal (22,100 L), and typical range with 155 passengers is 2,050 nmi (3,800 km). MD-82 timeline. Announced/go-ahead: April 16, 1979. First flight: January 8, 1981.
FAA certification: July 29, 1981. First delivery: August 5, 1981 to. Entry into service: August, 1981 with Republic Airlines. Last delivery: November 17, 1997 to of Taiwan The MD-82 was assembled under license in Shanghai by the (SAIC) beginning in November 1986; the sub-assemblies were delivered by McDonnell Douglas in kit form. China had begun design on a cargo version, designated Y-13, but the project was subsequently cancelled with the conclusion of the licensed assembly of the MD-82 and MD-90 in China. In 2012, Aeronautical Engineers Inc. Performed the first commercial freighter conversion of an MD-82.
MD-83 The MD-83 (DC-9-83) is a longer range version of the basic MD-81/82 with higher weights, more powerful engines, and increased fuel capacity. Powerplant: Compared to earlier models, the MD-83 is equipped with slightly more powerful 21,000 lbf (93 kN) thrust Pratt and Whitney JT8D-219s as standard. Performance: The MD-83 features increased fuel capacity as standard (to 6,970 US gal (26,400 L)), which is carried in two 565 US gal (2,140 L) auxiliary tanks located fore and aft of the center section. The aircraft also has higher operating weights, with MTOW increased to 160,000 lb (73,000 kg) and MLW to 139,500 lb (63,300 kg).
Typical range for the MD-83 with 155 passengers is around 2,504 nautical miles (4,637 km). To cope with the higher operating weights, the MD-83 incorporates strengthened landing gear including new wheels, tires, and brakes, changes to the wing skins, front spar web and elevator spar cap, and strengthened floor beams and panels to carry the auxiliary fuel tanks. From MD-80 line number 1194, an MD-81 delivered in September 1985, it is understood that all MD-80s have the same basic wing structure and in theory could be converted to MD-83 standard.
MD-83 timeline. Announced/go-ahead: January 31, 1983.
First flight: December 17, 1984. FAA certification: October 17, 1985 (MTOW 149,500 lb (67,800 kg)). MTOW of 160,000 lb (73,000 kg) certified November 4, 1985. First delivery: February, 1985 to – initially as -82 powered by -217A engines and certified as MD-82s. Alaska Airlines' first four aircraft were subsequently re-engined and re-certified as MD-83s. Entry into service: February, 1985 with Alaska Airlines.
Last delivery: December 28, 1999 to MD-87. A MD-87 In January 1985 McDonnell Douglas announced it would produce a shorter fuselage MD-80 variant, designated MD-87 (DC-9-87), which would seat between 109 and 130 passengers depending upon configuration.
The designation was intended to indicate its planned date of entry into service, 1987. Dimensions: With an overall length of 130 ft 5 in (39.75 m), the MD-87 is 17 ft 4 in (5.28 m) shorter than the other MD-80s but is otherwise generally similar to them, employing the same engines, systems and flight deck. The MD-87 features modifications to its tail, with a fin extension above the tailplane. It also introduced a new low drag 'beaver' tail cone, which became standard on all MD-80s.
Ruger P89 Breakdown Instructions
Powerplant: The MD-87 was offered with either the 20,000 lbf (89 kN) thrust JT8D-217C or the 21,000 lbf (93 kN) thrust -219. Performance: Two basic versions of the MD-87 were made available with either an MTOW of 140,000 lb (64,000 kg) and MLW of 128,000 lb (58,000 kg) or an MTOW of 149,000 lb (68,000 kg) and an MLW of 130,000 lb (59,000 kg). Fuel capacity is 5,840 US gal (22,100 l), increasing to 6,970 US gal (26,400 l) with the incorporation of two auxiliary fuel tanks.
Typical range with 130 passengers, is 2,370 nmi (4,390 km) increasing to 2,900 nmi (5,400 km) with two auxiliary fuel tanks. Cabin: The MD-87 provides typical mixed-class seating for 114 passengers or 130 in an all economy layout (five-abreast 31 in and 32 in seat pitch). The maximum seating, exit limited, is for 139 passengers.
MD-87 timeline. At, an MD-87 previously flown by and before being modified for. Announced/go-ahead: January 1985. First flight: December 4, 1986. FAA certification: October 21, 1987. First delivery: November 27, 1987 to.
Last delivery: March 27, 1992 to (SAS) MD-88 The MD-88 was the last variant of the MD-80, which was launched on January 23, 1986 on the back of orders and options from for a total of 80 aircraft. The MD-88 is, depending on specification, basically similar to the MD-82 or MD-83 except it incorporates an EFIS cockpit instead of the more traditional analog flight deck of the other MD-80s.
Other changes incorporated into the MD-88 include a wind-shear warning system and general updating of the cabin interior/trim. These detail changes are relatively minor and were written back as standard on the MD-82/83. The wind-shear warning system was offered as a standard option on all other MD-80s and has been made available for retrofitting on earlier aircraft including the DC-9. Delta's earlier delivered MD-82s were upgraded to MD-88 specifications. When McDonnell Douglas was asked why these aircraft were MD-88s and not MD-82s, they said the customer, Delta Air Lines, thought its specification was sufficiently different to warrant a new designation.
Md80 Camera
MD-88 deliveries began in December 1987 and it entered service with Delta in January 1988. Performance: The MD-88 has the same weights, range, and airfield performance as the other long-body aircraft (MD-82 and MD-83) and is powered by the same engines.
MDC quotes a typical range for the MD-88 as 2,050 nmi (3,800 km) with 155 passengers. Range with 155 passengers is increased to 2,504 nmi (4,637 km) with two additional auxiliary fuel tanks (similar to the MD-83). According to a article published March 9, 2015, 'pilots and other safety experts have long known that when the MD-88's reversers are deployed, its rudder.sometimes may not be powerful enough to control deviations to the left or right from the center of a runway.safety board investigators, among other things, are looking to see if this tendency played any role in the crash.' Referring to at 's La Guardia Airport in March 2015. MD-88 timeline.
Announced/go-ahead: January 23, 1986. First flight: August 15, 1987. FAA certification: December 8, 1987. First delivery: December 19, 1987 to Delta Air Lines.
Entry into service: January 5, 1988 with Delta Air Lines. Last delivery: June 25, 1997 to Undeveloped variants. This section needs additional citations for.
Unsourced material may be challenged and removed. (October 2012) MD-80 Advanced McDonnell Douglas revealed at the end of 1990 that it would be developing an MD-80 improvement package with the intent to offer beginning in early 1991 for delivery from mid-1993. The aircraft became known as the MD-80 Advanced. The main improvement was the installation of Pratt & Whitney JT8D-290 engines with a 1.5 in larger diameter fan and would, it was hoped, allow a 6 dB reduction in exterior noise. Due to lack of market interest, McDonnell Douglas dropped its plans to offer the MD-80 Advanced during 1991. Then in 1993, a 'mark 2' MD-80 Advanced version reappeared with the modified JT8D-290 engines as previously proposed. The company also evaluated the addition of winglets on the MD-80.
In late 1993, Pratt & Whitney launched a modified version of the JT8D-200 series, the -218B, which was being offered for the DC-9X re-engining program, and was also evaluating the possibility of developing a new JT8D for possible retrofit on the MD-80. The engine would also be available on new build MD-80s. The 18,000 lbf (80 kN) to 19,000 lbf (85 kN) thrust -218B engine version shares a 98% commonality with the existing engine, with changes designed to reduce NOx, improve durability, and reduce noise levels by 3 dB. The 218B could be certified in early to mid-1996. The new engine, dubbed the '8000', was to feature a new fan of increased diameter (by 1.7 in), extended exhaust cone, a larger LP compressor, a new annular burner, and a new LP turbine and mixer. The initial thrust rating would be around 21,700 lbf (97 kN).
A launch decision on the new engine was expected by mid-1994, but never occurred. The MD-80 Advanced was also to offer a new flight deck instrumentation package and a completely new passenger compartment design. These changes would be available by retrofit to existing MD-80s, and was forecast to enter service by July 1993. The MD-80 Advanced was to incorporate the advanced flight deck of the MD-88, including a choice of reference systems, with an inertial reference system as standard fitting and optional attitude-heading equipment.
It was to be equipped with an electronic flight instrument system (EFIS), an optional second flight management system (FMS), and light-emitting diode (LED) dot-matrix electronic engine and system displays. A Honeywell wind-shear computer and provision for an optional traffic-alert and collision avoidance system (TCAS) were also to be included. A new interior would have a 12% increase in overhead baggage space and stowage compartment lights that come on when the doors open, as well as new video system featuring drop-down LCD monitors above. The lack of market interest for the MD-80 Advanced during 1991 led McDonnell Douglas to drop its plans for the development. Derivatives The is a stretched variant with two more powerful V2500 engines. The MD-90ER extended range version was also offered.
The was developed as a replacement for the earlier DC-9-30. After McDonnell Douglas and Boeing merged it was renamed and produced as the Boeing 717. Operators.
Main article: There were 298 MD-80 series aircraft in service as of July 2018, with operators including (101), (43), (32), (12), (9), (9) and other carriers with smaller fleets. In addition to passenger airlines, several MD-87 planes have been converted for aerial firefighting use by Aero Air/Erickson Aero Tanker.
Deliveries Deliveries Type Total 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 1988 1987 1986 1985 1984 1983 1982 1981 1980 MD-81 132 3 3 5 15 5 8 6 4 9 8 1 1 11 48 5 MD-82 539 2 2 13 8 14 18 48 48 37 51 50 64 55 43 50 23 13 MD-82T 30 1 1 2 6 8 6 4 2 MD-83 265 26 8 9 10 5 11 12 25 26 30 26 26 31 12 8 MD-87 75 5 13 25 15 14 3 MD-88 150 5 13 29 32 23 25 19 4 Total 1,191 26 8 16 12 18 23 43 84 140 139 117 120 94 85 71 44 51 34 61 5 Accidents and incidents As of February 2018, the MD-80 series has been involved in 71 incidents, including 35, with 1,446 fatalities of occupants. Notable accidents and incidents.
On December 1, 1981, MD-81 (YU-ANA), crashed into 's Mt. San Pietro during a holding pattern for landing at, France.
All 180 passengers and crew were killed. This was the first-ever fatal incident involving the MD-80 series and also the deadliest. On August 16, 1987, MD-82, crashed shortly after takeoff from due to flight crew's failure to use the taxi checklist to ensure the flaps and slats were extended for takeoff according to the. All crew and passengers were killed with the exception of a four-year-old girl, Cecelia Cichan. On December 27, 1991, MD-81 OY-KHO 'Dana Viking', crash-landed at, Sweden. In the initial climb, both engines ingested broken loose from the wings (although they had been properly deiced before departure). The ice damaged the compressor blades causing compressor stall.
The stall further caused repeated engine surges that finally destroyed both engines, leaving the aircraft with no. The aircraft landed in a snowy field and broke into three parts. No fire occurred and all aboard survived.
On November 13, 1993, MD-82, crashed before landing at in,. On July 6, 1996, an MD-88, attempting to take off from Pensacola Regional Airport experienced an uncontained, catastrophic turbine engine failure that caused debris from the front compressor hub of the number one left engine to penetrate the left aft fuselage. The penetrating debris left two passengers dead and two severely injured; all were from the same family. The pilot aborted takeoff and the airplane stopped on the runway.
On June 1, 1999, an MD-82, attempting to land in severe weather conditions at Little Rock Airport overshot the runway and crashed into the banks of the. Eleven people, including the captain, died.
On January 31, 2000, an MD-83, crashed in the, due to loss of horizontal stabilizer control. All 88 passengers and crew on board were killed. Following the crash, an improperly maintained nut and jackscrew recovered from the aircraft were found to be excessively worn. An airworthiness directive (AD) was issued by the FAA requiring more frequent inspections and lubrication of the jackscrew assembly. On October 8, 2001, Flight 686, MD-87 SE-DMA collided with a small jet during take-off at, Italy.
The left 118 people dead. The cause of the accident was a misunderstanding between air traffic controllers and the Cessna jet, plus the ground movement radar that was inoperative at the time of the accident. The SAS crew had no role in causing the accident. On May 7, 2002, an MD-82, from to, crashed into Dalian Bay near Dalian, after the pilot reported 'fire on board'. All 112 people on board were killed. Investigators determined that the fire had been set by a suicidal passenger.
On November 30, 2004, MD-82, crashed on landing at in, Indonesia, and overran the end of the runway, causing the death of 25 passengers and crew. On August 16, 2005, MD-82, crashed in a mountainous region in northwest Venezuela killing all 152 passengers and eight crew. On March 4, 2006, Lion Air Flight 8987, MD-82, after landing at Juanda International Airport applied reverse thrust, although the reversers were stated to be out of order. This caused the aircraft to veer to the right and skid off the runway coming to rest 7,000 ft (2,100 m) on the approach end of Runway 10. No one was killed, but the aircraft sustained $3 million in damage. On March 16, 2007, a MD-82, registration LZ-LDD leased from was damaged beyond repair in a hard landing accident in. There were no fatalities.
On September 16, 2007, MD-82, crashed at the side of the and exploded after an apparent attempt to execute a in bad weather at in, Thailand. Eighty-nine of the 130 passengers and crew on board were killed. On November 30, 2007, MD-83, crashed in the southwestern province of Isparta, Turkey, killing all 57 passengers and seven crew. The cause of the crash was attributed to pilot. Between March 26 and March 27, 2008 and then again between April 8 and April 12, 2008, an safety audit of American Airlines forced the airline to ground its entire fleet of MD-80 series aircraft (approximately 300), to inspect the aircraft's hydraulic wiring. American was forced to cancel nearly 2,500 flights in March and over 3,200 in April.
In addition, Delta Air Lines inspected its own MD-80 fleet to ensure its 117 MD-80s were also operating within regulation. This prompted Delta to cancel 275 flights. On August 20, 2008, MD-82 registration EC-HFP, from 's crashed shortly after takeoff on a flight to in the.
The MD-82 had 162 passengers and ten crew on board, of whom 18 survived. The crash was caused by attempting to take off with the flaps and slats retracted. The flight crew omitted the 'set flaps and slats' item in both the After Start checklist and the Takeoff Imminent checklist. On November 19, 2009, Flight 3711, MD-82 9Q-CAB, overran the runway on landing at, and suffered substantial damage. The overrun area was contaminated by solidified.
On June 21, 2010, Flight 601, MD-82 9Q-COQ, burst a tire on take-off from, Democratic Republic of the Congo. Hydraulic systems and port engine were damaged and the nose gear did not lower when the aircraft returned to N'djili. All 110 people on board escaped uninjured. The airline blamed the state of the runway for the accident, but investigators found no fault with the runway. Delta Airlines Flight 1086 resting on the seawall following its overrun at La Guardia.
On January 24, 2012, Flight 94, MD-83 registration EC-JJS, suffered a wingtip strike while landing at, Afghanistan. Although there were no injuries to the 92 passengers and crew on board, the starboard wing sustained a broken main spar and the aircraft was damaged beyond economic repair. It was consequently scrapped at Kandahar. On June 3, 2012, MD-83 registration 5N-RAM, crashed into a two-story building in, caused by engine failure.
All 153 passengers and crew on board were killed, as well as 10 on the ground. On July 24, 2014, registration EC-LTV, a scheduled flight from Ouagadougou, Burkina Faso, to Algiers, Algeria operated with an MD-83 leased from Swiftair, with 110 passengers and six crew from 15 nationalities on board crashed southeast of, Mali about 50 minutes after take off. All 116 passengers and crew were killed.
On March 5, 2015, skidded off the runway on landing at, in snowy weather. The MD-88 operating the flight, N909DL, was severely damaged. A few minor injuries occurred during evacuation via the emergency chutes. Investigators from the were reportedly focusing on the aircraft's braking system and rudder. On March 8, 2017 an Ameristar Jet Charter MD-83 (N786TW) slid off the runway at in high winds during an aborted takeoff.
The passengers, which included the team, exited through emergency doors onto wings and slides without injures, but there was extensive damage to the aircraft. Aircraft on display. 49289 – MD-82 on display at the in.
The cabin has been converted into a movie theater to become the 'MD-80 Discovery Center'. This airframe was donated to the museum by American Airlines, which had operated it as N259AA. 49304 – MD-82 is on static display at the Carolina Children's Museum in. This airframe was previously operated by American Airlines as N292AA. 49684 – MD-82 owned by and located at the in.
It is used by the university's School of Mechanical and Aerospace Engineering as part of its education programs. This airframe was donated to the college by American Airlines, which had operated it as N491AA.
Specifications.
Not all systems are fully operational, for instance the right IRS mode selector can not be moved, call me stupid but I tried moving that switch for minutes with no results before I looked that up. That was a bit odd why only the left but not the right one?
I was thinking I kept missing the hidden clickspot or something. Too bad the mousewheel is not supported it would make flipping switches and turning dials so much easier.
Another small glitch was when turning on the fuel pumps the messages didn’t disappear on the annunciator panel unlike on the real aircraft. The aircraft doesn’t not come with his own load & fuel manager like some other payware add ons do, I dont mind this much as the default load & fuelmanager build in X-Plane works good enough for me. But dont bother looking for an other one. Now I did some research on the Internet and I came across froogle’s video where he takes a closer look at the aircraft along with a real MD-80 pilot besides him. And he founds a few wrong or strange issues with the aircraft like the EGT for the APU going way too high.
Now I can relate to that as several times the EGT even when up to 700 in my case which is very unusual and if it happends in the real aircraft usually this means something is way off. If you are familiar with Boeing aircraft then the FMC should feel very familiar. The FMC’s are cloned so they cant work seperately you cant display the PROG page on one FMC and the LEGS on the other. But what am I saying this aircraft’s FMC doesn’t even include the FIX, HOLD nor PROG page in the FMC. To me this was a big loss to be honest.
I can relate to the people who says this product is not fnishd. The FMC does pick up the weights of the aircraft automatically when clicking next to it. Same goes for the Vspeeds they are all calculated automatically, at least something is easy in this aircraft 🙂 But hold on we’re not out of the woods (read runway) yet. The performance calculations for the VNAV are completely screwed up and that’s cause of the cost index it seems. The developer responded to this as they had to little on this and this will be fixed in future updates. The autopilot on the other hand is quite differen from your regular Boeings, There is no APP button but there is an ILS button.
The usual LNAV which we usually use for Lateral navigation in the FMC is just called NAV button on the autopilot. NO not MCP But FGCP ( Flight Guidance Control Panel) Flightdynamics Okay after biting that bullet it’s time for the most difficult part for a flightsimmer which is without doubt the flightdynamics how to evaluate that without ever been behind the yoke of a real MD-80. I always wondered why the gave the MD-80 the nickname the Mad dog, know I know this baby can climb like an elevator that’s for sure. I usualy fly manualy after take off untill about 2500 ft. With my first take off started without setting any flightplan & autopilot or what so ever and that nearly left a big crater in the ground not far from the airport. This is not an aicraft you pick for just a quick flight, you have treat her with respect or she will bite your face straight off. When pushing the throttle form idle to full power it takes a while to spool the engines up. Once you get a hand of it She is a joy to fly manual.
The wings have some very nice flex to them as well, it’s nice to see them bounce especially from inside the cabine with the realistic windowview. Sounds The sounds are amazing from this bird, I’ve been on the MD-80 only once on a Delta flight from Atlanta to Miami I must say the sound of the engines are very well captured.
Ofcourse there are more sounds than from the engines only. From the moment you get in the flightdeck and start flipping switches and knobs it all feels very natural like it should. Every sound or noise feels very life like from deploying spoiers to reversers and even the warning sounds.
The radio altimeter sound when passing decision height has a very unique and funny sound. Performance This is someting what people ask me alot, how are the FPS with this bird. Well it all depends on how wisely or crazy you have you rendering settings on. Below you’ll find a sceenshot of my settings + my specs. At major Airports I was still able to get around 30 Fps while on approach in the VC which is pretty good. On top of that I also use SkyMaxx Pro v3. Although I have quite a powerful sysem i dont max anything out My specs: Intel I7 6700K “SKYLAKE” overclocked to 5 Ghz Asus Z170 Pro Gamer 16 GB DDR4 memory 2x GTX 980 in SLI windows 10 pro x64 Conclusion When it comes to looks and eyecandy this aircraft has the whole package, the modeling is briliant the textures look amazing inside and out.
The sounds are good as well. The only thing where Rotate sim drops the ball in my opinion is with the system simulations. Now i’ve hearf they are working on updates and fixes and I have good confidence in that.
If you’re looking for a decent MD-80 go for it by all means you wont be disappointed. But I would recommend you to wait maybe be longer at least till all the minor glitches and hickups are out of the systems. I’ve flewn this bird close to 100 hours which I do for all my aircraft reviews and I enjoyed it very much. Finally I would like to thank the guys from the X-Plane store for sending us a review sample.