Misplaced Pages

#569430

95-648: The McDonnell Douglas MD-80 is a series of five-abreast single-aisle airliners developed by McDonnell Douglas . It was produced by the developer company until August 1997 and then by Boeing Commercial Airplanes . The MD-80 was the second generation of the DC-9 family, originally designated as the DC-9-80 (DC-9 Series 80) and later stylized as the DC-9 Super 80 (short Super 80 ). Stretched, enlarged wing and powered by higher bypass Pratt & Whitney JT8D -200 engines,

190-451: A T-tail , and has cockpit, avionics and aerodynamic upgrades. The airliner is designed for frequent, short-haul flights for up to 172 passengers depending on airplane version and seating arrangement. The flight deck of the MD-80 aircraft featured advancements from the previous DC-9 series aircraft. Electro-mechanical instrumentation with an attitude-heading reference system was standard, with

285-555: 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 temperatures up to 29 °C (84 °F) or 5,000 ft (1,500 m) altitude. The JT8D-217C engines were also offered on the MD-82, giving improved Thrust specific fuel consumption (TSFC). Several operators took delivery of

380-491: 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. These changes would be also available by retrofit to existing MD-80s. Due to lack of market interest, McDonnell Douglas dropped its plans to offer the MD-80 Advanced during 1991. In the course of 1993, a "mark 2" MD-80 Advanced version reappeared with

475-478: 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

570-474: 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. Upon cancellation of the co-production program, China refused to return the tooling used to McDonnell Douglas, and subsequently used it and the fuselage cross-section design in what became

665-643: A T-tail configuration, a narrow-body fuselage with five-abreast seating for 80 to 135 passengers. The success prompted the manufacturer to further develop the aircraft family with the last member, Series 50, as the reference aircraft. In the 1970s, McDonnell Douglas began development of the first derivative or second generation of the DC-9 family, a lengthened version of the Series 50, with a higher maximum take-off weight (MTOW), larger wing, new main landing gear , and higher fuel capacity. Availability of newer versions of

760-581: A modern cockpit with EFIS displays. The MD-87 is 17 ft (5.3 m) shorter for 130 passengers in economy and has a range up to 2,900 nmi (5,400 km; 3,300 mi). The MD-80 series initially competed with the Boeing 737 Classic and then also with the Airbus A320ceo family . Its successor, introduced in 1995, the MD-90 , was a further stretch powered by IAE V2500 high-bypass turbofans, while

855-551: A multi-panel electronic flight instrument system standard on later build aircraft. Earlier aircraft were upgradeable to EFIS instrumentation. A full flight management system or Performance Management Computer was offered. A traffic alert and collision avoidance system, a state-of-the-art inertial reference system, and LED dot-matrix displays for engine and system monitoring were all available on later build aircraft as standard. The MD-80 features an advanced avionics suite which includes two autonomous digital flight guidance computers. It

950-516: A new variant may require re-certification. Again the basic process of type certifications is repeated (including maintenance programs). However, unaltered items from the basic design need not be retested. Normally, one or two of the original prototype fleet are remanufactured to the new proposed design. As long as the new design does not deviate too much from the original, static airframes do not need to be built. The resultant new prototypes are again subjected to flight tests. Upon successful completion of

1045-740: A particular type design. ADs are used by the certifying authority to notify aircraft owners and operators of unsafe conditions and to require their correction. ADs prescribe the conditions and limitations, including inspection, repair, or alteration under which the product may continue to be operated. With increasing in-service experience, the type certificate holder may find ways to improve the original design resulting in either lower maintenance costs or increased performance. These improvements (normally involving some alterations) are suggested through service bulletins to an aircraft owners/operators as optional (and may be extra cost) items. The owner/operator shall exercise their discretion whether or not to incorporate

SECTION 10

#1732765334570

1140-479: A single port at an average flow rate of 450 gallons per minute, giving the load time of under seven minutes. Another interesting feature of the MD-87 tanker, as well as Douglas DC-7s and some other large tanker-modified aircraft, is that the plane can be flown with the landing gear down during the retardant drop, which reduces airspeed while allowing higher engine RPMs , reducing lag on post-drop climb out- similar to

1235-464: A speed brake. Occasionally only the main gear are extended with nose gear stowed. When pulling off or up after a retardant drop the pilots simply want as much aircraft performance available as possible. References: Flight International's Commercial Aircraft of the World 1981, 1982, 1983, Jane's All the World's Aircraft 1994–1995, and 2004–2005. The MD-81 (originally known as the DC-9 Super 81 or DC-9-81)

1330-458: A third party Supplemental type certificate (STC). The choice is determined by considering whether or not the change constitutes a new design (i.e. introduces risk not considered in the first type design). If so, then type design holder must develop and approve a modification to the type design. If the regulatory authority agrees the change does not introduce new risk, the STC option is available. An STC

1425-505: A total of 1,085 flying hours on 795 flights. After production of the first generation ended in late 1982, a new designation with McDonnell Douglas initials, MD-80, was proposed as the type designation for the second generation and in July 1983, McDonnell Douglas decided that the Super 80 would be officially designated the MD-80. However, the type designation according to the type certificate (TC)

1520-400: Is also equipped with a glareshield-mounted flight guidance control panel, flight director, autothrottle, thrust mode selection system, and an autoland system. The left side of the main cabin features aisle seats. It comprises three to six rows in the first class section, seven to 32 in the main cabin and around 21 in the exit row. It features five-abreast seating in the coach class. The MD-80

1615-1515: Is insufficient for fully laden operations and operates at reduced capacity like the Airbus A318 , while the Airbus A321LR could replace the less fuel efficient Boeing 757s used since their production ended in 2004. Boeing will face competition and pricing pressure from the Embraer E-Jet E2 family , Airbus A220 (formerly Bombardier CSeries) and Comac C919 . Between 2016 and 2035, FlightGlobal expects 26,860 single-aisles to be delivered for almost $ 1380 billion, 45% Airbus A320 family ceo and neo and 43% Boeing 737 NG and max. By June 2018, there were 10,572 Airbus A320neo and Boeing 737 MAX orders: 6,068 Airbuses (57%, 2,295 with CFMs, 1,623 with PWs and 2,150 with not yet decided engines) and 4,504 Boeings (43%); 3,446 in Asia-Pacific (33%), 2,349 in Europe (22%), 1,926 in North America (18%), 912 in Latin America (9%), 654 in Middle East (6%), 72 in Africa (1%) and 1,213 not yet bounded (11%). Many airlines have shown interest in

1710-463: Is issued by a regulatory authority, and once issued, the design cannot be changed unless at least part of the process for certification is repeated to cover the changes. The TC reflects a determination made by a regulatory authority that the type design is in compliance with airworthiness requirements. Examples of regulatory authorities are the United Kingdom's Civil Aviation Authority (CAA),

1805-446: Is issued by the aircraft operator and approved by the regulatory authority of the state of registry to maintain the airworthiness of the aircraft of the type owned by the operator. Maintenance tasks outlined in the maintenance program have to be scheduled and timely accomplished in order for the airworthiness certificate of their aircraft to remain valid. Other continuing airworthiness activities include additional tasks associated with

1900-568: Is issued for each aircraft that is properly registered if it conforms to its type design and ready for safe operation. The CoA is valid and the aircraft may be operated as long as it is maintained in accordance with the rules issued by the regulatory authority. The concept of a 'type certificate' was introduced by the "Air Navigation Regulations" published in May 1919 by the UK's Secretary of State for Air , Winston Churchill . The Buhl-Verville CA-3 Airster

1995-421: Is less expensive because the design change can be developed by a specialized design organization, a generally more flexible and efficient process than going through the original manufacturer. The STC defines the product design change, states how the modification affects the existing type design, and lists serial numbers of the aircraft affected. It also identifies the certification basis for regulatory compliance for

SECTION 20

#1732765334570

2090-506: Is powered by two more powerful, more efficient and quieter Pratt & Whitney JT8D-209 turbofan engines, which are a significant upgrade over the smaller JT8D-15, -17, -11, and -9 series. Each engine can produce 82–93 kN of thrust. The JT8D-209 is an advanced engine operated by 350 operators to power around 4,500 aircraft. The engine provides high reliability and low maintenance costs. The engine operates at 77–84 °F (25–29 °C) flat–rated temperature. The maximum and cruise speed of

2185-645: Is still the original (DC-9 prefix) to save on certification costs, but could also be provided with the new (MD prefix) written in parentheses, e.g. DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83) and DC-9-87 (MD-87). Only the last variant, the MD-88, was officially certified under the MD designation. Following the MD-81's first flight on October 18, 1979, the MD-82 and MD-83 made their maiden flights on January 8, 1981, and December 17, 1984, respectively. They were then certified by

2280-454: Is well short of the 19,000+ gallon capacity of the 747 Global Super Tanker , but the MD-87 is much more cost-effective to operate and can utilize more austere fields with shorter runways. The MD-87 firefighter is loaded using one or two (individual or simultaneously) 3-inch coupled loading ports on each side of the fuselage. These ports can sustain up to 600 gallons per minute flow maximum. Few, if any tanker bases utilize both ports, loading using

2375-469: The Airbus A321LR or its A321XLR derivative, and other extended-range models, for thin transatlantic and Asia-Pacific routes. Type certificate A type certificate signifies the airworthiness of a particular category of aircraft, according to its manufacturing design ( type design ). Certification confirms that the aircraft of a new type intended for serial production is in compliance with applicable airworthiness requirements established by

2470-688: The Comac ARJ21 regional jet. 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, with

2565-494: The MD-80 Advanced . The "main improvement" was the installation of Pratt & Whitney JT8D-290 engines (never built) with a 1.5 in larger diameter fan that would allow for a 6 dB reduction in exterior noise. 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

2660-552: The McDonnell Douglas - Boeing merger in 1997. The MD-80 series is a mid-size, medium-range airliner, featuring a fuselage 14 ft 3 in (4.34 m) longer than the DC-9-50. The small, highly efficient wing design of the baseline aircraft was enlarged by adding sections at the wing root and tip for a 28% larger wing. The aircraft derivative retains the configuration of two rear fuselage-mounted turbofan engines,

2755-868: The New Mexico desert to be mothballed. Delta Air Lines was expected to retire its MD-80 series jetliners at the end of 2020, but instead the airline began accelerating the fleet retirement in March 2020 when the COVID-19 pandemic saw passenger levels drop critically low for airlines. On June 2, 2020, the final flights arrived at Delta's home base and hub Hartsfield-Jackson Atlanta International in Atlanta from Dulles International Airport in Washington, D.C. , and George Bush International Airport in Houston . This

2850-466: The Pratt & Whitney JT8D turbofan engine with higher bypass ratios and thrust ratings drove early studies including designs known as Series 55, Series 50 (refanned Super Stretch), and Series 60. In August 1977, the design effort focused on the Series 55. With entry into service projected in 1980, the improved aircraft design was initially designated as the Series 80, which would be the sixth variant of

2945-641: The Super 80 , which then became the preferred designation for the newly developed aircraft family. Although two aircraft were substantially damaged in accidents, flight testing was completed on August 25, 1980, when the first variant and respectively production model, the JT8D-209-powered Series 81, was certified under an amendment to the FAA type certificate for the DC-9. The flight-testing leading up to certification had involved three aircraft accumulating

McDonnell Douglas MD-80 - Misplaced Pages Continue

3040-457: The -219-powered MD-82s, while Balair ordered its MD-82s powered by the lower-thrust -209 engine. The MD-82 features an increased standard MTOW initially to 147,000 lb (66,700 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; 2,360 mi). The MD-82

3135-732: The A340-600 which is based on the Airbus A340-200 and the A340-300. Any additions, omissions or alterations to the aircraft's certified layout, built-in equipment, airframe and engines, initiated by any party other than the type certificate holder, need an approved supplementary ("supplemental" in FAA terminology) type certificate, or STC. The scope of an STC can be extremely narrow or broad. It could include minor modifications to passenger cabin items or installed instruments. More substantial modifications may involve engine replacement, as in

3230-664: The Blackhawk modifications to Cessna Conquest and Beechcraft King Air turboprops , or a complete role change for the aircraft, such as converting a B-17 or Stearman into an agricultural aircraft. STCs are applied due to either the type certificate holder's refusal (frequently due to economics) or its inability to meet some owners' requirements. STCs are frequently raised for out-of-production aircraft types conversions to fit new roles. Before STCs are issued, procedures similar to type certificate changes for new variants are followed, likely including thorough flight tests. STCs belong to

3325-554: The Doc. No. STC ST02507LA , for Erickson Aero Tanker , LLC, located in Hillsboro, Oregon (referred to as "EAT") in 2014 to certify their EAT MD-87 firefighters. In the said STC, EAT MD-87 air tankers are required to drop retardant with landing gear down to prevent stalling. The dedicated test pilot said that during a test with the external tank, the FAA representative was not satisfied with the aircraft's response after being placed deep in

3420-471: The FAA on August 25, 1980, July 29, 1981, and October 17, 1985, respectively. The first airliner, an MD-81, was delivered to launch operator Swissair on September 13, 1980. 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

3515-508: 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. The MD-87 and MD-88 made their first flight on December 4, 1986, and August 15, 1987, respectively. 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

3610-464: 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 ' hot and high ' airports but also offered greater payload/range when in use at 'standard' airfields. American Airlines was 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,

3705-450: The STC holder and are generally more restrictive than type certificate changes. The TC holder remains responsible for the continued integrity of the approved aircraft type design and must continue to be the focal point for resolving issues that may require corrective action. This requires the continued capability, or access to a capability, of providing appropriate technical solutions for service difficulties or mandatory corrective action. If

3800-578: The STC, ST02434LA , for the longer variants of the MD-80 series from the FAA in February 2013. The converted freighter with the designation AEI MD-80SF would have a payload of 21.1 tonnes and the ability to take 12 pallets measuring 88 x 108 inches, which would be a good replacement for the Boeing 727 freighter The first converted freighter, an AEI MD-82SF (the prototype), was delivered to the launch customer, Everts Air Cargo , in February 2013. In 2013, after

3895-733: The TC holder (Boeing, as this was only happening after the merger with McDonnell Douglas in 1997) to convert used MD-80 passenger airliners and provide the required supplemental type certificate (STC) from FAA or EASA . The MD-80SF was a freighter conversion program for the MD-80 series launched in February 2010, where the suffix SF stands for special freighter . The conversion company, the Aeronautical Engineers Inc. (AEI) based in Miami , Florida , had noticed that pre-owned MD-80s could be bought for under $ 1 million, and at $ 2.5M for

McDonnell Douglas MD-80 - Misplaced Pages Continue

3990-577: The U.S. Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA), Transport Canada , Brazil’s Agência Nacional de Aviação Civil and the Civil Aviation Administration of China (CAAC). When changes are needed to an airframe or on-board equipment, there are two options. One is to initiate a modification by the type design holder (manufacturer), and the other is to request

4085-886: The U.S., but it was also used in Alaska for general freight and fish. The MD-80SF has a low deck height that allows it to load cargo from a pickup truck when needed, which is not possible on a Boeing 757 freighter. However, its cross section is too narrow to transport standard "A" type containers and instead a dozen non-standard 88 x 108 inch containers or pallets, which is the main disadvantage in cargo operations. In late July 2022, Everts Air Cargo (EAC) selected Universal Avionics, an Elbit Systems company, to deliver cockpit upgrades ( avionics , FMS with LPV capability, and integrated GPS ) for its MD-80SF aircraft to improve safety and operational efficiency. EAC specializes in transporting freight and mail in Alaska and uses its MD-80SF fleet to supply on demand charter service operations throughout

4180-553: The UHB derivatives caused McDonnell Douglas to return to the IAE V2500 engines to launch its MD-90 series aircraft. In order to better manage the transition from the second generation, MD-80, to the third generation, MD-90, 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 concept became known as

4275-619: The United States, Canada , Mexico , and Caribbean Islands . As of July 2022, Erickson Aero Tanker operates six MD-87 aircraft converted for use as aerial firefighting air tankers for the U.S. Forest Service , California Department of Forestry and Fire Protection and other government agencies. The MD-87 air tanker's capacity is 4,000 gallons or 1,920 gallons more than the capacity of the Lockheed P-2 Neptune tankers and 1,000 gallons more than Bae-146 tankers. That

4370-562: The West Coast) by the fall. The JT8D's comparatively lower maintenance costs due to simpler design help narrow the fuel cost gap. American Airlines announced that it would remove all of its MD-80s by 2019, replacing them with 737-800s. The airline flew its final MD-80 revenue flights on September 3 and 4, 2019 before retiring its 26 remaining aircraft. The final MD-80 flight on September 4, 2019, Flight 80, flew from Dallas/Fort Worth to Chicago–O'Hare . The retired planes were flown later to

4465-471: The aircraft are 925 km/h and 811 km/h, respectively. It has a maximum range of 2,897 km and a fuel capacity of 22,106 l. The aircraft weights around 35,300 kg. The maximum take-off weight is 63,500 kg. The second-generation, MD-80 series, passenger airliners have longer fuselages as well as longer range than their earlier counterparts, the first-generation of the DC-9 family. Some customers, such as American Airlines , still refer to

4560-694: The aircraft program was launched in October 1977. The MD-80 made its first flight on October 18, 1979, and was certified on August 25, 1980. The first airliner was delivered to launch customer Swissair on September 13, 1980, which introduced it into service on October 10, 1980. Keeping the fuselage cross-section, longer variants are stretched by 14 ft (4.3 m) from the DC-9-50 and have a 28% larger wing. The larger variants (MD-81/82/83/88) are 148 ft (45.1 m) long to seat 155 passengers in coach and, with varying weights, can cover up to 2,550 nautical miles [nmi] (4,720 km; 2,930 mi). The later MD-88 has

4655-962: The airplanes in fleet documentation as the Super 80 , their former designation. Comparable airliners to the MD-80 series include the Boeing 737-400 and Airbus A319 . It was the most delivered MD- series and often nicknamed as the Mad Dog by the operators, has been used by airlines around the world. Major customers have included Aerolíneas Argentinas , Aeroméxico , Aeropostal Aerorepublica , Alaska Airlines , Alitalia , Allegiant Air , American Airlines , Aserca , Austral Líneas Aéreas , Austrian Airlines , Avianca , China Eastern Airlines , China Northern Airlines , Delta Air Lines , Finnair , Iberia , Insel Air , Japan Air System (JAS), Korean Air , Lion Air , Martinair Holland , Pacific Southwest Airlines (PSA), Reno Air , Scandinavian Airlines System (SAS), Spanair , Spirit Airlines , Swissair , Trans World Airlines and Meridiana . American Airlines

4750-404: The applicable Minimum Operating Performance Standards (MOPS) applicable to that sub-assembly. MOPS are published by expert industry groups such as: RTCA Inc., EUROCAE, and SAE. When aircraft are produced to meet a given TC, each one need not be tested as rigorously but the confidence demonstrated by the TC is conferred, when the aircraft has been assigned a certificate of airworthiness (CoA). A CoA

4845-420: The applicant firm also draws up maintenance program to support continuous airworthiness after approval of the design. The program is drawn with inputs from tests results and also from initial customers' engineering departments. The proposed maintenance program is submitted to the regulators for comment and approval. After successful completion of ground and flight tests, along with an approved maintenance program,

SECTION 50

#1732765334570

4940-469: The applicant would have to change the design as a result of changed regulation. An initial design sample known as a prototype is built. This refers to either the aircraft, the engines or the propeller, depending on the basis of the certification. For the purpose of illustration, the discussion shall be limited to the aircraft. Normally a few prototypes are built, each subject to different tests. The prototypes are first used for ground and system tests. One of

5035-509: The bulletins and report the decision to the regulatory authority of the state of the aircraft registry. Sometimes SBs can become mandated by relevant ADs. Often the basic design is enhanced further by the type certificate holder. Major changes beyond the authority of the service bulletins require amendments to the type certificate. For example, increasing (or decreasing) an aircraft's flight performance, range and load carrying capacity by altering its systems, fuselage, wings or engines resulting in

5130-474: The certification program, the original type certificate is amended to include the new variant (normally denoted by a new model number additional to the original type designation). Typical examples are; the Boeing 737NG (737-600, 737-700, 737-800 and 737-900) which replaced the 737 Original family (737-100 and 737-200) and the 737 Classic family (737-300, 737-400 and 737-500) and the Airbus A340-500 and

5225-428: The design change. The TC implies that aircraft manufactured according to the approved design can be issued an airworthiness certificate . To meet those requirements the aircraft and each sub-assembly must also be approved. For example, in the U.S. these sub-assemblies must meet requirements in the applicable Technical Standards Order (TSO). To meet those requirements the design documents are examined for compliance with

5320-584: The final MD-80, an MD-83 registered as N984TW, being delivered to TWA . In 1984–1985, McDonnell Douglas proposed a 173-passenger, 152 in (390 cm; 12.7 ft; 3.9 m) stretch of the MD-80 called the MD-89, which would use the International Aero Engines V2500 engine instead of the regular JT8D-200 series engines. The MD-89 was intended to have two 57 in (140 cm; 4.8 ft; 1.4 m) fuselage plugs forward of

5415-406: The final approval of such documents (after the required comments and amendments in order to fulfill the laws), becomes the basis of the certification. The firm follows it and draws a proposed timetable of actions required for certification tests. With the application, the regulations to be applied will usually be frozen for this application for a given amount of time in order to avoid a situation where

5510-417: The first commercial-freighter conversion of an MD-82. 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. 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

5605-469: The first delivery, AEI had orders for 20 MD-80SF freighters, expecting more than 100 conversions over ten years. Despite the initial lively interest, the uptake had been sluggish. AEI had six MD-80s converted by 2015, and three more were on the books for that year. Demand for the MD-80SF was disappointing due to two factors. First, the MD-80's cross section does not match the narrowbody freighter types used by

5700-466: The first generation of the DC-9 family, the second generation uses second-digit notation, with zero for variant names (Series 80) and non-zero for subvariant or version names (Series 81 through Series 88). Because there was only one variant within the second generation, the Series 80 became the family name and the Series 81 through Series 88 became variant or version names. The first Series 80, DC-9 line number 909, made its first flight on October 18, 1979, as

5795-418: The first generation. In October 1977 Swissair became the launch customer for the Series 80 with an order for 15 plus an option for five. The launch of the next aircraft models followed in October 1977 for the Series 81 (MD-81), on April 16, 1979, for the Series 82 (MD-82), on January 31, 1983, for the Series 83 ( MD-83). January 1985 for Series 87 (MD-87) and January 23, 1986, for Series 88 (MD-88). Similar to

SECTION 60

#1732765334570

5890-476: The frames outlined in a TC data sheet, and each given a serial number (a "series aircraft"). As the aircraft enters into service, it is subject to operational wear and tear which may cause performance degradations. The set of processes by which an aircraft, engine, propeller or part complies with the applicable airworthiness requirements and remains in a condition for safe operation throughout its operating life called continuing airworthiness . A maintenance program

5985-414: The freighter conversion, an MD-80FS could offer a narrowbody freighter for half the price of a Boeing 737-400SF . The first conversion was undertaken on an ex-American Airlines MD-82 aircraft (FSN 49470 built in 1987), which was used as a test-bed for the supplemental type certificate. The MD-80SF made its inaugural flight on 28 September 2012. AEI was the first and solely firm authorized by Boeing to receive

6080-452: The holder is no longer capable or if the TC is transferred to another holder a regulatory authority should take appropriate action in accordance with the national legislation. In the case of the TC being transferred to another holder the new holder shall be capable of fulfilling the TC holder responsibilities in following ADs and providing technical support to keep the type design current with the applicable airworthiness requirements, even after

6175-495: The integrators, severely limiting the market for the freighter. Second, the values of the 737-400SF fell faster than expected, closing the gap with the MD-80SF, which burns 12 percent more fuel. In October 2015, the MD-80SF was approved by the EASA with Doc. No. 10055029 . In 2021, after the COVID-19 pandemic , demand for cargo aircraft increased and the initial capital cost of an MD-80SF including conversion, paint and heavy maintenance

6270-487: The launch operator of the MD-80SF freighter conversion program with an MD-88SF. The cargo airline purchased 15 MD-88 aircraft from Delta, six of which would be converted and the other nine used as spares. USA Jet Airlines specialized in on demand cargo transport within North America. In 2021, most operators used the AEI MD-80SF freighter to carry Ford Motor Co. and General Motors automotive parts from Mexico to

6365-504: The maintenance program and design changes to be accomplished via: Sometimes during service, the aircraft may encounter problems that may compromise the aircraft's safety, which are not anticipated or detected in prototype testing stages. The aircraft design is thus compromised. The regulators will now issue an airworthiness directive to the type certificate holder and to all owners globally. The directives normally consists of additional maintenance or design actions that are necessary to restore

6460-519: The modified JT8D-290 engines as previously proposed. 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 18,000 lbf (80 kN) to 19,000 lbf (85 kN) thrust -218B engine version shares

6555-466: The national air law . For up to three seats, primary category aircraft certification costs around US$ 1 million, US$ 25 million for a general aviation aircraft and hundreds of millions of dollars for a commercial aircraft ; certification delays can cost millions of dollars and can decide a program's profitability. A type certificate (TC) is issued to signify the airworthiness of the approved design or "type" of an aircraft to be manufactured. The TC

6650-579: The new engine was expected by mid-1994, but never occurred. The engine would also be available on new build MD-80s. McDonnell Douglas also evaluated the addition of winglets on the MD-80. The MD-90 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) ( glass cockpit ), and improved, and quieter IAE V2500 high-bypass turbofan engines . The MD-90 program began in 1989, first flew in 1993, and entered commercial service in 1995. The MD-90ER extended range version

6745-423: The production of the aircraft type has stopped but many out-of-production aircraft continue useful lives. STCs are also bound by the same rules. When the holder decides to stop supporting the aircraft type without the transfer of TC holder responsibilities, the TC is returned to the issuing regulatory authority and the remaining aircraft fleet can be grounded by the current states of registry until further decisions on

6840-399: The prototype is approved, and the firm is granted the TC for the prototype (as understood that it should include all furnished equipment for its intended role). The legal term for the firm is now the "type certificate holder". Subsequently, the prototype now serves as a template for serial aircraft production and the aircraft rolling out of the factory should be identical to the prototype within

6935-548: The prototypes (known as the "static airframe") is subject to destructive testing, i.e., the prototype is subject to stress beyond normal and abnormal operations until destruction. The test-results are compared with initial submitted calculations to establish the ultimate structural strength. Other prototypes will undergo other systems tests until the satisfaction of the regulators. With all ground tests completed, prototypes are made ready for flight tests. The flight tests are flown by specially approved flight test pilots who will fly

7030-404: The prototypes to establish the ultimate flight limits which should be within the airworthiness rules. If a long range airliner is tested, the flight tests may cover the whole world. Tests may also cover different environments - high and low altitude, freezing and hot climates, and so on, to confirm correct performance throughout the aircraft's design envelope . In parallel with aircraft testing,

7125-519: The range nor the passenger-carrying capacity of that period's wide-body aircraft. The re-engined Boeing 737 MAX and Airbus A320neo jets offer 500 miles more range, allowing them to operate the 3,000 miles transatlantic flights between the eastern U.S. and Western Europe, previously dominated by wide-body aircraft. Norwegian Air Shuttle , JetBlue and TAP Portugal will open up direct routes bypassing airline hubs for lower fares between cheaper, smaller airports. The Boeing 737NG 3,300-mile range

7220-752: The shorter MD-95, later known as the Boeing 717 , was powered by Rolls-Royce BR715 engines. Production ended in 1999 after 1,191 MD-80s were delivered, of which 116 aircraft remain in service as of August 2022. The DC-9 series , the first generation of the DC-9 family, entered service in late 1965 and became a commercial success with 976 units built when production ended in 1982. The all-new designed aircraft family includes five members or variants (DC-9-10 / DC-9 Series 10, Series 20, Series 30, Series 40, and Series 50) with ten sub-variants or versions (Series 11, Series 12, Series 14, Series 15, Series 21, Series 31, Series 32, Series 33, Series 34, Series 41, and Series 51) and features two rear fuselage-mounted turbofan engines,

7315-430: The stall (beyond the stall warnings, stick shaker, and stick pusher). In early 2017, EAT petitioned the FAA for an exemption from this requirement, 14 CFR 25.201(b)(1), and requested a "Flaps 40/Landing Gear Up" configuration while dropping, but on June 28, 2017, that exemption was denied with the reason given by the FAA that it would have allowed aerial firefighting retardant drops in a configuration that does not fully meet

7410-740: The stall characteristics requirements on the modified DC-9-87 (MD-87) aircraft. EAT was then working on an additional layer of status display to complement the existing system. The launch operator Swissair put the MD-81 into service on October 10, 1980, with a flight from Zurich to London Heathrow . The MD-82, MD-83, MD-87, and MD-88 entered service later with Republic Airlines in August 1981, Alaska Airlines in February 1985, Austrian Airlines in November 1987, and Delta Air Lines in January 1988, respectively. The second generation (later named MD-80s)

7505-399: The type's airworthiness. Compliance is mandatory and thus if an operator does not comply with an AD, then the datum aircraft is not considered airworthy and further operation of the affected aircraft type would be unlawful , making the operator liable to legal action by the relevant national aviation authority, and rendering null-and-void any of the operator's insurance policies relating to

7600-479: The type, such as hull loss and accident third party coverage. ADs may also be raised with changes of the local or global aviation rules and requirements, e.g., the requirement to fit armored cockpit doors for all passenger airliners after the September 11 attacks . The certifying authority issues an AD when an unsafe condition is found to exist in a product (aircraft, aircraft engine, propeller, or appliance) of

7695-455: 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 Boeing 737-800 burns 850 US gal (3,200 L) per hour (19% reduction). In the 2000s many airlines began to retire the type. Alaska Airlines' tipping point in using the 737-800

7790-433: The wing and one 38 in (97 cm; 3.2 ft; 0.97 m) fuselage plug aft of the wing. IAE and McDonnell Douglas announced an agreement to jointly market this 160 ft 6 in (48.9 m) derivative on February 1, 1985, but the concept was subsequently deprioritized in favor of the proposed MD-91 and MD-92 derivatives using ultra-high bypass (UHB) propfan engines. By 1989, however, lack of airline orders for

7885-546: The wiring for one of the aircraft's hydraulic systems. This led to American canceling nearly 2,500 flights in March and over 3,200 in April. In addition, Delta Air Lines voluntarily inspected its own MD-80 fleet to ensure its 117 MD-80s were also operating within regulation. This resulted in Delta canceling 275 flights. Midwest Airlines announced on July 14, 2008, that it would retire all 12 of its MD-80s (used primarily on routes to

7980-486: Was also offered. Delta Air Lines flew the final MD-90 passenger flight on June 2, 2020, marking the retirement of the type. The MD-95 was developed to replace early DC-9 models, which were approaching 30 years of age. 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 Rolls-Royce BR715 engines. The MD-95 was renamed " Boeing 717 " after

8075-644: Was assembled under license in Shanghai by the Shanghai Aviation Industrial Corporation (SAIC, today's COMAC ) 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 canceled with the conclusion of the licensed assembly of the MD-82 and MD-90 in China. In 2012, Aeronautical Engineers Inc. performed

8170-537: Was intended to indicate its planned date of entry into service, 1987. 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 Delta Air Lines for a total of 80 aircraft. Narrow-body aircraft Historically, beginning in the late 1960s and continuing through the 1990s, twin engine narrow-body aircraft, such as the Boeing 737 Classic , McDonnell-Douglas MD-80 and Airbus A320 were primarily employed in short to medium-haul markets requiring neither

8265-421: Was less than $ 5M, (~$ 5.55 million in 2023) half the cost of a 737-400SF, which made it attractive again. In March, USA Jet Airlines had signed a contract with AEI to convert three MD-88s into freighter, which they purchased from Delta Air Lines, and planned to have seven AEI MD-88SF in its fleet. AEI itself had delivered 21 AEI MD-80SF freighters, two were in progress and six had been ordered. The FAA issued

8360-502: 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 VIASA in December 1982, only second generation or MD-80s were produced. In 1985, McDonnell Douglas, after years of negotiating attributed to Gareth C.C. Chang, president of

8455-523: 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. Type conversions were programs started in 2010 by third parties with support from

8550-416: 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. In late March 2008 and again in early April 2008, an FAA safety audit of American Airlines forced the airline to ground all its MD-80 series aircraft (approximately 300) to inspect

8645-403: Was the first US major carrier to order the MD-80 when it leased twenty 142-seat aircraft from McDonnell Douglas in October 1982 to replace its Boeing 727 -100s. 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. The MD-80 was the workhorse of the airline's fleet throughout the 1980s and beyond. Due to

8740-585: Was the first aircraft to receive a type certificate in the US, (i.e. A.T.C. No. 1) issued by the Aeronautics Branch of the Department of Commerce on March 29, 1927. Initially, the applicant design organisation submits documents to their local aviation regulating body, detailing how the proposed aircraft type design would fulfill the airworthiness requirements. After investigations by the regulator,

8835-455: 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 are 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. Announced on April 16, 1979,

8930-418: Was the last scheduled passenger service in the US of any McDonnell Douglas airliner. Delta's MD-80 fleet was put into storage. In February 2013, Commercial Jet Inc. (CJI) delivered the first AEI MD-80SF, an MD-82SF (the prototype), to Everts Air Cargo , the launch customer of the MD-80SF passenger-to-freighter conversion program by the Aeronautical Engineers Inc. (AEI). In August 2013, USA Jet Airlines became

9025-399: 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 completely new passenger compartment design would have

#569430