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McDonnell-Douglas MD-80 Srs


The MD-80 series of aircraft were a stretched improvement of the DC-9. The first version of the jet was literally a re-engined DC-9. McDonnell Douglas launched the MD-80 in October 1977, as an advanced, quieter and more fuel-efficient successor to the DC-9. Three years later on October 5, 1980, it entered airline service. Like the venerable DC-9, the new aircraft was offered to the market in a choice of passenger configurations and operating ranges. It was designated MD-80 to reflect its ability to meet the needs of the 1980s and beyond.

The aircraft was offered in five versions -the standard size MD-81, MD-82, MD-83 and MD-88, plus the smaller MD-87. A blend of new and mature technology, the MD-80s were the first aircraft in their class to meet the stringent US FAA Stage III noise regulations for new designs, operating costs were among the lowest in commercial aviation and fuel consumption per passenger was up to 30% lower than the commercial jets they replaced. Thus, the three 'E's design objectives - environment, economy and energy were satisfied.

In 1983 Douglas abandoned the famed ‘DC’ and adopted ‘MD’ for its designations, the DC-9 family becoming the MD-80 series. It proved to be by far the most successful of all versions, combining high capacity with good operating economy and very com-petitive first cost.

Pratt & Whitney JT8D-200 series turbofans power the MD-80. The MD-81 is certified with -209 engines, but higher thrust -217A and -217C plants are available for aircraft operating from high-altitude, high-temperature airports. The smaller MD-87 uses the -217C or -219 for short field operations and extended range flights.

The MD-80 retains many of its predecessor's features. For example, the airframe is basically the same as that of the DC-9 except that the MD-80 incorporates greater use of composites and has increased fuselage length and wingspan. By the autumn of 1997 the combined total of DC-9s and MD-80s in airline service exceeded 2,000 aircraft.

The MD-80 entered service with Swissair on 5 October 1980, at a weight of 140,000lb. This soon became the MD-81, the baseline version for a growing family. The MD-82, announced in April 1979, introduced -217 engines of 20,000-lb thrust, giving better performance from difficult airports, and 25 have been assembled in China.

The MD-83 is a longer-range model, with 21,000-lb -219 engines making possible a weight of 160,000lb, mainly accounted for by two extra fuel tanks in the underfloor area in place of cargo.

The MD-87, announced in January 1985, is odd man out, with a shorter fuselage seating up to 130; it also introduces aerodynamic improvements and a taller vertical tail, one of its features, a rear knife-edge instead of a tailcone, now being standard on all models.

The MD-88 version, announced in January 1986, combines most of the new features and adds a modern cock-pit and improved cabin.

During 1991, McDonnell Douglas received 27 MD-80/90 orders.

Boeing announced that it would discontinue both the MD-80 and MD-90  series in January 2000.

Max wt: 140,000 lb
Max speed: 498kts (925km/h)

Engines 2 x 18,550-lb. s.t. Pratt & Whitney JT8D turbofans.
Non-stop range: 2,900km (1,560nm)
Max speed: 498kts (925km/h)
Seats 142-172
Gross wt. 140,000 lb
Empty wt. 78,420 lb
Fuel capacity 4,812 gal
Max cruise 500 kts
Long range cruise 440 kts
Ceiling 35,000+ ft
Range 1,563-2,630 nm
Takeoff distance 7,250 ft
Landing distance 4,860 ft

Engine: 2 x Pratt & Whitney JT8D-217, 20,000 lb st
Pax seats: 172
Crew: 2
Length: 45.06m
Height: 9.04m
Wingspan: 32.87m
Max speed: 498kts (925km/h)
Max range: 3798 km

Engine: 2 x -219, 21,000 lb st
Max wt: 160,000 lb
Non-stop range: 4,635km (2,498nm)
Max speed: 498kts (925km/h)

Pax seats: 130
Non-stop range: 4,400km (2,372nm)
Optional range: 5,250km (2,830nm)
Max speed: 498kts (925km/h)

Non-stop range: 3,780km (2,037nm)
Max speed: 498kts (925km/h)



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