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Historia

Conocido previamente como el DC-9 Super 80, el MD-80 fue desarrollado a partir del DC-9 específicamente para alcanzar las necesidades de operadores de rutas de corto y medio alcance que requerían un avión de mayor capacidad. El diseño básico fue modificado para ofrecer una mejor economía en la operación, reducir el consumo de combustible y tener motores mucho más silenciosos. En su momento fue el avión comercial más silencioso y avanzado del mundo.
El proyecto comenzó en 1977 y la producción empezó con el pedido de dos empresas, Austrian Airlines (ordenó 13 aviones) y Swissair (ordenó 25 aviones). El primer avión en la serie Super 80/MD-80 hizo su primer vuelo el 18 de Octubre de 1979, el segundo y tercer prototipo (N1002G y N1002W) volaron el 6 de Diciembre de 1979 y 29 de Febrero de 1980. La certificación de la FAA fue otorgada el 26 de Agosto de 1980, y el 12 de Septiembre el primer avión de producción fue entregado a Swissair, quien hizo una orden de 25 aviones en Octubre de 1977.
Mc Donnell Douglas cambió el nombre de DC-9-80 a MD-80 en 1983. Sin embargo la designación MD-80 es general para la serie y no indica un modelo en especial. Existen variantes del modelo original de la serie 80 que fueron apareciendo con el tiempo, MD-81 / 82 / 83 / 87 y 88.
Los aviones empezaron a operar en las siguientes fechas:

MD-81 5 de octubre de 1980 (Swissair)
MD-82 Agosto de 1981 (Republic Airlines)
MD-83 Febrero de 1985 (Alaska Airlines)
MD-87 Noviembre de 1987 (Finnair y Swissair)
MD-88 Enero de 1988 (Delta Airlines)

La única diferencia entre los distintos modelos está en el motor, el peso máximo de despegue, la aviónica y la capacidad de combustible.

El 21 de diciembre de 1999, con una ceremonia presente por 1000 personas entre empleados, gobernantes y otros invitados, cerca de la fábrica de la ahora Boeing in Long Beach, California, Trans World Airlines retiró el último MD-80 en la historia, modelo MD-83. El avión fue llamado "Spirit of Long Beach" en honor a todos los que trabajaron durante los 20 años de producción de este avión en la fábrica de Long Beach.

Tiene varios sobrenombres:

Mad Dog, perro malo o loco, el más conocido.
Skidbuggy, bichito resbaloso, por su facilidad a patinar en la pista cuando está mojada.
Super snake, usado por los pilotos de American Airlines.

Fotos Históricas

Preguntas Frecuentes

- Por qué algunos MD-80 tiene la cola en punta y otros la cola "cuadrada" en forma de destornillador?

El MD-80 orginal fue diseñado con la cola en punta como la del DC-9. Las colas "cuadradas" aparecieron en 1986 y todos los MD-87, -88, -90 y B-717 salieron de la fábrica con las colas cuadradas. En otros aviones de la serie MD-80 luego de haber salido de fábrica se cambió el cono cola pasandola a tener cuadrada. Este tipo de cola mejora de eficiencia reduciendo la resistencia y disminuyendo el consumo de combustible un 0,5%.

- Cuánto pesa un MD-80?

Entre 33 y 38 toneladas vacío y entre 63 y 72 toneladas con el peso máximo de despegue dependiendo del modelo de la serie.

- Es verdad que el MD-80 de hecho es un DC-9?

Si. Es el alargamiento por parte de la McDonnell Douglas del exitoso DC-9, el diseño y estudio llevó 9 años durante los 60s y 70s. El avión incluso fue llamado DC-9-80 o DC-9 Super 80 durante los primeros años de vuelo y el nombre MD-80 recién fue introducido en 1983. La mayoría de los MD-80s están certificados y registrados como DC-9s a pesar que la tecnología es mucho más moderna. El nuevo MD-80 puede fácilmente llevar el doble de carga paga que el primer DC-9 de 1965. Los aviones que siguieron, MD-88, -90 y B-717 (originalmente MD-95) ya no fueron certificados como DC-9s.

- Cuándo fue entregado el último avión?

El 28 de diciembre de 1999, fue un MD-83 y fue para TWA. La producción en la fábrica de Long Beach, California duró 19 años.

- Es el MD-80 un avión seguro para volar?

Si. Estadísticamente el MD-80 está entre los 5 aviones con más horas voladas como para tener una estadística relevante. Este tipo de avión lleva completados 30 millones de vuelos en 23 años con solo 11 accidentes fatales. El Saab 340, el A-320, las últimas versiones del B-737 y el relativamente nuevo B-777 se unen al grupo del MD-80, siendo este último el de mejor estadística de seguridad.

- Cuántos aviones hay en servicio?

De 1194 unidades fabricadas, de datos extraídos de sitios de internet y revistas, se puede establecer que unos 1035 continuan en servicio, 165 están fuera de servicio, 135 estacionados en su gran mayoría en USA, 14 destruidos en accidentes y 4 fueron prototipos.

Known as the DC-9 Super 80 when it first took to the skies on October 19, 1979, the MD80 series of DAC airlners which include the -81, -82, -83, -87, -88 and continued into the MD-90-30 and yes even the MD-95 (717-200) have proven themselves to be one of the most popular and safest airliners ever produced. DAC began studying the possibilty of stretching the DC-9-50 in 1977 when Swissair indicated that they wanted a larger aircraft for it's heavy European routes. The MD80 program had early concept designations such as the Series 55, Series 50RSS(Re-Fanned Super Stretch) and the Series 60. The study of the stretch was due to the availability of the new Pratt & Whitney JT8D engine which had a larger bypass ratio than the engines utilized on the DC-9 known as the "Straight Eights". In October 1977, the Super 80 was offically lauched when Swissair announced it had placed an order for 20 aircraft (15) firm and (5) options, which was followed by an order from Austrian Airlines for (8) firm aircraft. The Super 80 had an overall length of 147 feet 10 inches (12 feet, 8 inches fwd of the wing and 1 foot, 7 inches aft of the wing) were added. The longer length fwd was to insure to the center of gravity (CG) with the heavier JT8D-200 engines. Changes were also made to the wing, though it was not completely redesigned, the wing did receive a makeover with the addition of a new section at the root and making the wing tip larger. The new additions added, the wing became 28 percent larger than the DC-9 with an overall size of 1,209 square feet and also making more room for fuel increasing capacity to 5,480 gallons. The wing retained its 24.5 degree sweep, but with the 5 foot, 3 inch root addition and the 2 foot wing tip extension the wing span increased to 107 feet 10 inches. The new power plant for the Super 80 the PW JT8D-209 performed its first flight test on March 4, 1977. Interestingly the engine was flight tested on the McDonnell Douglas YC-15 transport the predecessor to the McDonnell Douglas C-17. The FAA certified the engine in June 1979 with an intial rating of 18,500 pounds of thrust. Later varients of the JT8D-200 were developed (217 at 20,000 pounds and the 219 at 21,000 pounds). The Super 80 flight test program involved three aircraft performing a total of 795 test flights with total flight hours numbering 1,085. The first DC-9 Super 80 was delivered to Swissair on September 13, 1980 and entered service a month later operating a flight from Zurich to London and the rest as they say is history.

The MD95 was offically launched in October 1995 though it can trace its history back to 1983 when DAC outlined a study named the DC-9-90. This aircraft aimed at the newly deregulated U.S. market would have seated 117 passengers, basically a shortened MD81. The aircraft would wear another designation (for a short time) when it was known as the MD87-105. In the early stages of the program the MD95 was closely related to the MD90 and the Chinese Truunkliner program. It was even considered for a short time to build the MD95 in China, but quickly rejected. DAC offered two engine types for the MD95 in these early stages (Pratt & Whitney JT8D-218 and Rolls Royce Tay). The Gulf War in 1991 brought the program to a screetching halt, and the program langished for several years, but this also resulted in a major benifit for the MD95 as well, the developement of the BMW Rolls Royce BR715 engine. This engine was an upgraded BR700 engine which first went into service on Gulfstream GVs and Bombardier Global Express Bizjets and had proven itself to be a very reliable and fuel effeciant engine. In July 1994 the Douglas Board of Directors approved the official launch of the program and announced that the aircraft would be built at Dalfort Aviation in Dallas, Texas. This however was later reversed and back to Long Beach came the MD95. Hard bargining with the unions and consessions being made by the state of California and the City of Long Beach made this possible. October 19, 1995 was a historical day for the program when Valujet Airlines (now Airtran Airlines) became the launch customer by placing an order for 50 firm aircraft and 50 options (with several having already been converted to firm orders). The future of the MD95 once again looked bleek in August 1997 with the takeover of McDonnell Douglas by arch rival Boeing, but the MD95 being like a cat with 9 lives survived. In January 1998, Boeing made the decision to rename the MD95 and designate it the 717-200. The reasoning behind this move was the 1 in 717 reflected the 100 seat capacity of the aircraft, it also ended the 65 year product line history of Douglas going back to the DC-1. The designation was also questioned by military aviation buffs because Techially Boeing already had an aircraft that carried the 717 designation, that being the KC-135, the Air Force tanker based on the 707 airframe.

The MD-87 was the most recognizable MD-80 varient to be produced. It was identical to the other MD-80 family members, retaining the engines, systems, and flight deck, but was 17 feet, 4 inches shorter measuring in at 130 feet. In December 1984, long time Douglas customers Austrian and Finnair placed orders for the MD-87 allowing McDonnell Douglas to officially launch the MD-87 program in January 1985. The first MD-87 (LN 1326) rolled out of Building 80 at Long Beach on October 23, 1986, with the first flight occurring on December 4. The flight test and certification program lasted longer with the MD-87 due to design changes that DAC incorporated into the aircraft. The shorter fuselage required that the fin cap above the "T" in the tail be made taller to compensate for the reduced moment arm. Additionally a new low-drag tail cone, resembling a "Beaver tail" was developed for the MD-87, which resulted in a 0.5-percent improvement in the fuel burn. The results of this new design were so good that the "Beaver tail" was incorporated into all MD80 varients produced from 1987 on and retrofitted to earlier models. The first aircraft was delivered to Finnair (OH-LMA) on November 1, 1987. Only 76 MD-87's were built between 1986 and 1992 with the last aircaft being delivered to Scandinavian (SAS) (OY-KHW) on March 27, 1992. The prototype MD-87 (N87MD) was flown to Kingman, Arizona in 1997 and sadly broken-up.

In January 1986, Douglas launched another MD-80 derivative the MD-88. This new aircraft though not much different than its cousins, the MD-82/83, the design changes and or inhancements made, were significant enough to create a new designation. The changes included utilization of more composite materials in construction, an Electronic Flight Instrument System (EFIS) taking the place of the more conventional instrument displays and a windshear warning system (which later became an option on all MD-80 aircraft). Finally, the cabin interior was upgraded by making the center isle wider and creating more overhead storage bin space. Delta Airlines became the launch customer for the MD-88, when an order for 80 aircraft was announced in late 1985. The first flight of the MD-88 (LN 1395) took place on August 15, 1987 with the first delivery occurring on December 29, 1987. The MD-88 (N909DL) entered service with Delta Airlines in January 1988. **It should be noted that the first eight MD-88s delivered to Delta Airlines were converted MD-82 aircraft which received all the new upgrades and the more powerful JT8D-219 engine.

The MD-90, the most graceful looking of the DC-9/MD-80 family of DAC airliners was officially launched on October 10, 1989. In November just over a month later long time Douglas customer, Delta Airlines placed an order for 50 firm aircraft with 110 options allowing DAC to give the firm go-ahead for the program. This was followed by a large order from Japan Air System (JAS) and two leasing companies ILFC and GATX. All orders placed were for the Series 30, though other varients were offered, the MD-90-10 (110 seats), and the MD-90-40 (180 seats). DAC had also considered the MD-90-20 which would have been an MD-80 retro-fitted with the V2500 engine, but this varient never came to fruitation. The MD-90-30 was stretched 4 feet 9 inches forward of the wings to accommadate and to balance the extra weight (5,900 pounds) of the new V2500 engines. The resulting icrease made the -30 152 feet, 7 inches in length and could accommadate 158 passengers. DAC was also extremely interested in getting some once-loyal customers such as Austrian, Finnair, Swissair, and SAS to purchase the MD-90. The airlines had formed the European Quality Alliance which was in the market for approximately 240 aircraft in the MD-90 class. Obtaining the order was of such importance to DAC that it offered a specially designed varient, the MD-90EC (Enhanced Configuration) which featured an improved flight deck, cargo handling system, cabin interior, and payload/range. Additionally the new varient had a higher maximum take-off weight of 172,500 pounds. Unfortunately Austrian and Swissair turned to Airbus for new aircraft, leaving SAS and Finnair to still be sold on the MD-90(EC). When no new orders were received, DAC discontiued the (EC) varient which had been offered on both the -30 and -40 series. One vaient of the MD-90 that did make it to production, was the MD-90-30ER (Extended Range), which had auxilary fuel tanks in the belly. The extra fuel tanks increased fuel capacity to 42,900 pounds and improved the cruising range to 2,172 nautical miles. The maximum take-off weight increased to 168,000 pounds which made the -30(ER) 12,000 pounds heavier than a standard -30. The prototype MD-90-30 N901DC (53367/2018) (T-1) took to the skies on February 22, 1993 departing Long Beach on its maiden flight which lasted 4hrs and 56 minutes. The MD-90 flight test program totaled 1,450 flights with a total flight time of 1,906hrs. The FAA awarded the MD-90-30 it's airworthiness certificate on November 16, 1994 with the first delivery occurring on March 24, 1995 to launch customer Delta. The aircraft N902DA (53382/2094)had actually been operating route proving flights for several weeks prior to the offical delivery. Unfortunatly the MD-90 did not sell well despite a large order for 29 aircraft from Saudi Arabian airlines. The aircraft was somewhat of an orphen since DAC had no other varients to offer airlines who now-a-days are interested in the (family aircraft) concept to keep operational costs down. DAC mounted an aggressive sales effort, but to little avail, airlines just were not interested in the MD-90, Delta Airlines, the launch customer for the aircraft even cancelled it's remaining firm orders and options in favor of the 737-800 to begin its fleet renewal program and replacing its aging 727 fleet. The final blow occurred after the Boeing/Douglas merger when Boeing announced the launch of the 737-900 program with orders from Alaska Airlines which had earlier canceled its MD-90 order. Boeing announced in November 1997 that the MD80/90 production lines would be closed with the last deliveries of each aircraft. The last MD-90-30 (53519/2290) was delivered to Saudi Arabian Airlines as HZ-AP4 on October 23, 2000. This marked the end of a era in Long Beach which had began in 1965 with the first DC-9. However, two more MD-90-30s were built after the production line had shut down in Long Beach with the delivery of two aircraft to China Northern Airlines on September 18, 2001. These two aircraft were part of a Trunkliner contract that Douglas had won years earlier in 1992. The contract called for 10 MD-90-30s to be built in Long Beach and delivered to China Norhern Airlines and China Eastern Airlines in 1996 and 10 to be built in China by the Dachong Factory of Shanghi Aviation Industrial Corporation and delivered to the same two airlines in 1998. Long Beach built the MD-90s as agreed but the chinese built aircraft made little or no progress. In July of 1998 parts for three aircraft were ready for assembly, but the Chinese government called a halt to the program.