The advanced technical successor to both the DC 9 and MD 80, the MD 90, was launched in 1989 and entered passenger service with Delta Air Lines in April, 1995. Four and a half feet longer than the MD-88, it allowed for ten more passenger seats. Unlike any of its forebears the MD 90 is powered by International Aero Engines V2500 turbofans rated at 11.1 kN (2,500 lb) take off thrust and has a non stop range of 3,862km (2,082nm) with full payload.

The MD-90 made its first flight on 22 February 1993, three days ahead of schedule. The aircraft took off from the main runway at Long Beach Municipal Airport at 9.44am for a 4 hr 56 min flight.

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

McDonnell-Douglas MD-90 Article

The MD 90 was selected in 1992 as the China Trunkliner for domestic and regional routes. In 1994, an amended co production agreement for 40 aircraft was signed by McDonnell Douglas and the China National Aero Technology Import and Export Corporation. This agreement called for the production of 20 MD 90s in Shanghai and the direct sale of 20 aircraft from Douglas Aircraft in Long Beach. With the merger of Boeing and McDonnell Douglas the co production agreement was cancelled.

Boeing announced that it will discontinue both the MD-80 and MD-90 series in January 2000. The MD series of aircraft evolved into what became the Boeing 717.

MD-90
Engines two 25,000- lb. International Aero V2525D5 turbofans
Gross wt. 156,000 lb
Empty wt. 88,000 lb
Cruise speed 437 kts
Range 2,085- 3,022 nm
Seats 141-187

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.

McDonnell-Douglas MD-80 Article

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 competitive 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.

MD-80
Max wt: 140,000 lb
Max speed: 498kts (925km/h)

MD-81
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

MD-82
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

MD-83
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)

MD-87
Pax seats: 130
Non stop range: 4,400km (2,372nm)
Optional range: 5,250km (2,830nm)
Max speed: 498kts (925km/h)

MD-88
Non stop range: 3,780km (2,037nm)
Max speed: 498kts (925km/h)

The MD-11 is a direct descendent from the DC-10, revealed at Paris Air Show 1985. British Caledonian ordered nine on 3 December 1986 and the official programme launch was on 30 December 1986.

McDonnell-Douglas MD-11 Article

The McDonnell Douglas MD-11 is an advanced-technology tri-jet designed to fulfil many airlines needs into the ‘90’s and beyond. After obtaining commitments for 92 aircraft from customers, the McDonnell Douglas board of directors gave the go-ahead for the MD-11 and the program was launched on the 30th of December 1986. On the 4th of March 1987 McDonnell Douglas saw the fabrication of the first parts for the MD-11 and the assembly of the first MD-11 began with the riveting of a portion of the nose on the 9th of March 1988 at Long Beach, California.

The MD-11 was very much an international aircraft with components being manufactured in many parts of the world. These included the vertical stabiliser, rudder and winglets from ‘Aeritalia’ in Italy, the wing and fuselage fillets from ‘Korean Air’ in Korea, the overwing fuel tanks, horizontal stabilizer and elevators from ‘Casa’, in Spain, and the outboard flaps from ‘Embraer’, in Brazil. One of the most noticeable differences between the DC-10 and the MD-11, has been the addition of winglets. These are seven feet high and have a lower segment of 2 feet 6 inches with an overall area of 40 square feet each side.

The advanced flight deck is designed for a two man flight deck crew using the latest digital technology to automate systems management via six, eight inch Cathode Ray Tube (CRT) displays.

The MD-11 flight deck concept was developed by a combined team of pilots, flight engineers and human factor experts, and operates on the ‘dark cockpit’ philosophy, that is. 99 percent of the time all light switches, warnings, and other devices are off. A light only goes on to alert, this assuring prompt pilot attention.

All alert information is displayed on the engine ‘CRT’ and action is taken by activating the switches on the overhead panels. The six ‘CRTs’ are used to display primary flight deck informa¬tion – two are to provide primary flight data; two are for naviga¬tion; one is for engine/alert displays, and the remaining one for systems. The ‘Honeywell/McDonnell Douglas’ designed flight deck also has a dual advanced flight management system, a dual advanced digital flight control system, wind shear detection and guidance devices.

The MD-11 had normal, abnormal and emergency checklist functions performed automatically rather than simply being displayed to the crew. No other new generation aircraft had the same level of automated systems management as the MD-11, however actions such as dumping fuel, or shutting down engines, were still left to the crew.

The MD-11 had been ordered by 29 customers and 312 commitments in all. The McDonnell Douglas MD-11 took off for its first flight from Long Beach ‘ California on 10 January 1990 (N111MD).

During the flight, the aircraft, which was powered by General Electric CF6-80C2 high bypass turbofan engines, reached altitudes of 25,000 ft and speeds of up to 300 knots. It is designed for a maximum level flight speed of 588 mph at altitudes of up to 43,000 ft. Other powerplants offered were the Pratt & Whitney PW4460 and Rolls-Royce Trent 650.

Of the five aircraft in the flight test programme (four with GE engines, one with P&W), the first flight of third prototype powered by P&W PW4460s, was on 26 April 1990

A fifth MD-11 brought the total test programme hours to 2,000.

Certification came on 8 November 1990 and deliveries began the same year. The first-three MD-11 off the production line were delivered to Federal Express, while American Airlines were the first passenger airline to receive the MD-11 (at the end of 1990). The 100th MD-11 was delivered on 30 June 1993. As of November 1996, McDonnell Douglas had made 146 sales of the MD-11 aircraft.

Several variants included long range MD-11ER, the MD11CF freighter and two combination freighter/passenger aircraft. Certification with the R-R Trent 650 was discontinued, and the fuselage production line was moved from San Diego to Long Beach during early 1996.

Boeing elected to cease production of the MD-11 in February 2000, after the delivery of the 200th aircraft (D-ALCN) which was delivered to Lufthansa Cargo on 22 February 2000.

MD-11
Engines: 3 x General Electric CF6-80C2D1F turbofans, 61,500 lb
MTOW: 273.28 tonne
MLW: 195.04 tonne
Wing span: 169 ft 6 in (51.7m)
Wing area: 3,648 sq.ft (339 sq.m)
Length: 200 ft 10 in (61.2m)
Fuel cap: 117.468 tonnes
Range: 12,741 km
Pax cap: 293.

MD-11
Seats 315-400
Gross wt. 602,500 lb
Empty wt. 277,000 lb
Fuel capacity 32,185 USG
Engines 3 x 58,000-lb. s.t. Pratt & Whitney PW4358 turbofans
Top speed 644 mph
Cruise 588 mph
Ceiling 45,000+ ft
Range 5,010 miles
Takeoff distance 10,100 ft
Landing distance 6,470 ft

MD-11P
Engines: 3 x General Electric CF6-80C2D1F turbofans, 273kN
Max take-off weight: 273300 kg / 602527 lb
Empty weight: 125870 kg / 277497 lb
Wingspan: 51.6 m / 169 ft 3 in
Length: 61.2 m / 200 ft 9 in
Height: 17.6 m / 57 ft 9 in
Wing area: 338.9 sq.m / 3647.89 sq ft
Max. speed: 962 km/h / 598 mph
Cruise speed: 876 km/h / 544 mph
Ceiling: 11000 m / 36100 ft
Range w/max.fuel: 11000 km / 6835 miles
Range w/max.payload: 9270 km / 5760 miles
Crew: 2
Passengers: 293-405