McDonnell Douglas MD-80

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 Delta Air Lines for a total of 80 aircraft.


The MD-88 is, depending on specification, basically similar to the MD-82 or MD-83 except that it incorporates an EFIS cockpit instead of the more traditional analog flight deck of the other MD-80s.

Other changes incorporated in the MD-88 include a windshear 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.

In fact the windshear warning, was offered as a standard option on all the 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 specification. When McDonnell Douglas was asked why these aircraft were MD-88s and not MD-82s they said that the customer, Delta Air Lines, thought that its specification was sufficiently different to warrant a new designation. Although delivered in December 1987, Delta only put the aircraft into service 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 nautical miles (3,800 km) with 155 passengers. Range with 155 passenger is increased to 2,504 nautical miles (4,637 km) with two additional auxiliary fuel tanks (similar to the MD-83).

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 Onur Air.

Undeveloped variants

MD-80 Advanced


McDonnell Douglas revealed at the end of 1990 that it was 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 certificated 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) thrust. 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), light emitting diode (LED) dot matrix electronic engine and system displays.

A Honeywell windshear 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 door opens, 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 MD-90-30 is a stretched variant with updated glass cockpit and two V2500 engines, also Extended Range (ER) version as the MD-90-30ER.