McDonnell Douglas MD-90

The McDonnell Douglas (later Boeing) MD-90 is a retired American five-abreast single-aisle airliner developed by McDonnell Douglas from the earlier MD-80. The airliner was produced by the developer company until 1997 and then by Boeing Commercial Airplanes. It was a stretched derivative of the MD-80 and thus part of the DC-9 family. After the more fuel-efficient IAE V2500 high-bypass turbofan was selected, Delta Air Lines became the launch customer on November 14, 1989. The MD-90 first flew on February 22, 1993, and the first delivery was in February 1995 to Delta.

The MD-90 competed with the Airbus A320ceo family and the Boeing 737 Next Generation. Its 5 ft (1.4 m) longer fuselage seats 153 passengers in a mixed configuration over up to Template:Convert, making it the largest member of the DC-9 family. It kept the MD-88's electronic flight instrument system (EFIS).

The shrunken derivative of MD-80 or shorter variant of MD-90, originally marketed as MD-95, was later renamed the Boeing 717 following McDonnell Douglas' merger with Boeing in 1997.

Production ended in 2000 after 116 deliveries. Delta Air Lines flew the final MD-90 passenger flight on June 2, 2020. It was briefly retired before being put into testing with Boeing Commercial Airplanes for the NASA X-66 program. It was involved in three hull-loss accidents with only one fatality being a fire related or non-aeronautical accident.

Development

The DC-9 series, the first generation of the DC-9 family with five members or variants (DC-9-10 / DC-9 Series 10, Series 20, Series 30, Series 40, and Series 50) and ten production versions (Series 11, Series 12, Series 14, Series 15, Series 21, Series 31, Series 32, Series 33, Series 34, Series 41, and Series 51), was a commercial success with 976 units built when production ended in 1982.<ref>Making the Mad Dog Airliner World November 2021 page 52</ref><ref>Template:Cite web</ref> The aircraft series was an all-new design, using two rear fuselage-mounted turbofan engines, a T-tail configuration,<ref name=douglas/> and a narrow-body fuselage design with five-abreast seating for 80 to 135 passengers.<ref name=2nd-Gen-Transports>Template:Cite web</ref> The success prompted the manufacturer to further develop the first generation DC-9 family into its second generation.

Baseline: MD-80

The MD-80 series, the first derivative or the second generation of the DC-9 family, entered service in 1980. The aircraft series was originally designated as Series 80 or stylized as the Super 80,<ref>History – Chronology – 1977–1982 Template:Webarchive. The Boeing Company. Retrieved 2007-12-14.</ref> which was a 14 ft 3 in (4.34 m) lengthened Series 50 with a higher maximum take-off weight (MTOW) and higher fuel capacity, as well as next-generation Pratt and Whitney JT8D-200 series engines and an improved wing design.<ref>Template:Cite web</ref> The MD-80 series has five variants or production versions, which are designated with a non-zero second digit similar to the DC-9 series, the MD-81, MD-82, MD-83, MD-87, and the MD-88. A total of 1,191 MD-80 airliners were delivered from 1980 to 1999, making it the company's most successful airliner model.<ref name="orders-deliveries">Template:Cite web</ref> In 1983, McDonnell Douglas began studies on derivatives of the MD-80 series or the third generation of the DC-9 family, which later became known as the MD-90 series.

Stretching: MD-90

Blue1 MD-90-30 (2008)

The MD-90, the stretched derivative of the MD-80 and thus the third generation of the DC-9 family,Template:Cn was launched on November 14, 1989 when Delta Air Lines placed an order for 50 MD-90s, with options to purchase a further 110 aircraft.<ref name="AI p90"/><ref name="HugeBacklog">Template:Cite news</ref> The type was 57-inch-longer (1.4 m) longer than MD-80 and featured a glass cockpit (electronic instrumentation) and more powerful, quieter, fuel-efficient IAE V2525-D5 engines, with the option of upgrading to an IAE V2528 engine.<ref>Template:Cite web</ref>

Large stretch: MD-90X

Starting in late 1986, McDonnell Douglas began offering the MD-90X, a Template:Cvt stretch of the MD-80. Unlike the MD-91 and MD-92 derivatives and the clean-sheet MD-94X proposal, the MD-90X would still use turbofan engines. The MD-90X would carry 180 passengers.<ref name="GAStrong">Template:Cite magazine</ref> Powered by the Template:Cvt CFM56-5 or V2500, the MD-90X replaced the MD-89 as McDonnell Douglas's proposed new turbofan offering, and it was designed to compete with the Boeing 757.<ref name="IndustryOnEdge">Template:Cite magazine</ref>

Propfan engine

Civilian: MD-94X

A concept illustration of the McDonnell Douglas MD-94X

An MD-81 testbed for propfan engines at Farnborough Airshow 1988

For several years, McDonnell Douglas proposed powering the MD-90 with two unducted fan (UDF) or propfan engines,<ref name="BettingBig">Template:Cite news</ref> designated the MD-94X. Previously, an MD-81 was used as a testbed for propfan engines, such as the General Electric GE36 and the Pratt & Whitney/Allison 578-DX.<ref>Template:Cite web</ref>

By mid-1989, it was clear that there was insufficient interest in propfan-powered aircraft, so the company reworked its proposals to instead feature the IAE V2500 turbofan,<ref name="AI p90">Swanborough 1993, p.90.</ref><ref name="DropsPropfan">Template:Cite news</ref> which was estimated to be $1 million cheaper than the GE36 and had already been certified for the Airbus A320.<ref name="NewAssemblyLine">Template:Cite magazine</ref> Within six weeks of eliminating the propfan option, the MD-90 secured a large launch order.<ref name="EPA">Template:Cite report</ref>

Military: P-9D

When the United States Navy wanted to replace its 125 Lockheed P-3 Orion anti-submarine warfare (ASW) aircraft, McDonnell Douglas offered the P-9D, which would be a propfan-powered version of the MD-91. The Template:Cvt thrust engine would be either the General Electric GE36 or the Pratt & Whitney/Allison 578-DX.<ref name="PropfanASW">Template:Cite magazine</ref> Lockheed won the competition with its P-3 derivative, the Lockheed P-7, but the replacement program was later canceled.

MD-95

Template:Main In 1991, McDonnell Douglas revealed that it was again considering developing a specialized 100-seat version of the MD-80, to be some Template:Cvt shorter than the MD-87, powered with engines in the Template:Cvt thrust class.<ref name="airclaims">Airclaims Jet Programs 1995</ref>Template:Page needed At the Paris Airshow, McDonnell Douglas announced the development of a 105-seat version of the MD-80, designated MD-95.<ref name="airclaims"/> In early 1994, the MD-95 re-emerged as similar to the DC-9-30, its specified weight, dimensions, and fuel capacity being almost identical. Major changes included a fuselage "shrink" back to Template:Cvt length (slightly longer than the DC-9-30), and the reversion to the original DC-9 wingspan of Template:Cvt. At this time, McDonnell Douglas said that it expected the MD-95 to become a family of aircraft with the capability of increased range and seating capacity.<ref name="airclaims"/>

The MD-95 was developed to satisfy the market need to replace early DC-9s, then approaching 30 years old. The MD-95 was a complete overhaul, going back to the original DC-9-30 design and applying new engines, cockpit and other more modern systems.<ref name="douglas"/> McDonnell Douglas first offered the MD-95 for sale in 1994.<ref name="douglas">Template:Cite book</ref><ref name=Becher>Becher, Thomas. Douglas Twinjets, DC-9, MD-80, MD-90 and Boeing 717. Crowood Press, 2002. Template:ISBN. pp. 106-107.</ref> The airliner was later renamed the Boeing 717-200 after McDonnell Douglas merged with Boeing in 1997.<ref name=merger>Boeing Chronology, 1997–2001 Template:Webarchive, Boeing</ref>

Early operations

China Eastern MD-90-30 showing a bottom view

The type first flew on February 22, 1993, and the first MD-90 was delivered to Delta in February 1995.<ref>Template:Cite web</ref> No MD-90 orders were received after Boeing and McDonnell Douglas merged in 1997 due to internal competition with Boeing's 737.<ref name="becher_MD-90">Becher 2002, pp. 102–105.</ref> Delta Air Lines had initially placed a large order for the MD-90 to replace some aging Boeing 727s. After the Boeing-McDonnell Douglas merger, Delta canceled their remaining 19 MD-90 orders in favor of the Boeing 737–800.<ref name="becher_MD-90"/><ref>Delta's 1997 Annual Report, Delta Air Lines. Retrieved 2008-12-08.</ref>

Production

The MD-90 was produced adjacent to the Long Beach Airport in Long Beach, California, USA. A total of 40 MD-90s (later 20) were to be assembled under contract in Shanghai, People's Republic of China under the Trunkliner program,<ref>China Northern Airlines Receives First MD-90 Aircraft, The Boeing Company. Retrieved 2008-12-08. Template:Webarchive</ref><ref>Template:Cite web</ref> but Boeing's decision to phase out the MD-90 resulted in only two built by Shanghai Aircraft.<ref>Boeing in China, The Boeing Company. Retrieved 2008-12-08. Template:Webarchive</ref> MD-90 production at Long Beach, California ended in 2000 with the last airplane being delivered to Saudi Arabian Airlines,<ref name="becher_MD-90"/> and MD-90T production at Shanghai ended in 2000.<ref>End of the MD-80/90 line Australian Aviation issue 159 March 2000 page 6</ref> With 116 MD-90 aircraft produced, the MD-90 production run was the smallest among the DC-9 family.<ref>Template:Cite web</ref> Two aircraft were also produced at Jiangwan Airfield in Shanghai, People's Republic of China.<ref>Shanghai Jiangwan Airfield. Global Security. Retrieved: 2008-12-09.</ref>

Retirement

The main competitors of the MD-90 included the Airbus A320ceo and the Boeing 737-800. Aeronautical Engineers Inc (AEI) planned to begin an MD-90 freighter conversion program in 2016/2017 when the 737-400SF conversions were expected to be phased out, but canceled it in 2015. A converted MD-90 freighter would be longer than a 12-pallet capacity MD-80SF and would have one more pallet position, or 13 pallets total. However, as with the MD-80SF, the narrow fuselage cross-section only allows for non-standard 88" x 108" pallets or containers, which is the main disadvantage in cargo operations and limits its potential market. The main reason for AEI's decision not to continue the 13-pallet freighter program was the limited availability of MD-90 in the market. At the time, fewer than 100 aircraft were still active, most of which were in Delta Air Lines fleet.<ref name=MD80SF_Demand>Template:Cite web</ref> On June 2, 2020, Delta operated its last MD-90 on the type's final commercial flights,<ref>Template:Cite web</ref><ref>Template:Cite web</ref> and so the MD-90 was retired without a freighter conversion to extend its service life. Template:Clear

Design

Initial MD-88-style MD-90s EFIS cockpit of Delta Air Lines

Enhanced MD-90EFD glass cockpit of Saudi Arabian Airlines

The MD-90 is a mid-size, medium-range airliner that was developed from the MD-80 series. Resembling the preliminary version of the MD-88 from March 1984,<ref name="earlyMD88">Template:Cite news</ref> the MD-90 is a Template:Convert, updated version of the base MD-80 with similar electronic flight instrument system (EFIS) and more powerful, quieter and fuel efficient IAE V2500 engines instead of the JT8D engines, which power the MD-80 series.<ref name="KresslyParker1995">Template:Cite tech paper</ref> This made the MD-90 the first derivative variant of the DC-9 to use a high-bypass turbofan engine. Due to the heavier engines, the engine pylons feature flaps that deflect 30° downward to assist in pitching down for stall recovery. The system activates automatically when the control column is pushed fully forward.<ref>Template:Cite journal</ref>

Typical seating for the MD-90 ranges from 153 to 172 passengers, depending on the cabin configuration and interior layout.<ref>Template:Cite web</ref> The MD-90 was produced in two versions: -30 and −30ER. The −30 has a range of Template:Cvt. The −30ER has a higher gross weight and range up to Template:Cvt with an extra 565 US gal (2,140 L) auxiliary fuel tank.<ref name="StartupPPTSpecs"/> An even longer-range version, the −50, was offered but was never ordered.Template:Cn

The initial MD-90s feature an EFIS cockpit similar to the MD-88's cockpit.<ref name="becher_p105">Becher 2002, p. 105.</ref> The 29 MD-90s delivered to Saudi Arabian Airlines feature a full glass cockpit with avionics and an overhead display panel similar to the MD-11's cockpit for easy transition for the airline's pilots of the MD-11, also operated by the airline.<ref name="becher_p105"/><ref>Saudia Calls for Honeywell Flat Panel Cockpit Displays for New MD-90s Template:Webarchive. Honeywell. February 6, 1996. Retrieved: 2008-12-08.</ref>

Variants

Production variants

MD-90-30

Base variant with two V2525-D5 or V2528-D5 engines and an EFIS cockpit similar to that of the MD-88. V2528-D5 engines also has an option to select between 25K or 28K ratings if needed by activating a switch in the flight deck.

MD-90-30IGW

Increased Gross Weight version, one built.

MD-90-30ER

Extended Range (ER) version of MD-90-30, two built.

MD-90-30T "Trunkliner"

Variant of the MD-90-30 assembled by Shanghai Aviation Industrial Corporation in the People's Republic of China. Production was initially planned to be 40,<ref>Mintz, J., Sale of Aircraft Machinery to China Shows Perils of Exporting Technology, Washington Post, June 7, 1998. Retrieved 2008-12-09.</ref> later reduced to 20,<ref>Template:Cite press release</ref> with only two built in the end.<ref name="becher_p104">Becher 2002, p. 104.</ref> To accommodate the heavy aircraft on unsuitable runways, a dual tandem landing gear with more tires to spread the weight of the aircraft was designed for the Trunkliner,<ref>Bailey, J., "China: Boeing argues MDC lead". Flight International, May 1–7, 1991. Retrieved 2008-12-09.</ref> but ultimately not used in the two aircraft produced.<ref name="Boeing-MD-80/90">Template:Cite report</ref> The Comac ARJ21 is built using tooling retained by the Chinese after the end of the Chinese MD-90-30 program.<ref>Burchell, Bill. "Setting Up Support For Future Regional Jets". Aviation Week, October 13, 2010. Template:Webarchive</ref>

MD-90-30EFD

Enhanced Flight Deck version of MD-90 with similar instrumentation to the MD-11, 29 built, all but one scrapped in 2013.Template:Citation needed One remains preserved for training purposes in unknown condition.

Proposed variants

MD-90-10

A shorter variant with the same length as the MD-87, carrying from 114 passengers in a three-class layout to 139 passengers in a high-density configuration. It has a maximum takeoff weight (MTOW) of Template:Cvt and a range of Template:Cvt with fuel reserves.<ref name="Flight19891212">Template:Cite magazine</ref> Engine thrust would be Template:Cvt.<ref name="Airliners1991">Template:Cite magazine</ref> This variant was not built.

MD-90-10EC

Unbuilt "European Community" version of the MD-90-10, with a higher MTOW and the engine thrust raised to MD-90-30 levels for an increased range of Template:Cvt.<ref name="EuropeVariants">Template:Cite magazine</ref>

MD-90-20

Proposed re-engining of MD-80 series aircraft to V2500 engines.Template:Cn

MD-90-30EC

Unbuilt "European Community" version of the MD-90-30, with a higher MTOW and the engine thrust raised to MD-90-40 levels for an increased range of Template:Cvt.<ref name="EuropeVariants" />

MD-90-40

A proposed Template:Cvt variant with a maximum capacity of up to 217 passengers, though the normal three-class layout would hold 170–180 passengers. The derivative would have a storage capacity of Template:Cvt, a maximum takeoff weight of Template:Cvt, and a height of Template:Cvt.<ref name="Flight19891212" /> Engine thrust would be Template:Cvt.<ref name="Airliners1991" /> This variant was never built.

MD-90-40EC

Unbuilt "European Community" version of the MD-90-40, with a higher MTOW for an increased range of Template:Cvt. Other improvements include wing area enlargement/strengthening, one-person baggage loading improvements, and better interiors.<ref name="EuropeVariants" />

MD-90-50ER

A proposed variant similar to the MD-90-30, but with two extra auxiliary fuel tanks mounted on the belly. The aircraft had an MTOW of Template:Cvt, used IAE V2528 engines with Template:Cvt thrust, and had an estimated range of Template:Cvt.<ref name="Boeing-MD-80/90"/>

MD-90-55

A proposed variant with two extra passenger doors and room for 187 passengers in a single-class configuration.<ref name="Boeing-MD-80/90"/>

Operators

Template:Main There are no longer any MD-90 aircraft in service as Delta Air Lines was the last remaining operator in 2020.Template:Cn They began phasing out its MD-90s in 2017,<ref>Template:Cite web</ref> before retiring its remaining MD-90s after their final flights on June 2, 2020.<ref>Template:Cite press release</ref>

Deliveries

Deliveries<ref>Order and Deliveries – User Defined Reports. Boeing</ref>

Type	Total	2000	1999	1998	1997	1996	1995
MD-90-30	113	3	13	34	25	25	13
MD-90-30ER	1				1
MD-90-30T	2	2
MD-90 series	116	5	13	34	26	25	13

Accidents and incidents

During its service life, the MD-90 was involved in three hull-loss accidents, resulting in one fatality.<ref name="IncidentSummaries">Template:Cite web</ref><ref>Template:Cite web</ref>

• On August 24, 1999, Uni Air Flight 873, an MD-90, caught fire after a passenger's carry-on luggage containing gasoline was ignited by a motorcycle battery contained in another passenger's carry-on luggage. 27 people were injured with one fatality as a result of the cabin fire. The aircraft was damaged beyond economic repair.<ref>Template:Cite web</ref><ref>Template:Cite web</ref>
• On February 23, 2009, a Lion Air MD-90 with 156 passengers and 6 crew members, performing flight JT-972 from Medan to Batam in Indonesia, could not extend the nose gear while on approach to runway 04 of Batam's Hang Nadim Airport. The crew aborted the approach and circled the airport while trying to troubleshoot the problem. After around one hour, they were forced to land without the nose gear at around 18:30 local time (11:30 GMT). The airport's emergency services had sprayed foam on the runway for the landing, which the crew performed safely.<ref>Template:Cite web</ref>
• On March 9, 2009, a Lion Air MD-90 overran runway 25L at Soekarno–Hatta International Airport, due to an unstable approach 330 ft (100 m) before the runway in rainfall and strong winds, in which the aircraft touched down to the left of the centerline. Although its thrust reversers were functioning, it veered to the right, resulting in the aircraft resting 90 degrees off the runway.<ref>Template:Cite web</ref>
• On May 8, 2009, a Saudi Arabian Airlines MD-90EFD with seven crew members and no passengers on a repositioning flight from Jeddah was substantially damaged during a runway excursion at Riyadh airport. On touchdown, the captain manually extended the speed brake (spoiler) lever, but did not latch it in the fully extended (EXT) position (fully aft and latched upwards), and the lever automatically returned to the forward retracted (RET) position which was not noticed by the cockpit crew. After touchdown, the aircraft banked to the right and began to drift right of the runway center line and left the runway at high speed, traversed the full width of the G4 taxiway, where the left main landing gear collapsed during this time. The aircraft came to rest on taxiway GOLF and all crew members escaped with no injuries. The aircraft was written off.<ref>Template:Cite web</ref>

Specifications (MD-90-30)

International Aero Engines V2500 engine powering the MD-90

Specifications<ref name="StartupPPTSpecs">Template:Cite news</ref>

Cockpit crew	Two
Seating, 2–class	153–158: 12J@36Template:Abbr + 141/146Y@31-33"
Seating, 1–class	163-172Y@29–33"
Cargo	Template:Cvt
Length	Template:Cvt
Fuselage	Template:Cvt width × height<ref>MD-90-30 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING p. 2–3, p. 2–8. Boeing</ref>
Wingspan	Template:Cvt
Height	Template:Cvt
MTOW	Template:Cvt
Empty weight	Template:Cvt
Max. payload	Template:Cvt
Fuel capacity	Template:CvtTemplate:Efn
Turbofan engines (2×)	IAE V2525-D5 or V2528-D5
Unit thrust	Template:Cvt
VMO	Template:Cvt at Template:Cvt<ref name=TCDS>Template:Cite web</ref>
Cruise speed	Template:Cvt at Template:Cvt<ref>Template:Cite magazine</ref><ref name="AirTransportation">Template:Cite book</ref>
Ceiling	Template:Cvt<ref name="TCDS" />
Range, 153 pax	Template:Cvt
Takeoff runway	Template:Cvt at 156,000 lb, ISA, SL<ref name="acap">Template:Cite web</ref>

Sources

• Becher, Thomas. Douglas Twinjets, DC-9, MD-80, MD-90 and Boeing 717. The Crowood Press, 2002. Template:ISBN.
• Swanborough, Gordon. "A 'Ninety for the 'Nineties". Air International, August 1993, Vol 45 No 2. Stamford, UK:Key Publishing. pp. 90–95
• Template:Cite magazine

External links

• MD-90/MD-80 history page on Boeing.com
• MD-90 page on Airliners.net