Will we ever see another a/c like the MD-80 again?

[pilotyip]

Steam in the cockpit. MD 80 cockpits are older than Norfolk and Southern

Steam is for men who fly airplanes not program them.

 

[PhatAJ2008]

Steam is for men who fly airplanes not program them.

Agreed.

 

[PhatAJ2008]

forget the MD-80,bring back the 727 !!!!!!!!!!!!!!!

... Ok, in that case, will we ever seen another boeing aircraft with rear mounted engines?

 

[enigma]

Seems like such a great workhorse... Why were no airlines interested in it it causing them to cease production of the 717?

I've been told that the MD95/717 was real nice airplane. Had MD invested in enough redesign to make the wing efficient, I think that the airplane would still be in production. But they didn't. The 717 is flying around on early 60's aero knowledge. Aero science has advanced since then. MD didn't have the money to build a new airplane. They they sold to Boeing. Boeing didn't have the money to spend redesigning the 717 and they thought that the 737-500 was a viable entry to the 100 seat market. If given the chance to do it over again, Boeing might think twice.

to answer the question, Boeing did not try very hard to sell any 717's from what I heard. Why would an airline want to buy a product that was being produced by a manufacturer that wasn't pushing its own product?

 

[Tristar]

I know ATA was approached by Boeing about the 717 back in the day - allegedly we were interested, but not in enough airplanes to keep the line open. They wanted a big order from the likes of NWA or Delta. I'm guessing the ability to buy CRJ's and Jungle Jets and have regional pilots fly them for substantially less than mainline pilots also helped kill the airplane.

 

[Colonel Savage]

Another problem was the narrow cabin with limited headroom and carry-on bins. Almost closterphobic compared to the Boeing narrowbodies. Loved the airplane (DC-9 in my case) from a pilot's perspective, much more comfortable and quieter cockpit compared to the Boeing narrowbodies, but the bean counters can't consider those things.

As to the wings on all the different types, the faster cruising wing generally needs more runway required. I think the 737 had the edge there, which better fit the short field/short haul "local service" that the airlines were trying to introduce jet service to in the late 60's early 70's.

I once heard that the 727 was designed primarily for Eastern Airlines, to operate out of LGA's short runways for their routes to Florida with 707 speed enroute. That's the only exception to the faster wing/longer runway rule I know of from that era.

 

[pipe]

Two motors, one jackscrew. No redundancy.

And this differs from the 737 rudder actuator within an actuator program how?

Having flown all of the aforementioned machinery, I gotta say a 737NG is a pretty crappy hand-flying airplane. Power setting changes result in inordinate pitch moment changes (compared to other airplanes). The STS is proof of this problem. Which brings up another pet peeve. I really enjoy the hell out of the big, stupid, wheel grinding away in the cockpit all the time -- are you kidding me!? Welcome to 1957.

PIPE

 

[pipe]

forget the MD-80,bring back the 727 !!!!!!!!!!!!!!!

Why, is your hearing coming back or do just hate electrical relays and climate control?

PIPE

 

[pipe]

Another problem was the narrow cabin with limited headroom and carry-on bins. Almost closterphobic compared to the Boeing narrowbodies.

Strange math in your world. Lots fewer middle seats and more overheads per seat than a Boeing. It's just math, man!

PIPE

 

[zoohead]

Flew the 717 in Australia...and all the guys who had flown the 9 in previous years were all like little kids. They couldn't believe they would ever get to fly the 9 again, but with new engines, cockpit, etc.

The 717 is a beast...(250kts below 10,000 is waived alot by ATC there), and riding the 717 at 320kts to 12miles and getting it in comfortably was a blast...all you had to do was make sure that you hit the G/S at 250kts.

Hitting the G/S in a 320 at 180kts and it still struggles to capture...heap of junk.

The sexiest aircraft in sky is the 9 - 80 - 90 - 717...Just plain boring the 73' & Airbuses.

 

[727C47]

Why, is your hearing coming back or do just hate electrical relays and climate control?

PIPE

Just sheer joy to fly,and to look at,the 9 in my humble opinion was rather pedestrian, in looks,and comparative performance,though i hear the -10,was quite a ride.

 

[hockeypilot44]

Flew the 717 in Australia...and all the guys who had flown the 9 in previous years were all like little kids. They couldn't believe they would ever get to fly the 9 again, but with new engines, cockpit, etc.

The 717 is a beast...(250kts below 10,000 is waived alot by ATC there), and riding the 717 at 320kts to 12miles and getting it in comfortably was a blast...all you had to do was make sure that you hit the G/S at 250kts.

Hitting the G/S in a 320 at 180kts and it still struggles to capture...heap of junk.

The sexiest aircraft in sky is the 9 - 80 - 90 - 717...Just plain boring the 73' & Airbuses.

The 320 has a much more efficient wing. There is a lot less drag on the 320 hence having to slow a little earlier.

 

[Quimby]

Flew the 717 in Australia...and all the guys who had flown the 9 in previous years were all like little kids. They couldn't believe they would ever get to fly the 9 again, but with new engines, cockpit, etc.

The 717 is a beast...(250kts below 10,000 is waived alot by ATC there), and riding the 717 at 320kts to 12miles and getting it in comfortably was a blast...all you had to do was make sure that you hit the G/S at 250kts.

Hitting the G/S in a 320 at 180kts and it still struggles to capture...heap of junk.

The sexiest aircraft in sky is the 9 - 80 - 90 - 717...Just plain boring the 73' & Airbuses.

????????

P-51
Lear 28/31/60
Gulfstream II/III/IV/V
Sea Fury
T-38
757
the list goes on and on...

 

[CA1900]

And this differs from the 737 rudder actuator within an actuator program how?

Well, if the rudder actuator fails, you have a chance at making it home. If the jackscrew holding the leading edge of the tail comes loose from its nut and pops out of the top of the tail, your chances are a little slimmer...

 

[pipe]

Well, if the rudder actuator fails, you have a chance at making it home. If the jackscrew holding the leading edge of the tail comes loose from its nut and pops out of the top of the tail, your chances are a little slimmer...

So far there's a pretty poor record of making it home after the actuator fails. It's happened way more often than the single jackscrew incident.

PIPE

 

[glasspilot1]

If the jackscrew holding the leading edge of the tail comes loose from its nut and pops out of the top of the tail, your chances are a little slimmer...

I was a 727 Cap in the late 90's when the Alaska accident happened. The day after, I was taxing to the gate in St. Louis and there were scores of MD-80's on the ramp with mechanics crawling all over the tails. The F/O looked at me and said: "I'm glad I'm not flying THAT piece of ****"!

In May 2001 I found myself in 80 school!

 

[PhatAJ2008]

They knew the day after the accident that the jackscrew was at fault?

 

[Donsa320]

They knew the day after the accident that the jackscrew was at fault?

Yes, because there had been many radio transmissions between the crew and maintenance control about tripped and resetting trim motor circuit breakers.

 

[glasspilot1]

Thanks Donsa for the confirmation. It was a sad accident as the crew (and rest) had a relatively long time before their impact with the water.