The
MD-82 was first announced on April 16, 1979, a new of the MD-80 variant
dimensionally similar to the MD-81 but equipped with more powerful
engines. The MD-82 was intended for operation from ‘hot and high’
airports but also offered greater payload/range when in use at
‘standard’ airfields. American Airlines is the world’s largest operator
of the MD-82, with at one point over 300 MD-82s in the fleet, but the
number now stands around 200.Originally certificated with 20,000 lbf (89 kN) thrust JT8D-217s, a -217A powered MD-82 was certificated in mid-1982 and became available in Autumn 1982. The new version featured a higher MTOW (149,500 lb), while the JT8D-217As had a guaranteed take-off thrust at temperature of up to 29 degrees C or 5,000 ft altitude. The JT8D-217C engines were also offered on the MD-82 giving improved sfc. Several operators have taken delivery of the -219-powered MD-82s, while Balair ordered its MD-82s powered by the lower thrust -209 engine.
Its first flight was on January 8, 1981. It got FAA certification on July 29, 1981. Its first delivery was on August 5, 1981 to Republic Airlines.
Last delivery was on November 17, 1997 to U-Land Airlines of Taiwan.
The MD-82 was assembled under licence in Shanghai by the Shanghai Aviation Industrial Corporation (SAIC) since November 1986; the sub-assemblies were delivered by McDonnell Douglas in kit form.
The popular MD-80 series is a stretched and improved development of the McDonnell Douglas DC-9.
The origins of the MD-80 lie in 1975 testing where a standard DC-9 was fitted with improved, more efficient, higher bypass ratio JT8D-200 series turbofans.
MDC originally proposed fitting the new engines (which meet Stage 3 noise limits) to a development designated the DC-9-55, which would have featured two JT8D-209s and a 3.86m (12ft 8in) stretched fuselage over the 50.
Instead MDC developed the DC-9 Super 80 (or DC-9-80), combining the new engines with a further stretched fuselage, increased span wing and other improvements.
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