MC DONNELL DOUGLAS MD 80 SERIES (Please turn on wordwrap.)
By The PROJECT FREEWARE Group


A cooperative effort between Chris Grall, John Keane, Ilkka Tahvanainen, Frank Cunningham, Carl Zoch, Ed Schlatter and Kim Simmelink.

FORWARD

This cooperative "freeware" effort is dedicated to all those who have gone before, who have made the conscious decision to provide quality aircraft, scenery, panels and utilities for the enjoyment of all, without seeking monetary gain from this hobby.  After all the enjoyment must come from what you give not from what you get. This is our fourth project as a group and I can honestly say that it has been more enjoyable as we go.  -KBS-

Textures
Chris Grall, Ilkka Tahvanainen, John Keane, Frank Cunningham, Carl Zoch and Ed Schlatter

Aircraft Model & Documentation
Kim Simmelink

Static Aircraft
Ed Schlatter 

Flight Dynamics
Chris Grall and John Keane 

INSTALLATION STUFF

This aircraft requires FSFS to operate.
Copy all .*af files to your /textures directory
Copy the .air file to your /pilots directory

This aircraft can be converted for use in Microsoft's Flight Simulator for Windows 95 using the readily available conversion utility.  BE WARNED that we have noticed serious inaccuracies in the FSFW95 flight model when converting aircraft from FSFS to FSFW95.  You may want to obtain a flight dynamics editor which is available (on the AOL flight sim forum) to correct any problems.

LEGAL STUFF

This aircraft model is made available for the private use of Microsoft Flight Simulator enthusiasts.  The original, unaltered archive file may be freely distributed and uploaded to BBS and FTP sites.  Under no circumstances may this model be packaged, bundled or otherwise sold for profit without one of the PROJECT FREEWARE group member's written permission.

TECHNICAL & HISTORICAL STUFF

Even before the first flight of the Series 50, Douglas Aircraft Co turned its attention to the next major development, known as the DC-9-60, to take advantage of the new re-fanned versions of the Pratt & Whitney JT8D engine. An early example of this engine, the JT8D-109, was flight tested on a DC-9-32 starting on 9 January 1975. Advanced studies explored a number of other DC-9 derivatives, ranging from the DC-9-17R with JT8D-17R turbofans incorporating automatic power reserve, to re-fanned versions such as the DC-9-50RS (Re-fan, Stretched); DC-9-50RSS (Re-fan, Super Stretch) and the later and similar DC-9-55. All had a bigger wing, more power and a longer fuselage, which would have enabled the new aircraft to carry greater passenger loads than the DC-9-50 over the same distance as the extended-range DC-9-34. Another innovative proposal was the DC-9SC, which featured an all-new super-critical wing. Also actively under consideration was the DC-9-QSF (quiet, Short-Field), offered to Japanese airlines seeking a replacement for their NAMC YS-11 turboprops. This was basically a DC-9-40 with a new wing enlarged by the insertion of a 10ft (3.04m) center section, and re-fanned JT8D-209 engines, rated at 18,0001b (80kN) thrust. With a gross weight of 114,0001b (51,710kg), similar to the DC-9-40, the DC-9-QSF was intended to carry a passenger load of 120 all year round, from 4,OOOft (1,220m) runways. Similar claims to meet the requirements of the Japanese airlines were made for the proposed DC-9-22, first announced in 1977. This up-rated development of the 'hot-rod" DC-9-21 operated by SAS, featured the installation of the more powerful JT8D-15 or -17 turbofans, additional wing spoilers and an improved braking system. Both designs were shelved in favor of the more advanced concepts, which clearly and almost exclusively pointed the way to the new re-fanned JT8D-200 series of turbofans, which was given the go-ahead in March 1977. Uprated engines were rejected on grounds of noise, and entirely new engines because of their costs. The all-new super-critical wing was also discarded as being too expensive. The various options considered evolved into the DC-9 Super 80, a further stretched version of the DC-9 with JT8D-209 re-fanned engines and other new features. The aircraft was launched in October 1977 following strong pressure from Swissair, even though earlier that year McDonnell Douglas had insisted on an order from a major US carrier before giving the go-ahead. Eastern Air Lines, already a DC-9 operator with a large fleet of 70-plus aircraft, did express an interest but later went over to the larger Boeing 757. Launch orders included 15 firm and five options from Swissair, eight firm and four options from Austrian Airlines, as well as a conditional commitment for four aircraft from US regional carrier, Southern Airways. The cancellation of the Southern Airways order in June 1978 came as a blow to the manufacturer, although this was soon offset when Pacific Southwest Airlines decided to adopt the type as a replacement for its Boeing 727s. Southern's decision was largely influenced by the US Air Line Pilots Association's (ALPA) insistence that the Super 80 would have to be flown by a three-man crew in US service, even though earlier DC-9s had been successfully operated by a two-man crew since 1965. Southern correctly assessed that a third crewmember would have seriously jeopardized the economics of the Super 80. This, together with strong competition from Boeing, (which set an attractively low price for its appreciably larger 757 and offered generous buy-back terms on 727s to bridge the gap between the time of service entry of the Super 80 and the availability of its own new twin jet) did not bode well for the continuance of the DC-9 line. In the event, the manufacturer's fears proved unfounded. Once ALPA's objections had been swept aside, the aircraft's excellent economic performance over short, high-density routes attracted attention from all over the world, helping to turn the DC-9 Super 80 Series, later re-designated MD-80, into the most successful of all DC-9 variants.

The variants of the MD-80 series are as follows:


DC-9 Super 80
(MD-80)
Follow on version of the DC-9-50 with extensive structure "beef-up", lengthened fuselage, new wings and JT8D-209 (18,500lb) engines.  Major upgrade to the cockpit with a digital electronics integrated flight guidance and control system by Sunstrand, incorporating a cathode-ray tube to display approach information.  The new flight guidance system also controlled the auto-throttle.  Also introduced were a Sperry CAT IIIA autoland system, a 'dial a flap' system, a larger capacity APU and an advanced digital fuel quantity gauging system.
Pass: 172  MGTOW: 140,000lb  MPRange: 1,590 miles  Mcruise: 575 kts


MD-81
Production version of the DC-9 Super 80.
Pass: 172  MGTOW: 140,000lb  MPRange: 1,590 miles  Mcruise: 575 kts


MD-82
Same fuselage and wings as the earlier model fitted with more powerful JT8D-217 (20,000lb) engines with automatic thrust reverse.  Later models fitted with improved JT8D-217A (20,000lb) engines.
Pass: 172  MGTOW: 149,500lb  MPRange: 2,140 miles  Mcruise: 575 kts


MD-83
Same fuselage and wings as the earlier models fitted with more powerful JT8D-219 (21,000lb) engines and additional internal fuel of 1,160 US gal. in cargo compartment tanks.
Pass: 172  MGTOW: 160,000lb  MPRange: 2.725 miles  Mcruise: 575 kts


MD-87
The first member of the basic MD-80 family to change in external dimensions.  The MD-87 had a fuselage shortened by 16ft.  The vertical tail was increased in height by 10in to make up for the reduced fuselage.  There were many aerodynamic improvements incorporated to enhance the performance, many, which became standard on the late models of the earlier variants.  The MD-87 was fitted with a JT8D-217B (20,000lb) and later -217C (20,000lb) engines with reduced fuel consumption.
Pass: 139  MGTOW: 140,000lb  MPRange: 2,140 miles  Mcruise: 575 kts


MD-88
The MD-88 used the same fuselage and wings as the MD-82, but was fitted with many of the enhancements of the MD-87, as well as JT8D-217C (20,000lb) or -219 (21,000lb) engines.  Major revisions of the cockpit systems include an electronic flight instrument system (EFIS), a flight management system (FMS), and an inertial reference system (IRS) in its advanced "glass" cockpit.  Also there was an increased use of composite materials in construction.  The passenger cabin was also redesigned with a wider aisle, and new overhead storage bins.
Pass: 172  MGTOW: 160,000lb  MPRange: ? miles  Mcruise: 575 kts


Flight Modeling notes:
  The flight model for the Project Freeware MD-80 series was designed to be flown with FSW95. This was chosen over FS5.1 due to the fact that the overall aerodynamic numbers are interpreted better in FSW95. While the conversion process may have a few bugs the aircraft respondes to the FDE numbers in a much more accurate manner. FS5.1 users do not lose hope as this aircraft is very stable in FS5.1. All technical data was obtained using Jane's All the Worlds Aircraft and Aviation Weeks pilots reports on the MD-80. The MD-80 is described by pilots as being very heavy in control inputs and feeling much like a large jet. We attempted to capture this feeling. Also the rate at which the aircraft burns fuel is correct and has been changed for each specific engine type. Flying this aircraft to near it's max range requires proper fuel management.
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Schemes completed by Project Freeware:

Aeromexico MD-88 (AMX_MD88.zip)
Air Aruba MD-88 (ARU_MD88.zip)
Air California MD-82 - (ACALMD82.zip)
Air Jamaica MD-83 - (AJM_MD83.zip)
Alaska MD-83 - (ASAMD83.zip)
ALM MD-82 (ALM_MD82.zip)
American Airlines MD-82 - (AA_MD82.zip)
Austrian MD-82 - (AUSMD82.zip)
China Eastern MD-82 (CES_MD82.zip)
Continental Airlines MD-82(Red logo) - (CO_MD82.zip)
Continental Airlines MD-82(Black logo) - (CO1MD82.zip)
Continental Airlines MD-82(current) - (CO2MD82.zip)
Crossair MD-82 - (CRSMD82.zip)
Crossair MD-83 (McDonalds) - (MAC_MD83.zip)
Delta Airlines MD-88 - (DALMD88.zip)
Frontier Airlines MD-82 (old) - (FT_MD82.zip)
Midway MD-83 - (MDWMD83.zip)
Midwest Express MD-88(Current) - (ME_MD88.zip)
Muse Air MD-82 - (MUSMD82.zip)
North American MD-83 (NAO_MD83.zip)
New York Air MD-82 - (M82ny1.zip)
Noble Air MD-82(sim Airline) - (NB_MD82.zip)
Noble Air MD-83(sim Airline) - (NB_MD82.zip)
Northwest Airlines MD-82(red tail) - (NW_MD82.zip)
Northwest Airlines MD-82 (current) - (NWAMD82.zip)
Pacific Southwest Airlines (PSA) - (M81PS1.zip)
Reno Air MD-83 - (ROAMD83.zip)
SAS MD-82 (SAS Plane Collage blue) - (SAS_MD82.zip)
Swissair MD-81 - (SWRMD81.zip)
TWA MD-83 (New colors) - (TW1_MD83.zip)
TWA MD-83 (Old) - (TW2_MD83.zip)
TWA MD-83 (Wings of Pride reversed old scheme) - (TW3_MD83.zip)
USAir MD-82(old) - (US_MD82.zip)
USAir MD-82(current) - (USAMD82.zip)
Valujet MD-81 - (VAL_MD81.zip)

**Note the above may not all be released at the same time. All will be available with in one week of the intitial upload**