MSNDC9 From , joined Dec 1969, posts, RR:
Reply 1, posted (5 years 4 months 3 days 12 hours ago) and read 5687 times:
If I recall, the MD-90 burns close to 15% less fuel on an hourly basis and carries 12 additional pax. I think the overall trip cost was about 16-17% lower for the MD-90 and 20% lower on a per seat basis for a 750 mile trip.
The problem was that it was a bit of a maintenance pig and MCD was well into its slow death at the time.
ElpinDAB From United States of America, joined Apr 2005, 485 posts, RR: 4
Reply 2, posted (5 years 4 months 3 days 3 hours ago) and read 5611 times:
Quoting Flighty (Reply 12): Using that data (which I have also), we can compare DL MD-80s vs US 734s. During 2005, the DL MD-80 had an average flight distance of about 550 miles. The US 734 fleet had a distance of about 540 miles. DL seats 142 passengers; the US aircraft 144 passengers. DL about 1,180 gallons per revenue flight hour. US just about exactly 1,000 gallons per hour.
The MD-80 clearly burns more fuel than the 734. About 18% more, in the usage of DL/US.
So I guess the MD-90 burned about as much fuel as the 734. It really should have had transcon range for it to have been competitive. I wish it would have. DL might have ordered more. It needed a new wing, I think. The engine was good, and the fuselage worked, but a new wing would have propelled it to success. Instead, McD relied on the already under-winged MD-80 wing for the stretched, re-engined re-placement, which was a mistake. I think the MD-90's shortcomings might have accelerated it's takeover by Boeing.
edit: Could a transcon MD-90 have justified equal fuel burn to the 733/4/5 srs, competed with the 757 upon its introduction, and given airlines justification to order or keep MD-90's over 737NG's?
Viscount724 From Switzerland, joined Oct 2006, 26208 posts, RR: 22
Reply 4, posted (5 years 4 months 1 day 7 hours ago) and read 5410 times:
Quoting B767 (Reply 3): Just a quick question.At the time the MD80 were introduced,wasn,t the CFM 56 already availiable?
CFM56 was still in the development phase when the MD-80 first flew in 1979. The first CFM56 in service was the large-fan CFM56-2 used in the DC-8-60 series re-engining program. I believe the first of the re-engined -70 series DC-8s went into service in 1981. The first smaller-fan CFM56-3 wasn't certified until early 1984 for the 737-300, the first of which went into service in late 1984.