In the above photo we see MD-90-30 N901DC (53367/2018) arriving back in Long Beach from one of it's many test flights. The aircraft remained in flight test after deliveries began to test upgraded systems and improvements to the airframe. Sadly, the aircraft was broken up in January 1999. (Photo By Michael J. Carter)
The MD-90, the most graceful looking of the DC-9/MD-80 family of DAC airliners was officially launched on October 10, 1989. In November just over a month later long time Douglas customer, Delta Airlines placed an order for 50 firm aircraft with 110 options allowing DAC to give the firm go-ahead for the program.
This was followed by a large order from Japan Air System (JAS) and two leasing companies ILFC and GATX. All orders placed were for the Series 30, though other varients were offered, the MD-90-10 (110 seats), and the MD-90-40 (180 seats). DAC had also considered the MD-90-20 which would have been an MD-80 retro-fitted with the V2500 engine, but this varient never came to fruitation.
The MD-90-30 was stretched 4 feet 9 inches forward of the wings to accommadate and to balance the extra weight (5,900 pounds) of the new V2500 engines. The resulting icrease made the -30 152 feet, 7 inches in length and could accommadate 158 passengers.
DAC was also extremely interested in getting some once-loyal customers such as Austrian, Finnair, Swissair, and SAS to purchase the MD-90. The airlines had formed the European Quality Alliance which was in the market for approximately 240 aircraft in the MD-90 class. Obtaining the order was of such importance to DAC that it offered a specially designed varient, the MD-90EC (Enhanced Configuration) which featured an improved flight deck, cargo handling system, cabin interior, and payload/range. Additionally the new varient had a higher maximum take-off weight of 172,500 pounds.
Unfortunately Austrian and Swissair turned to Airbus for new aircraft, leaving SAS and Finnair to still be sold on the MD-90(EC). When no new orders were received, DAC discontiued the (EC) varient which had been offered on both the -30 and -40 series. One vaient of the MD-90 that did make it to production, was the MD-90-30ER (Extended Range), which had auxilary fuel tanks in the belly. The extra fuel tanks increased fuel capacity to 42,900 pounds and improved the cruising range to 2,172 nautical miles. The maximum take-off weight increased to 168,000 pounds which made the -30(ER) 12,000 pounds heavier than a standard -30.
The prototype MD-90-30 N901DC (53367/2018) (T-1) took to the skies on February 22, 1993 departing Long Beach on its maiden flight which lasted 4hrs and 56 minutes. The MD-90 flight test program totaled 1,450 flights with a total flight time of 1,906hrs. The FAA awarded the MD-90-30 it's airworthiness certificate on November 16, 1994 with the first delivery occurring on March 24, 1995 to launch customer Delta. The aircraft N902DA (53382/2094)had actually been operating route proving flights for several weeks prior to the offical delivery.
Unfortunatly the MD-90 did not sell well despite a large order for 29 aircraft from Saudi Arabian airlines. The aircraft was somewhat of an orphen since DAC had no other varients to offer airlines who now-a-days are interested in the (family aircraft) concept to keep operational costs down. DAC mounted an aggressive sales effort, but to little avail, airlines just were not interested in the MD-90, Delta Airlines, the launch customer for the aircraft even cancelled it's remaining firm orders and options in favor of the 737-800 to begin its fleet renewal program and replacing its aging 727 fleet.
The final blow occurred after the Boeing/Douglas merger when Boeing announced the launch of the 737-900 program with orders from Alaska Airlines which had earlier canceled its MD-90 order. Boeing announced in November 1997 that the MD80/90 production lines would be closed with the last deliveries of each aircraft. The last MD-90-30 (53519/2290) was delivered to Saudi Arabian Airlines as HZ-AP4 on October 23, 2000.
This marked the end of a era in Long Beach which had began in 1965 with the first DC-9. However, two more MD-90-30s were built after the production line had shut down in Long Beach with the delivery of two aircraft to China Northern Airlines on September 18, 2001. These two aircraft were part of a Trunkliner contract that Douglas had won years earlier in 1992.
The contract called for 10 MD-90-30s to be built in Long Beach and delivered to China Norhern Airlines and China Eastern Airlines in 1996 and 10 to be built in China by the Dachong Factory of Shanghi Aviation Industrial Corporation and delivered to the same two airlines in 1998. Long Beach built the MD-90s as agreed but the chinese built aircraft made little or no progress. In July of 1998 parts for three aircraft were ready for assembly, but the Chinese government
called a halt to the program.
MD-90-30 Production List **Updated** 02/11/2005
