After 36 years, AA retired all MD80 of the fleet
American Airlines MD-80s in their final 140 seat configuration: 16 First class seats, 38-40” pitch, 21” width (rows 3-6, the seats on the port / left side had slightly less seat pitch than the starboard side due to removal of a closet to install an extra seat pair. 35 Main Cabin Extra seats with 34” pitch, 17.4 - 17.8” width in 2 x 3 configuration in rows 7-11 and exit rows. 89 Main Cabin seats with 31” pitch, 17.4 - 17.8” width in 2 x 3 configuration. The A-B overhead bins were small, and couldn’t accommodate rollaboards wheels first; these had to be stowed in the D-E-F side bins. MD-80 we’re equipped with full service galleys, WiFi, center overhead screens for IFE, cigar lighter type jacks providing 15 VDC. Onboard WiFi IFE streaming to passengers’ personal entertainment devices was added. Many consider the MD-80 seats some of the most comfortable, as they were better padded than the newer generation of lightweight seats. The cabin was relatively quiet, with the air noise completely masking any engine noise in First. On the other hand, the offset rows 31 and 32 were very close to the aft-mounted engines and engine noise was very loud. McDonnell Douglas MD-83 (DC-9-83) The MD-83 is a longer-range version of the basic MD-81/82 with higher weights, more powerful engines, and increased fuel capacity. Powerplant: Compared to earlier models, the MD-83 is equipped with slightly more powerful 21,000 lbf (93 kN)-thrust Pratt and Whitney JT8D-219s as standard. Performance: The MD-83 features increased fuel capacity as standard (to 6,970 US gal (26,400 L)), which is carried in two 565 US gal (2,140 L) auxiliary tanks located fore and aft of the center section. The aircraft also has higher operating weights, with MTOW increased to 160,000 lb (73,000 kg) and MLW to 139,500 lb (63,300 kg). Typical range for the MD-83 with 155 passengers is around 2,504 nautical miles (4,637 km). To cope with the higher operating weights, the MD-83 incorporates strengthened landing gear including new wheels, tires, and brakes, changes to the wing skins, front spar web and elevator spar cap, and strengthened floor beams and panels to carry the auxiliary fuel tanks.”
Review below some pictures about AA' Maddog
AA McDonnell Douglas MD-80 “Super 80” (1983-2019) “The McDonnell Douglas MD-80 is a series of twin-engine, short- to medium-range, single-aisle commercial jetliners. It was lengthened and updated from the DC-9. This series can seat from 130 to 172 passengers depending on variant and seating configuration. American Airlines was the first US major carrier to order the MD-80 when it leased twenty 142-seat aircraft from McDonnell Douglas in October 1982 to replace its Boeing 727-100. It committed to 67 firm orders plus 100 options in March 1984, and in 2002 its fleet peaked at more than 360 aircraft, 30 % of the 1,191 produced.” AA used the “Super 80” name for this aircraft. The first AA MD-80 was delivered in 1983, the last in 1999. (Wikipedia) The MD-80 was delivered with a standard tapered round fuselage tail cone, but it was found a “screwdriver” design somewhat similar to the Boeing 777 saved fuel. The “screwdriver” tail cone was applied to all AA MD-80s, and were fabricated by AA maintenance personnel at the Tulsa shop. The last “Super 80s” operated by AA were TWA MD-83s built toward the end of the manufacturing run. “Their cockpits have digital engine instruments and dual flight management system (FMS) displays versus AA’s traditional ‘round dial’ presentation and lone GFMS keypad. The TWA computers’ formats and functionality are different from those of the single units—the Mac versus PC of the MD-80 world.” (Airways Magazine) The last 23 “Mad Dogs” flew to a desert air park in Roswell, New Mexico, on 4 Sep 2019. One MD-80 remains at DFW Airport, to be used for future de-icing practice, and more will be donated to flight-training schools. (Bloomberg) N984TW, a MD-83 assembled in 1999 (MSN 53634 / LN 2287), was the last MD-80 built (at the McDonnell Douglas plant at Long Beach / LGB, California, and was the last to be retired, flying AA 80 DFW-ORD before flying its final segment ORD-ROS. Though wingtip devices and higher bypass ratio engines were proposed to create an “MD-80 Advanced”, there was never sufficient interest from the airlines to proceed with these advances. The 737’s GE CFM-56 engines offer 35% additional fuel savings per seat mile over the MD-80. An expensive to fulfill 2017 Airworthiness Directive governing the fuel pump system drove the nails into the coffin. “... the Chicago, St. Louis, and Los Angeles crew domiciles (closed, and) DFW will be the aircraft’s final hub because of its maintenance capabilities and proximity to Tulsa’s repair and overhaul station... The aircraft’s tenure will conclude in the way it started. Memphis, Houston, Kansas City, New Orleans, and other current MD-80 destinations mostly lay within a 500-mile radius of Dallas.” The AA MD-80s were retired to ROW / Roswell International Air Center, Roswell, New Mexico (previously Walker Air Force Base / WAFB).