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Name MD-83
Body Narrow
Wing Fixed Wing
Position Low wing
Tail T-tail
WTC Medium
Type code L2J
RFF Category 7
Engine Jet
Engine count Multi
Position Both sides of rear fuselage
Landing gear Tricycle retractable
Mass group 4

Manufacturered as:





Short to medium range airliner. In service since 1980. It has longer range and greater maximum take off mass (MTOW) than the other members of the MD-80 series. Produced until December 1999.

Technical Data

Wing span 32.78 m107.546 ft <br />
Length 45.06 m147.835 ft <br />
Height 9.05 m29.692 ft <br />
Powerplant 2 x Pratt & Whitney JT8D-219 (93,41 kN).
Engine model Pratt & Whitney JT8D

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) 140 kts IAS 170 kts IAS 250 kts IAS 250 kts MACH 0.75 TAS 440 kts MACH 0.74 IAS 290 kts IAS kts Vapp (IAS) 144 kts
Distance 2052 m ROC 2500 ft/min ROC 2800 ft/min ROC 2000 ft/min ROC 1000 ft/min MACH 0.76 ROD 1500 ft/min ROD 1500 ft/min MCS 210 kts Distance 1585 m
MTOW 7257572,575 kg <br />72.575 tonnes <br /> kg Ceiling FL370 ROD ft/min APC C
WTC M Range 25042,504 nm <br />4,637,408 m <br />4,637.408 km <br />15,214,593.187 ft <br /> NM

Accidents & Serious Incidents involving MD83

  • MD83 / AT76, Isfahan Iran, 2018 (On 21 January 2018, a McDonnell Douglas MD-83 which had just landed on one of the two parallel runways at Isfahan, entered the roll out end of the other one and began taxiing on it in the opposite direction to an ATR72-600 which was about to touch down at the other end of the same runway. The Investigation found that the MD83 had failed to follow its taxi clearance but also that the TWR controller involved had failed to instruct the conflicting ATR-72 to go around, a requirement that was not optional despite the 4397 metre runway length.)
  • MD83, Are/Ostersund Sweden, 2007 (On 9 September 2007, an MD83 being operated by Austrian Company MAP Jet, which was over the permitted weight for the runway and conditions, made a night take off from Are/Ostersund airport, Sweden, very near the end of the runway and collided with the approach lights for the opposite runway before climbing away.)
  • MD83, Barcelona Spain, 2006 (On 9 January 2006, a Mc Donnell Douglas MD83 being operated by Spanair on a scheduled passenger flight from Bilbao to Barcelona made an unstablised day VMC approach to a dry runway 07R at destination and landed long with apparently locked brakes before coming to a stop 140 metres from the end of the 2660 metre long runway. Following ATC reports of a fire in the area of the left main landing gear, an evacuation was ordered using the right side doors during which five of the 96 occupants received minor injuries. The RFFS arrived at the scene during the evacuation and extinguished the fire. Significant damage occurred to both main landing gear assembles and to both wings and the tail assembly but there was no damage to the primary structure.)
  • MD83, Juba Sudan, 2006 (On 23 June 2006, an AMC Airlines MD83 significantly overran the landing runway at Juba after a late touchdown followed by unexpected and un-commanded asymmetry in ground spoiler deployment and thrust reverser control caused by an unappreciated loss at some point en-route of all fluid from one of the two hydraulic systems. The Investigation concluded that the abnormal hydraulic system status should have been detectable prior to attempting a landing but also that one of the consequences of hydraulic system design should be modified.)
  • MD83, Kandahar Afghanistan, 2012 (On 24 January 2012, a Swiftair Boeing MD83 about to touch down on runway 05 at Kandahar lost alignment with the extended runway centreline when initiating the daylight landing flare for a landing and a corrective roll resulted in the right wing tip striking the ground 20 metres prior to the runway threshold before completing the landing. The Investigation found that the prior approach had been unstable both at the prescribed ‘gate’ and thereafter and should have led to a go around. It was also found that neither the operator nor the crew were authorised to make the GPS approach used.)
  • MD83, Lanzarote Spain, 2007 (On 5 June 2007, a McDonnell Douglas MD83 being flown by Austrian charter operator MAP on a flight from Lanzarote to Barcelona failed to follow a normal trajectory after take off in day VMC and developed violent roll oscillations. As speed increased, this stopped and a return to land was made without further event. Takeoff from Lanzarote had been unintentionally made without the flaps/slats being set to the required position.)
  • MD83, Port Harcourt Nigeria, 2018 (On 20 February 2018, a Boeing MD-83 attempting a night landing at Port Harcourt during a thunderstorm and heavy rain touched down well beyond the touchdown zone and departed the side of the runway near its end before continuing 300 metres beyond it. The Investigation found that a soft touchdown had occurred with 80% of the runway behind the aircraft and a communications failure on short final meant a wind velocity change just before landing leading to a tailwind component of almost 20 knots was unknown to the crew who had not recognised the need for a go around.)
  • MD83, Ypsilanti MI USA, 2017 (On 8 March 2017, a Boeing MD83 departing Ypsilanti could not be rotated and the takeoff had to be rejected from above V1. The high speed overrun which followed substantially damaged the aircraft but evacuation was successful. The Investigation found that the right elevator had been locked in a trailing-edge-down position as a result of damage caused to the aircraft by high winds whilst it was parked unoccupied for two days prior to the takeoff. It was noted that on an aircraft with control tab initiated elevator movement, this condition was undetectable during prevailing pre flight system inspection or checks.)
  • MD83, en route, near Gossi Mali, 2014 (In the early hours of 24 July 2014, a Boeing MD 83 being operated for Air Algérie by Spanish ACMI operator Swiftair crashed in northern Mali whilst en route from Ouagadougou, Burkina Faso to Algiers and in the vicinity of severe convective actvity associated with the ICTZ. Initial findings of the continuing Investigation include that after indications of brief but concurrent instability in the function of both engines, the thrust to both simultaneously reduced to near idle and control of the aircraft was lost. High speed terrain impact followed and the aircraft was destroyed and all 116 occupants killed.)
  • MD83, en-route, Pacific Ocean near Anacapa Island CA USA, 2000 (On 31 January 2000, an Alaskan Airlines MD83, crashed into the sea off the coast of California, USA, following loss of control attributed to failure of the horizontal stabiliser trim system.)
  • MD83, en-route, near Nancy France, 2009 (On 20 December 2009 a Blue Line McDonnell Douglas MD-83 almost stalled at high altitude after the crew attempted to continue climbing beyond the maximum available altitude at the prevailing aircraft weight. The Investigation found that failure to cross check data input to the Performance Management System prior to take off had allowed a gross data entry error made prior to departure - use of the Zero Fuel Weight in place of Gross Weight - to go undetected.)
  • MD83, vicinity Dublin Airport, Ireland, 2007 (On 16 August 2007, during a non-precision approach to RWY34 at Dublin airport, the flight crew of a MD83 misidentified the lights of a 16-storey hotel at Santry Cross as those of the runway approach lighting system. The aircraft deviated to the left of the approach course and descended below the Minimum Descent Altitude (MDA) without proper visual recognition of the runway in use. A go-around was initiated as soon as ATC corrective clearance was issued.)
  • MD83, vicinity Lagos Nigeria, 2012 (On 3 June 2012, the crew of a Boeing MD-83 experienced problems in controlling the thrust from first one engine and then also the other which dramatically reduced the amount of thrust available. Eventually, when a few miles from destination Lagos, it became apparent that it would be impossible to reach the runway and the aircraft crashed in a residential district killing all 153 occupants and 6 people on the ground. The Investigation was unable to conclusively identify the cause of the engine malfunctions but attributed the accident outcome to the crew's failure to make a timely diversion to an alternative airport.)
  • MD83, vicinity Nantes France, 2004 (On 21 March 2004, an MD-83 operated by Luxor Air, performed an unstabilised non-precision approach (NPA) to runway 21 at Nantes Atlantique airport, at night and under IMC conditions, which resulted in near-CFIT and a go around contrary to the standard missed approach procedure.)
  • MD83, vicinity Paris Orly France, 1997 (On 23 November 1997, a McDonald Douglas MD 83 being operated by AOM French Airlines on a scheduled passenger flight from Marseille to Paris Orly made an unintended premature descent almost to terrain impact at 4nm from the destination runway in day IMC before a go around was commenced. A subsequent approach was uneventful and a normal landing ensued. There was no damage to the aircraft or injury to the occupants.)
  • SH33 / MD83, Paris CDG France, 2000 (On the 25th of May, 2000 a UK-operated Shorts SD330 waiting for take-off at Paris CDG in normal visibility at night on a taxiway angled in the take-off direction due to its primary function as an exit for opposite direction landings was given a conditional line up clearance by a controller who had erroneously assumed without checking that it was at the runway threshold. After an aircraft which had just landed had passed, the SD330 began to line up unaware that an MD83 had just been cleared in French to take off from the full length and a collision occurred.)