Rejoice: American Is Retiring 20 MD-80 Aircraft Today

American has been making significant investments to modernize their fleet. They’re ordering both new narrowbody and widebody planes, though perhaps the most notable thing they’re doing to modernize the fleet is retiring their MD-80 aircraft.

For years the MD-80 was the backbone of American’s domestic fleet, and at one point American had almost 400 MD-80s, which is insane.

American-MD80

Well, today American is doing one of the largest single-day aircraft retirements in history, as American is flying 20 MD-80s to Roswell, New Mexico, where they’ll eventually either be scrapped for parts, or perhaps even find a second life in another country, where some carriers are anxious to pick up planes on the cheap.

The timing of these retirements coincides with the end of the busy summer travel season, where we’re seeing some domestic capacity cuts. That’s why American is able to retire so many planes at once.

Flightradar24 has the details on the planes being retired, with their average age being 28 years old. The planes being retired today were all delivered between 1986 and 1993.

According to airfleets.net, American has 81 MD-80 aircraft remaining, so after today they’ll have ~61 left, which represents less than 20% of their original fleet.

On one hand, as an aviation geek I’m sad any planes sent to the “airplane boneyard.” I love planes, and Roswell is the equivalent of an airplane cemetery.

At the same time, American’s MD-80s are long overdue for retirement, as I wrote about late last year. It’s one thing if American had invested anything in the plane’s interiors, as they could have added 110v power adapters, new seats, etc., but instead the planes just felt like a throwback to the 80s.

American-Economy

Then again, perhaps the problem isn’t the plane as such, but rather American’s unwillingness to invest in their existing fleet. American still hasn’t announced plans to update the interiors of their ex-US Airways A320 and A321 aircraft, which they plan on holding onto long term. Those planes don’t even have power ports, Main Cabin Extra, etc.

RIP, American MD-80s. You’ve served American very well over the years, though your time has come.

Are you happy to see American retire more of their MD-80s?

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Steve - an 80 Driver Guest

Tachyon - Wow, you certainly have a LOT of opinions! I wonder though, are you even a pilot? If so, have you ever FLOWN the MD-80? It's one of the last airplanes that a pilot can turn off all that automatic junk and actually FLY. That's one of the things I love most about it. By way of background, I have flown the DC-9 series in the military and with the airlines (10, 30, 32F, 40, 50, 82, 83, 717) off and on since 1984 in both seats for WELL over 10,000 hours. I am also type rated (for FAR 121 Airline Operations) on the 727-100/200, 757-200, 767-200/300/ER, A-319, A-321, and ERJ-170/175/190/195. So that's a couple of planes I can compare it to. I have also ridden in the back of most everything except the B-787, A-340 and A-380. The MD-80 has relatively simple aircraft systems, which are by design very reliable, easy to maintain, and the Pratt & Whitney JT8D series engines are some of the most reliable engines ever manufactured. You are "off" on your fuel numbers, but nonetheless with our extremely low lease costs this aircraft is profitable by noon on the first day of the month with the typical load factors we have day in and day out. Don't forget the price of a gallon of Jet A was below $0.50 when the plane came to market, and although fuel got as high as $4.00/gal in 2008, the historical average is more like $1.75 according to transportgeography.org. As long as the price of crude remains below $90 / bbl and the refinery crack spread is below $40, this is one of the most profitable aircraft in the sky. Last time fuel was above $90 was Aug 2014 - so while it doesn't exactly sip the fuel, it doesn't crash itself either. The reliability variable is simply a matter of corporate will - some CEOs wanna say they have the newest stuff out there - a sadly unfortunate and misguided point of view that causes them to not have the historical level of general spare parts on hand. Saw an aircraft grounded recently for lack of a spare windshield wiper blade. Matter of fact it was the one I flew in during a gentle all-day rain event. Worn blade would not clear the windshield so I wrote it up - normal stuff. Happens all the time - they wear out just like the wipers on your car. I have had exactly one emergency return on this aircraft in the last 35 years, and that was due to decreasing engine oil quantity on rotation and initial climb-out, because the mechanic who serviced the engine didn't properly secure the oil cap. Again, not an aircraft problem, a people problem. Quiet - First Class and the front 2/3 of the plane is very quiet, whereas aircraft with wing mounted engines have a lot of noise from the engines on back. Yes, in the last couple of rows the engines can be loud, but engine synch (if the crew uses it) helps with that tremendously . The seats are roomy compared to the new aircraft, and for personal space it's hard to beat. The overhead bins are large and well designed. It was designed for short to medium length segments and does an outstanding job in that market. While I have flow it JFK - LAS and JFK - PHX (~2500 miles), it wasn't envisioned for that. I have also flown it COS - PUB, and it did that just fine (45 miles). Versatile - As delivered, it requires no ground support, the ground crew can load and unload it with no special equipment, the fueler can reach the SPR on the right wing quite easily, and it is simple to refuel. Done it many times. Hot in the summer - Damn hot if management doesn't allow the mechanics to "tweak" the APU to provide more cooling air. Once adjusted, all is good. Again, a people / leadership issue. If you don't like the MD-80, then you certainly are entitled to your opinion. I just don't want this storied narrow body workhorse of many airlines to be maligned. It was the best thing since sliced bread when it was manufactured - powerful, capable, roomy, cost effective, quiet (Stage 2 back then), reliable and autonomous on the ground. Great stuff. I accepted two for delivery from the factory in Long Beach, and I will be taking at least one to the desert in Roswell. I'm sad to have to do that, but just like when we had to put a beloved pet down due to cancer, I would rather be there than not. I for one, will miss her.

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Jenifer Kelley Guest

Oh yes! The horrid AirBus 321s! These replaced those long, lean, beautiful silver birds? Silent up in first class, banging power in the back. End of an era, for sure. We can all save the planet from CO2 by just staying home LOL!

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Tachyon_OGG-SBA-IAD Guest

2 million gallons a year of fuel savings for everyone of these things they park in the Arizona desert... many millions of pounds of CO2 savings. 'nuff said.

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Jakob Guest

It was much more comfy than the 737 was at the time, maybe apart from the last seat rows next to engines. I enjoyed flying the DC9/MD80s. But everything comes to an end. Better to stop now than to let them decay with bad maintenance, which is the real cause of the unreliability of the latter years.

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Jonny Member

Bet you a Venezuelan carrier will buy one of them. Maybe Aeropostal. Or if Clnviasa already doesn't have a crazy enough fleet...

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