MD-80 series MD-80 / MD-81 / MD-82 / MD-83 / MD-87 / MD-88
Iberia MD-88
Role	Narrow-body jet airliners
First flight	October 18, 1979
Introduction	1980 with Swissair and Austrian Airlines
Status	Out of production, in service
Primary users	American Airlines Delta Air Lines Allegiant Air Scandinavian Airlines
Produced	1979–1999
Number built	1,191
Unit cost	US$41.5–48.5 million
Developed from	McDonnell Douglas DC-9
Variants	McDonnell Douglas MD-90 Boeing 717

The McDonnell Douglas MD-80 is a family of twin-engine, short- to medium-range, single-aisle commercial jet airliners. The MD-80 series were lengthened and updated from the DC-9. The airliner family can seat from 130 up to 172 passengers depending on variant and seating configuration.

The MD-80 series was introduced into commercial service on October 10, 1980 by Swissair. The series includes the MD-81, MD-82, MD-83, MD-87, and MD-88. These all have the same fuselage length except the shortened MD-87. The MD-80 series was followed into service in modified form by the MD-90 in 1995 and the MD-95/Boeing 717 in 1999.

Design and development[link]

Background[link]

Douglas Aircraft developed the DC-9 in the 1960s as a short-range companion to their larger DC-8.^[1] The DC-9 was an all-new design, using two rear fuselage-mounted turbofan engines, and a T-tail. The DC-9 has a narrow-body fuselage design with 5-abreast seating, and holds 80 to 135 passengers depending on seating arrangement and aircraft version.

The MD-80 series was the second generation of the DC-9. It was originally called the DC-9-80 series and the DC-9 Super 80^[2] and entered service in 1980. The MD-80 series was then developed into the MD-90 entering service in 1995. The last variant of the family was the MD-95, which was renamed the Boeing 717-200 after McDonnell Douglas's merger with Boeing in 1997.

The DC-9 family is one of the most successful jet airliners with a total of over 2,400 units produced; it ranks third behind the second place Airbus A320 family with over 4,000 produced, and the first place Boeing 737 with over 7,000 produced.

MD-80 series[link]

The MD-80 series is a mid-size, medium-range airliner that was introduced in 1980. The design was the second generation of the DC-9 with two rear fuselage-mounted turbofan engines, small, highly efficient wings, and a T-tail. The aircraft has distinctive 5-abreast seating in coach class. It was a lengthened DC-9-50 with a higher maximum take-off weight (MTOW) and a higher fuel capacity. The aircraft series was designed for frequent, short-haul flights for 130 to 172 passengers depending on plane version and seating arrangement.

Scandinavian Airlines MD-81 taking off

The development of MD-80 series began in the 1970s as a growth version of the DC-9 Series 50. Availability of new Pratt & Whitney JT8D higher bypass engines drove early studies including designs known as Series 55, Series 50 (Re-fanned Super Stretch), and Series 60. The design effort focused on the Series 55 in August 1977. With the projected entry into service in 1980, the design was marketed as the DC-9 Series 80. Swissair launched the Series 80 in October 1977 with an order for 15 plus an option for five.^[1]

The Series 80 featured a fuselage 14 feet 3 in (4.34 m) longer than the DC-9-50. The DC-9 wings were redesigned by adding sections at the wing root and tip for a 28% larger wing. The initial Series 80 first flew October 19, 1979.^[1]

It entered service in 1980. Originally it was certified as a version of the DC-9, but was changed to MD-80 in July 1983, as a marketing move. New versions of the series were initially the MD-81/82/83 and the shortened MD-87, even though their formal certification was DC-9-81/82 etc. Only the MD-88 was given an "MD" certification, as was the later MD-90.

Spanish airline Spanair MD-83 at Leeds Bradford Airport, UK

The MD-80 versions have cockpit, avionics and aerodynamic upgrades along with the more powerful, more efficient and quieter JT8D-200 series engines, which are a significant upgrade over the smaller JT8D-15, -17, -11, and -9 series. The MD-80 series aircraft also have longer fuselages than their earlier DC-9 counterparts, as well as longer range. Some customers, such as American Airlines, still refer to the planes in fleet documentation as "Super 80". This model is still flown extensively by American Airlines and Delta Air Lines. Comparable airliners to the MD-80 series include the Boeing 737 and Airbus A320.

Flight testing and certification[link]

The first MD-80, DC-9 line number 909, made its first flight on October 19, 1979. Test flying, despite two aircraft being substantially damaged in accidents, was completed on August 25, 1980, when the first variant of MD-80, the JT8D-209-powered MD-81 (or DC-9-81), was certificated under an amendment to the FAA Type Certificate for the DC-9. The flight testing leading up to certification had involved three aircraft accumulating a total of 1085 flying hours on 795 flights. The first delivery, to launch customer Swissair took place on September 13, 1980.^[3]

Model designation[link]

As the MD-80 was not in effect a new aircraft, it continues to be operated under an amendment to the original DC-9 FAA aircraft Type Certificate (a similar case to the later MD-90 and Boeing 717 aircraft). The Type Certificate issued to the aircraft manufacturer carries the aircraft model designations exactly as it appears on the manufacturer's application, including use of hyphens or decimal points, and should match what is stamped on the aircraft's data or nameplate. What the manufacturer chooses to call an aircraft for marketing or promotional purposes is irrelevant to the airworthiness authorities. The first amendment to the DC-9 type certificate for the new MD-80 aircraft was applied as DC-9-81 which approved on August 26, 1980. All MD-80 models have since been approved under additional amendments to the DC-9 Type Certificate. In 1983, McDonnell Douglas decided that the DC-9-80 (Super 80) would be designated the MD-80. However, instead of merely using the MD- prefix as a marketing symbol, an application was made to again amend the Type Certificate to include the MD-81, MD-82, and MD-83. This change was dated March 10, 1986, and the Type Certificate declared that although the MD designator could be used in parentheses, it must be accompanied by the official designation, for example: DC-9-81 (MD-81). All Long Beach aircraft in the MD-80 series thereafter had MD-81, MD-82, or MD-83 stamped on the aircraft nameplate.

Although not certified until October 21, 1987, McDonnell Douglas had already applied for models DC-9-87 and DC-9-87F on February 14, 1985. Third derivative was similarly officially designated DC-9-87 (MD-87), although no nameplates were stamped DC-9-87. For the MD-88, an application for a Type Certificate model amendment was made after the earlier changes, so there never was a DC-9-88, only the MD-88, which was certificated on December 8, 1987.^[4] The FAA's online aircraft registry database however does show the DC-9-88 and DC-9-80 designations in existence but unused.^[5]

MD-80 production[link]

Flight deck of a Viking Airlines MD-83

The MD-80 was produced on a common line with the DC-9 with which it shares its line number sequence. However after the delivery of 976 DC-9s and 108 MD-80s, McDonnell Douglas stopped DC-9 production. Hence, commencing with the 1,085th DC-9/MD-80 delivery, an MD-82 for VIASA in December 1982, all DC-9s produced were Series 80s/MD-80s.

In addition to the Long Beach, California line, a second assembly line was set up at Shanghai, where aircraft were to be built under license.^{[citation needed]}

During 1991, MD-80 production had reached a peak of 12 per month, having been running at approximately 10 per month since 1987 and was expected to continue at this rate in the near term (140 MD-80s were delivered in 1991). As a result of the decline in the air traffic and a slow market response to the MD-90, MD-80 production was reduced, and 84 aircraft were handed over in 1992. A further production rate cut saw 42 MD-80s delivered during 1993 (3.5 per month) and 22 aircraft were handed over.^[3] MD-80 production ended in 1999.

Derivative designs[link]

The MD-90 was developed from the MD-80 series and is a 5-foot-longer (1.5 m), updated version of the MD-88 with a similar electronic flight instrument system (EFIS) (glass cockpit), and improved, and quieter IAE V2500 turbofan engines. The MD-90 program was begun in 1989, first flown in 1993, and entered commercial service in 1995.

A number of other variants were proposed that never entered production. One proposal was the MD-94X which was fitted with unducted fan turbofan engines. Previously, an MD-81 was used as a testbed for unducted fan engines, such as the General Electric GE36 and the Pratt & Whitney/Allison 578-DX.^[6]

The MD-95 was developed to replace early DC-9 models, then approaching 30 years old. The project completely overhauled the original DC-9 into a modern airliner. It is slightly longer than the DC-9-30 and is powered by new Rolls-Royce BR715 engines. The MD-95 was renamed Boeing 717 after the McDonnell Douglas—Boeing merger in 1997.

Operational history[link]

A Delta MD-88 at Will Rogers World Airport in Oklahoma City, Oklahoma, USA

The MD-80 series has been used by airlines around the world. Major customers have included Aerolíneas Argentinas, Aeroméxico, Aerorepublica, Alaska Airlines, Alitalia, Allegiant Air, American Airlines, Austral Líneas Aéreas, Austrian Airlines, Avianca, China Eastern Airlines, China Northern Airlines, Delta Air Lines, Finnair, Iberia, Japan Air System (JAS), Korean Air, Lion Air, Martinair Holland, Pacific Southwest Airlines (PSA), Reno Air, Scandinavian Airlines System (SAS), Spanair, Insel Air, and Swissair.^[7]

Due to the usage of the aging JT8D engine, the MD-80 is not fuel efficient compared to the A320 or newer 737 models; it burns 1,050 gallons of jet fuel per hour on a typical flight, while the larger Boeing 737-800 burns only 850 gallons per hour (19% reduction). Many airlines have started to retire the type in the 2000s. Alaska Airlines' tipping point in using the 737-800 was the $4 per gallon price of jet fuel the airline was paying by the summer of 2008; the airline stated that a typical Los Angeles-Seattle flight would cost $2,000 less, using a Boeing 737-800, than the same flight using an MD-80. American Airlines has announced plans to retire at least 20 MD-80s,^[8] and has accelerated delivery of new 737-800s,^[9] while Midwest Airlines announced on July 14, 2008, that it would retire all 12 of its MD-80s (used primarily on routes to the west coast) by the fall.^[10][11] The JT8D's comparatively lower maintenance costs due to simpler design help narrow the fuel cost gap.^[12]

Variants[link]

^{[3][13][14][15][16][17][18]}

MD-81 (DC-9-81)[link]

The MD-81 (or as it was originally known the DC-9 Super 81) was the first production model of the MD-80, and apart from the MD-87, the differences between the various long body MD-80 variants is relatively minor. The four long body models (MD-81, MD-82, MD-83, and MD-88) only differ from each other in having different engine variants, fuel capacities, and weights. The MD-88 and later build versions of the other models have more up-to-date flight decks featuring for example EFIS.

Dimensions: The basic "long body" MD-80 versions (MD-81, MD-82, MD-83, and MD-88) have an overall length of 147 feet 10 inches (45.06 m), and a fuselage length of 136 feet 5 inches (41.58 m) that is 4.62 m longer than the DC-9-50 and 13.51 m longer than the initial DC-9, the Series 10. Wingspan was also increased by 4.4 m in comparison with earlier DC-9s at 107 feet 10.2 inches (32.873 m). The aircraft's passenger cabin, from cockpit door to aft bulkhead, is 101 feet 0 inches (30.78 m) long and, as with all versions of the DC-9, has a maximum cabin width (trim-to-trim) of 123.7 inches (3.14 m).^[16]

Powerplant: The initial production version of the MD-80 was the Pratt and Whitney JT8D-209 18,500 lbf (82 kN) thrust powered MD-81. Later build MD-81s have been delivered with more powerful JT8D-217 and -219 engines.

APU: All versions of the MD-80 are equipped with an AlliedSignal (Garrett) GTCP85-98D APU as standard which is located in the aft fuselage.

Performance: Standard MTOW on the MD-81 is 140,000 lb with the option to increase to 142,000 lb. Fuel capacity is 5,840 US gallons (22,100 L), and typical range, with 155 passengers, is 1,565 nmi.^[3]

Flight Deck: The MD-80 is equipped with a two crew flightdeck similar to that on the DC-9 from which it evolved. Later models could be equipped to a higher specification with EFIS displays in place of the traditional analogue instruments, TCAS, windshear detection, etc. An EFIS retrofit to non-EFIS equipped aircraft is possible.

Cabin: Typical passenger cabin seating arrangements include:^[3]

A mixed class, with aft full service galley, configuration for a total of 135 passengers with 12 first class, four-abreast 36 in seat pitch.

123 economy class passengers, five-abreast, 32 in pitch.

All economy layout for 155 passengers, five-abreast, 32 in and 33 in pitch.

A typical high density layout is for 167 one class (ie Airtours).

Undercarriage: All versions of the MD-80 are equipped with a tricycle undercarriage, featuring a twin nose unit with spray deflector and twin main units with rock deflectors. The MD-80T, developed for the Chinese, differs in that the main units are each fitted with a four wheel double main bogey undercarriage to reduce pavement loading.^[3][15]

Aerodynamic Improvements: From mid-1987 new MD-87-style low drag "beaver" tail cones were introduced on all Series of MD-80s reducing drag and hence improving fuel burn. However it would seem that some operators have been modifying the old DC-9-style cones on earlier build MD-80s to the new low drag style. SAS is one airline that has done this, citing both the improved economics as well as cosmetic improvement for the modification.^[3]

MD-81 timeline[link]

• Formal launch: October 1977.
• First flight: October 18, 1979.
• FAA certification: August 25, 1980.
• First delivery: September 13, 1980 to Swissair
• Entry into service: October 10, 1980 with Swissair on a flight from Zurich to Heathrow.
• Last delivery: June 29, 1992 to Scandinavian Airlines (SAS)

MD-82 (DC-9-82)[link]

An Alitalia MD-82

Announced on April 16, 1979, the MD-82 was a new MD-80 variant dimensionally similar to the MD-81 but equipped with more powerful engines. The MD-82 was intended for operation from 'hot and high' airports but also offered greater payload/range when in use at 'standard' airfields. American Airlines is the worlds largest operator of the MD-82, with at one point over 300 MD-82s in the fleet, but the number now stands around 200.

Powerplant: Originally certificated with 20,000 lbf (89 kN) thrust JT8D-217s, a -217A powered MD-82 was certificated in mid-1982 and became available in Autumn 1982. The new version featured a higher MTOW (149,500 lb), while the JT8D-217As had a guaranteed take-off thrust at temperature of up to 29 degrees C or 5,000 ft altitude. The JT8D-217C engines were also offered on the MD-82 giving improved sfc. Several operators have taken delivery of the -219-powered MD-82s, while Balair ordered its MD-82s powered by the lower thrust -209 engine.^[3][15]

Performance: The MD-82 features an increased standard MTOW initially to 147,000 lb, and this was later increased to 149,500 lb. Standard fuel capacity is the same as the MD-81, 5,840 US gal, and typical range with 155 passengers is 2,050 nautical miles (3,800 km).^[3][15]

MD-82 timeline[link]

• Announced/go-ahead: April 16, 1979.
• First flight: January 8, 1981.
• FAA certification: July 29, 1981.
• First delivery: August 5, 1981 to Republic Airlines.
• Entry into service: August, 1981 with Republic Airlines.
• Last delivery: November 17, 1997 to U-Land Airlines of Taiwan.

The MD-82 was assembled under licence in Shanghai by the Shanghai Aviation Industrial Corporation (SAIC) since November 1986; the sub-assemblies were delivered by McDonnell Douglas in kit form.^[3]

MD-83 (DC-9-83)[link]

Spanair MD-83

The MD-83 is a longer range development of the basic MD-81/82 with higher weights, more powerful engines, increased fuel capacity and longer range.

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) which is carried in two 565 US gallons auxiliary tanks located fore and aft of the centre section. The aircraft also has higher operating weights, with MTOW increased to 160,000 lb and MLW to 139,500 lb. 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. However, from MD-80 line number 1194, an MD-81 delivered in September 1985, it is understood that all MD-80s have the same basic wing structure and in theory could be converted to MD-83 standard.^[3]

MD-83 timeline[link]

• Announced/go-ahead: January 31, 1983.
• First flight: December 17, 1984.
• FAA certification: October 17, 1985 (MTOW 149,500 lb). MTOW of 160,000 lb certificated November 4, 1985.
• First delivery: February, 1985 to Alaska Airlines - initially as -82 powered by -217A engines and certificated as MD-82s. Alaska Airlines' first four aircraft were subsequently re-engined and re-certificated as MD-83s.
• Entry into service: February, 1985 with Alaska Airlines.
• Last delivery: December 28, 1999 to TWA.

MD-87 (DC-9-87)[link]

A Spanair MD-87

In January 1985 McDonnell Douglas announced that it was to produce a shorter fuselage MD-80 development aircraft, designated the MD-87, which would seat between 109 and 130 passengers depending upon configuration. The designation was intended to indicate its planned date of entry into service, 1987.

Dimensions: With an overall length of 130 feet 5 inches (39.75 m), the MD-87 is 17 feet 4 inches (5.28 m) shorter than the other MD-80s but is otherwise generally similar to them, employing the same engines, systems and flight deck. The MD-87 features modifications to its tail, with a fin extension above the tailplane. It also introduced a new low drag "beaver" tail cone which became standard on all MD-80s.

Powerplant: The MD-87 was offered with either the 20,000 lbf (89 kN) thrust JT8D-217C or the 21,000 lbf (93 kN) thrust -219.

Performance: Two basic versions of the MD-87 were made available with either an MTOW of 140,000 lb and MLW of 128,000 lb or an MTOW of 149,000 and an MLW of 130,000 lb. Fuel capacity is 5,840 US gallons (22,100 l), increasing to 6,970 US gallons (26,400 l) with the incorporation of two auxiliary fuel tanks. Typical range with 130 passengers, is 2,370 nautical miles (4,390 km) increasing to 2,900 nautical miles (5,400 km) with two auxiliary fuel tanks.

Cabin: The MD-87 provides typical mixed class seating for 114 passengers or 130 in an all economy layout (five-abreast 31 in and 32 in seat pitch). The maximum seating, exit limited, is for 139 passengers.

MD-87 timeline[link]

• Announced/go-ahead: January 1985.
• First flight: December 4, 1986.
• FAA certification: October 21, 1987.
• First delivery: November 27, 1987 to Austrian Airlines.^[19]
• Last delivery: March 27, 1992 to Scandinavian Airlines (SAS).

MD-88[link]

The MD-88 was the last variant of the MD-80 which was launched on January 23, 1986 on the back of orders and options from Delta Air Lines for a total of 80 aircraft.

The MD-88 is, depending on specification, basically similar to the MD-82 or MD-83 except that it incorporates an EFIS cockpit instead of the more traditional analog flight deck of the other MD-80s. Other changes incorporated in the MD-88 include a windshear warning system and general updating of the cabin interior/trim, however these detail changes are relatively minor and were written back as standard on the MD-82/83. In fact the windshear warning, was offered as a standard option on all the other MD-80s and has been made available for retrofitting on earlier aircraft including the DC-9.

Delta's earlier delivered MD-82s were upgraded to MD-88 specification. When McDonnell Douglas was asked why these aircraft were MD-88s and not MD-82s they said that the customer, Delta Air Lines, thought that its specification was sufficiently different to warrant a new designation. Although delivered in December 1987, Delta only put the aircraft into service in January 1988.

Performance: The MD-88 has the same weights, range and airfield performance as the other long body aircraft (MD-82 and MD-83) and is powered by the same engines. MDC quotes a typical range for the MD-88 as 2,050 nautical miles (3,800 km) with 155 passengers. Range with 155 passenger is increased to 2,504 nautical miles (4,637 km) with two additional auxiliary fuel tanks (similar to the MD-83).

MD-88 timeline[link]

• Announced/go-ahead: January 23, 1986.
• First flight: August 15, 1987.
• FAA certification: December 8, 1987.
• First delivery: December 19, 1987 to Delta Air Lines.
• Entry into service: January 5, 1988 with Delta Air Lines.
• Last delivery: June 25, 1997 to Onur Air.

Undeveloped variants[link]

MD-80 Advanced[link]

McDonnell Douglas revealed at the end of 1990 that it was developing an MD-80 improvement package which it intended to begin offering in early 1991 for delivery from mid-1993. The aircraft became known as the MD-80 Advanced. The main improvement involved the installation of Pratt and Whitney JT8D-290 engines which featured a fan 1.5 in greater in diameter and would, it was hoped, allow a 6 dB reduction in exterior noise.

Due to lack of market interest, however, McDonnell Douglas dropped its plans to offer the MD-80 Advanced during 1991. However a "mark 2" MD-80 Advanced reappeared during 1993, which did not now feature the modified JT8D-290 engines as previously proposed. The company also evaluated the fitment of winglets on the MD-80. In late 1993 Pratt and Whitney launched a modified version of the JT8D-200 series, the -218B, which was being offered for the DC-9X re-engining program, and is also evaluating the possibility of developing a new JT8D for possible retrofit on the MD-80. The engine would also be offered on new build MD-80s.

The 18,000 lbf (80 kN) to 19,000 lbf (85 kN) thrust -218B engines shares 98% commonality with the existing engine, with changes designed to reduce NOx, improve durability, and bring noise levels to 3 dB. The 218B could be certificated in early to mid-1996. The new engine, dubbed the "8000", was to feature a new fan of increased diameter (by 1.7 in), extended exhaust cone, a larger LP compressor, a new annular burner and a new LP turbine and mixer. The initial thrust rating would be around 21,700 lbf (97 kN) thrust. A launch decision on the new engine was expected in the first half of 1994, but never occurred.

In addition to the engine, which existed only on paper, the MD-80 Advanced was to offer a new flight deck instrumentation package and a completely new passenger compartment design. All would available in retrofit for existing MD-80s and was forecast to be in service by July 1993.

The MD-80 Advanced was to incorporate the advanced flight deck of the MD-88, including a choice of reference systems, with an inertial reference system as standard fitting and optional attitude-heading equipment. It was to be equipped with an electronic flight instrument system (EFIS), an optional second flight management system (FMS), light emitting diode (LED) dot matrix electronic engine and system displays. A Honeywell windshear computer and provision for an optional traffic-alert and collision avoidance system (TCAS) were also to be included. A new interior would have a 12% increase in overhead baggage space and stowage compartment lights that come on when the door opens, as well as new video system featuring drop-down LCD monitors above.^[4]

The lack of market interest received for the MD-80 Advanced during 1991 led to McDonnell Douglas dropping its plans for the development.

Derivatives[link]

The MD-90-30 is a stretched variant with updated glass cockpit and two V2500 engines, also Extended Range (ER) version as the MD-90-30ER.

The MD-95 was developed as a replacement for the earlier DC-9-30, produced as the Boeing 717.

Operators[link]

There were 886 MD-80 series aircraft in service in July 2009.^[20] In July 2011, there were 681 MD-80 series aircraft in commercial service with operators American Airlines (195)^[21] , Delta Air Lines (117), Allegiant Air (52), Scandinavian Airlines (25), Alitalia (18), Bukovyna Airlines (16)^[22] , 1time (12), Khors Air (12) ^[23] , Meridiana (10)^[24] , Bulgarian Air Charter (8), and others with fewer aircraft.^[25][26]

Incidents and accidents[link]

As of November 2009, the MD-80 series has been involved in 60 incidents,^[27] including 27 hull-loss accidents,^[28] with 1,177 fatalities.^[29]

Notable accidents and incidents[link]

• On December 1, 1981, an Inex-Adria Aviopromet Flight 1308, an MD-81 crashed into Corsica's Mt. San Pietro during a holding pattern for landing at Campo dell'Oro Airport, Ajaccio. All 180 passengers and crew were killed.

• On August 16, 1987, Northwest Airlines Flight 255, an MD-82 crashed shortly after takeoff from Detroit Metropolitan Wayne County Airport due to flight crew's failure to use the taxi checklist to ensure the flaps and slats were extended for takeoff according to the NTSB. All crew and passengers were killed with the exception of a 4-year old girl, Cecelia Cichan.^[30]

• On December 27, 1991, SAS Flight 751, an MD-81, OY-KHO "Dana Viking" crash landed at Gottröra, Sweden. In the initial climb both engines ingested ice broken loose from the wings (which had not been properly de-iced before departure). The ice damaged the compressor blades causing compressor stall. The stall further caused repeated engine surges that finally destroyed both engines, leaving the aircraft with no propulsion. The aircraft landed in a snowy field and broke in three parts. No fire occurred and all aboard survived.

• On June 1, 1999, American Airlines Flight 1420, an MD-82 attempting to land in severe weather conditions at Little Rock Airport overshot the runway and crashed into the banks of the Arkansas River. Eleven people, including the captain, died.

• On January 31, 2000, Alaska Airlines Flight 261, an MD-83, crashed in the Pacific Ocean, due to loss of horizontal stabilizer control.^[31] All 88 people on board were killed. Following the crash, the acme nut and jackscrew recovered from the aircraft were found to be excessively worn^[32] and found to be the cause of the crash due to inadequate maintenance. The FAA ordered airlines to inspect and lubricate the jackscrew more frequently.^[33]

• On October 8, 2001, Scandinavian Airlines Flight 686, an MD-87 (SE-DMA) collided with a small Cessna jet during take-off at Linate Airport, Milan, Italy. The Linate Airport disaster left 118 people dead. The cause of the accident was a misunderstanding between air traffic controllers and the Cessna jet, and the SAS crew had no role in causing the accident. Also the ground movement radar was inoperative at the time of the accident.

• On May 7, 2002, China Northern Airlines Flight 6136, an MD-82, from Beijing to Dalian, crashed into Bohai Bay near Dalian, after the pilot reported "fire on board". All 111 people on board were killed.

• On November 30, 2004, Lion Air Flight 538, an MD-82 crash landed at Adi Sumarmo Airport in Surakarta and overran the end of the runway. There were 25 fatalities.

• On August 16, 2005, West Caribbean Airways Flight 708, an MD-82 crashed in a mountainous region in northwest Venezuela killing all 152 passengers and eight crew.^[34]

• On March 4, 2006, Lion Air Flight 8987, an MD-82, after landing at Juanda International Airport, applied reverse thrust although the reversers were stated to be out of order. This caused the aircraft to veer to the right and skid off the runway coming to rest 7,000 ft from the approach end of Runway 10. No one was killed, but the aircraft sustained $3 million in damage.^[35]

• On September 16, 2007, One-Two-GO Airlines Flight 269, an MD-82 crashed at the side of the runway and exploded after an apparent attempt to execute a go-around in bad weather at Phuket International Airport. Eighty-nine of the 130 people on board were killed.^[36][37]

• On November 30, 2007, Atlasjet Flight 4203, a MD-83 crashed in the southwestern province of Isparta, Turkey, killing all 57 people aboard.^[38] The cause of the crash was attributed to pilot spatial disorientation.

• Between March 26/27, 2008 and then again between April 8/12, 2008 an FAA safety audit of American Airlines forced the airline to ground its entire fleet of MD-80 series aircraft (approximately 300), to inspect the aircraft's hydraulic wiring. American was forced to cancel nearly 2,500 flights in March and over 3,200 in April.^[39] In addition, Delta Air Lines inspected its own MD-80 fleet to ensure its 117 MD-80s were also operating within regulation. This prompted Delta to cancel 275 flights.^[40]

• On August 20, 2008, Spanair Flight 5022, an MD-82 registration EC-HFP from Madrid's Barajas Airport crashed shortly after takeoff on a flight to Las Palmas de Gran Canaria in the Canary Islands. The MD-82 had 162 passengers and ten crew on board, of whom 18 survived. The crash was caused by attempting to take off with the flaps and slats retracted. The flight crew omitted the "set flaps and slats" item in both the After Start checklist and the Takeoff Imminent checklist.^[41]

• On November 19, 2009, Compagnie Africaine d'Aviation Flight 3711, operated by MD-82 9Q-CAB overran the runway on landing at Goma International Airport, and suffered substantial damage. The overrun area was contaminated by solidified lava.^[42]

• On 21 June 2010, Hewa Bora Airways Flight 601, operated by MD-82 9Q-COQ burst a tire on take-off from N'djili Airport, Kinshasa, Democratic Republic of the Congo. Hydraulic systems and port engine were damaged and the nose gear did not lower when the aircraft returned to N'djili. All 110 people on board escaped uninjured. The airline blamed the state of the runway for the accident, but investigators found no fault with the runway.^[43]

Specifications[link]

Sources: Official MD-80 specifications,^[44] MD-80 Airport report^[45]

See also[link]

	Aviation portal
	United States portal

• Airstair
  

Related development

• McDonnell Douglas DC-9
• McDonnell Douglas MD-90
• Boeing 717
• ACAC ARJ21
  

Aircraft of comparable role, configuration and era

• Airbus A320 family
• Boeing 737 Classic
  

Related lists

• List of airliners
• List of civil aircraft
• List of McDonnell Douglas MD-80 operators
  

References[link]

• Becher, Thomas. Douglas Twinjets, DC-9, MD-80, MD-90 and Boeing 717. The Crowood Press, 2002. ISBN 1-86126-446-1.

External links[link]

Wikimedia Commons has media related to: McDonnell Douglas MD-80/MD-90

• MD-80 page on Boeing.com
• MD-80 and MD-90 history on Boeing.com
• MD-81/82/83/88 and MD-87 pages on Airliners.net
• Boeing MD-82 landing page on Flightglobal.com

Tampa International Airport
150pxpx
USGS aerial photo - 10 May 2002
IATA: TPA – ICAO: KTPA – FAA LID: TPA TPA Airport Location of TPA
Summary
Airport type		Public
Owner		Hillsborough County Aviation Authority
Serves		Tampa, Florida
Elevation AMSL		26 ft / 8 m
Coordinates		27°58′32″N 082°32′0″W / 27.97556°N 82.533333°W / 27.97556; -82.533333Coordinates: 27°58′32″N 082°32′0″W / 27.97556°N 82.533333°W / 27.97556; -82.533333
Website		www.TampaAirport.com
Runways
Direction	Length		Surface
	ft	m
10/28	6,999	2,133	Asphalt/Concrete
19L/1R	8,300	2,530	Asphalt/Concrete
19R/1L	11,002	3,353	Concrete
Helipads
Number	Length		Surface
	ft	m
H1	100	30	Asphalt
Statistics (2010)
Total Passengers			16,645,765
Aircraft operations			279,183 (2,008)
Based aircraft			90 (2,008)
Source: Federal Aviation Administration[1]

File:KTPA-FAA.pdf

Drew Field in 1948

Tampa International Airport (IATA: TPA, ICAO: KTPA, FAA LID: TPA) is a major public airport located six nautical miles (11 km) west of the central business district of Tampa, in Hillsborough County, Florida, United States. This airport is publicly owned by Hillsborough County Aviation Authority.^[1] It serves the Tampa Bay Area and has been widely praised for its attractive architecture and Landside/Airside design of a central terminal ("landside") connected by people movers to satellite gates ("airsides"), a pioneering concept when initially designed in the late 1960s. The airport was known as Drew Field Municipal Airport until 1952.^[2]

Tampa International Airport currently serves as a main hub for Silver Airways under the United Express brand. It is also the main aircraft and maintenance base for World Airways and North American Airlines.^[3] Today, Southwest Airlines carries the largest share of TPA passengers, operating a peak-season schedule of over 90 daily flights.^[4] The airport presently serves 72 non-stop destinations, including international service to Canada, Mexico, Switzerland, the United Kingdom, and to destinations throughout the Caribbean. The airport handled 16,732,051 passengers in 2011, making it the 30th busiest airport by passenger movements^[5] in North America. International Plaza and Bay Street is adjacent to the airport. It 2011, it was called one of the 10 best airports by CNNGo.

History[link]

Tampa Bay was the birthplace of commercial airline service, when pioneer aviator Tony Jannus flew the inaugural flight of the St. Petersburg-Tampa Airboat Line on January 1, 1914, from St. Petersburg, Florida, to Tampa using a Benoist Flying Boat — the first scheduled commercial airline flight in the world using a heavier-than-air airplane.^[6]

Drew Field[link]

Postcard from Drew Field

In 1928 the city completed the 160-acre (65 ha) Drew Field six miles (10 km) west of Downtown Tampa. The more popular Peter O. Knight Airport was opened on Davis Islands near Downtown Tampa in 1935, where both Eastern and National Airlines operated until 1946.

The United States Army Air Force took over Drew Field during World War II and expanded and modernized the airport. The airfield was used by Third Air Force and renamed it Drew Army Airfield. Third Air Force used it as a training center by 120,000 combat air crews and flew antisubmarine patrols from the airfield. There was one accident in 1943 that killed five fliers.^[7] Despite this, Drew Field set a safety record for the Third Air Force in 1945 after 100,000 flying hours had been completed over a period of 10 months without a fatal incident. The aircraft operated included the B-17, C-47, AT-6, B-25, and others.^[8]

Tampa International Airport[link]

After the hostilities, Eastern and National Airlines moved to Drew Field, the Peter O. Knight Airport being too small for the new Douglas DC-4, DC-6 and Lockheed Constellation prop-liners that were entering service. During this period the airlines used the former Base Operations Building which was converted into a terminal.

Trans Canada Airlines inaugurated international flights in 1950 and Drew Field was renamed Tampa International Airport. The airport's second terminal opened in 1952 near the intersection of Columbus Drive and West Shore Blvd.

The April 1957 OAG shows 30 departures a day on Eastern: nonstops to MDW-YIP-CLE-IDL-BOS, seven nonstops to Atlanta and 18 within Florida. National had 26 departures including seven nonstops beyond Florida (to HOU-HAV-DCA-IDL and three to MSY). Trans-Eastern had 12 departures and Mackey had two DC-3s, none nonstop beyond Florida. Trans-Canada had thirteen nonstops a week to Toronto or Montreal.

The 1952 terminal, built for three airlines, was swamped after the Civil Aeronautics Board granted Capital, Delta, Northeast, Northwest and Trans World Airlines authority to fly to Tampa in the late 1950s. An annex was built east of the terminal to accommodate the new carriers.

Turbine-powered flights began in 1959 on Eastern Air Lines' Lockheed L-188 Electra; the following year National, Eastern and Delta Airlines began jet flights with the Douglas DC-8 jetliner. Weekly flights to Mexico City began in 1961 on Pan American.

Congestion became a serious problem at the 1952 terminal when the airlines began to replace their piston airliners with larger jets; the terminal was again expanded to temporarily handle the traffic.

The 1971 Terminal[link]

During the early 1960s, the aviation authority began making plans to build a replacement terminal in an undeveloped site at the airport. Airport leaders chose the Landside/Airside design in 1965 after a careful study of different types of terminals.

Construction on the new terminal began in 1968 between the airport's parallel jet-capable runways. When completed in 1971 the new jetport was highly praised by the press. Prior to its official April 15 opening, 60,000 people toured the new facility during a two day open house event. National Airlines Flight 36 from Los Angeles was the first to arrive at the terminal. After touching down at 05:26 am the jet taxied to Airside E to disembark its passengers.

The people mover system (Airside E, right)

The airport's people mover system was the first such system in the world. The original eight trains were built by Westinghouse.

The 227-foot (69 m) tall Air Traffic Control Tower became operational on July 15, 1972 and at the time was the tallest in the United States. The Host/Marriott Airport Hotel with its revolving rooftop restaurant got plenty of attention when it opened its doors on December 1973. The building's features include triple-paned windows and sound-proof guest rooms.

Northwest Airlines and National Airlines brought the Jumbo Jet to the airport late in 1971 with the introduction of the Boeing 747 and McDonnell Douglas DC-10. This was followed by the introduction of the Lockheed Tristar a year later by Eastern Air Lines. National Airlines began trans Atlantic DC-10 service to Amsterdam and Paris in 1977. In 1991, Airside B closed following the demise of Eastern Airlines.

During the following decades, the airport was expanded and improved to handle more traffic and additional airlines. In 1996, Airsides C and D were remodeled. The interiors of both satellites were refurbished and the original Westinghouse shuttles were replaced with Bombardier Innovia APM 100 trains. During this time, all the airlines from both facilities were housed in Airside E. Upon completion of the renovations, the airlines returned to their original locations and Airside E was closed for good. The Landside Terminal was also remodeled numerous times during the 1980s and 1990s.

Both Delta Air Lines and US Airways opened maintenance bases at the airport to service their growing fleets. However, both bases closed following the September 11 terrorist attacks and the airline struggles that ensued. Alabama based Pemco World Air Services currently occupies the former US Airways hangar performing MRO (maintenance, repair, overhaul) services for the Southwest Airlines B737 fleet, the jetBlue A320 fleet, and the United Airlines B747, B757, B767 and B777 fleets.^[9] On April 1, 2010, a press release announced that a lease agreement was reached to allow Pemco to lease the second hangar formerly used by Delta Air Lines. Pemco expects to be operational by September 1, 2010 and will then occupy both maintenance facilities at the airport.^[10]

Terminal, airlines and destinations[link]

Aerial of TPA in 2004

Landside Terminal - Baggage Claim (2011)

Landside Terminal - Ticketing Area (2006)

Airside A

Airside C

Airside C Interior (2008)

Airside E Interior (2008)

Airside F Interior (2008)

Tampa International Airport's Landside/Airside terminal was the first of its type in the world.^[11] There is a central Landside Terminal where baggage and ticketing functions take place. The Landside Terminal is surrounded by four Airside satellites where airliner embarkment and disembarkment occur. Each Airside is connected to the Landside Terminal via an elevated automated people mover (APM) system which employs 16 Bombardier Innovia APM 100 Shuttle Cars. TPA was the first airport in the world to deploy a fully automated, driver-less people mover system and is host to Bombardier Transportation's longest-running APM system. The terminal was originally designed to limit the walking distance between the automobile and airliner to 700 feet (210 m); today, it has increased to about 1,000 feet (300 m), due mostly in part to the larger, more modern airside buildings which have replaced the original, smaller structures. The future of the Airport is certain to see continued growth and success. Many plans have been set in motion to expand the airport and its facilities as the Tampa Bay area continues to thrive.

Airsides[link]

Today, there are four active airsides (A, C, E and F) with 62 gates. All were constructed after 1985 and all airsides include a food court and gift shop, and outdoor smoking patios. Airsides E^[12] and F^[13] contain duty free shops in addition to the regular gift shops to serve passengers arriving or departing on international flights. As of 2011, the security screening area in each airside is equipped with Advanced Imaging Technology (AIT) walk-thru detection machines, made by L3 Communications, whose devices use Millimeter wave scanner#Possible health effects millimeter wave technology and not backscatter radiation. A brief description of each airside and the airlines they occupy are listed below, including the major cities/hubs that each airline serves from TPA.

Airside A

• Includes gates 1-12 and 14-18.
• It was opened on March 16, 1995 and was designed by Continental Airlines.
• It features a space designated for use by an airline lounge (intended to be a Continental Airlines Presidents Club), however it is unused.

Airside C

• Includes gates 30-45.
• It was the last airside to be demolished and rebuilt from the ground up; it was designed by architect Alberto Alfonso and reopened to passengers on April 19, 2005.

Airside E

• Includes gates 62-75.
• It was the first airside to be demolished and rebuilt.
• The current fourteen-gate facility was designed for Delta Air Lines and was dedicated and opened to passengers on October 15, 2002.
• The facility includes one airline lounge: the Delta Air Lines "Sky Club".

Airside F

• Includes gates 76-90
• It was opened on November 4, 1987 and was designed for international flights.
• The facility includes two airline lounges: the US Airways' Club and the International Club which is used by British Airways passengers.
• The customs/immigration center is located on level 1.

Airlines and destinations[link]

Top destinations[link]

Cargo[link]

Original airsides[link]

The original TPA airsides were designed in the mid 1960s as four identical facilities. The concept was later scrapped for unknown reasons and the facilities were eventually built around the requirements of their then primary tenant airlines. Thus creating the four dissimilar facilities that stood from their opening in 1971 to 2000. Each airside building was three stories tall and included a minimum of ten gates, a cocktail lounge, snack bar, and gift shop. Each airside was maintained by the airline for which it was built until 1999. All of the facilities (except Airside B) were renovated in the early/mid 1990s but received no further modifications during their life span. All 4 of the original airside buildings have been demolished and either re-built or the space re-used as noted below.

Below is a brief description of the four original airsides and the airlines that occupied them throughout the years. The bolded airlines indicate the primary (anchor) tenants for each facility.

Airside B - former Gates 19-30 (1971–1991)

• Airside B was a twelve-gate facility that was designed by Eastern Airlines and was the first original airside to shut down. The closure was the direct result of Eastern's cessation of operations in 1991. There were preliminary plans to renovate and revive the airside during the early 1990s, but efforts failed and planning for Airside A commenced immediately in 1992. The airside was not rebuilt due to a lack of overnight parking for aircraft, the facility's close proximity to one of TPA's runways, and the need for a separate automated baggage sorting facility for Airside A (since Airside A could not accommodate a built-in facility due to its pre-2001 construction), and was eventually demolished in 2003.

Today an overnight aircraft hardstand and an automated baggage sorting facility for Airside A sit on the former site. The site could also one day house an intermodal center that would allow passengers to connect to various mass transit options, including Tampa's proposed light rail system.

Airside C - Gates 31-41

• Airside C was an eleven-gate facility designed by Delta Air Lines. The facility originally housed a customs/immigration center for arriving Air Canada and Pan Am international flights. The center was closed in 1987 and a Delta Crown Room was added. The airside was renovated (and its shuttles replaced) in 1996 but never received any further modification. By the late 1990s, Delta's presence in Airside C was dramatically increasing, and so was the congestion and lack of gate space. The airline soon requested HCAA to build a new facility for them. Airside E was deemed inactive by 1997 and its future quickly went up in the air. In 1998, it was decided that Airside E be demolished and rebuilt for Delta. After a brief halt in construction due to the September 11, 2001 terrorist attacks, the new Airside E opened in 2002 and Delta immediately moved in. After much debate by the HCAA about whether to demolish or renovate the aging facility, Airside C was then slated for demolition and replacement in 2003.

Airside D - former Gates 46-55 (1971–2005)

• Airside D was the last of the original airsides to close. The facility was designed by Northwest Airlines and was originally without some jet-ways until government airline regulation ended in 1978. The airside was renovated in 1996 (and its original shuttles were replaced). Northwest moved to Airside A in 1999 and United moved to the rebuilt Airside E in 2002. Airside D closed in May 2005 and its remaining tenants (AirTran, JetBlue, and Spirit) were relocated to Airsides A and C. The facility was demolished in May 2007 and the site is currently used as a hard-stand for aircraft parking, but will eventually be used for the Control Tower and Ground Radar relocation in preparation for the new North Terminal facility. An 8-10 Gate replacement facility may be built down the road depending on capacity needs, but is not likely until 2020 or beyond.

Airside E - Gates 61-70

• The original Airside E was designed by National Airlines and boasted a slightly different layout from the other airsides. Its boarding gates were on the third level (as opposed to the second level in the other airsides). This was due to the fact that the facility was designed specifically for the DC-10. The first level was open to allow tugs to drive right through. This was due to the airsides close proximity to the taxiway. Airside E housed National until its demise and takeover by Pan Am. Pan Am, in turn, occupied the facility until its own demise. Thereafter, the facility was renovated (in 1991) and Continental became its final major tenant. The facility was closed in 1995 after Continental's new terminal (Airside A) opened. The airside was demolished in 2000 and replaced by its current facility.

TPA Airport today[link]

The airport control tower as seen from the parking garage.

Today, TPA Airport handles about 16.6 million passengers per year [5]) and improvements currently in progress will increase capacity to 25-million passengers a year. The airport's car rental market is in the top five among all U.S. Airports. And the facility continues to receive consistent top-ranking reviews from numerous publications. In 2007 and 2008, Zagat Survey ranked TPA the "Best Overall U.S. Airport," while placing it second best overall in 2009 and 2010. In 2008 Condé Nast Traveler recognized TPA as the second-best airport in the world, just two-tenths of a point behind the first place winner. JD Power and Associates have also given TPA Airport consistently high customer satisfaction ratings over the years. In November 2011, CNN ranked TPA sixth among ten of the world's most loved airports, being the only one on the list from the US.^[18] Presently, the largest passenger aircraft serving TPA on a scheduled basis is the Boeing 777.

At this time, new runway is being planned (17-35) to increase capacity in fair-weather conditions. In addition, a second Landside Airside Terminal will be built to the north of the current facility, allowing the airport to serve over 50-million passengers a year by 2025. Construction of this facility was originally slated to begin in 2010, with completion set to October 2015. However, the St. Petersburg Times reported on November 7, 2008 that the airport authority is no longer pursuing the original planned dates due to the current state of the US and global economies. The current struggle of the airline industry, including the recent merger by Delta and Northwest, has forced passenger enplanements to level off, and slowly decline at the airport. Additionally, with more possible airline mergers on the way, TPA Airport may not require drastic expansion for another five to six years. The revised start date of construction of the north terminal is now estimated at around 2015. According to the Tampa Tribune, passenger levels dropped by 14% in January 2009 [6]

The Marriott located adjacent of the parking garage.

Phase I of the economy parking garage was completed in November 2005.^[19] Phase II of the economy garage opened ahead of schedule in November 2005, bringing a total of 5,600 parking spaces.^[20]

Tampa International Airport covers an area of 3,300 acres (1,300 ha) at an elevation of 26 feet (8 m) above mean sea level. It has three runways: 10/28 is 6,999 by 150 feet (2,133 x 46 m) with an asphalt/concrete surface; 19L/1R is 8,300 by 150 feet (2,530 x 46 m) with an asphalt/concrete surface; 19R/1L is 11,002 by 150 feet (3,353 x 46 m) with a concrete surface.^[1] On January 13, 2011 the runway designations changed due to a shift in the magnetic headings. 9/27 became 10/28, 18R/36L became 1L/19R, 18L/36R became 1R/19L.^[21]

For the 12-month period ending May 30, 2008, the airport had 279,183 aircraft operations, an average of 764 per day: 85% scheduled commercial, 14% general aviation and <1% military. At that time there were 90 aircraft based at this airport: 66% jet, 19% single-engine, 3% multi-engine and 12% helicopter.^[1]

In January, 2011, Rep. Kathy Castor announced that Tampa International Airport has been designated an official "entry/exit" point for travels to and from Cuba, allowing for Cuban-Americans to travel directly from Tampa to Cuba on chartered flights. Castor expects the TPA administration to recruit charter operators to establish service to Cuba over coming months as final regulatory clearance is granted.^[22] On March 7, 2011, federal officials gave TIA the green light to begin charter flights to Cuba.^[23]

Airport amenities[link]

Airport conveniences that are free of charge include passenger paging, wireless Internet access, cell phone waiting lot with flight information, shuttle service from the economy garage, real-time flight information and travelers aid services. Other services include eateries located before passenger checkpoints, touch screen information kiosks, information about local events and outdoor smoking areas.

The logo[link]

The logo represents the blue waters of Tampa Bay with a jetliner flying into a downtown Tampa sunset. It is known as the "Spirit of Flight". The jetliner was modelled after those once used for supersonic transport -- at the time the logo was created in the 1970s, it was during an era when it was thought that supersonic aircraft would replace conventional jets as a mode of air travel.^{[citation needed]}

The color-coding system[link]

Since its opening on April 15, 1971, Tampa International Airport has used a special color-coding system throughout the terminal complex. The Baggage Claim Areas and Ticket Counters are color-coded Blue and Red. Airlines are assigned a color depending on their location within the Landside Terminal Building. The airlines found in the south side of the terminal are color-coded blue. The carriers located in the north side are color coded red. The codes were also assigned names to assist color-blind patrons. The Blue side names are Neil Armstrong and Amelia Earhart. The Red side names are Igor Sikorsky and Chuck Yeager. The Long Term Parking Garage also uses the special color coding system. The four elevator cores have names and colors to make it easier for customers to remember where they've parked. Wright Brothers - Orange, Tony Jannus - Purple, Robert Goddard - Green and Charles Lindbergh - Brown. The Economy Parking Garage (EPG) is also split into two sections Purple and Gold. The newest phase, opened in time for the 2008 holiday season, will be Green and Orange. The EPG cores have no names at the present.

The Landside Terminal[link]

The Landside Terminal was designed with convenience in mind. Express elevators and escalators keep passenger traffic moving smoothly, with few bottlenecks.

Level 1 (Baggage Claim) contains all inbound baggage facilities and baggage belts. The Blue Rental Car facility was relocated from its crammed Bag Claim location, to a consolidated facility beneath the long term parking garage in 2002. On November 15, 2006 a new Red Rental Car facility and garage opened adjacent to the Marriott.^[24] In late 2008, renovation of the Baggage Claim began. Improvements include new baggage carousels and an inbound baggage screening system. This project was completed in 2010.

Level 2 (Ticketing) contains all ticketing/check-in functions. The level also contains a Charter desk reserved for flights that do not normally utilize TPA. The Ticketing area received a major renovation/expansion in 2002.

Shopping/circulation area on the Transfer Level

Level 3 (Transfer Level) includes the airside shuttle stations and a shopping area known as the Airport Galleria. The airport Marriott Hotel is adjacent to the main terminal. Tampa's facilities are almost entirely housed in the public access main terminal. The facilities are mostly operated and run by three airport retail companies - HMS Host, Stellar Partners, Bay Area Concessions and OSI Restaurant Partners.

• There are two food courts on level 3, operating on opposite sides of the building. The Galleria also features TGI Friday's, the first airport Carrabba's,^[25] diverse shopping attractions, such as a Ron Jon Surf Shop, Brookstone and Harley-Davidson. There is also an outdoor smoking/observation patio located where the Airside B shuttle bay once stood.
• Level 3 has undergone numerous major renovations. The main building was renovated in 1997. Shuttle bay expansions were constructed in 1986 for Airside F, 1994 for Airside A, 2001 for Airside E, and 2004 for Airside C. Future expansion plans include a relocation of the shuttle bay for Airside E by 2012, and, if the plans for a light rail system in the Tampa Bay area come to fruition, a light rail station could be constructed at the current Observation Deck location. The airport also has plans on building a north terminal complex in addition to the existing complex by 2020.
• By March 2012, several new additions will be available in the main terminal of the airport for the traveler. Mise En Place, a wine bar, will have a prominent location directly in the center of the galleria. Airport Wireless and Swarovski are also new tenants that will be added. The Mindworks toy store began selling Legoland Florida admission passes in January of 2012.

Service building[link]

When the airport opened its doors in 1971, the Service Building went into operation as well. It housed the very first Communications Center, Police dispatch, employee cafeteria and maintenance locker rooms. The building is located across from the Red Baggage and Ticketing levels. It was primarily intended to house mechanical equipment such as the chiller plant and electrical transformers. Since then it has been expanded to two levels which was in the original design in 1968. Today it houses the original facilities with the addition of offices, rental car counters, badging and a receptionist desk. The Police department/Lost & Found has a lobby on level two (ticketing level) for walk-in lost & found requests.

Parking facilities[link]

Currently, over 20,000^[26] parking spaces are available at the airport. These spaces are split between the Short Term Parking Garage, the Long Term Parking Garage, and the Economy Parking Garage. As of right now, there is an ongoing expansion of the Economy Parking Garages which is in its second phase of construction. Also, the SunPass Plus program, first introduced at Orlando International Airport, is being implemented at TPA in stages. In early 2009, the Economy Parking Garages began using the program, in which customers can use their SunPass transponders to pay for parking. The program was expanded to the Short & Long-Term garages during the summer of 2009. [7] In addition, TIA also provides "self-serve" lanes in which customers can pay with their credit card instead of waiting in line for the cash lanes.

Short term parking garage[link]

Levels 4-9 of the Landside Terminal Building house the short term parking garage. The garage was built with the airport complex in 1971 for added passenger convenience. Originally three levels, the garage was expanded in 1982 to six levels and contains 3,612 spaces.

Long term parking garage[link]

Long term parking was originally a large lot sitting on what is today, the present-day long term parking garage. The garage was built in several phases from 1990 to 1997 after increased passenger traffic swamped the parking lot beyond capacity. A monorail (situated on Level Five of the garage) connects passengers to and from the short term parking garage (Level Five) and the Landside Terminal. The garage can hold a total of 7,635 spaces on six levels.

Economy parking garage[link]

On November 1, 2005 phase I-A of the garage opened to the public and then on May 19, 2006 phase I-B opened. The garage is 8,043 spaces large and is divided into two color-coded sections - purple and gold (yellow). There is also a surface lot and overflow lot for use during the holidays. A free shuttle service takes passengers to the terminal drop-off twenty-four hours a day. Construction began in early 2008 on phase II which will be an exact copy of the first phase.

Cell phone waiting lot[link]

In an effort to decrease congestion within the Landside Terminal, particularly the baggage claim areas, a cell phone waiting lot was built alongside one of the remote overflow lots. It includes two large four panel flight status boards, showing real-time arrival information. This allows awaiting family members and friends of arriving passengers to wait in their vehicles until the passenger calls. Then the arriving passenger(s) can be picked up curbside at the Landside Terminal without creating curbside congestion problems. The lot has restrooms, WiFi, recorded CCTV surveillance and around-the-clock police patrols. Construction began in early 2008 to expand the cell phone waiting lot and was completed in November of that same year. The lot contains approximately 125 striped spaces.^{[citation needed]}

Monorail[link]

The monorail was installed in 1991 when the new long term parking garage was built and opened on December 16. It was the first of its kind in the world to include six driverless, electrically propelled cars that are completely computer controlled. The system was also the first to have active switches and it is monitored from the airport's communications center. There are four long term stations. The Monorail circles the long term parking garage and connects to the short term garage via an elevated bridge to stop at four additional stations. The Monorail is free to use and runs twenty-four hours a day except for a once-a-week maintenance shut-down in the overnight hours. Bombardier Transportation maintains the system by contract and the Aviation Authority owns it. THALES Rail Signalling Solutions Inc. won a contract in 2008 to completely upgrade the computer control system. The upgrade was implemented and tested for an entire year. The only visible change to passengers is the station graphics which show the position of each monorail car and display system status information.^[27]

Future Intermodal Center[link]

Plans are currently in the works for the construction of an intermodal facility located on airport premises. This would allow passengers to better connect to the number of proposed bus routes by both HART and PSTA.^[28] In addition, a light rail system is being planned for the Tampa area, with a link to TPA Airport from Downtown Tampa and the WestShore district.^[29]

North Terminal[link]

A future north terminal will be built north of the existing facility and could be operational by 2030 depending on demand, although the exact time frame is debatable (the economic downturn has delayed the need for the terminal at the present time ^[30]). Infrastructure and design concepts are being developed in anticipation of the need for the second terminal facility. Phase 1 will be the first of several to open. It will consist of half the terminal building with one airside that will be used for all international flights. The two phase terminal building will be similar to the existing south terminal but plans are to combine the ticket and transfer levels. As with the exiting terminal facility, many concept designs have been reviewed.^[31][32] A roadway system will allow passengers access to the new facility from the existing airport parkway. Plans may also include a light rail station.

Public art program[link]

The Airport's public art program was established in 1998 to enhance the traveling public's experience and to bring forth Florida's history and culture. A committee selects the art through a jury process.

Permanent exhibits:

• Landside Terminal Level 3 at the observation deck includes paintings, sculptures, glass art and mixed media presentations. Various artists contributed.
• Airside E boasts a collection of seven WPA (Works Projects Administration) murals which were originally painted in the 1930s and restored for display. These originally adorned the Peter O. Knight Airport until 1965. Artist is George Snow Hill.
• Landside Terminal Level 2 has a collection of copper, nickel, silver and bronze alloy suspended Pelicans and a mangrove tree sculpture. Original to the airport when it opened in 1971 the collection is known as "The Meeting Place". The mangrove tree is 15 feet (4.6 m) tall with a flock of 22 life-sized pelicans all in copper roosting and circling around. Pelicans are also "flying" above the escalators. Artist Roy Butler of Plantation, FL.
• Landside Terminal Level 2 near the United ticket counters is a presentation of 28 Cirkut images (A type of Kodak camera). They are 20.8 x 10 feet (3.0 m). The photographs depict the unique history of social and urban growth of Tampa, FL and the west coast. Included are a team photo of the New York Yankees (1927) and a 1922 Gasparilla Invasion. Artist: Brothers Al and Jean Bugert
• Blue Side Baggage Claim includes artwork by Elle Terry Leonard and Josh Johnson above the marine exhibit.
• Airport Chapel level 3 of the Main Terminal has the first ever commissioned artwork of glass art adorning the entryway door and interior. Artist Yvonne Barlog.
• Richard J. Frank's watercolor on paper "Off Doolin" hangs in the shopping arcade of the landside Terminal.
• Ticket Level/Red Baggage Claim Tapestries were hand-made by twenty women from Phumalanga, Swaziland in Africa. Each is 34 feet (10 m) by 8 feet (2.4 m) and depict familiar Florida nature scenes. They serve two purposes. The first is to provide eye-pleasing decoration and the second is to provide a sound absorption method.
• Red Baggage Claim Aquarium tile collage by E. Joseph McCarty.
• Main Terminal Level 3 "World Traveler" glass vase. Uses the graal and overlay technique by Duncan McClellan.

The Airport also has a collection of rotating work and exhibits on loan in addition to the permanent collections. They include the exhibit at Airside A security screening and the gallery in the arcade to the Marriott Hotel.

• Airside C includes: (totaling over $1 million)
• Spiraculum, a collection of twenty-six mosaic floor medallions at the shuttle lobby by Kristin Jones and Andrew Ginzel.
• Final Boarding Call, an 11 ft (3.4 m) by 17 ft (5.2 m) Oil painting on Belgium linen by Christopher Still. It's located at the TSA checkpoint.
• q, a 90-foot (27 m) long sculpture of cut-out figures. It depicts travelers from different time periods and forms a timeline of advances in airline travel.
• Barnstormer, an 8-foot-tall (2.4 m) silicon bronze statue of a pioneer pilot. It weighs more than 1,000 pounds and sits atop a 4-foot (1.2 m) high cement pedestal. Artist: Harrison Covington
• Orange Blossom, an aluminum sculpture by Stephen Robin. The fragrant flower blooms in the spring and is Florida's state flower. This sculpture is 13 ft (4.0 m) by 9 ft (2.7 m) by 5 ft (1.5 m) and weighs about 1,300 lb (590 kg).

One Buc Place[link]

• The Tampa Bay Buccaneers' team headquarters were adjacent to the airport from their inception in 1976 to 2006, when they moved to a new facility at the former Tampa Bay Center. It is located just across the street from their home field, Raymond James Stadium, and close to the airport.

Accidents and incidents[link]

In 1943, five people were killed when their B-26 crashed on a flight from Avon Park to Eglin field. The pilot attempted an emergency landing at Drew Field and overshot the runway. Two others on board survived. This occurred one hour after an A-24 flying out of Drew Field crashed in Mullet Key near St. Petersburg, a bombing range at the time. The pilot ditched the plane and lived but the gunner bailed out and drowned.^[7][33]

On November 6, 1986, an Eastern Airlines Captain, George Baines, Age 56, was flying in his private aircraft, Piper PA-23, (N2185P) from his home to Tampa International to catch a flight. As he approached Tampa International's 36L (now 1L) with 1/16 Mile Visibility in Fog, he declared a Missed Approach and went around to try it again. On the second attempt, he touched down on a parallel Taxiway and ultimately collided with a Pan-Am 727 that was taxing on this taxiway. Mr. Baines lost his life in the accident and was the only fatality. No other injuries were reported.^[34]

On June 27, 2009, US Airways flight 1241 underwent a rough landing causing the front tire to blow. Subsequently the blown tire caused the landing gear to collapse.^[35] None of the passengers or crew on board reported any injuries. However, television pitchman Billy Mays was on this flight and was hit on the head, possibly by falling luggage out of the overhead compartments, during the rough landing; he was found dead the following morning. No evidence of interior or exterior head trauma was discovered during the autopsy.^[36]

See also[link]

	United States Air Force portal
	Military of the United States portal
	World War II portal

• List of airports in the Tampa Bay area
• Florida World War II Army Airfields

References[link]

 This article incorporates public domain material from websites or documents of the Air Force Historical Research Agency.

External links[link]

Wikimedia Commons has media related to: Tampa International Airport

• TPA Airport Master Plan Requires Acrobat Reader 7 or higher.
• Tampa International Airport, official site
• Juan's Tampa International Airport Fan-Page
• A Community Rally For More Direct Flights From Tampa International Airport
• Drew Field Echoes, military newspaper for 1942–1945 when the airport was a military air field
• FAA Airport Diagram (PDF), effective 31 May 2012
• FAA Terminal Procedures for TPA, effective 31 May 2012
• Resources for this airport:
  • AirNav airport information for KTPA
  • ASN accident history for TPA
  • FlightAware airport information and live flight tracker
  • NOAA/NWS latest weather observations
  • SkyVector aeronautical chart for KTPA
  • FAA current TPA delay information

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Düsseldorf International Airport Flughafn Düsseldorf International
200pxpx
IATA: DUS – ICAO: EDDL DUS Location of airport in North Rhine-Westphalia
Summary
Airport type		Public
Operator		Flughafen Düsseldorf GmbH
Serves		Düsseldorf
Hub for		Air Berlin Eurowings Lufthansa[1] Germania German Sky Airlines
Elevation AMSL		44.8 m / 147 ft
Coordinates		51°17′22″N 006°46′00″E / 51.28944°N 6.7666667°E / 51.28944; 6.7666667Coordinates: 51°17′22″N 006°46′00″E / 51.28944°N 6.7666667°E / 51.28944; 6.7666667
Website		www.duesseldorf-international.de
Runways
Direction	Length		Surface
	m	ft
05R/23L	3,192	10,474	Concrete
05L/23R	3,294	10,809	Concrete
Statistics (2011)
Passengers			20,339,466
Passenger change 09-10			7.1%
Aircraft Movements			215,544
Movements change 09-10			0.7%
Sources: Passenger Traffic, ADV[2] German AIP at EUROCONTROL[3]

Düsseldorf International Airport (German: Flughafen Düsseldorf International) (IATA: DUS, ICAO: EDDL) is the largest airport in North Rhine-Westphalia, Germany, and the third largest airport in Germany^[2], handling 20 million^[3] passengers in 2011.

Düsseldorf International is located in Düsseldorf, the state capital of North Rhine-Westphalia, approximately 7 km (4.3 mi) north of downtown Düsseldorf, and some 20 km (12 mi) south-west of Downtown Essen. The airport is accessible via an extensive ground transportation infrastructure, including its own motorway-section - part of the Bundesautobahn 44 (which connects to Bundesautobahn 52, 57 and 3) - and two railway stations - one of which for high-speed, long-distance trains. Düsseldorf SkyTrain operates as an inter-terminal people-mover within the airport.

The airport serves as an airline hub for Air Berlin and Lufthansa, the airport's largest and second-largest airlines - both offering about 300 daily flights to 53 destinations. Turkish Airlines is the largest foreign airline to operate from Düsseldorf International.^[4] The airport handles on average 750 takeoffs and landings per day with a total of 70 airlines offering flights to 186 non-stop-destinations.

The airport[link]

terminal building

inside the airport terminal, 2005

Düsseldorf International Airport is the largest and primary airport for the Rhine-Ruhr metropolitan region — the largest metropolitan region in Germany and among the largest metropolitan areas of the world.^[5] The airport is located in Düsseldorf-Lohausen. Largest nearby business centres are Düsseldorf and Essen; other cities within a 20 km radius are Duisburg, Krefeld, Mülheim an der Ruhr, Neuss and Wuppertal. The airport extends over a compact 6.13 km² (2.37 sq mi) of land - small in comparison to airports of a similar capacity - but also reason for Düsseldorf being known as an airport of short distances. The airport is workplace for more than 18,200 employees.

The Departures hall of DUS

With 18.99 million passengers passing through in 2010,^[2] the airport was the third busiest in Germany, after Frankfurt Airport and Munich Airport, and was the 20th busiest airport in Europe. Transfer passengers and those travelling on long-haul flights from the airport accounted for around 13% of all passengers in 2010.^[2] Düsseldorf International has two runways, which are 3,000 m and 2,700 m long. There are plans to extend the 3,000 m runway to 3,600 m, but up till now the town of Ratingen is blocking them, as it lies within the approach path of the runway.

107 aircraft parking positions are available. The current terminal building is capable of handling up to 22 million passengers per year. However, due to an agreement with residents in nearby Ratingen (the so called Angerlandvergleich), this capacity may not be reached within the next few years, as aircraft movements are restricted. Düsseldorf International Airport is able to handle the new superjumbo Airbus A380 aircraft. On 12 November 2006, the first A380 landed in Düsseldorf as part of a Lufthansa promotion flight.

Terminals[link]

Düsseldorf International has three terminals connected by a central spine, even though the terminals are really more like concourses within a single terminal building.

Terminal A[link]

Terminal A was opened in 1977 and has 16 gates (A01-A16) used by Lufthansa and Lufthansa Regional, its airline partners (Air Malta, Cimber Air, Cirrus Airlines) and Star Alliance members (Aegean Airlines, Air China, Austrian Airlines, Croatia Airlines, LOT Polish Airlines, SAS Scandinavian Airlines, Spanair, EgyptAir, TAP Air Portugal and Swiss International Airlines). Terminal A houses a Lufthansa Business Lounge and a Lufthansa Senator Lounge.

Terminal B[link]

Terminal B was opened in 1973 and has 11 gates (B01-B11) used mainly for domestic and EU-flights by Air Berlin and SkyTeam and Oneworld members (British Airways, KLM, Finnair, Iberia, Air France, and Czech Airlines). Also located within the terminal are charter carriers such as TUIfly and Condor Flugdienst. Terminal B houses an observation deck and airline lounges by Air France and British Airways.

Terminal C[link]

Terminal C was opened in 1986 and has 8 gates (C01-C08) used exclusively for non-Schengen-flights by non-Star Alliance airlines. These are long-haul flights - among others - by Air Berlin, Delta Air Lines, Emirates, Mahan Air and Turkish Airlines. Terminal C has a direct access to Airport City's maritim Hotel and houses lounges by airberlin and Emirates.

Executive Terminal[link]

Jet Aviation operates a small terminal, solely for private and corporate customers.

Airport City[link]

Düsseldorf Airport City

Since 2003, an 23 hectare large area south-west of the airport terminal is under redevelopment as Düsseldorf Airport City with an anticipated gross floor area of 250,000 m² to be completed by 2016. Already based at Düsseldorf Airport City are cooperate offices of Siemens and VDI, a large Porsche centre and showroom, a maritim Hotel^[6] and Congress Centre, a Sheraton Hotel and a cinema. Messe Düsseldorf is situated in close proximity to Düsseldorf Airport City (some 500 m (1,600 ft)).

Ownership[link]

Düsseldorf International is a public–private partnership with the following owners:

• 50% Landeshauptstadt (state capital) Düsseldorf
• 50% Airport Partners GmbH (Ownership of Airport Partners GmbH: 40% Hochtief AirPort GmbH, 20% Hochtief AirPort Capital KGaA, 40% Dublin Airport Authority plc (through its wholly owned subsidiary Aer Rianta International cpt))

History[link]

The first aviation event in the area was the landing of Zeppelin LZ3 on 19 September 1909 about 3 km (1.9 mi) south of the present airport. The present airport was opened on 19 April 1927, after two years of construction. Deutsche Luft Hansa opened routes to Berlin, Hamburg, Cologne and Geneva. With the start of the Second World War civil use of the airport ceased in September 1939 with the airfield being used by the military.

At the end of the war the airport reopened for civil use in 1948. With the area being under British administration the first flights were operated by British European Airways to London Northolt. In 1950 the main runway was extended to 2475 metres.

In 1964 planning began for the construction of a new terminal, with capacity for 1.4 million passengers, and in 1969 the main runway was lengthened to 3000 metres.

In 1973 the new central building and the Terminal B were opened and in 1975 the railroad connection between Düsseldorf central station and the airport started operation. Terminal A was opened in 1977.

In 1986 Terminal C was opened and 8.22 million passengers used the airport - making it number two in Germany. By 1992 when a second runway was built 12.3 million passengers were using the airport.

LTU Airbus A330-200 aircraft at DUS (now flying for Air Berlin)

Fire caused by welding work and insufficient structural fire protection broke out on the roof of terminal A on 11 April 1996, and 17 people died, mostly due to smoke inhalation, with many more hospitalised. Damage to the airport was estimated to be in the hundreds of millions. At the time, the fire was the biggest public disaster in the history of North Rhine-Westphalia. While repairs were ongoing, passengers were housed in big tents. In November Terminal C was completely redeveloped, with three lightweight construction halls serving as departure areas.

Also in 1997 construction began on the new inter-city railway station at the eastern edge of the airport. In 1998 the rebuilt Terminal A was reopened and the airport changed its name from "Rhine Ruhr airport" to "Düsseldorf International". Reconstruction of the central building and Terminal B began.

The first stage in the "Airport 2000+" programme commenced in 1999 with the laying of a foundation stone for a underground parking garage under the new terminal.

The new Düsseldorf Airport station was opened in May 2000, with the capacity of 300 train departures daily. Sixteen million passengers used the airport that year; Düsseldorf is now the third biggest airport in Germany. The new departures hall and Terminal B were opened in July 2001 after 2½ years of construction time; the rebuilt Gebäude Ost was reopened.

In 2002 the inter-terminal shuttle bus service was replaced by the suspended monorail called the SkyTrain connecting the terminal building with the InterCity train station. The monorail travels the 2.5 kilometres between the terminal and station at a maximum speed of 50 km/h. The system was developed by Siemens and is based on the similar H-Bahn operating with two lines on Dortmund university campus.

Airlines and destinations[link]

an Emirates Airbus A330-200 in 2004

a Ghana Airways McDonnell Douglas DC-10 in 2002

a Lufthansa Boeing 737-300 in 2010

a Turkish Airlines Boeing 737-800 in 2008