MD-87 explained: why this short-body MD-80 still matters

The MD-87 emerged from one of the most successful narrowbody aircraft lineages in commercial aviation. Its roots trace back to the Douglas DC-9, which first flew in 1965 and quickly became a workhorse for short and medium haul routes worldwide. Douglas Aircraft, later merged into McDonnell Douglas in 1967, stretched and refined the DC-9 platform through multiple variants. In October 1977, the company launched the DC-9 Super 80 program, a significantly upgraded family featuring a stretched fuselage, an enlarged wing with leading edge slats, and the higher bypass Pratt & Whitney JT8D-200 series engines. Rebranded as the MD-80 series in 1983, this family eventually comprised five variants: the MD-81, MD-82, MD-83, MD-88, and the MD-87.

While the longer fuselage MD-80 variants proved popular on high density domestic routes, McDonnell Douglas identified a market gap. Airlines operating thinner routes needed a similarly modern aircraft with lower seat counts and improved efficiency per trip. In January 1985, McDonnell Douglas officially announced the MD-87 (originally designated DC-9-87), a shorter fuselage derivative designed to seat between 109 and 139 passengers in typical configurations. Launch orders came from Austrian Airlines and Finnair, both of which required a right sized aircraft for European medium haul operations.

The MD-87 programme progressed rapidly at the McDonnell Douglas manufacturing facility in Long Beach, California. The prototype, registered N87MD, was rolled out on 23 October 1986 from the company's Building 80. The aircraft completed its first flight on 4 December 1986. FAA type certification under certificate A6WE followed on 21 October 1987. The first delivery went to Finnair on 1 November 1987, with Austrian Airlines receiving its first aircraft shortly thereafter in November 1987, marking the type's entry into revenue service. Other significant operators included Iberia, Scandinavian Airlines (SAS), Aeroméxico, and Japan Air System. Production continued until 1992, with the last of 75 airframes delivered to SAS on 27 March 1992. The relatively limited production run reflected the niche market for the type, as many carriers preferred the higher capacity MD-82 and MD-83 variants. Following the 1997 merger of McDonnell Douglas with Boeing, the MD-80 programme, including the MD-87, was gradually wound down, though the type continued in airline service for decades. Much like other niche regional types such as the Fairchild Swearingen Metro II, the MD-87 filled a very specific operational need that larger aircraft could not address efficiently.

What Sets the MD-87 Apart from Other MD-80 Variants

The most obvious distinction of the MD-87 is its fuselage, which measures 130 ft 5 in (39.75 m) in overall length, making it 17 ft 5 in (5.28 m) shorter than the standard MD-81, MD-82, MD-83, and MD-88. This reduction came from the removal of fuselage sections fore and aft of the wing, bringing passenger capacity closer to that of the original DC-9-50 while retaining the modern systems and performance of the MD-80 family.

The shorter fuselage required compensating aerodynamic changes. The MD-87 features a vertical fin extension above the tailplane, adding approximately 10 inches of height to the vertical stabilizer. This thick, contoured extension improves directional stability, which was necessary due to the reduced moment arm created by the shorter fuselage. The MD-87 also introduced a distinctive low drag beaver tail cone, a flat, streamlined aft fuselage fairing that replaced the traditional pointed DC-9 style cone and reduced aerodynamic drag. This tail cone design proved so effective that it was subsequently adopted as standard on production MD-80 aircraft from mid 1987 onward.

In terms of powerplant, the MD-87 is equipped with two Pratt & Whitney JT8D-217C turbofan engines, each producing approximately 20,000 lbf (88.96 kN) of thrust. The flight deck configuration on the MD-87 retained conventional analogue instrumentation, unlike the MD-88 which introduced an Electronic Flight Instrument System (EFIS) glass cockpit. The wing, with a span of 107 ft 10 in (32.87 m), remained identical across MD-80 variants.

The following list summarises the key variant identifiers for the MD-87:

• Fuselage length: 130 ft 5 in (39.75 m), shortened by 17 ft 5 in compared to other MD-80s
• Engines: 2 × Pratt & Whitney JT8D-217C turbofans (20,000 lbf / 88.96 kN each)
• Vertical stabilizer: Extended fin approximately 10 inches taller than standard MD-80
• Tail cone: Low drag beaver tail cone (later adopted across MD-80 production)
• Typical seating: 109 to 139 passengers
• Wingspan: 107 ft 10 in (32.87 m), shared with all MD-80 variants
• Total production: 75 airframes (1986 to 1992)

The McDonnell Douglas MD 87 is a shortened fuselage derivative of the MD 80 family, designed to serve medium haul routes with a reduced seat count of 109 to 130 passengers in a single aisle layout. By removing 5.3 m (17 ft) from the fuselage compared to the MD 82 and MD 83, engineers reduced structural weight and aerodynamic drag, which translated into improved fuel efficiency per seat on thinner routes while retaining the proven wing, landing gear, empennage and powerplant architecture of the rest of the series. The MD 87 also introduced a taller vertical stabiliser to compensate for the shorter moment arm, and it became the first variant in the family to feature an EFIS (Electronic Flight Instrument System) flight deck as standard equipment.

From a design trade off perspective, the MD 87 sacrifices maximum passenger capacity for better range flexibility and lower operating costs on sectors that did not justify a full size MD 80. Its manufacturer quoted range with 130 passengers and reserves reaches approximately 4,393 km (2,372 nm), with an optional auxiliary fuel tank configuration extending that to roughly 5,248 km (2,833 nm). These figures made it attractive to airlines operating from constrained airports or on routes where demand did not fill a larger narrowbody.

• Overall length: 39.75 m (130 ft 5 in)
• Wingspan: 32.87 m (107 ft 10 in)
• Height: 9.50 m (31 ft 2 in)
• Typical MTOW: 63,500 kg (140,000 lb); higher weight option up to 67,800 kg (149,500 lb)
• Maximum landing weight: 58,967 kg (130,000 lb)
• Operating empty weight: approximately 33,230 kg (73,275 lb)
• Maximum payload: approximately 16,837 kg (37,100 lb)
• Fuel capacity: approximately 26,500 litres (7,000 US gal)
• Engines: 2 × Pratt & Whitney JT8D 217C turbofans, each rated at 89 kN (20,000 lbf) takeoff thrust
• Long range cruise speed: Mach 0.76 / 811 km/h (438 kt TAS)
• Maximum operating speed: approximately 925 km/h (500 kt)
• Service ceiling: 11,278 m (37,000 ft)
• Takeoff field length: approximately 1,850 m (6,050 ft) at typical operating weight
• Landing distance: approximately 1,430 m (4,688 ft)
• Seating capacity: 109 (two class) to 139 (high density single class)
• Cargo hold volume: 26.6 m³
• Avionics baseline: EFIS flight deck with six tube CRT displays, dual FMS capable, TCAS II, EGPWS

Flight Controls, Systems and Handling Technology

The MD 87 retains the fully mechanical primary flight control architecture inherited from the DC 9 lineage. Elevators, ailerons, rudder, spoilers, slats and flaps are all actuated through conventional cable and push rod linkages with hydraulic power assist, rather than fly by wire. Autopilot functions are managed by a Digital Flight Guidance System (DFGS) developed by Sperry Flight Systems, which uses dual digital computers to provide autopilot, yaw damper, Mach trim and automatic stabiliser trim. The DFGS supports autoland capability in fail operational mode, a feature validated across the MD 80 family.

The standard EFIS cockpit on the MD 87 replaced the analogue instrument panel found on earlier MD 80 variants, presenting attitude, navigation and engine data on six CRT displays. Options included a second Flight Management System (FMS), an inertial reference system, a windshear detection computer, and LED dot matrix engine and systems displays. Braking is handled by hydraulic multi disc brakes with an electronic anti skid system using wheel speed sensors, consistent with MD 80 series standards. An AlliedSignal GTCP85 98D auxiliary power unit in the aft fuselage provides independent electrical and pneumatic power on the ground.

Published performance figures for the MD 87 can vary between sources because operators selected different MTOW options, cabin configurations (affecting OEW), and mission profiles. Atmospheric assumptions such as ISA deviation, airport elevation and runway condition all influence real world takeoff and landing distances. Range values also depend on passenger count, cargo load, reserve policy and whether optional auxiliary fuel tanks are installed. Any figure should therefore be read with its specific context rather than taken as an absolute.

Pratt & Whitney JT8D 217C Engines

The MD 87 is powered exclusively by the Pratt & Whitney JT8D 217C turbofan, a member of the JT8D 200 series. This engine family represents the high thrust evolution of the original JT8D, which first entered service in 1964 and went on to become one of the most produced jet engines in commercial aviation history, with over 14,000 units built. The JT8D 200 series, introduced in 1980, incorporated a larger fan (49.2 in / 1.25 m diameter), a redesigned low pressure compressor and improved acoustics to meet stricter noise regulations.

The JT8D 217C is technically a derated version of the higher thrust JT8D 219 (rated at 21,700 lbf). Derating is achieved automatically through the engine's fuel control unit, which limits peak thrust to 20,000 lbf (89 kN) at sea level, 25 °C (ISA). This results in reduced thermal stress on hot section components, extending time between overhauls and lowering maintenance costs. The engine configuration is a dual spool axial flow turbofan with a single stage fan, six stage low pressure compressor, seven stage high pressure compressor, nine cannular combustion chambers, one stage high pressure turbine and three stage low pressure turbine. Noise suppression features include optimised guide vane spacing, stainless steel honeycomb acoustic liners in the fan duct and engine nacelle, and an exhaust mixer that blends hot and cold streams to reduce jet velocity noise.

Beyond the MD 87, the broader JT8D 200 family powers nearly every variant in the MD 80 series. The JT8D 209 (18,500 lbf) equips the MD 81 and MD 82, the JT8D 217A serves several MD 81 and MD 82 operators, and the JT8D 219 (21,700 lbf) is standard on the MD 83 and available on the MD 88. The engine also powers the Northrop Grumman E 8C Joint STARS military surveillance platform based on a Boeing 707 airframe. With its combination of proven reliability, well established global MRO support and moderate fuel consumption, the JT8D 200 series remained a viable powerplant for operators who continued to fly MD 80 family aircraft well into the 2020s.

Designed as the short fuselage member of the MD-80 family, the MD-87 was built for short to medium haul missions. With a maximum range of roughly 2,900 nautical miles (5,400 km) and a cruise speed near 500 knots, it covered sectors typically lasting between one and four hours. Airlines scheduled it on domestic trunks and intra-continental routes where passenger demand suited a 109 to 139 seat narrowbody rather than a larger widebody or a smaller regional jet. Daily utilisation for busy carriers often fell in the range of 8 to 10 block hours, thanks to quick turnarounds enabled by a single aisle layout and rear mounted engines that kept the cabin door area free of engine noise and blast during ground handling.

The MD-87 excelled in hub and spoke networks, feeding passengers from secondary cities into major hubs. Its takeoff distance of approximately 1,850 metres and landing run of around 1,430 metres gave it useful short field performance, allowing operations from runways that longer MD-80 variants or competing Boeing 737 models found tighter. This made it attractive at constrained airports and on thinner routes where frequency mattered more than raw capacity. Some operators also deployed it in point to point service, especially on leisure or regional routes linking city pairs without routing through a hub.

Operators did face challenges. The Pratt & Whitney JT8D-217C engines, while reliable, were less fuel efficient than the high bypass turbofans fitted to later generation competitors such as the Airbus A319 and Boeing 737-700. Noise and emission levels increasingly triggered restrictions at European airports from the late 1990s onward, accelerating fleet retirements. Maintenance costs rose as airframes aged and spare parts became harder to source after production ended in 1992. With only 75 aircraft built, the MD-87 never achieved the economies of scale that the MD-82 or MD-83 enjoyed, which limited bargaining power for spares and support contracts.

Where the MD-87 Operates and Key Airlines

The MD-87 saw its strongest presence in Europe, where the majority of the 75 airframes were delivered to flag carriers and charter airlines. North America saw limited adoption, with just one scheduled airline ordering factory new examples. In Asia, the type served high frequency domestic networks in Japan. Africa received a small number of second hand frames for regional passenger service. South America and Central America saw occasional use through leased or transferred aircraft. Because the production run was small, the MD-87 never became a truly global type, but it earned a loyal following among operators that valued its range advantage over other MD-80 variants and its ability to serve shorter runways.

• Europe: The continent was the heartland of MD-87 operations. Scandinavian Airlines (SAS) was one of the largest operators, using a significant fleet on intra-Scandinavian and European routes from Copenhagen, Stockholm and Oslo. Finnair was a launch customer and flew the type on domestic Finnish routes and to European destinations from Helsinki. Austrian Airlines received the first ever MD-87 delivery in November 1987 and deployed it across its Central European network from Vienna. Iberia built one of the biggest MD-87 fleets of any carrier and operated the type extensively on Spanish domestic routes and short haul European services from Madrid and Barcelona. Spanair, also based in Spain, used the MD-87 on scheduled and charter routes linking the Iberian Peninsula with tourist destinations across Europe. Several of these European airframes later found second lives with other operators or were converted into aerial firefighting tankers by Erickson Aero Tanker in the United States.
• North & South America: In North America, Midway Airlines was the only United States carrier to order factory new MD-87s, operating them on domestic routes during the late 1980s and early 1990s. After Midway's closure, some airframes moved to other operators. Aeromexico flew the MD-87 on domestic Mexican routes and cross border services, making it one of the notable operators in Latin America. In Central America, TAN Honduras used the type for regional connections.
• Asia: Japan Air System (JAS) was the principal Asian operator, running a sizeable MD-87 fleet on high frequency domestic trunk routes within Japan. The type's short field capability suited busy Japanese airports. Iran Airtour later operated MD-87s on scheduled passenger services, and remains one of the last carriers to keep the type active. Like many aircraft from the era of the Sud Aviation Caravelle III, the rear engined MD-87 carried a design philosophy rooted in European and Japanese operational preferences for quieter cabins and clean wing aerodynamics.
• Africa: Air Burkina operated the MD-87 on regional West African routes, offering a two class layout with 20 business and 95 economy seats. The continent saw only a handful of airframes, typically acquired second hand from European carriers, and used on routes linking capitals and secondary cities in West Africa.

Typical Seating Configurations

The MD-87 cabin measures approximately 3.1 metres wide and 2.05 metres tall, arranged in a five abreast layout with two seats on one side of the single aisle and three on the other (2+3). In a standard single class economy configuration, airlines typically installed between 109 and 130 seats, while maximum density charters could push capacity up to 139 passengers. Two class layouts were common among network carriers: Air Burkina, for example, fitted 20 business class seats forward and 95 economy seats aft for a total of 115. Leisure and charter operators tended toward denser single class arrangements to maximise revenue per flight, while full service airlines reserved the forward rows for a premium cabin with increased seat pitch and improved meal service.

Compared to the Boeing 737, the MD-87 cabin is noticeably narrower, which limits overhead bin volume and seat width. However, the 2+3 layout means the middle seat dilemma affects only one side of the aisle, giving window and aisle passengers on the two seat side a more comfortable experience. Some airframes have been converted to VIP and executive configurations with as few as 19 to 36 seats, featuring lounges, staterooms and dedicated crew rest areas, extending the type's usefulness well beyond its original airline role.

The McDonnell Douglas MD 87 was produced between 1987 and 1992, with a total of 75 aircraft delivered to airlines worldwide. As a member of the broader MD 80 family, which accumulated over 1,191 airframes and tens of millions of flight hours across more than three decades of commercial service, the MD 87 benefited from a mature airframe design and well established maintenance ecosystem. Across its operational life, the MD 87 recorded a small number of hull loss events relative to its fleet size and cumulative years in service. According to the Aviation Safety Network database, two hull loss accidents have been attributed specifically to the MD 87 variant. While any accident represents a serious event, this figure should be read in the context of the thousands of revenue and non revenue flights the type completed over more than 30 years of operations for carriers ranging from Scandinavian Airlines (SAS) and Iberia to Finnair and several corporate operators.

Major Accidents and Incidents Involving the MD 87

The most significant event in the history of this variant is the Linate Airport runway collision on 8 October 2001. Scandinavian Airlines Flight 686, operated by an MD 87 registered as SE DMA, was accelerating for takeoff in dense fog at Milan Linate Airport when it collided with a Cessna Citation CJ2 that had inadvertently taxied onto the active runway without clearance. The MD 87 struck the smaller aircraft, lost engine power and aerodynamic control, overran the runway, and impacted an airport baggage building. All 110 occupants of the MD 87 and all four people aboard the Cessna perished, along with four ground personnel, resulting in 118 fatalities. The Italian accident investigation agency ANSV identified multiple systemic causes: absence of ground radar, inadequate taxiway signage, outdated aerodrome charts, and a lack of low visibility operational procedures at the airport. The full investigation report is available through SKYbrary. This tragedy triggered sweeping reforms across European airports, including the accelerated deployment of Advanced Surface Movement Guidance and Control Systems (A SMGCS), the installation of stop bar lights and runway guard lights, updated taxiway markings, and the creation of mandatory runway safety teams. It also reinforced ICAO and Eurocontrol initiatives for standardised low visibility procedures.

The second hull loss occurred on 19 October 2021 at Houston Executive Airport (TME), Texas. A privately operated MD 87 (registration N987AK) carrying 19 passengers and 4 crew members failed to rotate during the takeoff roll, overran the runway, breached a perimeter fence, crossed a road, struck power lines, and caught fire in a field. All 23 people on board evacuated successfully, with only two sustaining serious injuries and one minor injury. The NTSB investigation (case DCA22MA009) determined that both elevators had become jammed in the trailing edge down position due to prolonged exposure to high winds while the aircraft was parked for several months. The flight crew did not detect the jam during preflight checks, and the operator had not incorporated a Boeing service bulletin that emphasised visual inspection of elevator freedom of movement before flight. As a result, the NTSB issued recommendations reinforcing the importance of thorough control surface checks on MD 80 series aircraft, particularly after extended parking or exposure to adverse weather conditions.

Both events, while distinct in their causes and outcomes, led to tangible improvements in either airport infrastructure or operator maintenance culture. The Linate disaster reshaped European ground safety standards, while the Houston event highlighted the ongoing need for rigorous preflight procedures on aging airframes. Pilots and operators who wish to discuss lessons learned from events like these can find valuable peer discussions on platforms such as airline pilot forums, where professionals share operational insights and safety practices.

How Safe Is the MD 87 Today

When evaluating the safety of any aircraft type, it is essential to consider accident rates in proportion to the total volume of flights performed. With only two hull loss events over more than three decades of service, the MD 87 compares favourably to many contemporaries when fleet size is taken into account. The broader MD 80 family, of which the MD 87 is a shortened fuselage variant, was designed around the proven JT8D and later Pratt & Whitney JT8D 200 series engines, featured a well understood T tail configuration, and was certificated under stringent FAA and EASA airworthiness standards. Standard operating procedures (SOPs) for the MD 80 series were developed over decades by major airlines and refined through recurrent training programmes and crew resource management (CRM) protocols.

Regulatory oversight from the Federal Aviation Administration (FAA) and the European Union Aviation Safety Agency (EASA) ensured that airworthiness directives addressed emerging concerns throughout the type's service life. The MD 87 also benefited from the global fleet experience of the MD 80 series, meaning that component reliability data and structural inspection intervals were continuously updated based on real world findings.

It is worth noting that the two recorded MD 87 hull loss accidents were driven primarily by external factors (airport infrastructure deficiencies) or operator procedural lapses (inadequate preflight checks), rather than by inherent design flaws in the aircraft itself. This distinction is important for a balanced assessment of the variant's safety profile. As global aviation statistics consistently demonstrate, commercial air travel remains one of the safest modes of transport, and the MD 87's record, when viewed in proper context, reflects the high safety standards that governed its era of operation.