Regional airlines across the U.S. experienced dramatic growth toward the end of the 1970s, and as they gained new, longer-range nonstop route authorities, they needed fresh equipment to handle both higher demand on existing services as well as the ability to fly farther. At the end of the decade the two leading options were Boeing’s 727-200 and McDonnell Douglas’ MD-80 series, a further derivation of the reliable DC9. Boeing was also developing a stretched 737-300, but this would not be available for several more years.
The MD-80 featured new higher bypass JT8D-200 engines for lower fuel consumption and noise levels, and a two-pilot cockpit arrangement in contrast with the 727’s need for a flight engineer. For airlines using the DC-9, MD-80s were intended to be a logical step up while keeping significant efficiencies in ground handling equipment, loading procedures, cabin seating and systems, and maintenance. Southern Airways agreed with the premise and placed an order for four airframes, with deliveries to start in 1980.
After the merger, North Central’s order for Boeing 727-200s would be retained, and the MD-82 order would be rebooked for 12 aircraft. Deliveries started in August 1981. Looking back, we could say in principle that Republic should have picked one or the other: either craft could have comfortably handled West Coast runs from Memphis, Minneapolis, or Detroit. However, given the availability of production slots and ever-increasing finance interest rates in the early 1980s, managers at Republic had to take what they could get, or renegotiate. In the end, only nine MD-82s would be delivered.
The versatility of the aircraft meant it could profitably fly nearly any jet sector in the Republic system where there was sufficient demand, and it would see action from Florida to the Pacific Northwest. Its low-for-the-time noise footprint made it a natural choice for service into Orange County (Santa Ana), California, and it would be a regular at that station through the Northwest merger until Airbus jets came on the scene.
After the August 1987 Flight 255 crash, Northwest temporarily leased in one MD-82 (N931MC) to replace it, but did not add any additional frames as similar-capacity Airbus A320s were already on order. Nevertheless, the little fleet of Super 80s gave faithful service all the way until 1999.
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Southern
Southern’s order was assumed by Republic and updated. Had SO remained independent and continued building its Memphis hub, the MD-82 would have been an excellent airframe to cover routes to the West Coast, Florida, and Northeast US.
Hughes Airwest
Given RW’s familiarity with DC9 operations, it was only logical for McDonnell-Douglas to pitch the MD-80 series. By that time, however, Summa Corporation was through with investing money in the carrier, so the proposal was dead on arrival. The MD-80 would have been an ideal fit for the route system and could have replaced the 727s while still allowing for growth into the mid-continent, Mexico, and Canada.
Republic
Northwest
