Originally Posted by xkoote
1. Contrary to some posts and article the MD80 is a VERY safe plane.
I'm not at all saying that the MD80 is an unsafe aircraft. I've recently flown on an MD87 without any qualms. However most of your points are non-sequiturs, and I'm not sure what you mean by "VERY safe". Indicating that other, more recent types are less safe? The statistics see a slight advantage for the 737classic and NG, and the A320 over the MD80.
Especially in this scenario because,
2. Together with the MD-11, (dunno about the DC-10), the MD-80 is one of the very few aircraft equipped with the "dial a flap" system allowing the optimum use of ANY flap setting for a specific runway (e.g. Flaps 3.8°). Meaning that at the long runway, that particular flight wold have had a VERY high rotation speed because of very low flaps settings. Maybe even less than 5°!. This system of course must be used by the airline. The high speed does not bode well in case of an RTO due to extra mass, but the high speed and low flaps are invaluable in an N-1 situation and airborne.
I don't see how this is relevant at all. It may sometimes be nice to have an intermediate flap setting between, e. g. the five settings on the A320, but I'm not sure the possible slight benefits outweigh the potential problems in actually setting the desired setting.
4. The MD80 has 2 independant hydraulic systems, one AUX pump in the #2 system (because of the importance of the rudder), PLUS a transfer pump that is able to trasfer hydraulic pressure from one sytem to the other.
Most other aircraft with which I am familiar have three independent hydraulic systems, of which a single one allows the aircraft to be flown and landed, albeit with reduced manoeuverability.
E. g., on the A320:
The three systems are called "blue", "green" and "yellow", blue is pressurized by an electric pump or the RAT (ram air turbine in this case), green by an engine-driven pump, yellow by an engine-driven pump or by an electric pump, or, for cargo door operation, by a hand-operated pump.
There is also a power transfer unit, through which the yellow system can pressurize the green system, or vice versa.
Each system has an accumulator to assist during high demands, and to operate the brakes during a failure.
Does that seem less redundant than the MD80's system?
Remember the 777 engine shutdown problems?
The jury is still out on that one.
The A320 flight control computer woes in the late 80's and early 90's?
And these caused which accidents exactly? (And don't tell me Habsheim.)
6. A system on the MD80 automatically reduces rudder movement with increasing speed, helping the pilots in eliminating the need to pay extra attention to rudder overuse.
So does the A320. Also note that this automatic travel limiter on the MD80 does not work in mechanical backup ("tab") mode.
Lastly, the MD80 is loooong. Small elevators, swept wings and a very narrow wheel base. She's NOT an easy plane to fly.
Interesting point. As in: how is an aircraft that is not easy to fly, "VERY safe"?
Bernd