Originally Posted by Bucking Bar (Post 1179579)

Thank you for your work, doing the dangerous and thankless job of flight test, while in revenue service. Thanks to your generation of MD drivers and ours, and thousands of service difficulty reports, airworthiness directives, mod programs, work arounds and re writes of performance manuals phase one is nearly complete. The challenges of doing this work while maintaining a schedule can not be over stated.

Our jet now has fences, kinks, chord extensions, fairings, changes in angle of incidence, tail anhedral, vents, dozens of strakes, vortilons, root extensions, tabs, three different stabilizer extensions, anti float tabs, fins, four different pylon fairings, five separate tip extensions, pylon elevators and hinge modifications ... and as long as we manually add 10 knots to the FMC hold speed, it won't stall and fall into a spin by hitting execute.

True story - Talking to an FAA Certification Program Manager ... "yeah, it is a horrid design, but very few have crashed." Tip of the hat to you and those who continue your work, even past the demise of the morons, I mean, manufacturer, who built the thing.

Originally Posted by Bucking Bar (Post 1179579)

Thank you for your work, doing the dangerous and thankless job of flight test, while in revenue service. Thanks to your generation of MD drivers and ours, and thousands of service difficulty reports, airworthiness directives, mod programs, work arounds and re writes of performance manuals phase one is nearly complete. The challenges of doing this work while maintaining a schedule can not be over stated.

Our jet now has fences, kinks, chord extensions, fairings, changes in angle of incidence, tail anhedral, vents, dozens of strakes, vortilons, root extensions, tabs, three different stabilizer extensions, anti float tabs, fins, four different pylon fairings, five separate tip extensions, pylon elevators and hinge modifications ... and as long as we manually add 10 knots to the FMC hold speed, it won't stall and fall into a spin by hitting execute.

True story - Talking to an FAA Certification Program Manager ... "yeah, it is a horrid design, but very few have crashed." Tip of the hat to you and those who continue your work, even past the demise of the morons, I mean, manufacturer, who built the thing.

Originally Posted by scambo1 (Post 1179589)

So Bar, what I hear you saying is the -88 is the V tail bonanza for airline pilots.

Originally Posted by Bucking Bar (Post 1179615)

You mean a Designated Engineering Representative did a lot of work under a FAA Delegation of Authority program Friday afternoon after a three martini lunch?

Originally Posted by Skyone (Post 1179613)

Lest we forget that while undergoing flight testing, the DC9-80s tail fell off during hard landing tests. But is there a quieter commercial cockpit in existence?

Originally Posted by hoserpilot (Post 1179545)

Check this site out. DC-9/maddog stuff...

AIRLINERCAFE.COM - Ultimate DC-9/MD-80/MD-90/MD-95 Guide

Originally Posted by contrails (Post 1179715)

Now I know that this is a celebratory thread for the Mad Dog, so we wouldn't want to put it down too much, but after reading Bucking Bar's post a few above, I was reminded of perhaps my favorite thing I have ever read on this forum, period.

Would anyone be able to dig up Bucking Bar's 100 item MD-88 list? Anyone who hadn't read it when it was buried in the DL Latest & Greatest would get a second chance, and anyone reading it a second time will still laugh for a good twenty minutes.

It seems like the MD-88 wouldn't care if it were posted on it's birthday thread.

Originally Posted by Bucking Bar (Post 1179579)

Thank you for your work, doing the dangerous and thankless job of flight test, while in revenue service. Thanks to your generation of MD drivers and ours, and thousands of service difficulty reports, airworthiness directives, mod programs, work arounds and re writes of performance manuals phase one is nearly complete. The challenges of doing this work while maintaining a schedule can not be over stated.

Our jet now has fences, kinks, chord extensions, fairings, changes in angle of incidence, tail anhedral, vents, dozens of strakes, vortilons, root extensions, tabs, three different stabilizer extensions, anti float tabs, fins, four different pylon fairings, five separate tip extensions, pylon elevators and hinge modifications ... and as long as we manually add 10 knots to the FMC hold speed, it won't stall and fall into a spin by hitting execute.

True story - Talking to an FAA Certification Program Manager ... "yeah, it is a horrid design, but very few have crashed." Tip of the hat to you and those who continue your work, even past the demise of the morons, I mean, manufacturer, who built the thing.