Market Presence. The reasonable operating economics, low noise footprint and restriction emissions still failed to generate interest in the type from all but a single operator in the last decade even when alternatives were in short supply. The number of pilots certificated on the aircraft was limited making it difficult for operators to acquire the type. Delta was also seeking to acquire all available MD90s and willing to outbid any competitors but “value” in this instance was only relevant to one operator. The number of support facilities for the MD90 was also restricted making for difficult placement outside of existing operators. Placing the aircraft on new registers can also be a costly and time-consuming business. There were few simulators in existence which then required the use of the actual aircraft for some of the flight training. Consequently, within less than ten years of production ending, the aircraft reached the junkyard. The scrapping of the aircraft may have previously generated perhaps $1.0 million depending on the state of the engines but this there has been little demand even for spares except from Delta. The first very popular B737-700 was delivered in 1997 indicating just how little value is now placed in a similar vintage MD90. The MD90 is now almost a forgotten type. When in production there were notable attempts to talk up values but lack lustre sales, intense competition and the absence of a wider family inevitably took their toll and residuals never matched the expectations of operators or the ambitions of the manufacturer.
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