The McDonnell Douglas DC-9 (initially known as the Douglas DC-9) is a twin-engine, single-aisle jet airliner. It was first manufactured in 1965 with its first flight later that year. The DC-9 was designed for the frequent, short flights. The final DC-9 was delivered in October 1982.
The DC-9 was followed in subsequent modified forms by the MD-80, MD-90 and Boeing 717. As of May 23, 2006, with the final two deliveries of the 717, production of the DC-9 aircraft family has ceased after 41 years.
History
Douglas launched the DC-9 development project in April 1963, intending the DC-9 as a short-range companion to their larger four engined DC-8.[1] Unlike the competing but slightly larger Boeing 727, which used as many 707 components as possible, the DC-9 was an all-new design. The DC-9 features two rear fuselage-mounted Pratt & Whitney JT8Dturbofan engines, small, highly efficient wings, and a T-tail.[1] In most configurations, DC-9 aircraft have distinctive 5-abreast seating in coach class. The airplane seats 80 to 135 passengers depending on version and seating arrangement.
The DC-9 prototype first flew in February 1965. The second DC-9 flew a few weeks later and entered service with Delta Air Lines in late 1965.[1] The initial -10 variant would be followed by subsequent growth variants. The final DC-9 variant was the -50, which first flew in 1974. The DC-9 would be a commercial success with 976 built when the production ended in 1982.[1]
The DC-9 would be followed by the introduction of the MD-80 series in 1980. The MD-80 series was originally called DC-9-80 series and was a lengthened DC-9-50 with a higher maximum take-off weight (MTOW) and higher fuel capacity. The MD-80 series was then developed into the MD-90 in the early 1990s. The last variant of the family was the MD-95, which was renamed the Boeing 717-200 after McDonnell Douglas's merger with Boeing in 1997.
The DC-9 family is one of the most rugged, longest-lasting aircraft currently in operation. Northwest Airlines still operates a fleet of DC-9 aircraft, most of which are over 30 years old. That reputation for reliability and efficiency drove strong sales well into the 2000s. The long-lived DC-9 family is one of the most successful jet airliners ever made with total sales of over 2,400 units; it ranks third behind the second place Airbus A320 family with 3,000 total sales, and the first place Boeing 737 with over 6,000 total sales.
Variants
DC-9-10: The earliest and smallest DC-9 was 104.4 feet (31.8 m) long and had a maximum weight of 41 tonnes. Power was a pair of 14,000 lbf (54.5 kN) Pratt & Whitney JT8D-5s. One hundred thirty-seven were built. In August 2006 a total of 46 DC-9-10 aircraft remain in airline service. Major operators include USA Jet Airways (9). Some 12 other airlines operate smaller numbers of the type.[2]
DC-9-15 and DC-9-20: These were minor variations on the -10 theme. The -15 added more fuel capacity and higher weights, the -20 used the more powerful engines and improved wings of the -30 to improve hot and high performance. Only a small number of each were made. In August 2006 a total of 2 DC-9-20 aircraft are in airline service, with Aeropostal Alas de C America and Aeropostal Alas de Venezuela.[2] 1Time airline in South Africa still operates a -15.
DC-9-30: The -30 was the definitive model with 662 produced, accounting for about 60% of production. The -30 entered service in February 1967 with a 14 ft 9 in (4.50 m) fuselage stretch, wingspan increased by just over 3 feet (0.9 m) and a high-lift wing system of leading edge slats gives the Series 30 excellent short-field performance. Gross take-off weight was increased to 110,000 lb (50,000 kg), and P&W JT8D-9A engines rated at 14,500 lbf (65 kN) of thrust to JT8D-11 rated at 15,500 lbf (69 kN) of thrust. In August 2006 a total of 294 DC-9-30 aircraft are in airline service. Major operators include: Cebu Pacific Air (11), ABX Air (43), Aero California (23), Aserca Airlines (26) and Northwest Airlines (107). Some 26 other airlines also still operate the type.[2]
DC-9-40: This further stretched version entered service with SAS in March 1968. With a 6ft 6 in (2 m) longer fuselage, accommodation was up to 125 passengers. The -40 was fitted with a variety of Pratt & Whitney engines of between 64.5 and 71 kN. Seventy-one were produced. In August 2006 a total of 41 DC-9-40 aircraft are in airline service, with ABX Air (29) and Northwest Airlines (12).[2]
DC-9-50: The -50 was the largest DC-9 to fly. It had an 8 ft 2 in (2.5) m fuselage stretch and seats up to 139 passengers. It started revenue service in August 1975 and, aside from the size increase, included a number of detail improvements, a new cabin interior, and quieter JT8D-15 or -17 engines in the 70 kN class. McDonnell Douglas delivered 96. In August 2006 a total of 57 DC-9-50 aircraft are in airline service, with Antrak Air (1), Hewa Bora Airways (1), Khors Aircompany (7), Aeropostal Alas de Venezuela (12), Northwest Airlines (34) and Tikal Airlines (2).[2]
Military and Government
C-9: Several -30 (with side cargo door) types were utilized by the US Military in C-9A Nightingalemedevac configuration for the U.S Air Force and the C-9B Skytrain II version used by the U.S Navy and Marines for fleet logistics support moving both personnel and cargo. The VC-9C is a VIP transport version for the US Air Force.
The McDonnell Douglas MD-80 and MD-90 are stretched and updated variants of the DC-9. The MD-80 series features Pratt & Whitney JT8D engines with a higher thrust rating than those found on the DC-9, while the MD-90 features a glass cockpit, first featured on the MD-88 and new high-bypass International Aero V2500 engines.
On January 26, 1972, Jugoslovenski Aero Transport flight JU364 DC-9-32 (registration: YU-AHT) had been deliberately destroyed in flight by a bomb placed on the aircraft. The only survivor was a flight attendant, Vesna Vuloviæ, and currently holds the world's longest fall without a parachute when she fell from 33,000 ft (10,160 m) inside the tail section of the airplane and survived.
On June 26, 1978, a DC-9 carrying Air Canada Flight 189 overran the runway in Toronto after a blown tire aborted the takeoff. 2 of 107 passengers and crew were killed.
On 3 December1990, Northwest Airlines Flight 1482 went on the wrong taxiway in dense fog at Detroit-Metropolitan Wayne County Airport, MI (DTW). It entered the active runway instead of taxiway instructed by ATC. It collided with a Northwest B727 on take off. Nine people were killed.[4]
ValuJet Flight 592 crashed in the Florida Everglades on May 11, 1996 due to a fire created by the ignition of oxygen tanks in the hold that failed electrics and eventually overcame the crew killing 110 people.
Austral Flight 2553, which occurred in October 1997 when a DC-9-32, reg. LV-WEG crashed near Fray Bentos, Uruguay. En route from Posadas to Buenos Aires as AU2553.
Cebu Pacific Flight 387 crashed on the slopes of Mount Sumagaya in Misamis Oriental on February 2, 1998 killing all 104 people on board. The crash was one of the country's worst air tragedies. Aviation investigators deemed the incident to be caused by pilot error when the plane made a non-regular stopover to Tacloban. Flight 387 was supposed to be a direct flight but due to the stopover, the pilots were not familiar with the route.
