McDonnell Douglas DC-9

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DC-9
Image:Allegheny N993VJ.png
Allegheny Airlines DC-9-30 circa 1970
Type	Airliner
Manufacturer	Douglas Aircraft, McDonnell Douglas
Maiden flight	1965-02-25
Introduced	1965-12-08 with Delta Air Lines
Primary user	Northwest Airlines (77)
Produced	1965-1982
Number built	976
Unit cost	US$41.5 to $48.5 million
Variants	McDonnell Douglas MD-80 McDonnell Douglas MD-90 Boeing 717 C-9 Skytrain II

The McDonnell Douglas DC-9 (initially known as the Douglas DC-9) is a family of twin-engine, single-aisle jet airliners, first manufactured in 1965 and in subsequent modified forms as the MD-80, MD-90 and Boeing 717. The final DC-9 was delivered in October 1982. As of May 23, 2006, with the final two deliveries of the Boeing 717 to Midwest Airlines and AirTran Airways, production of the DC-9 aircraft family has ceased after 41 years.

1 Background
2 Variants
3 Military and Government
4 MD-80 / MD-90 series
5 Specifications
6 References
7 External links
8 Related content

[edit] Background

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. Unlike the competing but slightly larger Boeing 727, which used as many 707 components as possible, the DC-9 was an all-new design, using two rear fuselage-mounted Pratt & Whitney JT8D turbofan engines, a small, highly efficient wing, and a T-tail. In most configurations, DC-9 family aircraft have distinctive 5-abreast seating in coach class rather than the more common 6-abreast.

The DC-9 prototype flew in February 1965 and entered service with Delta Air Lines in December of that year. It was an immediate commercial success with 976 built when the production ended in 1982. 1980 saw the introduction of the MD-80 series (originally called DC-9-80 series) which was a lengthened DC-9-50 with a higher maximum take-off weight (MTOW) and the ability to carry more fuel. 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. Operator Northwest Airlines still operates a large fleet of DC-9 aircraft, most are over 30 years old. Most of these planes were acquired in Northwest's buyout of Republic Airlines in 1985; they are being slowly replaced with modern aircraft such as the Canadair Regional Jet. That reputation for reliability and efficiency drove strong sales well into the 2000s. With total sales of over 2400 units, the long-lived DC-9 family is one of the most successful jet airliners ever made, ranking third behind the Airbus A320(over 3700), and the Boeing 737(over 6000).

[edit] 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 lb_f (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.<ref name="FI">Flight International, 3-9 October 2006</ref>

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 remain in airline service, with Aeropostal Alas de C America and Aeropostal Alas de Venezuela.<ref name="FI"/>

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 remain 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.<ref name="FI"/>

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 remain in airline service, with ABX Air (29) and Northwest Airlines (12).<ref name="FI"/>

DC-9-50: The -50 was the largest DC-9 to fly. It had a 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 remain 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).<ref name="FI"/>

[edit] Military and Government

C-9: Several -30 (with side cargo door) types were utilized by the Military in C-9A Nightingale medevac 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. Many of the military C-9B types had a higher (114,000 lb or 52,000 kg) maximum gross take-off weight and were fitted with auxiliary fuel tanks installed in the lower cargo hold to augment the aircraft's range to nearly 2,600 miles (4,200 km) for overseas missions along with tail mounted infra-red (IR) scramblers to counter heat seeking missile threats in hostile environments.

VC-9C: This is a VIP transport version of the DC-9-30. Three aircraft (73-1681, 73-1682, 73-1683) were delivered to the US Air Force in late 1976.

Versions of the DC-9 are used by the U.S. Air Force, U.S. Navy, U.S. Marine Corps, Kuwait Air Force and Italian Air Force.

[edit] MD-80 / MD-90 series

Main article: McDonnell Douglas MD-80/MD-90

The McDonnell Douglas MD-80 and MD-90 are stretched and updated variants of the DC-9. The MD-80 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.

[edit] Specifications

	DC-9-10	DC-9-21	DC-9-30	DC-9-40	DC-9-50
Passengers (1 class)	90	90	115	125	139
Max. takeoff weight	90,700 lb (41,100 kg)	98,000 lb (44,500 kg)	110,000 lb (49,900 kg)	114,000 lb (51,700 kg)	121,000 lb (54,900 kg)
Max range	2,340 km (1,265 nm)	3,430 km (1,850 nm)	3,030 km (1,635 nm)	3,120 km (1,685 nm)	3,030 km (1,635 nm)
Crusing speed	903 km/h (561 mph)	896 km/h (557 mph)	917 km/h (570 mph)	917 km/h (561 mph)	898 km/h (558 mph)
Length	31.82 m (104 ft 5 in)	31.82 m (104 ft 5 in)	36.37 m (119 ft 4 in)	38.28 m (125 ft 7 in)	40.72 m (133 ft 7 in)
Wingspan	27.25 m (89 ft 5 in)	28.47 m (93 ft 5 in)	28.47 m (93 ft 5 in)	28.47 m (93 ft 5 in)	28.47 m (93 ft 5 in)
Tail height	8.38 m (27 ft 5 in)
Powerplants	Two 6,350 kgf (14,000 lbf)	Two 6804 kgf (15,000 lbf)	Two 7031 kgf (15,500 lbf)	Two 7031 kgf (15,500 lbf)	Two 7257 kgf (16,000 lbf)
Engine make	Pratt & Whitney JT8D-5	Pratt & Whitney JT8D-9	Pratt & Whitney JT8D-15	Pratt & Whitney JT8D-15	Pratt & Whitney JT8D-17

Cabin cross section:
- External width: 10 ft 11.6 in (3.34 m)
- Internal width: 10 ft 3.7 in (3.14 m)
- External height: 11 ft 8 in (3.6 m)
- Internal height: 6 ft 9 in (2.06 m)

Official DC-9 data.<ref>DC-9 Specifications, accessed Oct 23, 2006</ref>