McDonnell Douglas DC-9
From Freepedia
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 subsequently, in greatly modified form, under a succession of different names. Currently in production by Boeing, production of the DC-9 aircraft family will cease in 2006 after an unprecendented 41 years.
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-mounted Pratt & Whitney JT8D fanjet 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, and 976 were built by Douglas who then merged with McDonnell in 1967. In 1983 the world saw the advent of the DC-9-80 series (MD-80) which was a lengthened DC-9-50 with a higher MTOW (maximum take-off weight) and the ability to carry more fuel. The MD-80 was then developed into the MD-90 family. The MD-90 sports IAE V2500 engines and a glass cockpit as the MD-88 does. The last variant of the family was the MD-95, which is now marketed as the Boeing 717-200 as a result of the merger between MDC and Boeing in 1997.
The DC-9 family is arguably one of the most rugged, longest-lasting aircraft currently in operation. Operator Northwest Airlines still operates a large fleet of DC-9 aircraft, several of which are over 30 years old. That reputation for reliability and efficiency drove strong sales well into the 1990s. 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 Boeing 737 (over 5100) and Airbus A320 family (just under 3000).
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DC-9 series
- DC-9-10 The earliest and smallest DC-9 was 27 m long and had a maximum weight of 41 tonnes. Power was a pair of 54.5 kN Pratt & Whitney JT8D-5s. 137 were built.
- The DC-9-15 and DC-9-20 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.
- The DC-9-30 was the definitive model with 662 eventually produced and accounting for about 60% of all DC-9 variants produced. The -30 entered service in February 1967 with a 14' 9" fuselage stretch, wingspan increased by just over 3 feet 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 110,00lbs, and P&W JT8D-9A engines rated at 14,500ft/lbs of thrust to JT8D-11 rated at 15,500ft/lbs of thrust. About 380 -30s remained in commercial service in 2002. Many of these –30 (with side cargo door) types were utilized by the Military in C-9A Nightingale Medivac 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 (114,000lb) max gross take-off weight and were fitted with auxillary fuel tanks installed in the lower cargo hold to augment the aircraft's range to nearly 2,600 miles for overseas missions along with tail mounted Infra-red (IR) scramblers to counter heat seeking missile threats in hostile environments.
- The further stretched DC-9-40 entered service with SAS in March 1968. With a 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. 71 were produced.
- The largest DC-9 to fly under that name was the DC-9-50, which has another 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 70kN class. McDonnell Douglas delivered 96.
MD-80 series
- Typically known as the MD-80 or Super 80, the next members of the DC-9 family were the MD-81/82/83/88 and the shortened MD-87. Originally designated as DC-9-80, the plane was originally marketed as the "DC-9 Super 80." Changed before the initial launch, the MD-80 designation was a marketing move to show that McDonnell Douglas had a new airliner for the 1980s. The MD-80 versions sport cockpit, avionics and aerodynamic upgrades along with the more powerful, efficient and quieter JT8D-(200) series engines, which are a significant upgrade over the smaller JT8D-15, -17, -11, and -9 series. The DC-9-80 series aircraft also have longer fuselages than their older DC-9 counterparts, as well as an increase in range. The MD-80's production ended in 1999. Notably, launch customers American Airlines and Alitalia still, as of 2005, refer to the planes in fleet documentation as "Super 80."
Those who work with the MD-8x have come up with some less flattering nicknames: DDT (Douglas Death Tube), Long Beach Death Tube, Cajun Clipper, and Power Screwdriver. Flight attendants often complain about the aircraft, as it is difficult to maneuver inside the narrower fuselage. The rear jump seats are installed in a noisy location between the engines and the two coach lavatories, and positioned in such a way that the lavatory doors open into the space where the jump seat occupant typically places his or her legs. (This varies somewhat between different airlines' seating configurations.)
MD-90 series
- The MD-90, was introduced in 1993 and was basically a 1.4 m longer, updated version of the MD-88 with a similar EFIS (glass) cockpit and even more powerful, quieter and fuel efficient IAE V2500 engines. MD-90 production ended in 2001 with the final MD-90's being built under contract in China.
- The shortened MD-95 was developed to satisfy the market need of a replacement for early DC-9 models, then approaching 30 years old. With an order from launch customer ValuJet, McDonnell Douglas proceeded on the project. The subsequent collapse of ValuJet, along with the merger of Boeing and McDonnell Douglas in 1997, put the program in jeopardy. Despite a bleak outlook, Boeing forged ahead. The MD-95 program was renamed Boeing 717 and entered service in September of 1999 with AirTran Airways. The aircraft is 1.45 m longer than the DC-9-30 and has the same basic cockpit and cabin updates as the MD-90 but is powered by new Rolls-Royce BR715 engines. The Boeing 717 is to end production in 2006. It will be the end of the civilian Douglas aircraft in production.
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 | 41,140 kg (90,700 lb) | 44,492 kg (98,000 lb) | 49,940 kg (110,000 lb) | 51,756 kg (114,000 lb) | 54,934 kg (121,000 lb) |
| Max range | 2036 km (1265 nm) | 2977 km (1850 nm) | 2631 km (1635 nm) | 2712 km (1685 nm) | 2631 km (1635 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 6 in) | ||||
| Powerplants | Two 6,350 kg (14,000 lbf) Pratt & Whitney JT8D-5 | Two 6804 kg (15,000 lbf) Pratt & Whitney JT8D-9 | Two 7031 kg (15,500 lbf) Pratt & Whitney JT8D-15 | Two 7031 kg (15,500 lbf) Pratt & Whitney JT8D-15 | Two 7257 kg (16,000 lbf) Pratt & Whitney JT8D-17 |
| MD-81 | MD-82/-88 | MD-83 | MD-87 | |
|---|---|---|---|---|
| Passengers (1 class) | 172 | 172 | 172 | 139 |
| Max. takeoff weight | 63,503 kg (140,000 lb) | 67,812 kg (149,500 lb) | 72,575 kg (160,000 lb) | 63,503/67,813 kg (140,000/149,000 lb) |
| Max range | 2,897 km (1,565 nm) | 3,798 km (2052 nm) | 4,635 km (2504 nm) | 4,395 km (2374 nm) |
| Crusing speed | 811 km/h (504 mph) | 811 km/h (504 mph) | 811 km/h (504 mph) | 811 km/h (504 mph) |
| Length | 45.1 m (147 ft 8 in) | 45.1 m (147 ft 8 in) | 45.1 m (147 ft 8 in) | 39.7 m (130 ft 4 in) |
| Wingspan | 32.8 m (107 ft 8 in) | 32.8 m (107 ft 8 in) | 32.8 m (107 ft 8 in) | 32.8 m (107 ft 8 in) |
| Tail Height | 9.05 m (29 ft 6 in) | 9.05 m (29 ft 6 in) | 9.05 m (29 ft 6 in) | 9.3 m (30 ft 5 in) |
| Powerplants | Two 8,391 kg (18,500 lb) Pratt & Whitney JT8D-209 | Two 9,072 kg (20,000 lb) Pratt & Whitney JT8D-217A/C | Two 9,525 kg (21,000 lb) Pratt & Whitney JT8D-219 | Two 9,072 kg (20,000 lb) Pratt & Whitney JT8D-217C |
Related content
Designation sequence:
Related development:
Similar aircraft:
Related lists:
External links:
- Boeing DC-9 Website
- Boeing MD-80/MD-90 Website
- MD-80 International Forum
- Italian MD-80 Site
- German MD-80 Site
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