McDonnell Douglas DC-9

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DC-9
New York Air DC-9 Detroit - 16 August 1983.jpg
A New York Air DC-9-32, 1983
Role
Narrow-body jet airliner
Manufacturer
Douglas Aircraft
McDonnell Douglas
First flight
February 25, 1965
Introduction
December 8, 1965 with Delta Air Lines
Status In service
Primary users USA Jet Airlines
Everts Air Cargo
Northwest Airlines (historical)
Delta Air Lines (historical)
Produced
1965 1982
Number built
976
Unit cost
US$41.5 to $48.5 million
Variants
McDonnell Douglas C-9
Developed into McDonnell Douglas MD-80
McDonnell Douglas MD-90
Boeing 717
The McDonnell Douglas DC-9 (initially known as the Douglas DC-9) is a twin-engin
e, single-aisle jet airliner. It was first manufactured in 1965 with its maiden
flight later that year. The DC-9 was designed for frequent, short flights. The f
inal DC-9 was delivered in October 1982.
The DC-9-based airliners, MD-80, MD-90 and Boeing 717 later followed in producti
on. With the final deliveries of the 717 in 2006, production of the DC-9/MD-80/9
0/717 aircraft family ceased after 41 years and over 2,400 units built.
Contents [hide]
1 Design and development
1.1 Origins
1.2 Into production
1.3 Legacy
2 Variants
2.1 Series 10
2.1.1 Series 10 features
2.2 Series 20
2.2.1 Series 20 features
2.2.2 Series 20 milestones
2.3 Series 30
2.3.1 Series 30 versions
2.3.2 Series 30 features
2.4 Series 40
2.5 Series 50
2.6 Military and government
3 Operators
3.1 Deliveries
4 Incidents and accidents
4.1 Notable accidents
5 Aircraft on display
6 Specifications
7 See also
8 References
8.1 Citations
8.2 Bibliography

9 External links
Design and development[edit]
Origins[edit]
During the 1950s Douglas Aircraft studied a short- to medium-range airliner to c
omplement their higher capacity, long range DC-8. (DC stands for Douglas Commerc
ial.)[1] A medium-range four-engine Model 2067 was studied but it did not receiv
e enough interest from airlines and it was abandoned. In 1960, Douglas signed a
two-year contract with Sud Aviation for technical cooperation. Douglas would mar
ket and support the Sud Aviation Caravelle and produce a licensed version if air
lines ordered large numbers. None were ordered and Douglas returned to its desig
n studies after the cooperation deal expired.[2]
Northwest Airlines (NWA) DC-9 T-tail at Regina International Airport
In 1962, design studies were underway. The first version seated 63 passengers an
d had a gross weight of 69,000 lb (31,300 kg). This design was changed into what
would be initial DC-9 variant.[2] Douglas gave approval to produce the DC-9 on
April 8, 1963.[2] Unlike the competing but larger Boeing 727 trijet, which used
as many 707 components as possible, the DC-9 was an all-new design. The DC-9 has
two rear-mounted Pratt & Whitney JT8D turbofan engines, relatively small, effic
ient wings, and a T-tail.[3] The DC-9's takeoff weight was limited to 80,000 lb
(36,300 kg) for a two-person flight crew by Federal Aviation Agency regulations
at the time.[2] DC-9 aircraft have five seats across for economy seating. The ai
rplane seats 80 to 135 passengers depending on version and seating arrangement.
The DC-9 was designed for short to medium routes, often to smaller airports with
shorter runways and less ground infrastructure than the major airports being se
rved by larger designs like the Boeing 707 and Douglas DC-8. Accessibility and s
hort field characteristics were called for. Turnarounds were simplified by built
-in airstairs, including one in the tail, which shortened boarding and deplaning
times.
The tail-mounted engine design facilitated a clean wing without engine pods, whi
ch had numerous advantages. For example, flaps could be longer, unimpeded by pod
s on the leading edge and engine blast concerns on the trailing edge. This simpl
ified design improved airflow at low speeds and enabled lower takeoff and approa
ch speeds, thus lowering field length requirements and keeping wing structure li
ght. The second advantage of the tail-mounted engines was the reduction in forei
gn object damage from ingested debris from runways and aprons. With this positio
n, the engines could ingest ice streaming off the wing roots. Third, the absence
of engines in underslung pods allowed a reduction in ground clearance, making t
he aircraft more accessible to baggage handlers and passengers. Finally, the mou
nting of the engine to the fuselage reduced the propulsion system's number of po
tential critical failure points: In a wing-mounted engine configuration, the eng
ine can become detached from the wing or the wing can become detached from the f
uselage, whereas the sole concern under a fuselage-mounted configuration is the
potential for the engine to become detached from the fuselage.
The problem of deep stalling, revealed by the loss of the BAC One-Eleven prototy
pe in 1963, was overcome through various changes, including the introduction of
vortilons, small surfaces beneath the wing's leading edge used to control airflo
w and increase low speed lift.[4]
Into production[edit]
C-9 Nightingale used for Aeromedical Evacuation
The first DC-9, a production model, flew on February 25, 1965.[5] The second DC9 flew a few weeks later,[3] with a test fleet of five aircraft flying by July.
This allowed the initial Series 10 to gain airworthiness certification on Novemb
er 23, 1965, and to enter service with Delta Air Lines on December 8.[5] The DC-

9 was always intended to be available in multiple versions to suit customer requ

irements,[6] The first stretched version, the Series 30, with a longer fuselage
and extended wing tips, flew on August 1, 1966, entering service with Eastern Ai
r Lines in 1967.[5] The initial Series 10 would be followed by the improved -20,
-30, and -40 variants. The final DC-9 series was the -50, which first flew in 1
974.[3]
A Cebu Pacific DC-9 in 2006
The DC-9 was a commercial success with 976 built when production ended in 1982.[
3] The DC-9 is one of the longest-lasting aircraft in operation. Its reliability
and efficiency led to sales of its successors into the 21st century.[citation n
eeded] The DC-9 family is one of the most successful jet airliners with a total
of over 2,400 units produced; it ranks third behind the second-place Airbus A320
family with over 6,000 produced, and the first-place Boeing 737 with over 8,000
produced.
Studies aimed at further improving DC-9 fuel efficiency, by means of retrofitted
wingtips of various types, were undertaken by McDonnell Douglas. However, these
did not demonstrate significant benefits, especially with existing fleets shrin
king. The wing design makes retrofitting difficult.[7]
Legacy[edit]
The DC-9 was followed by the introduction of the MD-80 series in 1980. The MD-80
series was originally called DC-9-80 series. It was a lengthened DC-9-50 with a
higher maximum takeoff weight (MTOW), a larger wing, new main landing gear, and
higher fuel capacity. The MD-80 series features a number of variants of the Pra
tt & Whitney JT8D turbofan engine having higher thrust ratings than those availa
ble on the DC-9.
The MD-80 series was further developed into the McDonnell Douglas MD-90 in the e
arly 1990s. It has yet another fuselage stretch, a glass cockpit (first introduc
ed on the MD-88) and completely new International Aero V2500 high-bypass turbofa
n engines. In comparison to the very successful MD-80, relatively few MD-90s wer
e built.
The final variant was the MD-95, which was renamed the Boeing 717-200 after McDo
nnell Douglas's merger with Boeing in 1997 and before aircraft deliveries began.
The fuselage length and wing are very similar to those of the DC-9-30, but much
use was made of lighter, modern materials. Power is supplied by two BMW/Rolls-R
oyce BR715 high-bypass turbofan engines.
China's Comac ARJ21 is derived from the DC-9 family. The ARJ21 is built with man
ufacturing tooling from the MD-90 Trunkliner program. As a consequence, it has t
he same fuselage cross-section, nose profile, and tail.[8]
Variants[edit]
British Midland Airways DC-9-15
Scandinavian Airlines DC-9-21
Series 10[edit]
The original DC-9 (later designated the Series 10) was the smallest DC-9 variant
. The -10 was 104.4 ft (31.8 m) long and had a maximum weight of 82,000 lb (37,0
00 kg). The Series 10 was similar in size and configuration to the BAC One-Eleve
n and featured a T-tail and rear mounted engines. Power was provided by a pair o
f 12,500 lbf (56 kN) Pratt & Whitney JT8D-5 or 14,000 lbf (62 kN) JT8D-7 engines
. A total of 137 were built. Delta Air Lines was the initial operator.
The Series 10 was produced in two main subvariants, the Series 14 and 15, althou

gh, of the first four aircraft, three were built as Series 11s and one as Series
12. These were later converted to Series 14 standard. No Series 13 was produced
. A passenger/cargo version of the aircraft with a 136 x 81 in side cargo door f
orward of the wing and a reinforced cabin floor, was certificated on March 1, 19
67. Cargo versions included the Series 15MC (Minimum Change) with folding seats
that can be carried at the rear of the aircraft, and the Series 15RC (Rapid Chan
ge) with seats removable on pallets. These differences disappeared over the year
s as new interiors have been installed.[9][10]
The Series 10 was unique in the DC-9 family in not having leading edge slats. Th
e Series 10 was designed to have short takeoff and landing distances without the
use of leading edge high-lift devices. Therefore, the wing design of the Series
10 featured airfoils with extremely high maximum lift capability in order to ob
tain the low stalling speeds necessary for short field performance.[11]
Series 10 features[edit]
The Series 10 has an overall length of 104.4 feet (31.82 m), a fuselage length o
f 92.1 feet (28.07 m), a passenger cabin length of 60 feet (18.29 m), and a wing
span of 89.4 feet (27.25 m).
The Series 10 was offered with the 14,000 lbf (62 kN) thrust JT8D-1 and JT8D-7.[
9][10]
All versions of the DC-9 are equipped with an AlliedSignal (Garrett) GTCP85 APU,
located in the aft fuselage.[9][10]
The Series 14 was originally certificated at an MTOW of 85,700 lb (38,900 kg) bu
t subsequent options offered increases to 86,300 and 90,700 lb (41,100 kg). The
aircraft's MLW in all cases is 81,700 lb (37,100 kg). The Series 14 has a fuel c
apacity of 3,693 US gallons (with the 907 US gal centre section fuel). The Serie
s 15, certificated on January 21, 1966, is physically identical to the Series 14
but has the increased MTOW of 90,700 lb (41,100 kg). Typical range with 50 pass
engers and baggage is 950 nmi (1,760 km), increasing to 1,278 nmi (2,367 km) at
long range cruise. Range with maximum payload is 600 nmi (1,100 km), increasing
to 1,450 nmi (2,690 km) with full fuel.[9][10]
The DC-9 Series 10, as with all later versions of the DC-9 is equipped with a tw
o crew analog flightdeck.[9][10]
The aircraft is fitted with a passenger door in the port forward fuselage, and a
service door/emergency exit is installed opposite. An airstair installed below
the front passenger door was available as an option as was an airstair in the ta
ilcone. This also doubled as an emergency exit. Available with either two or fou
r overwing exits, the DC-9-10 can seat up to a maximum certified exit limit of 1
09 passengers. Typical all-economy layout is 90 passengers, and 72 passengers in
a more typical mixed-class layout with 12 first and 60 economy-class passengers
.[9][10]
All versions of the DC-9 are equipped with a tricycle undercarriage, featuring a
twin nose unit and twin main units.[9][10]
Series 20[edit]
A Scandinavian Airlines DC-9-21 on finals at Zurich International Airport (April
1988)
The Series 20 was designed to satisfy a Scandinavian Airlines request for improv
ed short field performance by using the more powerful engines and improved wings
of the -30 combined with the shorter fuselage used in the -10. Ten Series 20 ai
rcraft were produced, all of them Model -21.[12]

In 1969, a DC-9 Series 20 at Long Beach was fitted with an Elliott Flight Automa
tion Head-up display by McDonnell Douglas and used for successful three month-lo
ng trials with pilots from various airlines, the Federal Aviation Administration
, and the US Air Force.[13]
Series 20 features[edit]
The Series 20 has an overall length of 104.4 feet (31.82 m), a fuselage length o
f 92.1 feet (28.07 m), a passenger cabin length of 60 feet (18.29 m), and a wing
span of 93.3 feet (28.44 m).[9][10]
The DC-9 Series 20 is powered by the 15,000 lbf (67 kN) thrust JT8D-11 engine.[9
][10]
The Series 20 was originally certificated at an MTOW of 94,500 lb (42,900 kg) bu
t this was increased to 98,000 lb (44,000 kg), some 8 percent up on the higher w
eight Series 14s and 15s. The aircraft's MLW is 95,300 lb (43,200 kg) and MZFW i
s 84,000 lb (38,000 kg). Typical range with maximum payload is 1,000 nmi (1,900
km), increasing to 1,450 nmi (2,690 km) with maximum fuel. The Series 20, using
the same wing as the Series 30, 40 and 50, has a slightly lower basic fuel capac
ity than the Series 10 (3,679 US gallons).[9][10]
Series 20 milestones[edit]
First flight: September 18, 1968.
FAA certification: November 25, 1968.
First delivery: December 11, 1968 to SAS
Entry into service: January 27, 1969 with SAS.
Last delivery: May 1, 1969 to SAS.
Series 30[edit]
Ex-Spirit Airlines DC-9-30 Firebird II, highly modified as a surveillance aircra
ft for the U.S. Navy, based at Mojave Airport
TAA DC-9-30 at Melbourne Airport, 1987
Northwest Airlines DC-9-40 flight deck
View of cabin interior of DC-9-51
The Series 30 was produced to counter Boeing's 737 twinjet; 662 were built, abou
t 60% of the total. The -30 entered service with Eastern Airlines in February 19
67 with a 14 ft 9 in (4.50 m) fuselage stretch, wingspan increased by just over
3 ft (0.9 m) and full-span leading edge slats, improving takeoff and landing per
formance. Maximum takeoff weight was typically 110,000 lb (50,000 kg). Engines f
or Models -31, -32, -33, and -34 included the P&W JT8D-7 and JT8D-9 rated at 14,
500 lbf (64 kN) of thrust, or JT8D-11 with 15,000 lbf (67 kN).
Unlike the -10, the Series 30 had leading edge devices to reduce the landing spe
eds at higher landing weights; full-span slats reduced approach speeds by 6 knot
s despite 5000 lbs greater weight. The slats were lighter than slotted Krueger f
laps, since the structure associated with the slat is a more efficient torque bo
x than the structure associated with the slotted Krueger. The wing had a six per
cent increase in chord, all ahead of the front spar, allowing the 15 percent cho
rd slat to be incorporated.[14]
Series 30 versions[edit]
The Series 30 was built in four main sub-variants.[9][10]
DC-9-31: Produced in passenger version only. The first DC-9 Series 30 flew on Au
gust 1, 1966, and the first delivery was to Eastern Airlines on February 27, 196
7 after certification on December 19, 1966. Basic MTOW of 98,000 lb (44,000 kg)
and subsequently certificated at weights up to 108,000 lb (49,000 kg).

DC-9-32: Introduced in the first year (1967). Certificated March 1, 1967. Basic
MTOW of 108,000 lb (49,000 kg) later increased to 110,000 lb (50,000 kg). A numb
er of cargo versions of the Series 32 were also produced:
32LWF (Light Weight Freight) with modified cabin but no cargo door or reinforced
floor, intended for package freighter use.
32CF (Convertible Freighter), with a reinforced floor but retaining passenger fa
cilities
32AF (All Freight), a windowless all-cargo aircraft.
DC-9-33: Following the Series 31 and 32 came the Series 33 for passenger/cargo o
r all-cargo use. Certificated on April 15, 1968, the aircraft's MTOW was 114,000
lb (52,000 kg), MLW to 102,000 lb (46,000 kg) and MZFW to 95,500 lb (43,300 kg)
. JT8D-9 or -11 (15,000 lbf (67 kN) thrust) engines were used. Wing incidence wa
s increased 1.25 degrees to reduce cruise drag.[15] Only 22 were built, as All F
reight (AF), Convertible Freight (CF) and Rapid Change (RC) aircraft.
DC-9-34: The last variant was the Series 34, intended for longer range with an M
TOW of 121,000 lb (55,000 kg), an MLW of 110,000 lb (50,000 kg) and an MZFW of 9
8,000 lb (44,000 kg). The DC-9-34CF (Convertible Freighter) was certificated Apr
il 20, 1976, while the passenger followed on November 3, 1976. The aircraft has
the more powerful JT8D-9s with the -15 and -17 engines as an option. It had the
wing incidence change introduced on the DC-9-33. Twelve were built, five as conv
ertible freighters.
Series 30 features[edit]
The DC-9-30 was offered with a selection of variants of JT8D including the -1, 7, -9, -11, -15. and -17. The most common on the Series 31 is the JT8D-7 (14,000
lbf (62 kN) thrust), although it was also available with the -9 and -17 engines
. On the Series 32 the JT8D-9 (14,500 lbf (64 kN) thrust) was standard, with the
-11 also offered. The Series 33 was offered with the JT8D-9 or -11 (15,000 lbf
(67 kN) thrust) engines and the heavyweight -34 with the JT8D-9, -15 (15,000 lbf
(67 kN) thrust) or -17 (16,000 lbf (71 kN) thrust) engines.[9][10]
Series 40[edit]
The DC-9-40 is a further lengthened version. With a 6 ft 6 in (2 m) longer fusel
age, accommodation was up to 125 passengers. The -40 was fitted with Pratt & Whi
tney engines with thrust of 14,500 to 16,000 lbf (64 to 71 kN). A total of 71 we
re produced. The variant first entered service with Scandinavian Airlines System
(SAS) in March 1968.
Series 50[edit]
DC-9-51 of Eastern Air Lines at Washington National Airport in 1982
The Series 50 was the largest version of the DC-9 to enter airline service. It f
eatures an 8 ft 2 in (2.49 m) fuselage stretch and seats up to 139 passengers. I
t started revenue service in August 1975 with Eastern Airlines and included a nu
mber of detail improvements, a new cabin interior, and more powerful JT8D-15 or
-17 engines in the 16,000 and 16,500 lbf (71 and 73 kN) class. McDonnell Douglas
delivered 96, all as Model -51. Some visual cues to distinguish this version fr
om other DC-9 variants include side strakes or fins below the side cockpit windo
ws and thrust reversers rotated about 22 degrees on the original configuration.
However various maintenance replacements have seen the thrust reversers in the s
ame position as the -30 and -40.
For later DC-9 variants and derivatives, see McDonnell Douglas MD-80, McDonnell
Douglas MD-90, and Boeing 717.
Military and government[edit]
Further information: McDonnell Douglas C-9
Operators[edit]
Two British Midland DC-9s at Teesside Airport in 1994.
Perris Valley Skydiving DC-9-21, January 2008

A total of 77 DC-9 aircraft (all variants) were in commercial service as of Janu

ary 2014, including USA Jet Airlines (10), Insel Air (7), Everts Air Cargo (3),
Aeronaves TSM (6), Aserca Airlines (4), LASER Airlines (3), Fly SAX (2), African
Express Airways (2), Fly540 (2), and other operators with fewer aircraft.[16]
Delta Air Lines since acquiring Northwest Airlines, has operated a fleet of DC-9
aircraft, most over 30 years old. With severe increases in fuel prices in the s
ummer of 2008, Northwest Airlines began retiring its DC-9s, switching to Airbus
A319s that are 27% more fuel efficient.[17][18] As the Northwest/Delta merger pr
ogressed, Delta returned several stored DC-9s to service. Delta Air Lines made i
ts last DC-9 commercial flight from Minneapolis/St. Paul to Atlanta on January 6
, 2014 with the flight number DL2014.[19][20]
Because of the usage of the aging JT8D engines, as of the late 2000s (decade) DC
-9s are considered fuel guzzlers when compared to other more recent airliner des
igns. Studies aimed at improving DC-9 fuel efficiency, by means of retrofitted w
ingtip extensions of various types, have not succeeded in demonstrating signific
ant benefits.
With the existing DC-9 fleet shrinking, modifications do not appear to be likely
to occur, especially since the wing design makes retrofitting difficult.[7] DC9s are therefore likely to be further replaced in service by newer airliners suc
h as Boeing 737, Airbus A320, Embraer E-Jets, and the new, emerging Bombardier C
Series.[21] However, it is probable for several DC-9s to continue in service for
years.
One ex-SAS DC-9-21 is operated as a skydiving jump platform at Perris Valley Air
port in Perris, California. With the steps on the ventral stairs removed, it is
the only airline transport class jet certified to date by the FAA for skydiving
operations as of 2008.[22]
Deliveries[edit]
Deliveries[23]
Type
Total 1982
1981
1980
1979
1978
1977
1974
1973
1972
1971
1970
1969
1968
1967
DC-9-10 113
10
29
69
5
DC-9-10C
24
4
20
DC-9-20 10
9
1
DC-9-30 585
8
10
13
24
1
21
21
17
42
41
97
161
101
DC-9-30C
30
1
4
1
3
5
7
3
DC-9-30F
6
4
2
DC-9-40 71
5
6
3
27
3
2
7
2
10
DC-9-50 96
5
5
10
15
18
C-9A
21
8
1
5
7
C-9B
17
2
1
8
VC-9C 3
Total 976
10
16
18
39
22
22
48
29
32
46
51
122
202
153
Incidents and accidents[edit]
As of March 2009, the DC-9 has been involved in 117 incidents,
l-loss accidents,[24] with 2,135 fatalities.[25]

1976
1966

1975
1965

12

16
6

28

15

50
69

3
42
5

including 101 hul

Notable accidents[edit]
On October 1, 1966, West Coast Airlines Flight 956 crashed with eighteen fatalit
ies and no survivors. This accident marks the first loss of a DC-9.[26]
On March 9, 1967, TWA Flight 553 fell to earth in a field in Concord Township, n
ear Urbana, Ohio, following a mid-air collision with a Beechcraft Baron, an acci
dent that triggered substantial changes in air traffic control procedures.[27] A
ll 25 people on board the DC-9 were killed.
On March 16, 1969, Viasa Flight 742, a DC-9-32, crashed into the La Trinidad nei
ghborhood of Maracaibo during a failed take-off. All 84 people on board the airc
raft, as well as 71 people on the ground, were killed. With 155 dead in all, thi
s was the deadliest crash involving a member of the original DC-9 family, as wel
l as the worst crash in aviation history at the time it took place.[28]
On June 27, 1969, Douglas DC-9-31 N906H of Hawaiian Airlines collided on the gro
und with Vickers Viscount N7410 of Aloha Airlines at Honolulu International Airp
ort. The Viscount was damaged beyond repair.[29]
On September 9, 1969, Allegheny Airlines Flight 853, a DC-9-30, collided in midair with a Piper PA-28 Cherokee near Fairland, Indiana. The DC-9 carried 78 pass
engers and 4 crew members, the Piper one pilot. The occupants of both aircraft w
ere killed in the accident and the aircraft were destroyed.[30][31]
On February 15, 1970, a Dominicana de Aviacin DC-9 crashed after taking off from
Santo Domingo, in what is known as the Dominicana DC-9 air disaster. The crash,
possibly caused by contaminated fuel, killed all 102 passengers and crew, includ
ing champion boxer Teo Cruz.[32][33]
On May 2, 1970, an Overseas National Airways DC-9, wet-leased to ALM Dutch Antil
les Airlines and operating as ALM Flight 980, ditched in the Caribbean Sea on a
flight from New York's John F. Kennedy International Airport to Princess Juliana
International Airport on Saint Maarten. After three landing attempts in poor we
ather at Saint Maarten, the pilots began to divert to their alternate of Saint C
roix, U.S. Virgin Islands but ran out of fuel 30 mi (48 km) short of the island.
After about 10 minutes, the aircraft sank in 5,000 ft (1524 m) of water and was
never recovered. 40 people survived the ditching, 23 perished.[34]
On November 14, 1970, Southern Airways Flight 932, a DC-9, crashed into a hill n
ear Tri-State Airport in Huntington, West Virginia. All 75 on board were killed
(including 37 members of the Marshall University Thundering Herd football team,
eight members of the coaching staff, 25 boosters, and others).
On June 6, 1971, Hughes Airwest Flight 706, midair collision between commercial
DC-9 and a U.S. Marine Corp jet. All 49 people on board the DC-9 died; one of tw
o pilots from the F-4E Phantom ejected and survived.
On January 21, 1972, a Turkish Airlines DC-9-32 TC-JAC diverted to Adana, Turkey
after pressurization problems. The aircraft hit the ground downwind on the 2nd
approach and caught fire. There were only one fatality.[citation needed]
On January 26, 1972, JAT Flight 367, in flight from Copenhagen to Belgrade, DC-9
-32 registration YU-AHT, was destroyed in flight by a bomb placed on board. The
sole survivor was a flight attendant, Vesna Vulovic, who holds the record for th
e world's longest fall without a parachute when she fell some 33,000 ft (10,000
m) inside the tail section of the airplane and survived.
On November 10 11, 1972, Southern Airways Flight 49 was hijacked while departing B
irmingham, Alabama's airport by three armed men. The hijackers then proceeded to
fly the passengers and crew to multiple locations in the United States, Canada,
and Cuba, including Chattanooga, Tennessee, where the less-than-demanded ransom
money was delivered, the now-defunct McCoy Air Force Base in Orlando, Florida,
where the FBI shot out two of the DC-9's four main landing wheels, and Havana, w
here the 30 hours and 4,000 miles (6,400 km) odyssey came to an end with no fata
lities or injuries between the passengers and crew members. This incident is not
able for being the first hijacking in which an aircraft left Cuba with the hijac
kers on board.[35]
On December 20, 1972, North Central Airlines Flight 575, DC-9-31 registration N9
54N, collided during its takeoff roll with Delta Air Lines Flight 954, a Convair
CV-880 that was taxiing across the same runway at O'Hare International Airport

in Chicago, Illinois, in what is known as the 1972 Chicago-O'Hare runway collisi

on. The DC-9 was destroyed, killing 10 and injuring 15 of the 45 people on board
; two people among the 93 aboard the Convair 880 suffered minor injuries.[36]
On July 31, 1973, Delta Air Lines Flight 723, DC-9-31 registration N975NE, crash
ed into a seawall at Logan International Airport in Boston, Massachusetts, killi
ng all 83 passengers and 6 crew members on board. One of the passengers initiall
y survived the accident but later died in a hospital.
On September 11, 1974, Eastern Air Lines Flight 212, a DC-9-30 crashed just shor
t of the runway at Charlotte, North Carolina, killing 71 out of the 82 occupants
.
On October 30, 1975, an Inex-Adria Aviopromet DC-9-32 hit high ground during an
approach in fog near Prague-Suchdol, Czechoslovakia. 75 people were killed.[37]
On September 10, 1976, an Inex-Adria Aviopromet DC-9-31 collided with a British
Airways Trident over the Croatian town of Vrbovec, killing all 176 people aboard
both aircraft and another person on the ground, in what is known as the 1976 Za
greb mid-air collision.
On April 4, 1977, Southern Airways Flight 242, a DC-9-31, lost engine power in a
storm then crash landed onto a highway in New Hope, Georgia, US, striking road
side buildings. The crash and fire resulted in the death of both flight crew and
61 passengers. Nine people on the ground also died. Both flight attendants and
20 passengers survived.[38][39]
On June 26, 1978, Air Canada Flight 189, a DC-9 overran the runway in Toronto af
ter a blown tire aborted the takeoff. Two of the 107 passengers and crew were ki
lled.[40]
On September 14, 1979, Aero Trasporti Italiani Flight 12, a DC-9-32 crashed in t
he mountains near Cagliari, Italy while approaching Cagliari-Elmas Airport. All
27 passengers and 4 crew members died in the crash and ensuing fire.[41]
Itavia DC-9 (I-TIGI) was destroyed in an accident at Ustica. Shown in the "Museo
della Memoria" opened in Bologna in 2007.
On June 27, 1980, Aerolinee Itavia Flight 870, a DC-9-15 suffered an in-flight e
xplosion and crashed into the sea near the Italian island of Ustica. All 81 pass
eners and crew on board were killed. Italian prosecutors and the Parliament Comm
issions came to the conclusion that the DC-9 was mistakenly identified by French
, US and Italian fighters as an executive jet believed to be carrying Libyan lea
der M. Qaddafi and shot down.[42][43][44]
On July 27, 1981, Aeromxico Flight 230, a DC-9 ran off the runway in Chihuahua. B
ad weather and pilot error were blamed.
On June 2, 1983, Air Canada Flight 797, a DC-9 experienced an electrical fire in
the aft lavatory during flight, resulting in an emergency landing at Cincinnati
/Northern Kentucky International Airport. During evacuation, the sudden influx o
f oxygen caused a flash fire throughout the cabin, resulting in the deaths of 23
of the 41 passengers, including Canadian folk singer Stan Rogers. All five crew
members survived.
On December 7, 1983, the Madrid Runway Disaster took place where a departing Ibe
ria Boeing 727 struck an Aviaco Douglas DC-9 causing the death of 93 passengers
and crew. All 42 passengers and crew on board the DC-9 were killed.
On August 31, 1986, Aeromxico Flight 498 collided in mid-air with a Piper Cheroke
e over the city of Cerritos, California, then crashed into the city, killing all
67 aboard the aircraft, 15 people on the ground, and all 3 in the small plane.
On April 4, 1987, Garuda Indonesia Flight 035, a DC-9-32, hit a pylon and crashe
d on approach to Polonia International Airport in bad weather with 24 fatalities
.[45]
On December 3, 1990, Northwest Airlines Flight 1482, a DC-9-14, went on the wron
g taxiway in dense fog at Detroit-Metropolitan Wayne County Airport, Michigan (D
TW). It entered the active runway instead of taxiway instructed by air traffic c
ontrollers. It collided with a departing Northwest Boeing 727. Nine people were
killed.[46][47]
On April 18, 1993, Japan Air System Flight 451, a DC-9-41 JA8448 crashed while l
anding at Hanamaki Airport in Japan. There were 19 injuries, all of them 77 pass

engers and crew survived. The aircraft was written off.[48]

On June 21, 1993, Garuda Indonesia Flight 630, a DC-9-32 PK-GNT landed heavily o
n runway 09 (forces of 5g) and taxied safely to apron at Ngurah Rai Internationa
l Airport in Denpasar, Bali, Indonesia. Major structural damage was discovered t
here. The aircraft was high on approach, which was overcorrected, causing the ai
rcraft coming too low. Thrust was increased and the DC-9 then struck the runway
in a nose up attitude. No deaths.
On July 2, 1994, USAir Flight 1016, a DC-9-31 N954VJ crashed in Charlotte, North
Carolina while performing a go-around because of heavy storms and wind shear at
the approach of runway 18R. There were 37 fatalities and 15 injured among the p
assengers and crew. Although the airplane came to rest in a residential area wit
h the tail section striking a house, there were no fatalities or injuries on the
ground.
On May 11, 1996, ValuJet Flight 592, a DC-9-32 N904VJ crashed in the Florida Eve
rglades due to a fire caused by the activation of chemical oxygen generators ill
egally stored in the hold. The fire damaged the plane's electrical system and ev
entually overcame the crew, resulting in the deaths of 110 people.
On October 10, 1997, Austral Flight 2553, a DC-9-32 registration LV-WEG, en rout
e from Posadas to Buenos Aires, crashed near Fray Bentos, Uruguay, killing all 6
9 passengers and 5 crew on board.[49]
On February 2, 1998, Cebu Pacific Flight 387, a DC-9-32 RP-C1507 crashed on the
slopes of Mount Sumagaya in Misamis Oriental, Philippines, killing all 104 passe
ngers and crew on board. Aviation investigators deemed the incident to be caused
by pilot error when the plane made a non-regular stopover to Tacloban.
On November 9, 1999, TAESA Flight 725 crashed a few minutes after leaving the Ur
uapan Airport en route to Mexico City. 18 people were killed in the accident.[50
]
On October 6, 2000, Aeromxico Flight 250, a DC-9-31 en route from Mexico City to
Reynosa, Mexico, could not stop at end of runway and crashed into houses and fel
l into a small canal. Four people on the ground were killed. None of 83 passenge
rs and 5 crew members were killed. The DC-9 was heavily damaged and classified a
s a loss. The runway had seen heavy rainfall as a result of Hurricane Keith.[51]
On April 15, 2008, a Hewa Bora Airways DC-9 crashed into a residential neighborh
ood, in the Goma, Democratic Republic of the Congo,[52] resulting in the deaths
of at least 44 people,[53] in what is known as the 2008 Goma DC-9 crash.
On July 6, 2008, USA Jet Airlines Flight 199, a DC-9-15F, crashed after taking o
ff from Shreveport, LA airport bound for Saltillo, Mexico. The captain died and
first officer was seriously injured.[54]
Aircraft on display[edit]
PK-GNT ex-Garuda Indonesia preserved at Transportation Museum, Taman Mini Indone
sia Indah. Jakarta, Indonesia.
PK-GNC ex-Garuda Indonesia preserved at Garuda Maintenance Facility, Soekarno Ha
tta International Airport. Jakarta Indonesia.
XA-TBX ex-Aerocaribe preserved at Venustiano Carranza at Benito Juarez Internati
onal Airport as a public hi-tech library. Mexico City, Mexico.
C16Y70 (CF-TLL) ex-Air Canada preserved and on display at Canada Aviation and Sp
ace Museum. Ottawa, Ontario, Canada.
EC-BQZ-CY105 ex-Iberia Airways preserved at Adolfo Surez Madrid Barajas Airport on
display between Terminal 1 and Terminal 2, used as theater by AENA. Madrid, Spai
n.
N675MC ex-Delta Air Lines DC-9-50 preserved at the Delta Flight Museum at Hartsf
ield Jackson Atlanta International Airport. Atlanta, Georgia, USA. [55]
N779NC ex-Delta Air Lines DC-9-50 preserved at CLT at Carolinas Aviation Museum.
Charlotte, North Carolina, USA. - Last Delta DC-9 to make a flight as a Delta f
light.[56]
Specifications[edit]
DC-9-15 DC-9-20 DC-9-30 DC-9-40 DC-9-50
Flight crew
2
Passengers
(1 class)[57] 90
115
125
139[58]

Length 104 ft 4 in
(31.82 m)
119 ft 3 in
(36.37 m)
125 ft 7 in
(38.28 m)
133 ft 7 in
(40.72 m)
Wingspan
89 ft 5 in
(27.25 m)
93 ft 5 in
(28.47 m)
Height 27 ft 6 in
(8.38 m)
28 ft 0 in
(8.53 m)
Wing Area
934.3 sq ft
(86.77 m)
1,000.7 sq ft
(92.97 m)
Aspect ratio
8.55:1 8.71:1
Empty weight
49020 lb
(22,235 kg)
52,880 lb
(23,880 kg)
57,190 lb
(25,940 kg)
58,670 lb
(26,612 kg)
61,880 lb
(28,068 kg)
Max takeoff
weight[57]
90,700 lb
(41,100 kg)
98,000 lb
(44,500 kg)
108,000 lb
(49,090 kg)
114,000 lb
(51,700 kg)
121,000 lb
(54,900 kg)
Powerplants (2x)
P&W JT8D-5 or -7
P&W JT8D-11
P&W JT8D-7, -9,
-11, -15 or -17 P&W JT8D-9, -11, -15 or -17
P&W JT8D-15 or -17
Engine thrust 12,250 to 14,000 lbf (54.5 to 62.3 kN) 14,500 lbf (64.5 kN)
14,000 to 16,000 lbf (62.3 to 71.2 kN) 14,500 to 16,000 lbf (64.5 to 71.2 kN)
15,500 to 16,000 lbf (69 to 71.2 kN)
Max cruise
(at 25,000 ft (7,620 m))
490 kn
(564 mph,
907 km/h)
494 kn
(569 mph,
915 km/h)
490 kn
(565 mph,
907 km/h)
485 kn
(558 mph,
898 km/h)
Max range
1,590 nmi
(1,831 mi,
2,946 km)
1,605 nmi
(1,848 mi,
2,974 km)
1,670 nmi
(1,923 mi,
3,095 km)
1,555 nmi
(1,790 mi,
2,880 km)
1,795 nmi
(2,067 mi,
3,326 km)
Fuel capacity 3,700 US gallons (14,000 l)
3,679 US gallons (13,930 l)
5,038 US gallons (19,070 l)
Allegheny Airlines DC-9-30 c. 1970
Comparison of McDonnell Douglas DC-9, Boeing 717, and different McDonnell Dougla

s MD-80 derivatives
Cabin cross section:[57]
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)
Source: Jane's All The World's Aircraft 1976 77[59] except where specified.
See also[edit]
Portal icon
Aviation portal
Airstair
N900SA
Related development
McDonnell Douglas C-9
McDonnell Douglas MD-80
McDonnell Douglas MD-90
Boeing 717
Comac ARJ21
Aircraft of comparable role, configuration and era
BAC One-Eleven
Boeing 737
Fokker F28
Sud Aviation Caravelle
Tupolev Tu-134
Related lists
List of civil aircraft
References[edit]
Citations[edit]
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External links[edit]
Wikimedia Commons has media related to McDonnell Douglas DC-9.
DC-9 page on Boeing.com
DC-9 history page on Boeing.com
DC-9-10/20/30 on Airliners.net and DC-9-40/50 on Airliners.net
DC-9 History on AviationHistoryOnline.com
[show] v t e
Douglas and McDonnell Douglas airliners
[show] v t e
Lists relating to aviation
Categories: United States airliners 1960 1969Douglas aircraftMcDonnell Douglas air
craftTwinjetsMcDonnell Douglas DC-9
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