Documente Academic
Documente Profesional
Documente Cultură
--'_
Peter C. Smith
Mick Davis
Ken Delve
Malcolm L. Hill
Robert F. Dorr wirh Jerry C. Scum
Malcolm L. Hill
Martin W. Bowman
Thomas Becher
Marrin W. Bowman
Marrin W. Bowman
Peter C. Smirh
Barry Jones
Marrin W. Bowman
Peter C. Smith
Paul Leaman
Barry Jones
Peter Jacobs
Peter C. Smith
Ron Mackay
Marrin W. Bowman
Marrin W. Bowman
Eric Mombeek
Brad Elwmd
Perer E. Davies and Tony Thornborough
Ron Mackay
David Baker
Ray Sanger
Jerry Scum
Duncan Curtis
Perer C. Smirh
Andy Evans
Alec Brew
Ken Delve
Barry Jones
Lance Cole
Marrin W. Bowman
AVIATION ~ SERIES
Douglas Twinjets
DC-9 MD-BO MD-90 and Boeing 717
ThoIllas Becher
1)~CI
The Crowood Press
Contents
Acknowledgements
This book would not havc been possiblc without thc support from Bocing's Long Beach
facility, the former McDonnell Douglas. I wish to thank Pat McGinnis, who opened up
its mesmcrizing archivcs for vital information and photographs, and John Thom and
Warren Lamb of Boeing's public relations office, for a tour of the facility, photographs
and othcr much-needed support. I also thank the retircd McDonnell Douglas enginccrs
interviewcd for this book for taking time to wax nostalgic. I also thank the many photographers who, sharing my similar passion for commcrcial aviation, were all too
willing to supply photographs from all over the world. Above all, I wish to thank my
wife, Amy, for her continual love, support and understanding.
1. DOUGLAS HISTORY
19
45
52
68
6. MD-90
102
7. BOEING 717
106
8. POWERPLANTS
119
127
10. IN SERVICE
In trod lIction
138
11. SAFETY
165
168
170
180
184
185
186
Index
189
CHAPTER ONE
Douglas History
Introduction
Among
the
most
common
and
recognizable commercial aircraft, the
Douglas Aircraft Company DC-9 was
developed to accommodate the explosive
growth in air travel during the boom of
the jet age in the 1960s. Designed to be
rugged, reliable and easy to maintain, the
DC-9 introduced jet service to hundreds
of communities in North America,
Europe and elsewhere around the world,
making air travel accessible and affordable
for millions of air travellers and enabling
airlines to open new routes and increase
service.
Combining all models in the family
over nearly forty years of development,
the DC-9 and its successors - the
McDonnell Douglas MD-80 series, the
MD-90 and Boeing 717 - remain the
second-most popular commercial jet ever
built, after the Boeing 737.
No other airliner in history has
undergone
more
evolution
and
refinement than th is prol ific and
ubiquitous series, starting with the
seventy-seat DC-9-10 model in the 1960s.
Developed as a short-range twinjet
aircraft to complement Douglas's much
larger four-engine DC-8, the DC-9 was
launched on 8 April 1963. This all-new
design featured rear fuselage-mounted
engines, a T-shaped tail and moderately
swept wings. Although not the first twinengine commercial jet - that distinction
goes to the Sud-Est (later Aerospatiale)
Caravelle - or even the first twin-engine
jet with the horizontal stabilizer attached
to the top of the tail- the British Aircraft
Corporation BAC I-II has that honourthe DC-9 was much more successful, a
model that made money for airlines,
Chronology
1963: Decision made to build the DC-9
1965: 25 February - First flight of the DC-9-1 0: 8
December - DC-9-10 enters service
1966: 1August - First flight of the DC-9 Series 30
1967: 28 November - First flight of the DC-9 Series 40
1968: 31 May - First flight of C-9A: 10 August - First
C-9A accepted by US Air Force: 18 SeptemberFirst flight of DC-9 Series 20
1973: 7 February - First flight of C-9B July - DC-9
Series 50 launched.
1974: 17 December - First flight of DC-9 Series 50
1977 December - DC-9 Series 80 announced
1979: DC-9-81 enters flight testing
1980: 12 September- DC-9-81 delivered to Swissair
1982: 28 October - Last OC-9 (C-9B) delivered
1983: DC-9-80 renamed MD-80
1984: 17 December - First flight of MD-83
1986: 4 December - First flight of MD-87
1987: 15 August - First flight of MD-88
1989: November - MD-90 production go-ahead
1990: MD-80 series assembled in China
1991: MD-95 announced at Paris Air Show
1993: 22 February - First flight of MD-90
1994: 16 November - MD-90 certified
1995: 1April- MD-90 enters service; MD-95
launched
1996: MD-90 enters service in Europe with SAS
1997: Boeing acquires McDonnell Douglas; Boeing
announces end of MD-80 and MD-90 lines
1998: MD-95 renamed 717: 2 September- first flight
of 717
1999: 12 October-717 enters service: Final MD-80
series (MD-83 model) delivered to TWA
2000: Saudi Arabian Airlines takes delivery of final
MD-90
2001: Long Beach facility scaled back: 717 deliveries
reach 100
Early Pioneer
The DC-9 was the second-to-last member
of a proud American institution, the
Douglas Aircraft Company. From the tiny
DC-I to the widebody DC-tO, Douglas
huilt a heritage of quality aircraft until its
amalgamation with arch-rival Boeing in
1997. The story of the DC-9 cannot be
adequately told without exploring some of
the
history
that
made
Douglas
synonymous with both commercial and
military aviation.
Tired of cold winters and with a nagging
desi re to bu i1d h is own aeroplanes,
twenty-eight-year-old
Donald
Wills
Douglas arrived in sunny Los Angeles (for
good) in 1920. He brought with him his
family, a few personal belongings, $600
and a letter of introduction to some of
California's wealthy investors.
DOUGLAS HISTORY
DOUGLAS HISTORY
Breakthrough Aircraft
With additional designs that included an
amphibious aircraFt and more bombers,
Douglas later opened a Factory at Clover
Field in Santa Monica, CaliFornia,
manuFacturing bombers For the US
military, which included the B-7, B-18, B19 and B-23. In 1932, with a nation still
struggling through the Depression,
Douglas was actively seeking commercial
customers. H is efForts paid off when a
young airline, Transcontinental and
Western Air (TWA), expressed interest in
acquiring ten new tri-motor transports. It
was with this project that Douglas kicked
off the First of what would become a
hugely successFul line of commercial
The DC-9-10 was the first aircraft in a family that would go on to become the second-most popular series of
modern commercial airliners. Boeing
aircraFt
the
DC-I
(Douglas
ommercial, First). Production of the
twin-engine DC-l began in June 1933,
with delivery to TWA by December.
Though over-budget,
it became
immediately clear that the DC-I had set a
new standard For airline saFety and
comFort. The passenger cabin was
insulated From engine noise through
rubber-mounted seats and noise-absorbing
carpet. The plane also had a galley and
lavatory. Although only one was ever
produced, TWA was pleased with the
creation and awarded Douglas a contract
to build twenty-Five larger versions designated the DC-2 - beginning a
history between Douglas and TWA that
would continue until the very end of the
century.
Next, Douglas improved the DC-2 over
its prototype predecessor. It was two Feet
DOUGLAS HISTORY
DOUGLAS HISTORY
The DC-l was the first in a long line of Douglas models. Just one was produced for service with TWA, a long-time Douglas customer. Boeing
The DC-2 made coast-to-coast travel possible in the United States. Boeing
70
77
DOUGLAS HISTORY
DOUGLAS HISTORY
The DC-6 was a faster and longer-range version of the DC-4. Boeing
Douglas's final propeller-driven airliner was the DC-7. which could easily fly non-stop across the United States. Boeing
72
73
DOUGLAS HISTORY
DOUGLAS HISTORY
14
15
against
version,
fly 110
DC-7s,
Jet Age
Thanks to the DC- 3, DC-4 and DC-6,
Douglas was, by the mid-1950s, the most
popular manufacturer with the world's
airlines. But with development of the first
widely used jet-powered airliner, the
Boeing 707, Douglas grew concerned. As
production in Long Beach focused
primarily on building military transports,
competition in the r<lridly growing post-
DOUGLAS HISTORY
DOUGLAS HISTORY
AIR
The DC-9 entered service after the Caravelle, the world's first twin-engine jet airliner. For a while Douglas offered to market the aircraft in the United States,
Ralph Olson, Flying Images Worldwide
Mergers
Douglas quickly became the victim of its
own success. The company could not
produce stretched DC-8 and new DC-9
models fast enough to meet delivery
guarantees. Start-up and production costs
skyrocketed, and Douglas was unable to
secure additional working capital. Facing
bankruptcy at the end of 1966, Douglas
sought to merge with one of its rivals.
North American Aviation, General
Dynamics, Garrett
Industries and
McDonnell Aircraft Company were
invited to submit merger proposals. On 13
January 1967, James Smith McDonnell
agreed to pay $68.7 million for Douglas,
and Douglas reluctantly accepted the offer
from the McDonnell Company, which
had been rebuffed in a bid to merge with
Douglas four years earl ier. The merger
76
OCII:;
"-
OC_
The BAC 1-11, which made its debut before the similar-sized DC-9, was not nearly as successful as the Douglas model.
Ralph Olson, Flying Images Worldwide
77
DOUGLAS HISTORY
CHAPTER TWO
Douglas originally conceived the DC-9 as a four-engine stablemate to the larger DC-8. Boeing
78
larger Caravelle and similar-sized BAC Ill, but before the Boeing 737-100, the
DC-9 helped to define the short-range jet
market, one that would become, for many
airlines, the backbone of their business. 'It
was clear that shorter routes were needed
and that smaller airports really were
anxious to have jet service. We perceived
that,' says Roger Schaufele, the former
project director for the DC-9 who retired
as vice president of engineering for
Douglas Aircraft. 'While there were
competing designs, I think when our
marketing guys looked at it, there was an
opportunity to replace piston-powered
aircraft, and the traffic growth was
projected to sky-rocket.'
By the early 1960s, design studies in
Long Beach began to focus on a shortrange stablemate for the high-capacity
DC-8 known as Model 2011. The
79
Soecifications - DC-9
Powerplant:
OC-9-10 and OC-9-20: Two 12,250lb (5,500kgl Pratt & Whitney JT80 (various models)
OC-9-30 and OC-9-40: Two 14,500-15,OOOlb (6,500-6,800kg) Pratt & Whitney JT80 (various models)
OC-9-50: Two 15,500-16,OOOlb (7,OOO-7,250kg) Pratt & Whitney JT80 (various models)
Weights:
Empty 49,900lb (22,635 kg) (Series 1D); 52,880lb (23,985 kg) (Series 20); 57,190lb (25,940 kg) (Series 3D); 58,670lb (26,612 kgl (Series 40); 61,880lb (28,068 kgl {Series 501
Gross 90,7001b (41,177 kg) (Series 10); 98,OOOIb (44,450 kg) (Series 201; 11 O,OOOlb (49,940 kgl (Series 30); 114,OOOIb (51,756 kgllSeries 40); 121,OOOIb (54,885 kg) (Series 501
Maximum landing 93,4001b 142,365 kg) (Series 10 and 20); 11O,OOOIb (49,895 kg) ISeries 3D, 40,50)
Dimensions:
Length 104ft 5in (31.82m) ISeries 10 and 201; 119ft 3.5in 136.37m) (Series 30); 125ft 7in (3828m) (Series 401; 133ft 7in (40.72m) (Series 50): height 27ft 6in (8.38mlIAIl Series).
Wingspan 89ft 5in (27.25m) ISeries 10); 93ft 5in (28.47ml (Series 20, 3D, 40 and 50): wing area 934sq ft (86.8sq m) (Series 10); l,OOOsq ft 193sq m) (Series 20, 3D, 40 and 501
Performance:
70-90 (Series 10 and 20); 105-115 (Series 30); 125 (Series 40); 139 (Series 50)
Cabin:
3,693USgall13,9781) (Series 10); 3,679USga1113,9251) ISeries 20, 30 and 40); 4,259USgai (16,1221) ISeries 50)
20
Douglas experimented with an underwing engine design before determining that a fuselage-mounted
design would be the most effective for the short-range DC-9. Boeing
27
':l'.; .,',
Timetable
1959-1962:
8 April 1963:
July 1963:
25 February 1965:
8 December 1965:
22
23
I'
87.4'
cs
.",0'
J
T
27.4'
no'="<
\
.../
~~
24
25
Wing
Design in Detail
Much effort went into designing an
aircraft based on simplicity and durability.
All of the DC-9's systems and components
were carefully laid out to ensure the
aircraft would operate cost-effectively and
reliably, day in and day out.
The DC-9's ease of maintenance has set
high standards over the years for
airworthiness and low costs. This was
achieved, among other things, by
eliminating all unnecessary components,
since parts that are not installed to begin
with incur no maintenance costs. Douglas
engi neers actua II y el im ina ted some
26
Stall Testing
Flight testing would be incomplete if the stall programme - a test pilot's least favourite portion - were
not successfully completed. Aerodynamic stall speeds
and characteristics in various configurations and
power settings are the cornerstone upon which all
takeoff and landing performance is based, and is vital
to prove a new aircraft. This portion of testing is conducted when the pilot. at a safe altitude, pulls back
the power and lets the aeroplane decelerate, usually
at one knot per second. This is called the 1g stall, one
with neither positive nor negative g-force applied. At
a certain slow speed, buffeting of the aeroplane will
commence, followed by a series of gyrations until it
can no longer fly. At this point the nose will pitch
down, denoting the stall speed. The aeroplane must
be recoverable with forward pitch control and should
not exceed 20 degrees of roll during the recovery.
Stalls are induced over and over again to record the
exact airspeed at each stall.
Wind-Tunnel Testing
27
Tail
The DC-9 tail consists of a vertical
stabilizer, a horizontal stabilizer, two
elevators and a rudder. The vertical
stabilizer is mounted on the aft fuselage,
and the horizontal stabilizer is mounted on
top of the vertical stabil izer to form the Tshaped tail. The rudder and elevators arc
mounted on the vertical and horizontal
stabilizers, respectively. A hole for the airconditioning system is located on the lower
leading-edge section. The rudder, which
heirs to control the direction of the
aircraft, is operated hydraulically with a
manual backup. Mechanically controlled
tabs aerodynamically
position
the
elevators, which control longitudinal
direction during normal flight.
The DC-9's basic cockpit was enhanced throughout the family's development. Shown is the DC-9-50. Boeing
Wings, nose sections and fuselages share the floor space during production in the 1960s. Boeing
Fuselage
The DC-9's fuselage is composed of the
nose section, centre section and tail
section. The nose section is structu ra II y
identical
to
the
DC-8.
Entirely
pressurized, it contains the cockpit, the
accessory
compartment
and
the
electronics compartment. The centre
section is composed of the passenger
cabin, two cargo compartments and the
wheel wells. The tail section includes the
28
29
Cockpit
The DC-9 cockpit was designed to
accommodate two pilots. It incorporates
many conveniences that simplify the
crew's tasks. Lighted checklists, folding
writing tables and fixed chart-holders
help to reduce the workload, while
footrests, ample storage areas and general
roominess contribute to general comfort.
Essential displays and controls arc
dupl icated to provide redundancy and to
accommodate both pilots. The central
caution-and-warning presentation is
visible to both as well, within the pilot's
straight-ahead field of vision, so the crew
has a continuous advisory on the
cond ition of the aircraft. The fl igh I' deck
provides stations (or the captain and first
officer. The scats arc track-mounted and
arc fully adjustable. A folding scat is
available for a flight observer.
All flight, engine and other instruments
in the early DC-9s have white dialmarkings on black faces and are readable
during daylight without lighting. Mode
selectors in the DC-9 are rotary switches,
which provide vertical-speed control,
altitude control, pitch hold, coordinated
Flight-Control Systems
The home of the DC-9 was a busy place during the height of production. Boeing
bank/turn/heading
hold,
heading
selection, and VOR (VHF Omnidirectional Radio)/Iocalizer.
The cockpit contains four different
types of windows: a centre windshield and
two side-windshields, a clear-view
window on either side, an aft window on
either side and two windows above. The
centre windshield and two sidewindshields are electrically heated to
remove ice and eliminate fogging. Electric
wipers and liquid rain-repellent aid in
maintaining good visibility, even in heavy
rain.
The DC-9's instrument panel is
mounted at an angle that improves
visibility. The instruments themselves are
clamp-mounted and can be removed
without opening the panel. Controls and
instruments used by both pilots arc
mounted on the pedestal between them,
on the main instrument-panel centre
section, the glareshield panel, the
overhead panel and the centre pedestal.
The DC-9's automatic pilot system
offers vertical-speed control, variable
localizer intercept angle, automatic
Instrument Landing System (ILS)
operation, and middle-marker sensing.
The combination of these features permits
the autopilot to control the flight path
under normal conditions from shortly
after takeoff to the start of the landing
flare.
:.",:
-~-.
30
31
32
This 1966 photo shows nose sections manufactured at Douglas's plant in Santa Monica. California. Boeing
Passenger Cabin
The DC-9's cabin interior was designed to
provide a high level of passenger comfort,
flexibility in seating arrangements, and ease
of maintenance and servicing. DC-9s still
in service today have been overhauled from
the inside many times to reflect new designs
and technology, and different operators.
Customers usually dictate the features of
the cabin, so interiors and seating vary from
airline to airline. OC-9s built in 1973 and
beyond later received a 'wide look' interior
that provides a greater feeling of
spaciousness than in earlier models.
33
DOUGLAS DC-9
Fuel System
The DC-9 has three main fuel-tanks,
one in each wing and one in the centre
wing-section. Auxiliary fuel tanks are
also available in later models. The tanks
are normally filled through a singlepoint fuelling adapter, where the hose
from a fuel truck enters the wing. This is
located on the bottom of the right
wing's leading edge, about midspan. The
overall fuelling rate is 375USgai.
GALLEY SERVICE
AND EMERG EXIT
LAVATORY
ATTENDANT'S SEAT \
ATTENDANT'S SEAT
GALLEY
AND
CREW STOWAGE
IS"
I-
OBSERVER'S
SEAT
EMERGENCY
EXIT
PASSENGER
ENTRANCE
LAVATORY
34
on
OJ
OOUGL~
'-.../AIRCRAFT DIVISION
34
35
ladders. Boeing
The DC-9's front wheel has an 82degree steering capability, which enables a
full 180-degree aircraft turnaround on
pavement widths as small as 63ft 7in
(19.4m) for the DC-9-10 to 85ft 5in
(26m) for the much longer Series 50.
Nosewheel steering is accomplished
through a steering wheel powered by a
dual hydraulic system. Even with the loss
of one system, ample steering remains.
During takeoff and landing roll,
directional control through nosewheel
steering is accomplished by steering the
rudder pedal. This permits the pilot to use
both hands for flight and engine controls.
Rudder-pedal steering is automatically
engaged with nose-gear strut compression
and disengaged with strut extension.
Nosewheel chines - deflectors on
outboard sidewall tyres - serve to control
water spray patterns from the nosewheel
to prevent water or slush being ingested
by the engines. As a result, the spray
pattern is dispersed and deflected
harmlessly under the wing.
36
37
Below: The DC-9-20 features the fuselage of the DCAbove and top right: Wind-tunnel testing was a vital component in determining the flight parameters. Boeing
38
39
~ "'~T~~g~:'l[
j:l
-a
TAIL CONE
ACCESS DOOR
AFT LOWER
CARGO COMPARTMENT
(Series JT only)
Thousands of workers were employed to
manufacture and assemble the DC-9. Boeing
Other Systems
The DC-9 was designed to handle
simultaneous servicing of all major
systems. These include fuel Iing, galley
service, and lavatory cleaning all while
passengers board and disembark and
baggage is loaded and unloaded.
omplete servicing with maximum
refuelling can be completed at major
terminals in twenty minutes, less at
intermediate stops. Baggage and cargo
is loaded through two large cargo-doors
in the underside of the forward and aft
fuselage. The low ground-clearance
puts the lower-deck cargo-door bays at
40
FORVVARD ACCESSORY
COMPARTMENT
A schematic of key systems and doors. Shown is a cargo version. Courtesy Fred deLeeuw
41
TAIL CONE
GEARED TAB
HORIZONTAL STABILIZER
ELEVATOR CONTROL TAB
RIGHT AILERON
(Aerodynaltlically driven
by deflected contra/lab)
LEFT FLAP
(See FLIGHT CONTROLS - FLAPS
FUNCTIONAL SCHEMATIC)
FORWARD
ACCESSORY
CO MPART MENT
FORWARD LOWER
CARGO COMPARTMENT
PASSENGER FORWARD
ENTRANCE DOOR
NOSE GEAR
WHEEL WELL
RUDDER
ELECTRICAL/ELECTRONICS
COMPARTMENT
A schematic of the entry doors and accessory compartments. Courtesy Fred deLeeuw
42
BBl-1559D
43
CHAPTER THREE
(SCAPE L1N(
STOWAGE
HEADSET
STOWAGE
"".( "',:,
CONSOLE
Not one but two DC-9-10s emerged from a hangar to cheers during the rollout ceremony on
12 January 1965. Boeing
AILERON TRIM
CONTROL
COMPARTMENT ACCESS
44
45
46
The DC-9 flight crew confers prior to the first flight. From left are Paul Patten. test pilot; Duncan Walker.
flight test engineer; and George Jansen. chief engineering test pilot. Boeing
47
with
the
most
desirable
flighl
The DC-9-10 lifts off from Long Beach Municipal Airport on 25 February 1965. The aircraft carried flight
instrumentation equipment on a two hour fifteen minute test flight, landing at Edwards Air Force Base,
California. Boeing
48
Flight test results please test pilots George Jansen and Paul Patten. Boeing
Delta's
hundredth
Douglas-built
49
Flight Testing
The DC-9 underwent three phases of
flight testing. The exploratory phase,
starting with the first flight, was designed
to view all the aerodynamic and system
characteristics of the aircraft; the
development and design verification
phase focused on performance, stability,
speed, and systems and components; and
the FAA certification phase, when the
aircraft demonstrated that it complied
with government regulations regarding
aerodynamics and systems. During testing,
the DC-9 fully demonstrated that its
performance met or exceeded guarantees
in all areas.
Aerodynamic design development was
conducted during the early portion of
the DC-9 test-flight <lnd cerrific<ltion
programme. The primary items that
required continued development in
aerodynam ics were roll characteristics
and takeoff cl im b performance. The
flight programme also led to three minor
improvements to the DC-9's wing that
further improved stall characteristics.
These included modifying an inboard
stall strip on the wing leading edge,
incorporating a small leading-edge fence
on the wing midspan, and modifying two
This 1965 photo. taken during certification testing. shows how nosewheel chines (shaped deflectors on
outboard tyres) effectively control the water spray pattern from the nosewheel to prevent water and slush
from being ingested by the engines. Boeing
50
The DC-9-10 during flight testing. The line from the back of the tail was used
to measure performance. 80eing
57
CHAPTER FOUR
DC-9 FAMILY
DC-9-30
The larger DC-9-30 would go on to
become the best-selling model in the
original DC-9 family, surpassed only by the
MD-80 series two decades later. The DC-930 was identical to the original model with
........
"'
DC-9-10
104ft 5in (31.82m)
105-115
1,923 miles (3,095km)
70-90
Empty Weight
57,190lb (25,940kg)
Wingspan
49,OOOlb (22,635kg)
89ft 5in (27.25m)
Length
Capacity
Range
52
........
SERIES 30
1967
105 PASSENGERS
19% LOWER DOC
SERIES 10
BASE 1965
BO PASSENGERS
........
SERIES 10RC
1967
BO PASSENGERS
RAPID ODNVERSION
TO CARGO
"'
........
........
........
SERIES 20
196B
BO PASSENGERS
10% REDUCED
FIELD LENGTH
REQUI REMENTS
SERIES 80
19BO
155 PASSENGERS
20% LOWER DOC
THAN DC9-30
SERrES 30RC
1967
105 PASSENGERS
CARGO CONVERSION
SERIES 40
1968
115 PASSENGERS
4% LOWER DOC
THAN DC-93D
SERIES 50
1975
125 PASSENGERS
9% LOWER DOC
THAN DG-9-30
"'
IN DESIGN WEIGHT
IN FUSELAGE LENGTH
SERIES 30 (C9A)
196B
SERIES 30 (C9CI
1975
AIR FORCE
IN ENGINE THRUST
IN SEATING CAPACITY
IN LOWER CARGO COMPARTMENT
VOLUME
........
SERIES 30 (C-9B)
1972
NAVY
The evolution of the DC-9 family is shown in this Douglas illustration. Boeing
- 98,0001b (44,452kg)
- 108,0001b (48,988kg)
-114,000Ib (5I,710kg)
- 121,000Ib (54,885kg)
DC-94 0
Another upgrade in the family, the DC9-40, was developed in response to
SAS's need for a short-range aircraft
with more capacity on busier routes.
The Series 40 incorporates a modest 6ft
4in (1.87m) fuselage stretch over the
DC-9-30, raising single-class capacity to
125-L28, by two additional rows of five
seats. With the higher capacity,
however, the Series 40 has less range
than its shorter siblings.
Length
Capacity
DC-9-40
125ft 7in (38.28m)
DC-9-10
104 fe 5in (31.82m)
125
1,790 miles (2,880km)
70-90
1,923 miles (3,095km)
Range
Empty Weight
58,670lb (26,612kg)
49,0001b (22,635kg)
Wingspan
89 ft 5in (27.25m)
53
cd
DC-9-10
.:
:
BASIC FUSELAGE
/.
oooooooaoooooo@oooooooooo
104.4 FT
(31.8 m)
.:~
}\:;'-- .
.1
89.4 FT
(27.2 m)
,.
': i
'''~
;.:
~~
,I
-------------------------------------------------..---......_-....
---~.--------------------._'--
SAME AS DC-9-10
0000000000000080000000000
DC-9-20
HIGH-LIFT WING
n
~
:.:.:.:.;. oooooa@c@oooooooC+
~..---c _
~._:.
ooooooo~oW
,C
Q
o
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~itmJ ~~o~,
__
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93.3 FT
(28.5 m)
3'"-"\
'.'')~~~~~
.l .....
.~:~:r:}~:~:}~
DC-9 SUPER 80
522-IN. FUSELAGE EXTENSION
(1326 em)
,
\,
""
"
""
,"
~~~;\~~--.~~
_____
~
I
54
I~
'-,
~I
..'
107.8 FT
(32.9 m)
Length
Capacity
DC920
104ft Sin (31.82m)
DC910
104ft Sin (31.82m)
7090
1,848 miles (2,974km)
70-90
1,923 miles (3,09Skm)
Range
Empty Weight
52,880lb (23,985kg)
49,OOOlb (22,635kg)
Wingspan
DC-9-20
The fourth DC9 model to enter service
(although the second numerically) was
the DC920, a combination of the earlier
Series 10 and 30 aircraft. This aircraFt first
flew on 18 September 1968, and was
primarily designed for short routes, and for
operations out of airports with short
runways requiring optimum hotandhigh
takeoff and landing performance.
The DC-920 was designed at the
request of one airline, SAS. This model
combined the original short fuselage of the
DC910 with the longer and more
advanced wing found on the Series 30,
powered by a pair of morepowerful JT8D
II engines. Just ten were builS for SAS.
The first Series 20 model entered service
on 23 January 1969 after certification on
11 December 1968. Its short body and large
wing spawned a nickname for this version:
the Sporr. SAS flew its last DC-920 on 15
December 2000, although a few of the
former SAS types carryon with small
carriers in the United States and AFrica.
DC-9-50
The Final model in the original DC-9
family was the DC950, the largest
aircraft to bear the 'DC9' designation.
It included an additional 8ft (2.4m)
stretch over the DC-940, making it 14ft
3in (4.3m) longer than the DC-930,
with seating increased to 139, Fourteen
more than the Series 40 and twentyfour
more than the Series 30. Its total length
measured 133ft 7in (40.72m).
Length
Capacity
Range
139
2,067 miles (3,326km)
Empty Weight
52,8801b (23,985kg)
Wingspan
55
DC910
104ft 5in (31.82m)
70..90
1,923 miles (3,095km)
49,OOOIb (22,635kg)
89ft 5in (27.25m)
OJ
g~
It"
-~
~"
, n,
56
97 Mixed Cia..
12 First Cia..
38-ln. Pitch
85 Coach Cia..
34-ln. Pitch
57
~
1. . . . -
C)
Eo
\.....-r"
p...
...
58
59
A.\
\.....\~e..s
,.
~~~
An Aeromexico DC-9-30 on the flight line in Long Beach. Like its predecessor, the Series 30 is well suited for servicing airports
with little ground support. Boeing
60
DC-9 Milestones
15 February 1963
8 April 1963
25 April 1963
1July 1963
18 July 1963
26 July 1963
20 August 1963
22 November 1963
10 January 1964
6 March 1964
13 May 1964
20 July 1964
24 July 1964
4 September 1964
14 October 1964
5 November 1964
12 January 1965
25 February 1965
18 September 1965
23 November 1965
8 December 1965
1August 1966
13 January 1967
1 February 1967
28 November 1967
12 March 1968
18 September 1968
23 January 1969
5July 1973
17 December 1974
15 August 1975
28 October 1982
61
~ . iii
~~LAS
,
DC-9-40
----~-
",
"",.
--
"..,..,..,..
-~
_ __
_..
The DC-9-40, first produced for SAS and Japan's lOA, features a fuselage 6ft 4in (1.87m) longer than the DC-9-30. Boeing
The DC-9-40 with another famous long Beach resident, the Queen Mary. Boeing
62
The DC-9-40 offered additional capacity for busier routes. Just seventy-one of the models were built
between 1972 and 1975. Boeing
63
...,
Ser/es 2 0
C's
...
.~---
The DC-9-20. produced at the request of SAS. combines the fuselage of the DC-9-10 with the high-lift wing found on the DC-9-30 and the more-powerful JT8D
engines found on the DC-9-40. It is shown here during a test flight. Boeing
64
-II
Cracked bulkheads
Cracks in emergency doors
Cracks in main landing-gear fitting
Skin cracks on tail
Rudder skin cracks
Corrosion
Belly skin cracks
-The DC-9-50. the last member of the original DC-9 family, was rolled out in December 1974. Boeing
65
Family at a Glance
OC-9-10
OC-9-20
OC-9-30
OC-9-40
OC-9-50
MO-Sl
MO-S2
MO-S3
MO-S7
MO-SS
MO-90
717
".,
.
The DC-9-50 cabin, patterned after the widebody
DC-1O, features recessed indirect-lighting, broad
flat ceiling panels, and sidewall panels restyled to
emphasize cabin width. Boeing
The Series 50, seen here on its first flight on December 171974, is 14ft (4.3mllonger than the DC-9-30, providing for a capacity of up to 139 passengers.
The first flight lasted more than five hours. Boeing
~/,
NSll"~1
".
"c;:;:o"
The Series 50 seen during a test flight. The model was dubbed the 'inflation fighter' for its fuel efficiency at a time of rising fuel costs. Boeing
66
The DC-9-50 is equipped with JT8D-17 engines featuring sound-absorbent material in the nacelles and
engines to reduce noise levels during takeoff. Boeing
67
CHAPTER FIVE
Powerplant
MO-81: Two 19,2301b (8,700kg) Pratt & Whitney JT80-209
MO-82: Two 20.8901b (9,500kg) Pratt & Whitney JT80-217 A/C
MO-83 and MO-88: Two 21 ,6901b (9,840kg) Pratt & Whitney JT80-219
MO-87: Two 20,8301b (9,450kg) Pratt & Whitney JT80-217B/C or -219
Weights:
Empty 77,888Ib (35,885kg) (MO-81); 77,9761b (35,369kgl (MO-82, -88); 85,4891b (38,737kg) (MO-83); 73,2741b (33,237kg) (MO-87)
Gross 140.0001b (63,505kg) (MO-81, MO-871; 149,5001b (67,810kg) (MO-81 with JT80-217A engines, MO-82, MO-88!; 160,0001b (72.575kg) (MO-83)
Maximum landing 128,0001b (58,060kg) (MO-81, MO-87); 130,0001b (58,965kg) (MO-82, MO-88); 139,5001b (63,275kgl (MO-83)
Dimensions:
Length 147ft lOin (45.1ml (MO-81, -82, -83, -88); 130ft 4in (39.76m) (MO-87); height 29ft 7in (9.02m); 30ft 4in (9.3m) (MO-87); wingspan 107ft lOin (32.87m); wing area 1.209sq ft
(112.3sq m); fuselage diameter 11 ft lOin (361 m); tailwing span 40ft 2in (12.24m); tailwing area 314sq ft (29.17sq m)
Performance:
Cruising speed 504mph (813km/h) or Mach 0.76; landing speed 139mph (224 km/h)
Ceiling 37.000 feet (11 ,275m)
Range 1,800 miles (2,897km) (MO-81); 2,360 miles (3,798km) (MO-82, MO-88); 2,880 miles (4,635km) (MO-83!; 2,730 miles (4,393 km) (MO-87)
Takeoff 7,250ft (2,21 Om) (MO-81); 7,450ft (2,270m) (MO-82); 8,375ft (2,552m) (MO-83); 6,1 OOft (1 ,859m) (MO-87)
Landing 4,850ft (1 ,478m) (MO-81); 4,920ft (1 ,500m) (MO-82); 4,690ft (1.585m) (MO-83); 4,690ft (1 ,429m) (MO-871
Passenger capacity:
One class 172 (MO-81I; 172 (MO-82);172 (MO-83); 139 (MO-87); 172 (MO-88)
Two class 155 (MO-81); 153 (MO-82); 155 (MO-83); 130 (MO-87); 153 (MO-88)
Cabin:
Width 10ft 4in (314m); height 6ft 9in (2.06m)
Fuel capacity:
5,840USgal. (22,1061) (MO-81, MO-82, MO-87, MO-88); 7,000USgal. (26,4951) (MO-83, MO-87 with auxiliary fuel tanks)
Payload:
40, 1121b (18, 194kg) (MO-81); 44,0241b (19,969kg) (MO-82, -88); 42,3141b (19, 193kg) (MO-831; 38.3761b (17,566kg) (MO-871
147 Mixed
135 Coadl
32 and
8.2
Boeing
68
a ..
12 First Class
3610. Pitdl
aa.
33~ln.
Pitdt
69
--
70
77
72
The Super 80 was rolled out with the help of bagpipers. saluting the Scottish heritage
of McDonnell Douglas. Boeing
73
Fuselage Stretch
The most obvious difference over earlier
versions is the length of the M 0-80 series.
With the notable exception of the MO87, all variants in the model - MO-8!,
MO-82, MO-83 and MO-88 - have the
Flight testing the Super 80 series took place largely in Yuma, Arizona. Boeing
..
74
The MO-81 underwent 1,085 hours of flight testing, in a programme marred by two accidents during the
certification period. Boeing
75
Engines
Although old by today's standards, the
Pratt & Whitney ]T8D-200 engines
powering the MD-80 series represented
enough of an improvement in fuel burn,
noise and emissions to make it possible to
launch an entirely new line of DC-9s that
continue to meet today's stricter
environmental standards.
The ]T8D-200, like the aircraft it
powers, comes in several variations,
depending on the type of MD-80,
developed around two models: the ]T8D209 and the ]T8D-217. These are
described in detail later.
The biggest factor in reducing noise
levels was a larger fan in the higher-bypass
ratio ]T8D-200 series engine, which
provides lower exhaust-velocity; an
Cockpit
Like the DC-9, the flight deck on the
M 0-80 series accommodates two pilots,
an issue that led to a legal tussle with the
union representing US pilots. The
The MD-80 series flight deck featured a digital flight-guidance system. the first of its kind in commercial
aviation. The cockpit's performance management system optimizes vertical navigation to save fuel. Boeing
76
........
..........
//
The Super 80. shown here outside the assembly building. featured a fuselage 14ft 4in (4.36mllonger than
the DC-9-50. boosting capacity to 155 in a two-class configuration. Boeing
77
78
Passenger Cabin
McDonnell Douglas had no worries about
the market acceptability of the longer
aircraft, insisti ng that, like the origi nal
DC-9, the M 0-80 series' fi ve-abreast
layout was better than six-across because
that aircraft had to be 80 per cent full
before the unpopular centre scats were
needed, In other words, the ratio of aisle
and window scats (four to one) is higher
than in aircraft with six-across seating,
Inside, the MD-80 series debuted with
new scats and interior along with
additional headroom and cleanly curved
overhead stowage compartment exteriors
that created an open, spacious feeling,
The overhead bins were l2 per cent larger
than the DC-9s and large enough to lay
carry-on garments flat, At the request of
ustomer SAS, handrails were added to
the bottom of carry-on bins to provide a
grip for flight attendants during
turbulence, The window frames used on
the Super 80 were developed from the
larger DC-IO, as were the sturdier
honeycomb-shared floor panels,
As always, the exact configuration of
the cabin in each aircraft evolved to suit
the airline, For instance, the MD-80
series was designed with two seats on the
left and three on the right, but because of
the gcliley placement, Swissair had
reversed sides, putting two seats on the
right and three on the left. Another
79
option
was a
modular
lavatory,
introduced on some models, The operator
could take the lavatory into the
aeroplane in pieces and put it together inaircraft. Likewise it could be taken out for
repairs, a big saving in maintenance costs
to the airline,
Seating arrangements and number of
galleys on the MD-80 family are optional
to
meet
customer
requirements,
Maximum seating in all MD-80 models
except the M 0-87 is 172 passengers (139
for the MD-87), One lavatory is located
forward of the wing, with two at the rear
of the cabin, A typical single-class
configuration is 155 seats with a 32-33in
(81-84cm) pitch (distance between rows
of scats), three galleys and three
lavatories, For high-density operation, the
aircraft has capacity for 172 scats with
30in (76cm) pitch, one galley and two
lavatories,
The passenger door is at the front of the
cabin, on the right side of the aircraft,
Serv ici ng and emergency ex it doors arc
found at both the front and rear of the
cabin. Two overwing emergency exits are
found on each side, The type also has
three cargo doors,
The aisle, at 19in (48cm) and the
scars, at 17,9in (45.4cm), arc about an
inch wider than earlier aircraft,
including the DC-8 and Boeing 737,
The MD-80 series has two fully
Swissair, the launch customer for the Series 80, ordered the aircraft to meet growing environmental
concerns over noise and air pollution. Boeing
Other Systems
To make the MD-80 series as palatable as
possible for airlines, McDonnell Douglas
made dozens of additional refinements to
accommodate
newly
available
technology, the longer fuselage, larger
Early Super 80s were built alongside DC-9s, as this rooftop photo shows. Boeing
~~ ~ m;r:; ~-~-,
, ..,
t.
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.. --
-g
"""'''''
,.""J~~=""i'~,,,,,,,.,,.",~.m
'dtiL++4
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t:!$if4
;:,
80
. . . . . .,
I,
.L- AERO
CAL/r=ORNIA
. ! e ,.~.~.
Above: A DC-9-30 belonging to Mexican operator AeroCalifornia landing at Los Angeles. Chris Coduto
Below: An American Airlines MD-82 catches some sun on final approach into San Jose, California. Chris Coduto
7 f;/ iI'.r
/I'(}
l'
"lllllllllllllttlllllllllllllllll"III/~"~
'"
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;/17//1'11
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-UOOOOOOOOOOOUO(J(J(J@(I(J6(([({/OOOOO(J(J(J" (/(/
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<.
A Pratt & Whitney and Allison project that adapted prop-fan engines for the Super 80 was ultimately
unsuccessful despite improvements in fuel burn. Boeing
The unusual prop fans were tested on just one side of the aircraft. Boeing
81
82
First Flight
The M D-80 rollout featured fl ight
attendants from its launch customers,
including Swissair and Austrian Airlines.
A total of ten airlines had ordered ninetytwo Surer 80s at the time of the first
flight, which took rlace on 18 October
1979.
83
84
Flight Testing
Fl ight testing and certification of the M D81 had its difficulties, primarily landing
accidents, strikes against McDonnell
Douglas by two labour unions, higherthan-expected lead times for some
materials, including the engines and
landing gear, and a contentious court
battle over the aircraft's two-person
cockpit.
McDonnell
Douglas
kicked
off
extensive flight testing in Ocrober 1979
following the successful first flight. The
first three MD-81s off the production line
served as flight-test aircraft. Originally,
two aeroplanes were to be dedicated for
the effort, but the addition of a third
aircraft -later a much needed commodity
- was needed to help compress the
programme by two months.
A major thrust of the flight-test
programme was the digital flight-guidance
system and the head-up display. All three
test-ai rcraft participated in eval uati ng
rhese systems, which were new to the
85
Alitalia ordered the Super 80 in 1982, eventually building its European network around
Chris Coduto
86
87
[0
this extremely
[0
The first MD-87"s fuselage is joined with wings. The aircraft is 17ft 5in (5.3m) shorter than
the four other MD-80 series models. Boeing
~~~~~~
~~\\\
<.,
88
89
SIZE COMPARISON
MD-87 VERSUS MD-80
I.
I.
I.
130.4 FT/39.7 m
:
147.9 FT/45.1 m - - - - -
107.8 FT/32.9 m
""ry
130.5 FT/9.29 m
~
A size comparison between the MO-87 and other members of the MO-80 line. Boeing
Legal Challenge
90
<l
the
real
emcrgencics
th'1I1
thc
FAA
97
The 130-passenger MD-87 combines newer cockpit technology with the family's proven
track of success. Boeing
MD-80 Nicknames
With its long, sleek body and thin wings, the MD-80
series has, over the years, collected a number of
whimsical nicknames. Here are some of the monikers
used by pilots, ground staff and passengers:
Mad Dog
Mighty Dog
Skidbuggy
Gucci Jet
Super Snake
Stubby
Lawn Dart,
Noodle,
Flying Cigarette
92
93
It takes a world to make an aircraft. Parts were provided from 250 suppliers, just as other DC-9 models
relied on other nations for manufacturing support
from throughout the world. About 25 per cent of the
first MD-80 models' struc!ure (wing, outboard flaps,
ailerons, tail stub, floors, empennage and rudderl
were the responsibility of McDonnell Douglas's plant
in Toronto, Canada. Company plants in Tulsa, Oklahoma; Melbourne, Arkansas; and Huntington Beach,
Torrance and Compton, California, also played key
roles. Major international suppliers for the MD-80
series over the years have included:
Aeritalia, Italy - fuselage panels
Hawker de Havilland, Australia - elevator
Saab-Scania, Sweden - inboard flaps and vanes
Swiss Federal. Switzerland - inboard slats
CASA, Spain - emergency exit doors
China - main landing gear doors (later assembly of
entire aircraftl
Major US suppliers have included:
Reynolds Metals Co. - most of the skin panels for
the wings
Rohr Corp. - nacelles
Goodyear Aerospace - lyres
Pneuma Corp. -landing gear (with France's
Messier-Hispano-Bugatti)
Calcar - pylons
Ahost of other suppliers provided instruments and
specialty equipment, including material used for the
flight deck.
to
affected
by
current
jetliners
of
to more of the
Japan's lDA (later Japan Airline System) was the first Asian operator of the MD-87, which is designed for
routes with less traffic than other members of the family. Boeing
options on five more. Austrian Airlines'
order for nine plus three options was
also instrumental in the October 1977
decision to go ahead with aircraft
production. Pacific Southwest was the
first US carrier to take delivery of the
jet, and was the biggest early customer
with twenty aircraft on order and six
options. In using the MD-81 to replace
727s, the California carrier (later
absorbed by USAir), found the aircraft
saved about $1 million a year in total
cost over the 727, mostly in fuel. PSA
found the Super 80 to be 40 per cent
more fuel-efficient than the 727. Other
early customers for the aircraft were
Republic, Japan's TOA Domestic
Airlines, Hawaiian Airlines, Austral
Lineas Aereas, Aeromexico, GATX
Leasing, McDonnell Douglas Finance
Corp., lnex Adria Airways, Air
California, Midway and Polaris Aircraft
Leasing Corp.
94
Production
Strictly speaking, the DC-9-80 could be
considered as only the latest derivative in
a remarkable line of progressively larger
and more advanced DC-9s. But the Super
80 was more than that. There were so
many innovations incorporated into the
aircraft that McDonnell Douglas could lay
claim to introducing the first jetliner to
enter commercial service in the I980s.
With the Super 80 III service,
McDonnell Douglas promoted it to
airlines in advertising that appeared in
industry magazines and newspapers, The
ads focused on four key points:
I. Many pas,engers think the hcst pent of the
95
till
MD-80 Terminology
Tail Cones
MD-83
The extended-range MD-83 (DC-9-83)
was first announced on 31 January 1983.
The MD-83, the next most popular
member of the growing line, flew for the
first time on 17 December 1984, with
enhanced JT8D-219 powerplants, and
with additional new fuel tanks fore and aft
f the centre section of the aircraft. This
increased the weight of the plane, so the
floor, wi ngs and undercarriage were
strengthened to cope with the increased
weight. The passenger capacity was the
same as the M 0-81 and MD-82.
Deliveries to launch customer Alaska
Airlines began on 19 October 1985.
ther operators of the M 0-83 have
included Aero Lloyd, Aeromexico,
American Airlines, AOM, Austrian,
BW1A, Centennial, Crossair, Edelweiss
Air, Finnair, SAS, Spanair, Sunway,
ranswede and TWA.
On 14 November 1985, a Finnair MDmade the longest ever M 0-80 series
night, covering 3,920 miles (6,308km)
'rom Montreal to Helsinki in seven hours
twenty-six minutes. This model was also
the first in the family to be used on a
regularly scheduled transatlantic night. A
MD-87
On 4 December 1986, Douglas initiated
night testing of a new, shorter variant, the
MD-87 (DC-9-87). With an overall
length of 130ft Sin (39.75m) - slightly
longer than the DC-9-30 - the MD-87
was specifically designed to serve routes
with lower traffic at a capacity sized
between the DC-9-30 and the MD-81
through MD-83 models.
Seating between
107 and 139
passengers, the M 0-87 incorporated all
the structural, technological and avionics
improvements of the MD-80 series but
represented a more direct replacement for
the DC-9 in terms of passenger capacity.
As a reversal of the trend to stretch the
DC-9 and M 0-80 series, the M 0-87
combines
the
advanced
features
introduced on the MD-80 series into a
Just seventy-live MD-87s were built between 1987 and 1992. This one is shown in
McDonnell Douglas house colours. Boeing
MD-82
A total of 134 MO-8Is were built between
1980-1994, selling the stage for another
successful model. The MO-8l was
followed by four other M 0-80 series
aircraft, each looking the same - with the
exception of the shorter M 0-87 - but
offering various weights, ranges and
slightly different JT8D-200 engines.
The MO-82 (DC-9-82), the second
version of this JloJlular (amily, was
announced on 16 April 1979, before the
M 0-81 even entered service. Powered by
higher-thrust JT8D-2l7 engines for better
performance at airJlorts in hot-weather or
high-altitude conditions, the MD-82 was
designed for increased Jlayload while
keeJling the same cabin size as the MD-81.
This variant's first night was on 8
January 1981, and was certified by July
of that year, enabling it to enter service
96
17ft Sin (5.3m) shorter fuselage. The MD87 was the first in the series with EF1S,
with two night-management control
systems, rtnd hertd-up display (HUD) as
standard equipment. EFIS, the forerunner
to the all-glass cockpit found on today's
97
MD-88
The final member of the MD-80 family
was the MD-88, the only model in the
family with a type certificate different to
its predecessors. The MD-88 was certified
as the MD-88 (as opposed to DC-9-87 for
the MD-87) because its more modern
avionics and other upgrades were enough
to c1~ssify it as an entirely different
aircraft model.
The M 0-88 combines the airframe and
engines of the MD-83 with the EFISequipped cockpit and more modern
cabin interior of the MD-87. All of the
major improvements implemented into
the MD-80 line over its production run
were incorporated into the MD-88,
particularly avionics. The MD-88
combines power from the most fuel
efficient and quietest JT8D model, the
-219, with EFIS cockpit displays, a flight
A schematic of the MD-88 cockpit, whose cathode ray tubes and other electronic equipment replaced the
many analogue gauges found on earlier family members. Boeing
The MD-88 was the final version of the MD-80 series. Its advanced cockpit ensures that the type will
continue to fly for years to come. Boeing
LI
LI
nno
nIJ
MD-82
MD-83
MD-87
18 Oct 1979
13 Sep 1980
8 jan 1981
5 Aug 1981
17 Dec 1984
19 Oct 1985
4Dec 1986
1 Nov 1987
Republic
Alaska
Finnair
Delta
W jT8D209
-- -IP&
P&WjT8D-217
P&W jT8D219
P&W jT8D217
172
172
P&W JT8D219
172
First flight
First delivery
~tomer
~vissair
~ines
Max. seats
Length
Max. gross
takeoff weight
Number built
Final delivery
172
J47ft lOin (45.0501)
140,0001b
(63,500kg)
134
20 jun 1994
149,0001b
(67,810kg)
575 (35 in China)
17 Nov 1997
I-
MD-88
15Aug 1987
19 Dec 1987
139
260
28 Dec 1999
_.
I-
- ;J..
23 Mar 1992
MD-90
22Feb 1993
24 Feb 1995
Delta
IAE V2500
172
152ft 6in (46.5 101)
168,0001b
m,575kg)
150
m,575kg)
114 (2 in China)
8 Dec 1993
Delivered 21 Dec
1999, but not accept
Customer
I--
U-Land Airlines
TWA
---
98
t-
SAS
Saudi Arabian
99
TWA. the first Douglas customer with the DC-1. operated DC-9-30s. -40s and -50s and was the last customer for the MD-80 series. Shown is the 717 in the airline's
colours. Ralph Olsen, Flying Images Worldwide
100
101
MD-90
CHAPTER SIX
MD-90
I'
The MD-90 was first envisioned as a 100-120 passenger version of the MD-80 series. Boeing
Specifications - MD-90
Powerplant:
MD-90-30: Two 25,0001b (11 ,350kg) International Aero Engines (IAE) V2525-D5
MD-90-50: Two 28,0001b (12,700kg)IAE V2528-D5
Weights:
Empty 88,0001b (39, 916kg) (MD-90-30); 91 ,9001b (41 ,685kg) (MD-90-501
Gross 156,0001b (70,760kg) (MD-90-30); 172,0001b (78,245kg) (MD-90-50)
Maximum landing 142,0001b (64,41 Okg) (MD-90-30); 150,0001b (71,21 Okg) (MD-90-501
Dimensions:
Length 152ft 6in (46.5m); height: 30ft 7in (9.3 m); Wingspan 107ft 8in (32.87 m); Wing area 1,209sq It (112.32sq m);
fuselage diameter 11 ft 1Din (3.61 m); tailwing span 40ft 2in (12.24 ml; tailwing area 314sq ft (29.17sq ml
Performance:
Cruising speed 504mph (812kml; landing speed 139mph (224km/h)
Ceiling 37,000 feet (11 ,300m)
Range 2,400 miles (3,850kml (MD-90-30); 3,480 miles (5,600kml (MD-90-50)
Takeoff 7,1 05ft (2, 165m) (MD-90-301; 7,990ft (2,435m) (MD-90-50)
Landing 5,250ft (1 ,600m) (MD-90-30); 5,480ft (1 ,670m) (MD-90-50)
Passenger Capacity:
One class 172; Two class: 153
Cabin:
Width: 10ft 4in (3.14m); height: 6ft 9in (2.06 m)
Fuel capacity:
5,840USgal. (22,1041) (MD-90-30); 7.620USgal. (28,84511 (MD-90-501
The MD-89 was another name given to a proposed derivative of the MD-80 series that eventually would be
known as the MD-90. Boeing
-.
102
103
MD-90
MD-90
The MD-90 featured a fuselage stretch and new-generation V2500 engines from
International Aero Engines. Boeing
704
Delta Air lines. the launch customer for the DC-9-l0 in 1963. was also the first
customer for the MD-90. Boeing
705
BOEING 717
CHAPTER SEVEN
Boeing 717
When Boeing took over McDonnell
Douglas, it was faced with a dilemma:
which, if any, Douglas models would
continue under the Boeing name? The
MD-80 and MD-90 series were ultimately
discontinued, for fear that they would
compete in the same market with Boeing's
own popular 737 Next Generation series.
The widebody MD-II also was shut down
because the three-engine giant was a slow
seller in an era of large twinjets.
Production of these models wound up in
2000. (The last MD-80 series model was
delivered in December 1999, the last MD90 in February 2000 and the final M D-Il,
a freighter version, in February 2001.)
That left just one McDonnell Douglas
holdover, the M D-95, as the sole survivor.
First announced at the Paris Air Show in
1991, the MD-95 was designed to seat
about 100 passengers in the growing
market for regional aircraft. Boeing
Specifications - 717
Powerplant:
Length 124ft (36.4ml: height 29ft 1in (8.86m): wingspan 93ft 4in (28.47ml: wing area: l,OOOsq ft (93sq ml: tailwing
span: 36ft lOin (11.23ml
Performance
Cruising speed: 504mph (812km/h or .77 MachI: landing speed 139mph (224km/hl
Ceiling 34,200ft (10,420m)
Range l,647miles (2,645kml (106 passengers)
Takeoff 5,500lt (l,675ml
Landing 4,650ft(1,417ml
Passengercapac~~
3,673USgaL (13,90511
106
107
BOEING 717
BOEING 717
Design Details
The 7 j 7-200 features several structural
refinements over its predecessors. In
addition to new engines, an updated flight
deck, modern systems, a new interior and
enhanced
performance,
other
improvements include new hydraulic
corrosion control and electrical systems,
and
better
air-conditioning
and
pressurization systems.
The 717's new interior design provides a
higher level of comfort than any other
short-haul aircraft, including more space
and wider seats, greater storage bin
volume, and the largest windows of any
aircraft in its class. It's also quieter than
The Boeing 717 was rolled out to cheering employees on June 10 1998. Boeing
708
The 717 flight deck offers some of the most advanced technology. including six screens that
dominate the layout. Boeing
709
BOEING 717
BOEING 717
handle
any
com hi nation
of route>,
770
An Efficient Aircraft
The environmentally friendly 717 brings
full-size jetliner comfort, low operating
costs and high schedule reliability to
in
such
an
efficient
and
A 717 lifts off for another flight test, with Long Beach in the background. Boeing
777
BOEING 717
BOEING717
~<I'.oE'"'""""",~ >7:>
~~iiiiii:
~O'll.
112
113
BOEING 717
BOEING 717
DOE~iYC7'17
....................... ,
Hl11...
The bulk of flight testing took place over the desert of Arizona and southern California. Boeing
114
Ir
will
bring
>1
never-befnre-
mOSt
fuel-efficient
and
775
BOEING 717
BOEING 717
The 717's Rolls Royce Deutschland BR715 engines are the most visual clue
to the model's identity and its dominant feature. Boeing
776
777
BOEING 717
778
CHAPTER EIGHT
Powerplants
The selection of engines for an aircraft is
a vital design consideration. As discussed,
the availability of engines and their
technology can greatly influence the
design - and ultimate success - of an
aircraft model. The importance of engines
is not lost in the industry. There is a
saying at engine maker Pratt & Whitney:
'Without engines, aircraft are just
Winnebagos with wings.'
This aircraft family is powered by four
engine models, each with sub-variants
that reflect continual improvement and
enhancements. While airlines can choose
from different engine makers on many
other type of aircraft, engines for the DC9/M D-80/M D-90 and 7 I 7 line are
exclusive.
779
POWER PLANTS
POWER PLANTS
JT8D-IJ-IA
(DC-9-10)
Baseline engine
--
I-
JT8D-7/-7A
(DC-9-20. DC-9-30)
JT8D-II
JT8D-9/-9A
(DC-9-30)
(DC-9-30. DC-9-40)
JT8D-lS
(DC-9-30,
JT8D-17
(DC-9-S0)
JT8D-9
14,500
JT8D-17
16,000
JT8D-209
Ta keoff rh rust (I b)
Bypass ratio
Fan diameter
1.04
39.9in (1.0Im)
1.05
39,9in ( 1.0 lcm)
Length
120in (3.04m)
174
49.2in (1.25m)
154.lin (3.9Im)
(DC-9-40, DC-9-S0)
Air-cooled first
turbine vane
Improved turbine
Strengthened diffuser
I-
Revised aerodynamics in
A ir-cooled first
turbine blade
- I-Improved cooling
Additional cooling in
first turbine blade
Strengthened diffuser
case, low-turbine
Coating added to
blades
Improved material in
Louvered outer
shaft, disks
Improved material in
duct
outlet duct
vanes
f-
Increased cooling
.-
18,500
I-
120in (3.04m)
The JT8D-200 series. with increased fuel efficiency and improved emissions. is the sole powerplallt for the
MD-80 series. Pratt & Whitney
120
121
I'OWERI'LANTS
I'OWERI'LANTS
122
123
POWER PLANTS
]T8D-209
]T8D-217
blades
rOtOr system
Revised combustion chamber
for cleaner combustion
Acoustical mixer
POWER PLANTS
Specifications - V2500
Thrust: 25,000-28,000Ib (11,340-12, 700kg)
Fan diameter: 63.5in (1.61 m)
Length: 10ft 6in (3.17m)
Weight: 7,900lb (3,583kg)
124
An Allegiant Air DC-9-50 demonstrates its bucket-shaped thrust reversers. Chris Coduto
125
POWER PLANTS
Specifications - BR715
CHAPTER NINE
What was once the sprawling home of Douglas Aircraft has become the largest commercial development
project in Southern California in years. With production
ceased for all but the 717 and the C-17 military transport, Boeing, in 2000, announced it would begin to
bulldoze acres of empty hangars and factory space,
rusted from years of neglect and lack of business.
Although Boeing had planned soon after its merger
with McDonnell Douglas to move some manufacturing
to the site from Seattle, including the 737, the company eventually decided the costs were simply too high.
Ever since Douglas merged with McDonnell Douglas
in 1967, there hasn't been much money to spruce up the
facilities. Largely unchanged since the 1960s, they would
have required Boeing to invest millions of dollars to renovate. Since the decision not to continue production of the
MD-80 series, MD-90 or MD-11, Boeing realized it was
simply not efficient to own such a large facility.
To cut costs and raise cash, Boeing sold the landa highly desirable piece of property, considering
Southern California is fully developed - in February
726
727
2000 and said it would bulldoze nearly half the facility and convert it to commercial use. It was the
region's largest land redevelopment plan and a welcome addition to the area's shrinking industrial space.
Boeing foresees the land will accommodate light
industry and manufacturing as well as some retail
stores. All buildings west of Lakewood Boulevard
were shut down by 2001, leaving only the 717 and C17 production facilities and office buildings east of
the renowned street. By 2003 Boeing plans to have
the site ready for development, and completed as
early as 2007.
It's not easy for Douglas veterans to see the historic
Long Beach site shrink. For some, the changes are hard
to take. 'I look at it with some deal of nostalgia and
some sadness that the history of Douglas Commercial
transports is passing, ' says Joe Callaghan, a retired
Douglas engineer. 'It's a real challenge to many to look
at that and think about the activity that went on there.
That was a part of my life and blood, and it's going
to be gone.'
The first DC-9's tail cone and tailfin are added after the fuselage is joined with the wing, Boeing
Boeing
128
129
730
737
Worldwide Suppliers
Like other aircraft in the Boeing family, the 717 comes together with the help of
Company
Fuselage
Alenia
Location
Rome, Italy
AlliedSignal
Propulsion
Rolls-Royce
Dahlewitz, Germany
Interior
Ried, Austria
Flighr guidance
Honeywell
Wiring
Labinal
Empennage
Controls
Parker Hannifin
ShinMaywa lndustries
Tokyo, Japan
Electrical system
Hamilton Sundstrand
Wing
Wing
Boeing Canada
Toronto, Canada
Nose
Korean Aerospace
Landing gear
detail. Boeing
APU
Wing join
Nacelle
B. F. Goodrich
markings. Boeing
732
733
Today's Boeing 717s are painted in a building designed for earlier MD-80s. shown here. Properly polishing
each fuselage is vital prior to painting. Boeing
134
An MD-80 destined for American Airlines emerges from the paint hangar. Boeing
135
Covered with a protective coating, another MD-80 is ready for its first flight. Boeing
Long Beach-Seattle
Seattle-Anchorage
Anchorage-Nome
Nome-Petropavlovsk/Kamchatsky, Russia
Petropavlovsk/Kamchatsky-Osaka, Japan
Osaka-Guam
Guam-Port Moresby, Papua New Guinea
Port Moresby-Cairns, Australia
Cairns-Sydney
"-e.-
-' '"
I/~~~I x'
~1I.?!
~_":::'
;,.
A 717, in a special livery for Bangkok Air, emerges from the paint hangar. Michael Carter
136
'IJr
137
IN SERVICE
CHAPTER TEN
In Service
The entire aircraft family, from some of
the oldest DC-9-10s to brand-new 717s,
operates in the fleets of airlines the world
over. From the Americas to Australia, this
venerable aircraft line is among the most
common in the skies, transporting
millions of passengers on short hops and
medium-length flights to airports large
and small year after year.
OC-9
The DC-9 can be considered the longest
living jet-age aircraft, in terms of traffic,
takeoffs and passenger count. While some
aircraft still operating may be older there are many DC-3s still plugging away
- no aircraft can beat the DC-9 when it
comes to times flown and passengers
carried.
1.1
"""n, . . . ,
Delta Air Lines was the launch customer for the MD-88, the final version of the MD-80 series. Boeing
WiI
American Airlines is the largest operator of MD-80s, with more than 300 in service. Boeing
738
739
~. 5_...
IN SERVICE
IN SERVICE
~~Wllil __
w\l\lllil\
Typical Routes
All five variants of the DC-9 continue to
serve all kinds of routes of less than [,200
miles ([,900km), in large cities and small.
The majority of today's DC-9s are flown on
the lowest density short-haul route
networks of major and secondary
scheduled airlines, routes of between 290
and 750 nautical miles (470-J ,200 km).
The hundreds of DC-9s that are still flying
today are very different from the inside
than when they first debuted. New seating,
interiors, galleys and other amenities have
been added so that even after more than
thirty years of flying, a DC-9 today will
offer many of the benefits of newer aircraft.
Though largely replaced in Europe, DC9s fly a variety of routes in the Americas,
The Fokker F28. while similar to the DC-9. followed
the Douglas model into service. Jon Proctor
740
147
IN SERVICE
IN SERVICE
742
~r~~
The first Boeing 717 for TWA was delivered with a ribbon and bow across its fuselage. Jon Proctor
743
IN SERVICE
IN SERVICE
MD-80 Series
The MD-80 series built on the success of
the DC-9, operating similar or new routes
to take advantage of its greater range and
capacity. More than 1,180 MD-80s arc
still in service today with more than fifty
airlines, making it one of the most
common types currently in usc. In fact,
somewhere in the world an MD-80 type,
along with earlier DC-9s, takes off once
every fifteen seconds. Orten relegated to
unglamorous, bread-and-butter routes, the
aircraft is among the most overlooked
types simply because it is such a
workhorse.
SAS operated the MD-87 in addition to earlier versions of the DC-9 family. Michael Peliaton, Flying Images Worldwide
The MD-80 series, like the DC-9 before it, offers a rear ventral stairway. Jon Proctor
Air Canada was one of the first airlines to take delivery of the DC-9-30, seen here in the airline's old
colours. Michael Pellaton, Flying Images Worldwide
Spanair's MD-80 fleet is being phased out, replaced by the Airbus A320 family. Michael Peliaton, Flying Images Worldwide
:~
China Eastern operates a fleet of MD-80 series aircraft assembled in China. Raphael Sand, Flying Images Worldwide
744
745
IN SERVICE
IN SERVICE
J.
fi)
Iberia is another MD-87 operator in Europe. Michael Pellaton. Flying Images Worldwide
An Alaska Airlines MD-83 on final approach. The airline was the first to fly the MD-83 variant. Matt Cornell, Aero Pacific Images
l4ir'Tran
g
Midwest Express is replacing its DC-9-30s with 717s. Flying Images Worldwide Collection
~.R'~Bg
AirTran, the former ValuJet, is replacing its DC-9-30s with Boeing 717s. Flying Images Worldwide Collection
Impulse Airlines was the first airline in Australia to order the Boeing 717. The airline was acquired by Oantas and renamed Oantaslink for regional hops.
Japan Air System is among the few airlines operating MD-90s. Flying Images Worldwide Collection
146
147
IN SERVICE
IN SERVICE
- C>:: 'y;i:"~~F'~
.;e''''&w. --"
American Airlines briefly operated the MD-87 after taking over regional carrier Reno Air.
Flying Images Worldwide Collection
A Delta Air lines MD-88 on final approach at los Angeles. Aero Pacific Images
Il
has a scpmatc
prohlems
cnvirOntllClll,
hcad-up display.
in connection
with
noi~c
and
US carrier Allegiant Air operated this former SAS DC-9-20. Michael Carter, Aero Pacific Images
.. ..
R~ 1
Wli1Ul1
\.
/\
S'
IV
(;)
..
~'=...
I)
(
-=='-._-
148
TWA was among the largest MD-80 series operators when it was acquired by American Airlines in 2001, Michael Carter, Aero Pacific Images
149
IN SERVICE
IN SERVICE
~.
.<-~-,-
=- ---- -
IF
"
..
.jfijp~.".
" 'ii=
....
LtCst~1J
~ ,
~ ,
:1
Ii>
w,,,,,
"II'.l' , ,
-=::-=--=:---=
750
Mexico's AeroCalifornia was a DC-9-10 operator. Ralph Olsen, Flying Images Worldwide.
757
Typical Routes
Like the DC-9 before it, MD-80 series
aircraft fly a variety of short- to mediumra nge rou tes. I ts largest operator,
American Airlines, uses the aircraft to
link its hubs in Chicago and Dallas with
cities throughout the nation. The MD-80
line is the most common aircraft at
Dallas-Fort Worth, one of the world's
largest airports. Another large operator,
Delta Air Lines, uses its MD-88 models as
IN SERVICE
IN SERVICE
---=~
N942Dl
'""-
..
152
153
--_-..
~~>;!o':..
"''r'~_,
".-.,-
IN SERVICE
IN SERVICE
A Northwest Airlines DC-9-10 on rotation. The airline has but a handful of the original DC-9s in its fleet. Chris Coduto
deGH/
Spanair Link
"""""
U
8
'
A Bangkok Air 717 lifts off for a test flight from Long Beach. Michael Carter
754
755
..
-;.~
.. _II-'-
IN SERVICE
IN SERVICE
-':'.
156
TWA was the second customer for the 717. Michael Carter
The 717 prototype on final approach following another test flight. Michael Carter
757
IN SERVICE
---:=-.
-----. --- -
Hawaiian Airlines is using the 717 to replace its fleet of DC-9s. Michael Carter
IN SERVICE
Turkmenistan Airlines is the first airline in the former Soviet Union to order new Boeing aircraft. Michael Carter
~ Delta
."""."." ...... u""",.,., , ; , "
.mON
AirTran was the launch customer for the 717, which the airline says helps to reduce operating costs and improve efficiency. Michael Carter
158
A Delta Air lines MD-90 in the airlines newest colour scheme. Michael Carter
159
1-.
IN SERVICE
IN SERVICE
760
Saudi Arabian Airlines operates the largest fleet of MD-90s, and was the last airline to take delivery of the
type, in 2000. Michael Carter
767
IN SERVICE
--.
~ "S"'~\)\"~"'\':,\"'~~::>~
IN SERVICE
">
A China Northern MD-90 at Long Beach. Three of the type were assembled in China. Michael Carter
A Saudi MD-90 on final approach in Long Beach following a test flight. Michael Carter
MD-90
Boeing 717
With just 114 MD-90s produced, the M 090 is the rarest member of this aircraft
family that is no longer in production.
Launch customer Delta inaugurated MD90 service on 1 April 1995, five weeks
after delivery of the first aircraft, on the
Dallas-Newark route.
The highest number of MD-90
deliveries was thirty-four in 1998, while
just three were delivered in 2000, carried
over from production the year before.
MD-90s serve on many of the same routes
the MD-80 series flies. Because of its
excellent capabilities in high-altitude and
hot airports, Delta employs the MD-90
out of its hubs in both Salt Lake City and
Dallas, linking cities on the US west
coast. The type's largest customer, Saudi
Arabian Airlines, flies the MD-90 on
routes throughout the Middle East.
Several airlines in China, where two of
the aircraft were produced, operate MD90s on domestic and regional routes.
762
763
IN SERVICE
CHAPTER ELEVEN
Safety
VVbJ""Tran - ~.~ 8 , r.~.".".
N546AT
AirTran was the launch customer for the Boeing 717. Ralph Olsen, Flying Images Worldwide.
164
165
SAFETY
"'~
166
SAFETY
Aeromexico DC-9-30,
31 August 1986
A DC-9 was involved in one of the most
highly publicized mid-air collisions bringing to the forefront the growing
problems of too much air traffic over
densely populated areas and efforts to
improve air-traffic control systems.
Flight 498, an Aeromexico DC-9-30,
registered XA-JED, was on initial
approach into Los Angeles International
Airport on 31 August 1986, after a fl ight
from Tijuana, Mexico, when a private
propeller-plane struck the DC-9 on the
tail, causing both aircraft to rain down
in pieces onto Cerritos, California.
Sixty-four people on the DC-9, three on
the pri vate plane and fi fteen on the
ground died.
According
to
the
National
Transportation Safety Board, the probably
cause was:
... the limitations of the Air Traffic Control
system to rrovide collision rrotection, through
both
ATC
redundancy.
accident
rrocedure'
and
automated
Factors contrihuting
were
the
to
inadvertent
the
and
ensure
traffic
separation
under
the
167
THE COMPETITION
CHAPTER TWELVE
The CODlpetition
Boeing 71 7 Competition
Commercial
aviation
is
intensely
competitive. Nearly every aircraft model
contends with a similar version produced
by another manufacturer. In many cases a
new aircraft is built in response to not
only market needs but also competition.
Here is a brief look at this aircraft family's
primary competitors.
OC-9 Competition
The DC-9's main competitor initially was
the BAC 1-11. The British model entered
service prior to the DC-9, but Douglas was
more focused on making sure the DC-9
beat the Boeing 737-100 into service.
BAC 1-11
The British Aircraft Corporation OneEleven can trace its origins to the
proposed Hunting H.l07 jetliner project
of 1956. When Hunting was absorbed by
BAC in 1961, development continued
on an aircraft using a larger Rolls-Royce
Spey turbofan engine. British United
Airways placed a launch order for this
jet, the first intended for short-haul
routes, in May L96L, opting for ten
aircraft. The first model made its first
flight on 20 August 1963. The first
production BAC-I-Il-200 flew for the
first time on 19 December 1963.
Certification was awarded on 6 April
1965, the same day it entered service,
following a flight-test programme during
which one prototype crashed, killing the
crew. The cause was attributed to deep
stall from the rear engine and Ttail
Boeing 737-300
L09ft 7in (33.4m)
Range
155
2,880 miles (4,635km)
L48
2,913 miles (4,688km)
L50
3, L50 miles (5,069km)
October 1985
November 1984
March 1988
Length
Wingspan
Capacity (two-class)
Boeing 737-100
In 1965, Boeing announced its intention
to build a short-haul aircraft to compete
with the DC-9 and BAC l-L1. This
aircraft would use two JT8D engines
instead of the 72Ts three powerplants.
The 737 would use a 727 fuselage and tail
unit, amounting to 60 per cent
commonality between the two planes. Its
first flight was on 9 April 1967, entering
service with Lufthansa in February 1968.
Just thirty of the original 737-100 models
were built. The next ster, taken
immediately
after
the
original
announcement, was the development of a
higher-capacity model, the 737-200,
which would go on to become far more
popular.
Boeing 737-100
93ft (28.3m)
Range
90
1,265 miLes (2,036km)
89
875 miles (1,410km)
8 December 1965
6 April 1965
February 1968
Length
Wingspan
Capacity
DC-9-10
l04ft Sin (31.8m)
94ft (28.6m)
103
168
Airbus A320
MO-80jMO-90 Competition
The MD-80 family was initially seen as
not only an updated DC-9, but as a serious
contender to replace the Boeing 727. Ln
later years the M D-80 series' largest
competition in the 150- to L80-seat
market was the Boeing 737-300, a larger
version of the venerable jet with new
engines
and
technology.
Another
adversary was an all-new aircraft from
Europe's Airbus Industrie, the A320.
Airbus launched the ISO-seater in 1983,
but it didn't enter service until 1987, just
as the M D-80 fam ily had matured wi th the
MD-88. The A320's biggest advantage
ultimately was the use of newer, more fuel
efficient CFM56 or V2500 engines.
The 737-300, a larger capacity version
with CFM56 engines, was initiated in
1980.
Modifications
include wing
refinements and a fuselage stretch of 8ft
lOin (2.68m) over the Boeing 737-200.
The 737-300 helped the 737 family
become Boeing's best-selling airliner.
More than L,OOO of the -300 models were
bu iIt. Lt made its fi rst fl ight on 24 February
1984, and entered service in November of
that year with USAir.
The A320, the first single-aisle effort for
the Airbus consortium, offers commonality
wi th larger stablemates and a wide and
roomy passenger cabin. Major elements of
the aircraft, including the horizontal
stabilizer and tail fin, are manufactured
from composite materials. The A320, for
the first time in a commercial airliner,
featured side-stick controls, replacing
conventional control columns, and new
fly-by-wire technology to automatically
protect the aircraft from unsafe speeds,
Boeing 717
Avro R}lOO
Length
124ft
(36.4m)
lOlft 8in
(3lm)
928 Jet
101ft 6in
(30.9m)
ERJ 190
126ft 8in
(38.6m)
Wingspan
94ft 4in
(28.4m)
86ft
(26.2m)
94ft 3in
(28.8m)
94ft 2in
(28.7m)
(23.2m)
100
95
2,175 miles
(3,500km)
108
2,071 miles
86
1,723 miles
(2,645km)
1,714 miles
(2,742km)
(3,334km)
L998
2003
2005
2004
(2,774km)
2003
Capacity
Range
Service entry
106
1,647 miles
169
(36.3m)
76ft 2in
CHAPTER THIRTEEN
C-9A Nightingale
As the DC-9 was designed to operate into
airports with little infrastructure, the US
military saw the henefit of this model for
use::ls a versatile flying hospital.
Douglas engineers worked with military
planners to design the C-9A, an aircraft
based on the DC-9-30 airframe that
would be used to transport injured
servicemen and women. In 1967, the US
Air Force placed an order for twenty-one
-9A transports, giving them the name
770
isolated special-care section on the righthand forward side of the cabin, stations
for the flight nurse and medical
attendants, a refrigerator for storing
medicine, a medical sink and work area
on the left-hand forward side of the cabin,
and forward and aft galleys and lavatories.
The plane also has a special electrical
system to enable regular hospital medical
equipment, such as respirators and
incubators, to be used. The hospital-type
refinements were developed by Douglas
engineers in cooperation with Air Force
scientists and medical professionals.
The aisles between the outside of the
litter and the sidewall of the aircraft are
27in (69cm) wide, more than adequate for
a nurse to stand upright to care for
patients. This arrangement permits
twenty-seven litters in the main cabin
plus
three
in
the
special-care
ompartment. The two-row litter capacity
can be increased to forty in a four-rowhigh configuration. Air-conditioning,
oxygen, reading lights and nurse call
buttons are provided for each patient.
Seat tracks and litter-support attachment
fittings are permanently installed in the
aircraft.
Rapid
conversion
from
ambulatory to litter is possible in less than
one hour.
The special-care compartment provides
a sealed, completely ventilated area with
pressure and humidity control. To ensure
the patient has uncontaminated air, the
pressure can be maintained slightly above
cabin pressure. Outlet air in the
compartment is disinfected by an
ultraviolet lamp system that kills more
than 99 per cent of the micro-organisms
contained in the air. There is also storage
space for suppl ies and an attendant's seat,
so the entire flight can be made without
opening the compartment.
The nurse's station provides a desk and
cabinets for medical supplies, patient
records and other information; cabinets;
instruments to control cabin lights,
temperature and medical systems; a public
address system; and call lights that flash
whenever a patient signals for assistance.
The loading ramp and large door for
loading patients are hydraulically
operated. The door can be opened from
the inside or from the ramp. At 24ft
(7.3Im) long, the ramp folds up
automatically and is stowed just inside the
door during flight. It unfolds to slope
down to the ground for loading and
un load ing of patients in litters or
ADC-9-1D in cargo configuration for Purolator Courier. Ralph Olson, Flying Images Worldwide
Airborne Express employs dozens of converted DC-9s. this one a DC-9-3D. on its US network, Chris Coduta
ADC-9-3D freighter operated by Australia's IPEC Air Freight. Michael Sweeten, Flying Images Worldwide
777
P1LLOWI....TC.
AMBULATORY ARRANGEMENT
SPC'AL CARE AREA
WASTE CONTAINER
STORAGe COMPARTMENT
772
773
C-98 Skytrain II
The US Navy ami Marine Corps operated
twenty-four versions of the DC-9, using the
designation C-98 Skytrain II, as a logistics
The US Navy's C-9B is a convertible version of the DC-9-30 that can carry cargo as well as sailors. Boeing
This view inside the C-9A shows the aircraft's ability to carry stretcher patients as well as those who can use seats. Boeing
174
175
Sll8
UN\\.U
The rear stairway comes in handy when cargo is loaded in the front of the aircraft. Boeing
176
Cargo
Over the years, the DC-9 has also been a
dependable cargo aircraft. All DC-9
passenger aircraft can, of course, carry
cargo in the belly hold, with a volume of
177
Several DC-9s are used as private jets. Here is an example of a 1970s interior. Boeing
178
179
CHAPTER FOURTEEN
OC-9
Perhaps nothing in commercial aviation
has been more astounding than the
tenacity and longevity of the DC-9.
Aircraft older than thirty years are still
operated by major airlines around the
world. Even the younger and more
advanced Boeing 737-200 has not
remained as popular. Today, the DC-9 can
provide
operators
with
attractive
operating costs and the ability to comply
with current environmental regulations.
As stated, refurbished interiors and other
augmentations over the years have kept
DC-9s in good shape. But in the years
ahead, even the biggest proponents of the
DC-9 will have to start looking for
replacement aircraft.
The future of the hundreds of DC-9s
still in service in the twenty-first century
will be determined more by international
noise and emissions regulations than by
their ability to keep flying. Despite being
fitted with hush kits to bring them in
line with worldwide standards, the
aircraft's future is threatened in Europe
and other areas pushing for even stricter
limits on noise and emissions levels. For
instance, if hush kits are banned under
proposed Chapter 4 noise regulations,
hundreds of DC-9s would have to be
retired or would be restricted from being
sold to other operators. One idea has the
PW6000, a new-generation engine from
Pratt & Whitney, replacing original
JT8D engines to prolong the life of the
family.
There are still more than 500 DC-9s in
operation, ranging from twenty to thirtyfi ve or more years old. Dozens were retired
MO-80/MO-90
Though relatively new, early MD-80
family models are due for a major cockpit
upgrade to help airlines comply with
future air navigation requirements.
American Airlines, for instance, is
looking at upgrading its hefty MD-80
series fleet, possibly with 717 avionics.
Such a move, if economical, would both
enhance the life of this workhorse and
perhaps also stimulate additional 717
sales, as airlines look to acquire aircraft
with common flight decks. On the other
hand, any effort to prolong the Iives of the
MD-80 family would hurt Boeing's own
successful 737 Next Generation family.
Another idea to extend the life of the
MD-80 line is to possibly re-engine the
aircraft, replacing original JT8D-200
series engines with next-generation
engines such as the Pratt & Whitney
PW6000 or the BR 715, the same engi nc
that powers the 717. Such a step, if taken,
would enable MD-80s to keep operating
until at least 2020 and provide some
measure of commonality for airlines
Opposite: The DC-9 family's future is threatened by increased noise and emissions standards. Boeing
180
181
An MD-87 flies into the sunset, possibly for many years to come as a result of modernization programmes.
Aformer Midway Airlines DC-9-30 at a scrap yard. The original DC-9 family will increasingly come to this
result in the years ahead. Jim Jet Thompson
operating both MD-80 series aircraft ami
the 717. Re-engining MD-80s would
require extensive engineering tests since
the model was designed for a specific
engine type and weight, and other types
would likely either be too heavy for the
MD-80 or not powerful enough. While reengining is an expensive option, it will
more than likely be necessmy to equip the
family with hush kits once more stringent
international noise regulations take
effect. In the meantime, MD-80 operators
are modernizing older aircraft with
modular lavatories, Cround Positioning
Satellite (CPS) technology, enhanced
ground proximity warning and even inflight entertainment systems.
As MD-80s <Ire replaced, perhaps by
new 737s, their future turns to cargo work.
A proposed MD-82 Special Freighter is
one idea, as Boeing sees it as a potential
regional
freighter
in
Asia.
This
programme is not likely to proceed until
2004. While no offer has been made to
convert MD-80 series into cargo aircraft,
that is another possibi Iity to replace DC-9
freighters.
The future of this family derends a lot
Boeing 717
The future success of the 717 remains to
be seen. Boeing is confident that more
and more airlines, after seeing the 717's
performance, will commit to this aircraft
to both replace older aircraft, including
782
Boeing
183
APPENDIX I
APPENDIX II
Deliveries by Year
DC-9 {all series}
1965 - 5
1966 - 69
1967-152
1968 - 203
1969 - 121
1970 - 53
1971 - 45
197Z - 32
1973-29
1974 - 48
1975-42
1976 - 50
1977 - ZZ
1978 - ZZ
1979 - 39
1980 - 18
1981 - 16
1982 - 10
TOTAL: 976
Operators
MD-90
1995 - 14
1996 - 24
1997-26
1998 - 34
1999 - 13
2000 - 3
North America
TOTAL: 114
717
1999 - 12
2000 - 32
2001 - 49
TOTAL: 91
DC-9
MD-80
MD-90
Delta, American, Reno Air
717
Europe
SAS, Finnair, Alitalia, Swissair, British Midland,
THY, Iberia, Balair, KLM, Gennanair, Span tax ,
TAT, Baltic International, Unifly Express,
Cyprus Airways, THY, JAT, Italian Air Force,
Adria, Itavia, Aviaco, Hunair, Avioimpex,
Macedoni:m, Austrian, Onur Air, Safair
Middle East/Asia
DC-9
MD-90
Japan Air System, UNI Air, Saudi Arabian,
China Northern, China Eastern, Great China,
Pacific Airlines
717
Turkmenistan,
Airlines
Australia
SAS, KTHY, Heliopolis
717
Impulse Airlines, Qantas Link
717
Aerolineas Baleares, Olympic Aviation
Latin/South America
784
AMC
MD-90
Africa
MD-90
MD-80
DC-9
DC-9
jal11aica
MD-80
MD-80
MD-80
DC-9
Egyptair, Ghana Airways, ADC, Air Mali,
Bell view, Sun Air
785
ACCIDENTS
Date
_.IYPe
14Sep 1979
~9.30
APPENDIX III
7 Jan 1980
Accidents
DC-930
Operator
Reg. Number
Aero Transporti ltaliani I.ATJC
Alitalia
IDIKB
Ganlda Indone'ia
PK-CND
17 Mar 1980
DC-910
Texas International
N9103
19 Jun 1980
MD81
McDonnell Dougla,
NI002C
ITICI
-I----
Location
Sarmch, Ilaly
Fatalities Circumstance
31
Hit mountain during approach
C\ome
Banjarma,in,lndone;ia
Hard landing
81
Chihuahua, Mexico
30
18
Mt St Pietro, France
180
Montreal, Canada
Barqui,imeto, Venezuela
23
23
(test aircraft)
Type
DC-910
Operator
~eg. Number
We,t Coa,t Airline,
N9101
9 Mar 1967
DC-910
27 Dec 1968
DC-910
16 Mar 1969
!iC-9 30
VIASA
9 Sep 1969
DC-930
Allegheny Airline,
15Feh 1970
DC-9 30
Dominican,\
-f---
f-------
N1063T
I-
~74Z
YVCAVD
N988VJ
f-------
14 Nov 1970
DC-930
6June 1971
DC-9 30
C-9A
US Air Force
21 J'lI1 1972
DC-930
TIIY Turki,h
26 Jan 1972
DC-930
JAT Yug",lav
DC-930
DC-910
I--
N97S
~45
-
6722586
YUAI-IR
f-
DC-930
30 Jan 1973
DC-920
SAS
DC9-30
Iheria
EC-B!I
Aeromexico
XA-SOC
31 Jul 1973
I--
DC-930
27 Nov 1973
DC-9 30
N975NE
f--
N3323L
84
82
102
Dominican Repuhlic
DC-9 30
Ea>tern A ir Lines
N8967E
2)
USA
75
liard landing
27
homemade homh
I-
30
I---
I-lard landing
10
Colli,ion on takeoff
Oslo, Norway
La Trauche, France
~uerto
Vallana, Mexico
~)ston, Mas;.,
USA
68
27
Cra,hed on approach
89
- f-
DC-9 30
JAT
YU-AJN
Belgrade, Yugo;lavia
DC9-20
AVENSA
YVCAVM
Maturin, Venezuela
77
30 OCt 1975
!X~9 30
Adria
YUAJO
23June 1976
!~930
Allegheny Airlines
N994VJ
22 Dec 1974
2 Sept 1976
!~910
16 Nov 1976
DC-910
N8984E
Aeromexico
XASOF
Adria
YUAJR
Tex'l" International
N9104
- I-
Prague,
70
Czechmlovaki,~
Overran runW8Y
f--
Lo"
113
..
I--
Overran runway
DC-9-30
Southern Airway;
N1335U
-
26Jun 1978
DC930
Air Canada
63
CFTLV
Toronto, Celnad<=l
9 Feh 1979
DC930
-'oC-9.10
Alilalia
Ea;tern Air Lines
I-DIKQ
N8910E
108
0
MD-81
Adria
YU-ANA
2 Jun 1982
DC-9-30
Air Canada
II Mar 1983
DC-9-30
2Jun 1983
DC-9-30
7 Dec 1983
DC-930
Aviaco
_Madrid, Spain
42
II Jun 1984
DC-930
Garuda Indone;ia
PKCNE
Jakarta, Indonesia
Hard landing
30 Dec 1984
DC-930
Garuda Indonesia
PKCNI
Dcnpasar, Indonesia
Ovcrrclll runway
IC-FTLY
YV-67C
l-
Avensa
AirCanad'l
-i=-FTLU
EC-CCS
..j..C incinnati,
OH, USA
5 Feh 1985
DC-910
Airhorne Express
N926AX
6 Sept 1985
DC-910
Midwe't Expre
N 100ME
21 Feh 1986
DC-9-30 IusAir
N961 VJ
31
31 Aug 1986
~-9-30
XA-JEI!
25 Feh 1987
DC-9AO
SAS
SE-DAT
Trondheim, Norway
4 Apr 1987
DC930
Garuda II1donc~ia
PKCNQ
Mcdcln,
16 Aug 1987
MD82
Norrhwe>l Airline,
N312RC
15 Nov 1987
~)C-9'I~tinen(;l1Airline,
N626TX
iAeromexico
Jt
Indonc~ia
__,
I-
Hard landing
23
154
27 Dec 1987
DC930
N8948E
12Jun 198~
MD-81
N lOOK,
Posadas, Argentina
22
18Mar 1989
DC930RC Evergreen
N931 F
_
~
-----t!nternational Airlines
18 Feh 1990
DC930
IAviaco
ECBIQ
Mahon, Spain
14 Nov 1990
I.ATJA
Zurich, Switzer-land
46
DC-930
17 Feh 1991
~orthwestAiriine;
18 Feh 1991
5Marl991
DC930
DC-930
MD81
land
Alitalia
---tNTI 13L
+~~~5PC
Runway collbion
Aeropmtal
YV23C
La Pucrta, Vene11lpb
Aliralia
I-RmN
Wars::Jw, Poland
OY.KIIO
Coruma, Sweden
,2
--+-o
~3
o
o
~SAir
+~
N964VJ
~~:~::4X
Cranada, Spain
YV-03C
18 Apr 1993
DC-940
21 Jun 1993
DC-9-30
Garuda Indone,ia
~.CNT
19 Jul 1993
DC-9-30
Servivensa
YV613C
25 Oct 1993
MD-82
B28003
Kn()h~iung,
30 Mar 1992
Aviaco
2Aprl993
IAeropmtal
Venezuela
JA8448
MD82
13 Nov 1993
I MD82
21 Mar \994
IDC-930
Aviaco
B2141
0
0
EC-CLE
Urumqi, China
Vigo, Spain
787
Taiw::ln
Fuzhou, China
to crash-landing
~:ard landing
, Hard hmding
I)enpasar, Indonesia
Airline,
---1--;-;--
-lo-~llanding
-If!I
Ilanmnaki, Japan
Transport
26 Oct 1993
~ing
!ntercontinent,\1
Kuwait City
SAS
-I--
KAF320
de Aviacion
f-
786
I Dec 1981
23 Dec 1978
XADEO
- I--
warning on takeoff
4 Apr 1977
~.DEN
Aeromexico
27 Dec 1991
N/A
Vrohec, Yugmlavia
~eromexico
DC-9- 30
17 Dec 1991
0
0
- I--
75
Leon, Mexico
DC-9 30
!tavia
Airline;
de,eent
0
27Jul 1981
8 Nov 1981
3 Dec 1990riDC-9.10
overran runway
- I--
Czechoslovakia
Aden, Yemen
N/A
DC-930
f-------
23 Nov 1974
50
DC-910
US Virgin Island,
~unringtnn, W.Va.,
IISepl974
E'l,lern A ir Line,
takeoff
'OffSt. Croix,
27 Nov 1973
00
LN-RLM
f--
Adana, Turkey
NB05L
f--
Th10i;, USA
N8961 EE
25
0
California, USA
I--
20 Dec 1972
5Marl973
'TGJAC
YU-AHT
Egyptair
30 M"y 1972
t-
Ilughe, Airll'e't
16 Sep 1971
--
N935F
'I
Soullcrn
Air\Vay~ -
f-
111-177
Fatalities Circumstance
18
2truck mountain during de;cenr
Maracaibo, Vcnc:ucl,1
.C-
May 2, 1970
Location
Oregon, USA
27 Jun 1980
----+-:-o
__
ACCIDENTS
19 Oct 1996
12 Arr 1997
10 Oct 1997
15 Oct 1997
2 Fch 1998
~'v1D.88
-
8 Fch 1999
24 Feb 1999
15 Mar 1999
I Jun 1999
24 Aug 1999
9 SCI' 1999
9 Nov 1999
31 Jan 2000
14 J"" 1000
6 Oct 2000
I3 Nov 2000
10 May 2001
8 Oct 2001
7 May 2002
DC950
DC930
DC-9-30
DC-9 30
DC-930
MD88
MD82
MD-82
MD-90
DC930
DC930F
MD83
~M D-R!
DC-9- 30
DC-9- 50
MJ)-83
MD-87
MD82
N914DL
9GACM
LVWEG
XA.DEJ
RP1507
I--
Aerolllcxico
I-
ACfolinc(l'\ Argcntina~
Korean Air
Amcrican Airlinc,
Uni Air
Trans World Airline,
TAESA
Ala,ka Airline,
..
Acrolllcxico
Ghana Airways
Sranair
-SAS
China
Northcrn
Airline,
Circumstance
N16884N936ML -
0
0
I0
f-110
0
~inc flameollt
9GADY
ECFXI
SEDMA -
-I-
0
0
0
f---
~IO
n/k
..
Gcar,ur landing
Landing gcar collar'c on landing
Runway coll,'ion wirh corrorare jct
Crashed into occan afrcr rilm rcportcd firc
nn hoard
A
Airbus
A318 118,169
A319 180
A320 101,118,168,169
Air Canada 22,47,48,49, 142, 143, 167
AirTran 108, III, 112, 117,164
Alaska Airlines Flight 261 165-6
Alitalia 95,96
Allegheny 55
ALPA 90-1,93
American Airlines 23,95,99, 102, 113, 115
Austrian Airlines 47,55,71,94,99
B
BAC 1-11 6,19,21-2,24,25,47,49,93,168
BAE Avro RJ 100 169
Baltensweilcr, Armin 70,72, 148
Boeing 707 15,16,46,124
Boeing 717
717-100117
717 -200 I 17
Delivering new aircraft 137
Design and development 106
Design details 109
Efficiency 111
Entry into service 111
FI igh t deck 109
Firstflight 110
Future 182-3
Inservice 162
Moving production line 128-31
Original 717 116
Questioning 717 118
Rollout 110
Specifications 106
Boeing 727 23,67,71,72,85,105,124,161
Boeing 737 19,22,28,46,47,67,79,93, 105,107,118,168,
169
Bombardier CRJ900 169
Bonanza 47
BR 715 106, I 10, 125-6, 180
Brizendine, John 22,48, 72, 85, 151
188
Rcyno"l, Mcxico
Conakry, Guinea
Liverrool, England
.0ilan.Linale, Italy
D;llian, China
Index
f---- -
c2i--
MM62013
LVVIW
IlL 7570
N215AA
B17912
N993Z
XATKN
N963AS
B2138
Winlbhcar on landing
Caught firc aftcr runway ovcrrun
Cr;lshed with unrcliable altimcter
COl1linenr;J1 Alrlinc'
Fatalities
37
0
52
D
Delta Air Lines 22,47,48,99,102,138,141,151,162
Douglas
loudster 8
History 7-18
Merger with McDonnell 16
World Cruiser 8
Douglas, Donald Sr 7-8,46,47
Douglas, Donald Jr 46, 48
Douglas DC-I 9
Douglas DC-2 9-10, 14
Douglas DC-3 10, 14, 15,48, 101
Douglas DCA 15
Douglas DC-SIS
Douglas DC-6 15
Douglas DC-7 IS, 16
Douglas DC-8 6, 16, 19-21, 46, 48
Douglas DC-9
Air.conditioning 37
Auxiliary power unit 37,44
Avionics 30
Brakes 36
hronology 6
Cockpit 29
Cockpit design 25
Design decisions 22
Design studies 19
Engine location 23
Family at a glance 67
First flight 47,49
First revenue flight 138
Flightcontrol systems 30
Flight testing 50-1
Flying 142
Fuel capacity 36
Fuel system 34
Fuselage 28
Future 180
189
INDEX
INDEX
Hydraulics 31
lee-protection system 38
Improvements and upgrades 64,67
In service 138
Landing gear 36
Landing weight 26
Launch and production 45-51
Milestones 6J
Models that never flew 57
Openlting costs 26
Origins 19
Oxygen 37
Passenger cabin 33
Rollout 47
Specifications 20
Stairway 40
Stall 27
ta II testi ng 27
Systems and components 26
TimcLahlc 22
Typica I rou tes 141
Vertical tail 24, 25, 29
Wind-tunnel testing 27
Wing 27
DC-9-20 55
DC-9-30 52-3,69
DC-9-40 53,55,63
DC-9-50 55-63,69,72,74,95
Douglas DC-IO 7,16,95
DTI & 2 8
E
Eastern Ai rI ines 52
Em braer 190 169
F
Fairchild Dornier 728 & 928 169
Finnair 55, 96, 99
Fokker F-28 93
Fokker 100 182
H
Hawaiian Airlines 47,48,55,94, 108, 115, 164
]
JT8D 23,26,53,55,63,76,119-121,124
JT8D-200 68,69,70,72,76,84,121-4,180
KLM 47
Tupolev TU-134 22
TWA 9,21,101,113,115,160,163
790
v
ValuJet Flight 592 167
V2500 102, 104, 125
w
Wright Brothers 7, 51
s
Safety 165-7
SAS 55,96,99, 106
Schaufelc, Roger 19,21,22,23,24,25
Swissair 47,55,70,71,93,94,96,144,148,151
797