Dc 9 Aircraft - The Douglas DC-9 appeared as the latest in a wave of new short- and medium-haul aircraft as the jet airliner industry took off in the mid-1960s.
Featuring rear-mounted engines and a T-tail configuration, similar in design to contemporaries such as the Hawker Sidley HS.121 Trident, Sud Aviation SE.210 Caravelle, British Aircraft Corporation One-Eleven, Boeing appeared at the same time. 727 and Tupolev Tu-134.
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With such great competition, manufacturers sought to receive large orders from airlines from all over the world.
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Although the DC-9 was popular with long-haul carriers in the United States, a significant number of European airlines ordered it for their regional routes.
Alitalia's domestic subsidiary, Aeromediterranea, leased Douglas DC-9-32 aircraft from the parent company between 1981 and 1985, when it merged with ATI (see below).
The Italian national airline used the DC-9 extensively, starting with the first -30 examples in 1967 and flying them until 1996. It is known for its large fleet of McDonnell Douglas MD-80s.
A subsidiary of Alitalia, ATI flew 30 DC-9-32 aircraft between 1969 and 1994, when it merged with the national carrier. These aircraft flew a livery similar to Alitalia, although they were blue rather than green. The plane was used on domestic and tourist routes.
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The Austrian national carrier ordered Douglas DC-9-32s and -51s for its regional and European flights, flying them between 1971 and 1985. It also flew the larger MD-80 series, but eventually transitioned to the Airbus A320 family. 1990s.
Spanish charter airline Aviaco had a wild and varied fleet throughout its history before merging with Iberia in 1999. He flew the DC-9-30 (including two -33CF cargo planes) from 1978 until his end, 20. On the one hand.
The only airline in the UK to operate the DC-9 (some flew the McDonnell Douglas MD-80 series). British Midland was British Airways' main competitor on domestic and European routes and introduced its first DC-9-15 in 1978. He flew a total of 18 DC-9-14/-15 and -32 aircraft before his decommissioning in 1996.
Finnair used the DC-9-14, -15, -41 and -51 for a variety of tasks on both scheduled and tourist flights, from domestic to European routes. The first aircraft arrived in 1971, and the last -51 took off in 2003. Like many airlines, it also flew the MD-80 series.
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The Spanish national airline flew the DC-9 on domestic and European routes alongside its large Boeing 727 fleet from 1967 to 2001. One example is preserved near the terminal building of Madrid Barajas Airport, and the other is at Malaga Airport.
Inex-Adria, the predecessor of Adria Airways, was a Yugoslav (and later Slovenian) airline that operated the DC-9-30 and -50 and MD-80 series aircraft primarily on charter flights in the 1970s and 80s. He also introduced regular services.
The airline changed its name to Adria Airways in the late 1980s, and some DC-9s were retained for a short time before the Airbus A320 replaced them.
A private Italian airline that flew mostly domestic routes, the DC-9 became synonymous with the deadly Etavia plane crash. On June 27, 1980, Etavia Flight 870 crashed into the Tyrrhenian Sea, killing all 81 people on board. It has since become a fodder for conspiracy theorists for no definitive reason.
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The former Yugoslav national carrier and later the national airline of Serbia, Jat Airways introduced the DC-9-32 in 1969 and kept it as a significant part of its fleet until its replacement in 2005.
A longtime Douglas customer, KLM ordered the DC-9 in the early days. He flew the DC-9-10, -30 and -30C between 1966 and 1989, when he switched to the new Boeing 737.
Another Dutch carrier that used the DC-9 was Martinair. He flew four DC-9-30s in a combined cargo-passenger configuration, allowing the use of different aircraft.
After the breakup of Yugoslavia, MAT became the national carrier of Macedonia in 1994. It continued in service until 2009 and during that time operated three variants of the DC-9-30, among many other types.
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The DC-9-21 was designed specifically for the SAS. It could operate from shorter runways with better performance. SAS operated ten of these, along with approximately 50 larger model DC-9-41s and two DC-9-32 freighters. He was also the primary operator of the MD-80 series.
Spantax, one of the first charter and tour operator airlines in Spain, existed from 1959 to 1988. During this time he flew a number of interesting types of aircraft. Two of these are ex-Southern Airways DC-9-14s purchased in 1974 for use on domestic and short-haul European flights.
Swissire was the first DC-9 company, receiving its first samples in 1966. He flew five small DC-9-15s, 22 DC-9-32s, four DC-9-41s and 12 DC-9-51s. on routes throughout Europe from its hubs in Geneva and Zurich. They left the fleet by 1988, replaced by the Fokker 100 and MD-80 series.
As it was then known, it had a fleet of ten DC-9-30 aircraft from 1968 to 1994, which were replaced by modern types such as the Boeing 737. They were used in domestic, Middle Eastern and European service.
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Viva, or Vuelos Internacionales de Vacaciones, was a Spanish tourist airline that existed from 1988 to 1999, known for operating the Boeing 737-300. However, in the early days he flew three DC-9-30s on domestic routes.
The only DC-9s still known for passenger service are operated in Kenya by African Express Airways.
To learn more about the Douglas DC-9 and all other types and variants of airliners since the 1930s, get your copy of Flying Firsts today. Discover the first flights, stories, important facts and statistics about all these types of aircraft. The book is filled with color photographs of all the aircraft involved.
We use cookies to provide you with the best experience on our website. We hope you will be satisfied with your continued use of this site. The OK McDonnell Douglas DC-9-30 or Series 30 was originally designed to combat the Boeing 737 narrow-body aircraft. It has leading edge devices to reduce landing speed at high landing weights and full-scale leading edge slats to allow the aircraft to fly at high angles of attack and steep climb angles.
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The Douglas DC-9 is a narrow-body aircraft designed and manufactured by the Douglas Aircraft Company. In 1950, the company considered the possibility of producing a smaller medium-range aircraft to improve upon the DC-8.
On August 1, 1966, the DC-9-30 made its first flight. This was the first extended version of the DC-9 with a longer fuselage and wingtips.
The DC-9-30 aircraft is 36.36 meters long, 8.5 meters high and 3.35 meters in diameter. Its wheelbase is 16.22 meters. The Series 30 has a wingspan of 28.44 meters and has full nose rails for improved take-off and landing performance. The leading edge devices help reduce landing speed at high landing weights, and the full span of the slats reduces speed by about six knots, despite the extra weight of around 2,200kg.
The 30 series slots are lighter compared to the Kruger slotted flaps and the design connected to them is considered a more useful torque box than the Kruger connected. The wing chord from the front spar is increased by 6 percent, allowing for a 15 percent chord connection.
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The aircraft is designed for short and medium routes to cramped airports with short runways and little ground infrastructure. Built-in air stairs make boarding and disembarking easier.
The length of the DC-9-30 cabin is 22.79 meters, width - 3.12 meters, height - 2.05 meters. It can accommodate 127 passengers in a high-density configuration.
The Pratt & Whitney JT8D powers the Series 30. It is a low-bypass turbofan engine that features a twin-scoop design. Engines for -31, -32, -33 and -34: JT8D-7 and JT8D-9 with 14,500 lbf thrust or JT8D-11 with 15,000 lbf thrust. It has a maximum take-off weight of 48,988 kg and a maximum landing weight of 44,906 kg.
The 30 series can fly up to 35,000 feet. With a range of 1,500 nautical miles, it has a maximum payload of 13,674 kg and a fuel tank capacity of 3,679 US gallons. It has a maximum cruising speed of 485 knots and a climb rate of 2,000 feet per minute.
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The DC-9-31 was the first subtype built in a passenger version. On December 19, 1966, it was certified with a maximum take-off weight of 49,000 kg.
The DC-9-32 was certified on March 1, 1967 with a maximum take-off weight of 50,000 kg. Cargo versions such as the 32LWF (light cargo), 32CF (convertible cargo) and 32AF (all cargo) were produced.
The DC-9-33 was certified on April 15, 1968 with a maximum take-off weight of 52,000 kg. This sub-variant is for passenger/cargo or cargo transportation.
The DC-9-34 is the maximum end variant of the auxiliary device
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