Country of origin:

United States of America

Description:

Short-to-medium haul commercial transport

Power Plant:

(DC-9-30)

Two 14,000 lbst Pratt & Whitney J78D-7 turbofans

Specifications:

History:

In April 1963 the Douglas Aircraft Company proceeded with the design and development of a new airliner known as the Douglas Model 2086, at that time having no firm orders. The new design was originally to seat 63 passengers, have a gross weight of 31,298 kg (69,000 lb) but, following market surveys and engine developments, the new design became larger and was identified as the DC-9. First orders came from Delta Airlines. The prototype DC-9-14 N9DC (c/n 45695) flew for the first time at Long Beach, California on 25 February 1965 and was joined by four more aircraft during the following months to complete the test fleet.

As with other Douglas aircraft, development proceeded to a number of models, the first variant being the Series 10 Model 11 with 12,260 lbst Pratt & Whitney JT8D-5 turbofans, seating 80 passengers, and having a max take-off weight of 34,927 kg (77,000 lb). The Series 10 Model 15, which followed had Pratt & Whitney 14,000 lbst JT8D-1 engines and a weight of 41,142 kg (90,700 lb). The next significant development was the Series 30 with the wingspan increased by 1.22 m (4 ft) and the fuselage increased by 4.57 m (15 ft), seating 115.

A number of power plants were available, including the 14,000 lbst Pratt & Whitney JT8D-1 on the DC-9-31, with a weight of 44,453 kg (98,000 lb) to the 16,000 lbst Pratt & Whitney JT8D-17 on the DC-9-34 with a gross weight of 54,886 kg (121,000 lb).

The first DC-9-30 flew on 1 August 1966 and was one of the best selling models, with more than 600 examples delivered of the 976 DC-9s built.

Other variants included the Series 20, which had the Series 10 fuselage with the Series 30 wing and the Series 40, which first flew on 28 November 1967 with the fuselage lengthened to 38.3 m (125 ft 7 in) and accommodation for 125 passengers. The Series 50 first flew on 17 December 1974 and had the Series 30 wing but the fuselage lengthened to 40.75 m (133 ft 7 in), carrying 139 passengers, and having a max take-off weight of 54,886 kg (121,000 lb). The final development of the DC-9 was the Super 80 series with a wingspan of 32.88 m (107 ft), a length of 45 m (147 ft 10 in) and powered by 18,000 lbst Pratt & Whitney JT8D-209 engines, this model seating 172.

The series was also purchased by the US military services, becoming known as the C-9A Nightingale when operated in the aeromedical evacuation role with the United States Air Force (USAF); and as the C-9B Skytrain II with the United States Navy (USN) and United States Marin e Corps (USMC) when used for military logistics. These were variants of the DC-9-32F Convertible Freighter. Some were also built as VC-9Cs for VIP transport. Later the series was developed into the MD-90 series.

Some 26 DC-9s have been registered in Australia, being operated by the two major internal airlines at the time, Trans Australia Airlines (TAA) and Ansett Airlines. The first TAA aircraft was received in April 1967 and some 12 examples served with TAA, being registered VH-TJJ to VH-TJU. Ansett Airlines also received 12 examples, the first being received in March 1967, which were registered VH-CZA to VH-CZL. For some years the Douglas DC-9s, along with the Boeing 727s, were the mainstay of the fleets of the two major internal airlines.

During 1981 Ansett commenced the replacement of the DC-9 fleet as Boeing 737s were received, the final Ansett DC-9 commercial flight being made by VH-CZA on 17 June 1982 from Launceston, TAS to Melbourne, VIC. The TAA (later Australian Airlines) aircraft continued in service until the 1980s, receiving a passenger cabin upgrade which involved the installation of new Airbus type seats with more leg room, new decor, enclosed overhead lockers and an improved dual automatic pressurisation system. A new engine synchronisation system was also installed. However, they only remained in service for a couple more years when they were replaced by new Boeing 737-200s and 737-300s.

Australian DC-9s have included: Ansett Airlines – VH-CZA (c/n 47003) sold in July 1982 as N162390 and ending up with the US Navy; VH-CZB (c/n 47004) sold in September 1982 as N162391 to Airborne Express (USA); VH-CZC (c/n 47005) sold in August 1982 as N937ML to Midway Airlines; VH-CZD (c/n 47065) sold in September 1982 as N534MO as a freighter with Airborne Express; VH-CZE (c/n 47202) sold as N931ML to Midway Airlines in the USA; VH-CZF (c/n 47325) sold in September 1982 as a freighter to Airborne Express; VH-CZG (c/n 47501) sold in May 1982 as N936ML to Midway Airlines; VH-CZH (c/n 47526) sold in February 1982 as N934ML to Midway Airlines; VH-CZI (c/n 47527) sold in September 1981 as N930ML to MidwayAirlines; VH-CZJ (c/n 47547) sold in November 1981 to Midway Airlines; VH-CZK (c/n 47548) sold in November 1981 as N933ML to Midway Airlines; and VH-CZL (c/n 47549) sold in March 1982 as N935ML to Midway Airlines.

Trans Australia Airlines VH-TJJ (c/n 47007 – ‘Hamilton Hume’) sold in January 1987 as N938ML to Midway Airlines; VH-TJK (c/n 47008 – ‘Douglas Mawson’) sold in January 1983 as N908AX as a freighter to Airborne Express; VH-TJL (c/n 47009 – ‘Angus McMillan’) repainted in Coral Islander colours in August 1979, sold in October 1986 as N938AX to Airborne Express; VH-TJM (c/n 470 ‘Paul Strzelecki’) sold in June 1982 as N907AX to Airborne Express; VH-TJO (c/n 47326 – ‘William Wentworth’) sold in October 1986 as N928ML to Midway Airlines; VH-TJP (c/n 47418 – ‘Charles Kingsford Smith’) sold to Australian Aircraft sales. endin g up in the United States as N741L; VH-TJQ (c/n 47419 – ‘John Flynn’) sold as N929ML to Midway Airlines; VH-TJR (c/n 47528 – ‘George Bass’) sold in July 1989 as N941AX to Airborne Express; VH-TJS (c/n 47550 – ‘Peter Warburton’, later ‘Douglas Mawson’) sold in September 1989 as N9454AX to Airborne Express; VH-TJT (c/n 4751 – ‘Joseph Hawdon’) sold in October 1989 as N945AX to Airborne Express; and VH-TJU (c/n 47552 – ‘John Roe’) sold in November 1989 as N942AX to Airborne Express.

In addition, two DC-9-33Fs were owned by Mayne Nickless and operated in IPEC colours by Independent Air Freight. These were VH-IPC (c/n 47193 – ex-N941F – ‘Spirit of Enterprise’) and VH-IPF (c/n 47408 – ex N936F, YU-AJP – ‘Spirit of Endeavour’), the first being received in July 1982, and they operating as freighters based at Essendon, VIC and wbeing sold to Evergreen International in the United States in February 1999. VH-IPC on 8 February 1999 operated what was probably the last Douglas DC-9 service in Australia, flying from Melbourne to Launceston and Hobart in  Tasmania and back to Melbourne.