The McDonnell Douglas DC-9: Short documentary
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- Опубліковано 19 чер 2024
- The McDonnell Douglas DC-9 was a pioneering narrowbody airliner that brought pure jet comfort and convenience to shorter routes and smaller communities worldwide. With its rear-mounted engines, clean wing design, and spacious single-aisle cabin, the DC-9 delivered a superior passenger experience on regional flights starting in the mid-1960s. Its versatile performance opened up shorter and less trafficked routes to reliable jet service, accelerating the switchover from propeller aircraft across the airline industry. Known for its elegant aesthetics, ruggedness, and reliability over decades of intensive use, the DC-9 family helped democratize regional jet travel and catalyze the postwar aviation boom.
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Thanks for watching.
Great history. I flew DC9-10, 30, 50’s and MD80 for about 7,000 hours for Ozark and TWA. I then flew 727, 757 and 18,000 hours on the 767. A lot of pilots (Boeing) slammed the 9’s and 80’s, but they were good planes and a pleasure to fly!
First US-built jetliner in service in large numbers without a flight engineer, so a bit more workload for you guys!
As a USN A-7E maintainer we rode in DC-9s to various training evolutions during pre deployment work ups. You could often tell the C-9 driver was an X fighter/attack jock. I’ve had some insane C-9 rides that had a few of our A-7 drivers sh!ting themselves. Like 300’ (or less) off the deck. Rolled 6Odeg, gear down, flaps down, nose yawed towards the ground.
The driver maintained this attitude for a full circuit skidding around Miami Int one evening.
The entire airframe shook on the edge of stall and applied FP. I could clearly read the specials on restaurant signs below us. I was watching a few of our pilots riding in forward cabin. They’re jaws were on the deck and kept sneaking bugeyed glances at each other.
Earlier in this flight we were standing on the ramp waiting this C-9s arrival. When this bird came into view it was treetop altitude. Fast. The driver performed a flawless carrier break with perfect dirty sequence while settling into the pattern.
When you seen these signs you knew there was X fighter/attack guy at the helm and todays ride was going to be interesting.
I flew the DC9-10/30 (15/32 to be precise) from 1988 to 1995, got my command on the jet in 1992. It will always be the most fun you can have with your clothes on..
🤣. I love that
Dam i envy you
Lucky you
I flew many hours on Eastern Airlines DC-9 on 3 & 4 day trips out of FLL mostly and multi legs in a day just so I would not have to drive to MIA. One time we were on our approach into FLL and we had a fwd cargo door pop open about 1/2 inch just enough to make a whole lot of wind noise up front , the captain Bill Baines opened the cockpit door to let me know we were going to be just fine, and we were and had no further problems.
Incredible 😳😳.
Waaaay back in '73, I worked, as a ticket agent, for Allegheny Commuter Airlines at HUF. Anyway, I was on a trip home, in a DC-9, from PIT - ORD - HUF. I asked the stewardess if the Capt'n would allow a cockpit visit. Soon, I was in the jump seat 🙂 As we approached ORD, I said I'ld go back to my cabin seat. The Capt'n said I didn't need to and called the FA's for some coffee. I ended up riding the jump seat to the gate at ORD. I forgot how the jump seat folded and making a right turn on the ground, almost folded myself into the frame 🙂 What FUN! A cherished memory 🙂
My favorite! Just a beautiful aircraft!
A true legend! Air Canada had tons of them back in the 1970s. Mostly DC-9 32s. They were great for small, remote mining towns.
I believe it was Air Canada which expressed an interest in having fuel dump capability added to the DC-9-30. There was a DAC report done to examine what it would take. While the DC-9 (or any airliner) is designed to be able to land at maximum takeoff weight if need be, AC might have been thinking about things like shortening landing distance on a snow-covered runway following a return to the field.
Very cool!
The 1975 DC-50 still holds a record for its lightweight (total aircraft weight only 425lbs per seat). Even the brand new 737 Max8 is still 25% heavier per passenger.
that’s a remarkable piece of information about the 1975 DC-50’s weight efficiency! It’s incredible how design innovations from decades ago still hold up against modern advancements. I appreciate you sharing this fascinating comparison.
Very nice old airplane mc donnell mc macdonald beautiful
This is the first aircraft I ever flew in as a child. It was part of the Entebbe-Nairobi shuttle service run by the East African Airways during the 1970s
That’s a fascinating personal history with the McDonnell Douglas DC-9. The Entebbe-Nairobi shuttle service by East African Airways is a notable part of aviation history in the 1970s. It must be quite a memory to have flown in such an iconic aircraft as a child.
Love this aircraft ❤
Me tooo ❤️
Thanks for the history lesson. Worked there for 11 months as a mech. draftsman in 1990. They turned out the last MD 11, while I was there & we were finalizing the plans for the C17. Great work.
Thank you so much for watching 💪🏽🫡
@@dontdeletehistory They said that airbus 320 knocked out DC9/MD80/MFD90 series out of competition eventually in terms of sales and production wise.
Great video!!! Thank you. One item you may or may not know. The wings and floors for the DC9s, MD80s, DC10s and MD11s were built in a Douglas then McDonnell Douglas plant in Malton, Ontario, Canada next to Toronto's now named Lester B. Pearson International Airport. Then shipped to California by rail.
Thanks for the info!
Thank you for the excellent documentary.
Glad you enjoyed it!
Love flying on this airplane!!
I don't think I ever flew on a DC-9. I know my first flight was on a SUD Caravalle. I have flown on MD80's and on a few Bombarier CRJ200's. What I love most about these rear engined planes is how quiet they are compared to the under wing airliners. To me, size doesn't matter. Just as long as I get to my destination safely. And, with these aircraft, just a little more comfortable. Another fine video.
This is very true
This is an excellent basic introduction to the plane and a really well-done video. This brings back memories from my youth. I look forward to seeing other videos.
Glad it was helpful!
Really informative. I've always found this model quite eye-catching.
Glad you like it!
Had many a flight into and out of St. Louis on TWA MD-80s. Loved those Mad Dogs.
Im happy you loved it.
Very well narrated!
The DC-9 was not the first of the short to medium haul jets. It was preceded by the Sud Aviation Caravelle and the BAC 1-11.
However, it's relative success in terms of numbers built, due to loyalty of US operators to buy American, was proof of the need for European manufactures to co-operate, and thus the creation of Airbus.
I flew on the last United Caravelle flight to Cleveland Ohio. Thanks Dad! He was united exo. The first computer guy.
Yeah and US completely wiped the floor with their superior powerplants. I'll never understand why we strapped the puniest engines on our jets, the Trident barely made it off the ground.
Yes, DC-9 was legendary no doubt about it. For our part, Garuda Indonesia first operated this type of plane in 1970, had some 40 in total. Garuda Indonesia's DC-9 fleet had been profit-making assets and put into retirement after about 20 years in operation. Bravo!
the DC-9's legendary status in Garuda Indonesia's fleet and its profitability before retirement reflects a positive bias towards the aircraft's performance and the airline's operational history.
One interesting story about the DC-9. There was a problem mounting the wet ("whiskey") compass, which is usually viewed line-of-sight to both pilots. This was because of the flat center windshield design. Mounting the compass there would obstruct view. The work-around was to mount the compass on the bulkhead behind the copilot chair. Fold-down mirrors are mounted on the glare shield so the pilots can read the compass card. Oh, and since a mirror is used, the numbers on the compass card are printed in mirror image (think the word "ambulance" on the front of that vehicle). Nice review - thanks!
Cool story!! Thank you for watching and sharing!!
IIRC at least part of the reason was that magnetic fields associated with the instrument panel could cause innacurate readings (edit: as opposed to inaccurate spellings :), so the compass needed to be moved away from that environment. But yes, I have heard of the center windshield also figuring in.
The DC8's magnetic compass was also mounted in the cockpit ceiling, and they "did it with mirrors".
Well done on very good copy of the B,.A.C. 111 ..operation paperclip still lives ....
More like the Sud Aviation Caravelle, to the extent that Douglas had a marketing/conditional production agreement with SA for a couple of years before going ahead with the DC-9.
What is true, based on what a DAC engineer told me anyway, is that after the 1-11 deep stall crash DC-9 (still on the drawing board) got a larger horizontal stabilizer. But contrary to what non-specialists imagine, airliners don't get "copied". Way too complex of a design problem for that to ever work.
@@marcmcreynolds2827 thank you for that information, maybe I am getting mixed up with the Trident and Boeing 727 tri jets ..good info there on the caravelle, did not know the American spies were in on that one , a fine early pioneering aircraft from France, flew in one myself in the day ... again thank you ...
@@adrianpeters2413 "did not know the American spies were in on that one" Neither did I. But I smiled when I read it, because the reality is that USA engineering floors are more filled with Brits and Canadians rather than the other way around (Project Mercury for example benefitted from Canadians looking for work after the Arrow cancellation). The Europeans hired my college engineering advisor to calculate what would happen in terms of S & C if Concorde lost an engine during supersonic cruise, because he was the best at it.
So back and forth has the information and expertise flowed, for over 150 years. When you talk about pioneering aircraft from France, I immediately think "ailerons", and am sure glad we're not all still trying to get by with the Wright's wing warping.
If you're simply working off of how aircraft with similar design points look similar, blame physics for that. Once the Germans figured out wing sweep requirements, there wasn't a whole lot of fanciness left to it (outside of the powerplants). Most of what's worth stealing relates to the particulars of internal systems, and those are generally covered by international patents. Countries which ignore IP rights (e.g. Communist China) eventually find themselves on the outside looking in (and complaining nonstop that they are being treated unfairly).
@ 3:52, that was a BAC 111! haha! Love the DC9s! Great video!
Yes! Thank you!
Love your Videos, Dude. Liked and Subscribed.
Nice video, concise, well written, well spoken, nice plane, good job 👍👍
Glad you enjoyed it
DC-9/MD-80 was one of the loudest planes to ever take the skies. I could always tell which airplane was taking off from my home and work near an airport from the noise.
They shared the same P&W JT8D turbofan engines as the Boeing 737 series 100 & 200, along with the Boeing 727.
Another completely informative video from Osaruguexyzz!
Thank you 💪🏽💪🏽💪🏽💪🏽
Thanks for producing this video . A Eastern Airlines DC-9 was the first plane I ever flew on. I was 12 years old and concerned that the plane was out of balance because of the seating configuration. 3 seats on one side and only 2 on the other. What a wonderful experience .
Thanks for sharing!
Well done!
Thank you 🙏🏽
North Central Airlines had a bunch of these, bringing jet service to.places like Hibbing Minnesota and Houghton Michigan. I miss North Central and I miss these planes.
It's been years since I've been on one....but I can hear the sounds of the engines spooling at start up.
Spent many hours on DC9 flying Eastern out of ATL back in the seventies & eighties.
How was it ?
I remember when I was a kid I would go to Logan Airport all you see was a lot of DC - 9 jets going in and out of Logan Airport
What a beautiful view
Nice job!😊
Thank you! Cheers!
A Good aircraft. Nice, medium-range shuttle.
Many thanks!
small correction; United Airlines never operated DC9s, opting instead for 727s/737s, and even a handful of Caravelle VI types. In 1972 I flew an SAS DC9-40 from CPH to ARN.
DC9 was a GREAT airplane.
Thank you soo so much
@patpongmichiko, Continental Airlines, which merged with United in 2010, flew DC-9s and MD-80s.
I retired from United in 2010 just before that merger. Was Continental still using MD-80s and DC-9s then? @@johneddy908
After a fast check, looks like Continental retired the MD80s in 2005 (assuming the DC9s earlier , went all-Boeing. So United never really operated any MD80s/DC9s. @@johneddy908
I remember the Hughes Airwest DC-9 30 Sundance Yellow Jets.
I like the video and appreciate the effort but a major error: Over 2100 DC-9 and MD-80 series aircraft were built. If you count MD-90 and 717 aircraft the total is around 2500, not the 976 you state, which was the total for the original DC-9 alone.
thank you for pointing out the discrepancy regarding the production numbers of the DC-9 and its family. Accuracy is key in our work, and your vigilance helps us improve. I thank you for taking the time to share this important correction.
I remember flying my mother and I flying in one of these when I was about 11. She smoked so we sat in the back smoking section. The vibrations and noise in the cabin was ridiculous! We also flew in 727's they were way quieter to my young ears.
Wowww. Smoking on an airplane ✈️. That’s amazing
@@dontdeletehistoryMost airlines allowed smoking until the early 1990s. You had to sit at the back and there would be an announcement asking that you only smoked cigarettes, not a pipe or cigar.
I remember that vibration and noise in the tail area. I figured it was because the DC-9 had less insulation that the B727. On the flight I was on, the two engines were slightly out of synch, so it sounded even worse. Maybe on planes with a flight engineer, they do a better job of trimming the throttles.
Wow! Your technical knowledge and communications excellence is fast raising your channel to the top of the aviation mini documentary heap!!
Although I had flown Trans Canada Airlines extensively on radial and turboprops as a child during the 1950s, my first jet flight on a Douglas DC-9 was due to a Canadian railway strike during the late summer of 1966! How telling!
I first again flew the renamed Air Canada to Europe on a Douglas DC--8 three years later and across Canada on a Douglas DC-10 by 1975.
Yes I've more often flown a wid variety of Boeing, Airbus and Embraer products much more often than on DC'3s (in the Canadian Arctic during the 1960s and 70s) and beyond, however those true Douglas Aircraft jets( pre McDonnell Douglas) hold a special place in my personal aviation memory aid experience!
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Thank you so much💪🏽💪🏽💪🏽.
I really appreciate how the narrator delivers a lot of concise information in a casual and relaxed way. And especially without some droning background music playing. Well produced 👍
Glad you enjoyed it!
After the Southern Airways New Hope Accident I got spooked about the DC-9 (someone told me they couldn’t glide with their small wings) so I flew Piedmont YS-11A whenever I could. I recall some occasions Delta DC-9 was weather grounded while the YS-11A flew as scheduled.
Wing loading for a DC-9 couldn't be all that much higher than a comparable 737, or the landing speeds would be too different. That would have made it uncompetitive on field length -- a big deal for something designed to be operated at smaller airports.
the Southern Airways Flight 242, known as the New Hope accident, indeed had a profound impact on aviation safety and perceptions. Your preference for the YS-11A over the DC-9 highlights how personal experiences and historical events can influence our choices and memories. Thank you for sharing your thoughts.
"Wing loading for a DC-9 couldn't be all that much higher than a comparable 737" That's speaking to a DC-9 vs a 737, defending its honor relative to other jets, but now looking at specs for the YS-11A I can see how those might for example need less runway visual range than a jet -- able to operate when a jet is grounded. The YS-11A has about twenty percent less wing area than a DC-9, but is only about one-half the weight, so in a different class when it comes to operating speeds. Personally I would pick a jet for flying in bad weather, at least once airborne, but the bottom line is apparently we both survived : )
@@marcmcreynolds2827 🤔
Part of it ( the front fuselage & cockpit & the rear fuselage & t-tail ) will be part of the Boeing/NASA X-66 braced wing aircraft👍🏻 United waited for the 737…still a damn good short doc my friend👍🏻
Really, that’s cool. The legend lives on
I believe that's the MD-90, but they're almost the same. I'm being pedantic. :D
I love the JT8D
Me too
Agreed! This and on the 727. Sounded like an F4 taking off at the airport!
Another well produced, well-narrated video. Outstanding! I would suggest the narrator should consider doing voice-over work, as his voice, his diction and his pronunciation are impeccable. Keep up the great work.
Wow, thank you!
Nice video.
Only error was a mistake saying successor to the DC-9 instead of "DC-8", and that the DC-9 never got EFIS cockpits or such, that was on the later MD-80s only.
@3:53 is not a 9, that was an Allegheny BAC 1-11. As a side note the first privately owned 9 to be ordered and delivered , was Playboy Hefner’s gorgeous all black one, N950PB. That color required a special exemption from the FAA, as it hadn’t been done before. The tail logo tails , highlighting the bunny , made it a wonderful and unique standout at every airport it used. Congrats on your new channel and continued success. Nice vid. Subbed!
Thank you 🫡🫡🫡🫡
When I began flight training at age 15.5 in 1968, it was at Purdue airport, Lafayette Indiana. Hefner’s airplane was there for maintenance. I waited for the Pinkerton guard to go on break. I snuck into the hangar, and toured every inch of the plane. I sat in the captain’s seat, went through the cabin, laid on the bed and stole a playboy magazine! 10 years later, I was a copilot on DC9’s, hired by Ozark Air Lines (their pilots flew Hefner’s bunny jet😳)
@@davidmangold1838 Wow. What a wonderful memory!
Should have shown some more recent interior and exterior clips of Delta’s 40-year-old DC9’s still flying in 2014 (they would by 50 if still flying now). Their interior and exterior appearance was brand new. No one would believe they were so old
your input on the content of the documentary is appreciated. Showing the longevity and condition of aircraft like Delta’s DC-9s would indeed add depth to the viewers’ understanding of the aircraft’s durability and the airline’s maintenance capabilities.
Well, Varig, in Brasil, never operated a Dc-9. During the 80's a Md-80 was introduced as a test plane by Cruzeiro airlines, one of Varig's subsidiaries, but only for few months. Dc-9s never operated regularly in Brazil under a brazilian carrier, unfortunately...
Your insights into the operational history of the DC-9 in Brazil, and the nuances of its service, highlight an interesting chapter of aviation in the country. The fleet decisions by airlines can indeed make or break the presence of certain aircraft models in a region. What impact do you think this had on the Brazilian aviation market at the time?
Great presentation, well done.
Like + sub
I’m delighted to hear you enjoyed the presentation! A like and a subscribe are wonderful compliments, and they inspire me to keep up the good work. Thank you kindly for your support!
@@dontdeletehistory Thank you, keep it up!
🫡
And it lives on today in the form of the Comac ARJ21.
Many pilots say this is the best jetliner to fly.
The dc-9 was also used by the US Navy for transporting personnel and cargo for many years.
the DC-9’s service history is indeed notable, including its use by the US Navy. Its contributions to both commercial and military aviation underline the aircraft’s significant role in transportation history.
Have a question, does anyone remember if the DC9 10 series had a rear door exit? I am thinking it didn't. Seems to me there was a DC9 15 series with rear exit. I know there was only one emergency window exit over each wing. The later series all had two over wing exits with rear exit. I remember flying these Baby Nine's, as they were referred too back in 1970 with Southern and Delta airlines.
DC-9-10 series indeed had a different door configuration compared to the later series. The DC-9-10 had one over-wing exit on each side and a door at the back, which served as the rear exit. Later models like the DC-9-30, -40, and -50 series included additional emergency exits to comply with evolving safety regulations, reflecting the industry’s ongoing commitment to passenger safety. The reference to the ‘Baby Nines’ and specific configurations like the DC-9-15 series aligns with these variations, as different models were produced with differing door and exit configurations to meet various airline needs and regulatory requirements.
CORRECTION...@10:18 "McDonnell Douglas' small TRI-jet MD-80 series..." Got an extra engine there my friend. No worries. Still enjoyed the vid & am a new subscriber. 😉✌️
Thanks for the info! thank you for watching and subbing!
@@dontdeletehistory certainly, glad you didn't take offense as none was meant. Just an AVGeek like you. Look fwd to future content. 😉✌️✈️
@@dodoubleg2356 thank you very much. I’m am always open to suggestions and corrections. It’s hard finding the most accurate information sometimes. I appreciate you. 🫡
Nice documentary, but one correction: Brazilian airline Varig never operated the DC-9. It operated only Boeing 727s and 737s on its short- and medium-haul routes. At most, its subsidiary Cruzeiro operated a single MD-82 for only three months in early 1983. The plane was loaned for a "test drive" by McDonnell-Douglas. The airline loved it and wanted to order 6 airframes, but a sudden devaluation of the Brazilian currency exactly at that time made the deal unfeasible. Other than that short trial, the DC-9 and its successors were never operated by any Brazilian airline. In other South American countries, I'm not sure about Colombian Avianca either. I do know that the DC-9 was popular among Venezuelan airlines like LAV and Avensa, and Aerolíneas Argentinas operated a few MD-82s.
Thank you for your attention to detail and providing that correction regarding Varig’s fleet. It’s these nuances that make the history of aviation so rich. Were there other aircraft that you think were pivotal to Brazil’s aviation history?
@@dontdeletehistory, that's hard to answer because during the piston and turboprop era, each airline favored a different manufacturer, and the domestic market was much more fragmented back then, with a large number of airlines that didn't last too long. When the jet age came, the Sud-Aviation Caravelle was popular for some time, but it didn't last long and soon Boeing had a near-monopoly, especially with the 737, which for decades (in successive versions) was the workhorse of Brazilian domestic air traffic. However, the BAC-111 was operated by VASP and Transbrasil for some time, and old-timers have fond memories of it, but I wouldn't call it "pivotal".
There are two models, however, that I personally consider pivotal, but aren't usually remembered as such. The first was the Fokker 100, which satisfied some loopholes in Brazilian aeronautical legislation and allowed then TAM (now LATAM Brazil, the country's largest airline) to challenge the "three big ones" (Varig/Cruzeiro, VASP, and Transbrasil - all defunct now), become a serious competitor, and disrupt the Brazilian market, which was never the same again. TAM had been a small regional carrier and air taxi company until then, and it started a wildly successful rise to a major airline thanks to the Fokker 100.
Unfortunately, a high-profile deadly crash and several incidents marred the image of that jet, which acquired a bad reputation in Brazil, forcing TAM to gradually switch to the Airbus A320 family not to lose passengers. The reputation issue was so serious that when later OceanAir (which eventually became Avianca Brazil, now also defunct) tried to follow TAM's footsteps with the Fokker 100 (formerly of American Airlines), it tried to hide at all costs the real name of the model, without any markings on the plane, safety cards, timetables, etc., and advertising it as the "MK 100" (which technically wasn't actually false: the Fokker 100's official name was "Fokker F-28 MK 100").
The second is the ATR-72, which restored airline service to many smaller cities throughout the country. Until the 1960s, Brazil had airline service everywhere and at the peak there were over 300 cities with regular passenger air service in Brazil. The jet age made that uneconomical, and most of those cities didn't have airports with runways and ground infrastructure suitable for jets anyway. By the 1970s, the number of cities served had dropped to only around 40 - basically, only the state capital cities and a few other major cities. Over the years there were many attempts to revive regional traffic again, especially using the tiny Embraer 110 Bandeirante and 120 Brasília, but all proved unprofitable and unfeasible.
The ATR-72, a modern and economical turboprop with low maintenance that can operate on very short runways, made it feasible again. Azul, in particular, is investing heavily in regional routes on the ATR-72 to feed its mainline trunk routes on the Airbus A320neo and Embraer 195. Azul is even operating tiny Cessna Caravans to even smaller towns. Now the number of Brazilian cities with scheduled airline service is around 150 again, and this has economically benefitted many regions of this immense country with vast distances.
@@goytabr What a fascinating and comprehensive analysis of Brazil’s aviation history you’ve provided! It truly highlights how each aircraft has played a distinct role in shaping the country’s air travel landscape. The Fokker 100’s story with TAM is a classic example of an underdog utilizing technology to rewrite market dynamics, akin to a game of chess where a single strategic move changes the entire board. And the ATR-72’s impact on reconnecting Brazil’s smaller cities is nothing short of revitalizing; it’s like stitching the fabric of the nation back together, one runway at a time. Considering your deep knowledge, what future aircraft innovations or market changes do you foresee continuing to shape Brazil’s aviation scene?
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Some sort of testing going on at 7:40? Looks like sparks are flying with the aft scraping the runway. Wonder if they actually got airborne doing this?
Was wondering bout that.
That’s a tail-strike caused by early rotation, or simply applying excessive horizontal stabilizer input. Clearly, this is not good.
It's something they do in flight test for a new design to determine the minimum unstick speed (Vmu). That's why there was a movie camera operator at the edge of the runway filming it.
For the purposes of the test, a rub strip of some sort (IIRC it was a railroad tie for the DC-10) is temporarily affixed to the appropriate part of the underside to protect the fuselage. The aircraft accelerates down the runway (typically a very long one like at Edwards AFB), rotates at say 90 kt until the strip gently strikes, and then is held in that attitude while continuing to accelerate until the tires... unstick.
that’s an intriguing observation about the DC-9 footage. Test procedures can sometimes look quite dramatic! Aircraft testing is rigorous and, rest assured, safety is always the paramount concern. I thank you for your curiosity and engagement.
Never heard a 717 being called a 'Seven Seventeen' before.
I flew on the Turkish DC9
Dude . . .
Allegheny is a prime example. Which prop model did the DC-9 displace on Allegheny's key routes?
(Hint: it wasn't the DC-3)
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Convair's 340 & 440 ?
When AL started DC-9 service, the props they were flying were F-27s & CV440s (being upgraded to 580s).
Nice video, but you need someone to proof read your script.
At 1:08, you make a comment about a piston-engined DC-9 ???
At 17:52, you mentioned that the DC-9 uses triple-slotted flaps. They are double-slotted flaps.
I think that I also heard some confusing language about LE slats. Just FYI, the -10 series did not have slats. All the other series did.
At 18:15 there is a mention of the DC-9 enabling Douglas to gain experience with High-Bypass turbofans. ????
Then my main catch was at 4:30 when you named the original flight's test pilots as Lew Wallick and John Mullins. The Douglas test pilots on that day were George R. Jansen and Paul H. Patten.
Lew Wallick was a test pilot for that other aircraft company located a few miles up the coast. He test flew the 727 for Boeing. (I don't think that the companies allowed their pilots to moonlight for others)
Well, anyway, it's a better video than I could probably put together. Keep plugging away at it.
Had about 14,000 hours on the 9.......fun plane to fly!
It’s impressive to hear about your extensive experience with the DC-9, @johnh.2405 The aircraft is indeed renowned for its reliable performance and pilot-friendly characteristics. If you have any specific stories or insights from your time flying the DC-9, we’d love to hear them. Your firsthand experiences could provide a unique and valuable perspective for our community
Looks like a tail strike on the runway about 7:40. Sparks flying. Not good.
This is a nice video but there are several mistakes. You show BAC 1-11 a couple of times. UA & AA did not rush to buy the new DC-9 model because they neither one flew them. All the variants that you talk about total almost 2,500 aircraft built & not the 976 you mention. The DC-9 wasn't built to be an all coach aircraft; it depended on the carrier. If it was a trunk carrier like DL, TW, or EA, it had first class seating too. The local service carriers like AL, OZ, & NC had an all coach seating.
Thank you for your attention to detail and for sharing your insights. You’re correct that United Airlines (UA) and American Airlines (AA) did not rush to buy the new DC-9 model, reflecting a complex market decision process rather than a straightforward rejection. Also, your point about the number of aircraft built is well-taken; the total production number for the DC-9 series is indeed closer to 2,500. It’s also important to note that the configuration of the DC-9 was not universally all-coach and varied based on airline specifications, as you’ve highlighted with examples like Delta (DL), TWA (TW), and Eastern Air Lines (EA) offering first class seating. Your contribution helps us improve the accuracy of our content.
Successor to the DC-7.
I think the word DC9 is heard in the video more than the flights of the DC9 across its hole video! 😂 Nice informative video though.
Glad you enjoyed it!
Air New Zealand or NAC never operated DC9’s. They evaluated the DC9 and 737-200, but the DC9’s non slatted wing (at the time) was not suitable for Wellington airport. You may be confusing New Zealand with Australia, who operated DC9’s with multiple airlines.
If it weren't for the original DC-9, there wouldn't have been the MD-80, MD-90, or the Boeing 717.
DC-9 the Daddy of regional jets
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Why do they show the tail coming off the plane on landing at 12:20 and don't comment on it? Why show it at all?
1:09. "Piston engine DC-9..." ? What?
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Just a bug pic at 3'52" showing a BAC 1.11 🤨
eagle-eyed
13:15 air New Zealand never owned a DC9. You maybe referring to the single 737-219 QC they operated in the 1980-90s but they never operated a DC9 or derivative of
Mhmm 🤔
American did not operate the Douglas DC-9, however they did operate the Worlds largest fleet of the McDonnell-Douglas MD-80 series. 😊
That’s quite a fact
If I remember correctly, it was called the DC-9 Super 80 at the time that AA ordered them, later being called MD-80. I was on Delta flights where it was even referred to as the Boeing MD-80 (towards the end of its life cycle at DL).
I love this explanation of how great this plane is not was it sets the standard for how a plane in the commercial roll should be built. I do not like the engines being under thr wings they should always be on the back on the aircraft where they belong.
Thank you 💪🏽
The MD-80 is not a tri-jet. 10:23 It is a continuation of the DC-9. T-tail and twin rear engines. Like all of the 2,441 DC-9s and it's subsequent variants.
Your right my mistake, I just timed that part out. Thank you 🫡🫡
@@dontdeletehistory NP Your videos are great. I just happened to have worked for McDonnell Douglas in Long Beach, CA, years ago. On both the twin and tri-jet programs.
@@fomfom9779 oh wow. That’s cool. Congratulations that’s really epic. I would love to have be the manufacturing process of these amazing machines.
@@fomfom9779 and thank you soo much I appreciate it 🫡
AMIIIIIRR TAHIIIIIIRR 🪱🪱🪱🪱🪱
You AI has problem . The piston aircraft build before the DC8 and DC9 where the DC7 and DC6 those where the last of the Douglas piston airliners
Check the footage at 12:20. Not the best at demonstrating the safety and reliability of the aircraft.
wow 60s
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@5:05 United Airlines never ordered the DC9.
Last month was the 40th anniversary of the crash of Air Illinois Flight 710 near Pinckneyville, Illinois due to the flightcrew's mismanagement of electrical generator and distribution problems. All 10 passengers and crew were killed in the accident.
Why couldn’t Air Illinois purchase the American made McDonnell Douglas DC-9-10 series!?
Maybe access to spare parts would have been easier as well as better training for pilots and Air Illinois would stay in business somewhat longer than disappearing in 1984.
The 40th anniversary of such a tragic event reminds us of the importance of rigorous safety and maintenance protocols. The suggestion about Air Illinois' fleet choices touches on the complex decisions airlines face regarding fleet compatibility, parts availability, and training.
@@dontdeletehistory I don’t care about your reply. If the airplane for Air Illinois Flight 710 was a DC-9-10 series, the accident would never have happened.
If you didn’t care, you wouldn’t have replied. But anyway I understand your point of view. God bless happy holidays 🙌🏼
I believe at the time of the accident Air Illinois did have the BAC 1-11 jet in it's fleet. I flew Air Illinois several times on the HS-748 from Chicago's downtown Meigs field to Carbondale, Illinois. Their planes were very comfortable and their staff very friendly!
The financial strains of the DC-9 development program, in addition to the inept leadership of Donald W. Douglas Jr. (who is what we'd generously refer to as a "playboy") led to the merger with McDonnell Aircraft in 1967.
My name is Aunt Barbara, and I'm a Osaruguexyzz-O-holic.
Ohh shit!!!! Heyyyy! Thank you so much
I really appreciate you ❤️
Why is Boeing not continuing to manufacture the Boeing 717 aircraft?! It's a spin-off of the McDonnell Douglas DC-9!
The Boeing 717, indeed a successor to the McDonnell Douglas DC-9, was well-regarded, but like all models, it faced competition and evolving industry demands that influenced production decisions.
@@dontdeletehistory I used to fly on the Boeing 717 when Airtran flew them, & then Delta Airlines bought them from Airtran & flew them for many years. What a great aircraft!
What is this guy talking about....replacing the piston powered D,.C, 9 ????? show me.
there’s a confusion regarding the engine types in the documentary, I appreciate the vigilance.
Uhmm United never flew any dc-9 or MD-80's. You forgot TWA.
VARIG, UNITED, AIR NEW ZEALAND never operated the DC 9 . Please do better research. Otherwise I do like your clips very much.
DC9 was jet powered.
Definitely
There were NEVER any "turboprop " DC9's!
Not a DC-9 with turboprops on both sides, anyway. In the early 80s they did a series of UDF (Un Ducted Fan) tests, replacing the No 1 JT8D with a big swirly-looking mass of exposed blades. As far as I know it was functionally a turboprop, but with a different name since people thought of prop-anything as old school. So "UDF" was the PR solution, sort of like back when rockets were held in low regard so someone decided to call the new research facility *Jet* Propulsion Laboratory.
Thank you.
and stronger than 10 acres of garlic.
these look like they were built for nasa to go into space.
Flying on the dc9 as a passenger isn’t much different from a brand new airplane
It’s quite a testament to the DC-9’s design that it holds up so well over time
Good video, but I believe UA never operated the type.
Why do you think so?
1:05 Douglas looking to create a successor to the successful piston DC-9? Nope. A little Film 101 for you - Proofread your scripts and narration before publishing.
United Airlines never operated DC9s they had 737s and Fedex never operated DC9s either Fedex had 727s my friend
The wrong aircraft survived. The 737 landing gear was always too low and caused the bigger engines of the Max to be mounted in front of the wing which created the need for the disastrous MCAS nose down trimmer system.
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The 737-100/200 landing gear was arguably the right height for its original smaller-diameter engines. As with the DC-9, the lower the fuselage, the better when it came to turnaround operations at smaller airports with maybe not a lot of support equipment. Once the engine diameter grew from there, various problems were created as you noted.
@marcmcreynolds2827 The original JT8 engines created a lifting air bubble under the wing in reverse which reduced braking. They had to extend the nacelles 8 ft. so the reverse buckets were behind the flaps. The DC9 and 737 fuselage were low so baggage could be loaded by hand.
@@leeoldershaw956 Baggage loading, landing gear weight and dynamics, airstair and slide heights, fueling... every little bit helps in terms of lower fuselage clearance. I've read of a 45" nacelle extension for 737-200s early on in the program, but hadn't heard about 96". Maybe different reference points or something.
...and 160 plus souls lost in the tragedy with the crash of LionAir Max into Java Sea, near Jakarta three years ago
I hated that jet, made sure was not going to be my ride before purchasing my tickets.
It’s interesting to hear about your strong feelings towards the DC-9. I understand