Mc. Donnell Douglas DC- 9 - Wikipedia, the free encyclopedia. The Mc. Donnell Douglas DC- 9 (initially known as the Douglas DC- 9) is a twin- engine, single- aislejet airliner. It was first manufactured in 1.
The DC- 9 was designed for frequent, short flights. The final DC- 9 was delivered in October 1. The DC- 9- based airliners, MD- 8. MD- 9. 0 and Boeing 7.
Maintenance Practice Training Manual DC9/MD80 PWJT8 DOC.FOR.06 Ed 3 1/32 DC9/MD80 PWJT8 MAINTENANCE PRACTICE TRAINING MANUAL B1 or B1/B2 LEVEL. DC-3 Operations Manual – Fuel System. Download DC-3 Manual Fuel System PDF. Fuel Tanks – The dual fuel system has a total capacity of 621 gallons of avgas. VHF NAVIGATION SYSTEMS. DC-9 Classic – Aircraft Operating Manual Coolsky, 2012. FUEL ADJUSTED WEIGHTS. Aircraft Operating Manual. McDonnell Douglas Continental Airlines DC-9 Flight Manual. McDonnell Douglas Continental Airlines DC-9. Navigation and Communications, Oxygen Systems.
User Manual Page 3 of 38 Super 80 Professional – User Manual Introduction First Things First What is the name of this aircraft? There seems to be a bit of confusion. IMPORTANT INFORMATION. Operator’s manual D9 DI9 DC9 Industrial engine opm96-9a en 1 5-05:1! systems or renewing components. The McDonnell Douglas DC-9 (initially known as the Douglas DC-9) is a twin-engine, single-aisle jet airliner. It was first manufactured in 1965 with its maiden flight. This is a Sperry Systems training manual on the McDonnell Douglas DC9-50 Air Data Computer and related systems. This manual covers the Air Data Computer, Ram Air. Scania Fuel System Manual System (EMS) and Electronically controlled fuel pre-filter with water separator, fuel filter, alternator front mounted engine brackets.
With the final deliveries of the 7. DC- 9/MD- 8. 0/9.
MD80 Fuel System. Can anyone with. fuel moves to the mains from CTR. MTC manual says 500#/hr migration from CTR to mains is OK. My experience with both DC9 and.
Design and development[edit]Origins[edit]During the 1. Douglas Aircraft studied a short- to medium- range airliner to complement their higher capacity, long range DC- 8. DC stands for Douglas Commercial.)[1] A medium- range four- engine Model 2. In 1. 96. 0, Douglas signed a two- year contract with Sud Aviation for technical cooperation. Douglas would market and support the Sud Aviation Caravelle and produce a licensed version if airlines ordered large numbers. None were ordered and Douglas returned to its design studies after the cooperation deal expired.[2]In 1. The first version seated 6.
This design was changed into what would be initial DC- 9 variant.[2] Douglas gave approval to produce the DC- 9 on April 8, 1. Unlike the competing but larger Boeing 7. DC- 9 was an all- new design. The DC- 9 has two rear- mounted Pratt & Whitney JT8. Dturbofan engines, relatively small, efficient wings, and a T- tail.[3] The DC- 9's takeoff weight was limited to 8. Federal Aviation Agency regulations at the time.[2] DC- 9 aircraft have five seats across for economy seating.
The airplane seats 8. The DC- 9 was designed for short to medium routes, often to smaller airports with shorter runways and less ground infrastructure than the major airports being served by larger designs like the Boeing 7. Douglas DC- 8. Accessibility and short field characteristics were called for. Turnarounds were simplified by built- in airstairs, including one in the tail, which shortened boarding and deplaning times. The tail- mounted engine design facilitated a clean wing without engine pods, which had numerous advantages. For example, flaps could be longer, unimpeded by pods on the leading edge and engine blast concerns on the trailing edge. This simplified design improved airflow at low speeds and enabled lower takeoff and approach speeds, thus lowering field length requirements and keeping wing structure light.
The second advantage of the tail- mounted engines was the reduction in foreign object damage from ingested debris from runways and aprons. With this position, the engines could ingest ice streaming off the wing roots. Third, the absence of engines in underslung pods allowed a reduction in ground clearance, making the aircraft more accessible to baggage handlers and passengers. Finally, the mounting of the engine to the fuselage reduced the propulsion system's number of potential critical failure points: In a wing- mounted engine configuration, the engine can become detached from the wing or the wing can become detached from the fuselage, whereas the sole concern under a fuselage- mounted configuration is the potential for the engine to become detached from the fuselage. The problem of deep stalling, revealed by the loss of the BAC One- Eleven prototype in 1.
Production[edit]. C- 9 Nightingale used for Aeromedical Evacuation. The first DC- 9, a production model, flew on February 2. The second DC- 9 flew a few weeks later,[3] with a test fleet of five aircraft flying by July. This allowed the initial Series 1. November 2. 3, 1.
Delta Air Lines on December 8.[5] The DC- 9 was always intended to be available in multiple versions to suit customer requirements,[6] The first stretched version, the Series 3. August 1, 1. 96. 6, entering service with Eastern Air Lines in 1. The initial Series 1. The final DC- 9 series was the - 5. The DC- 9 was a commercial success with 9.
The DC- 9 is one of the longest- lasting aircraft in operation. Its reliability and efficiency led to sales of its successors into the 2.
The DC- 9 family is one of the most successful jet airliners with a total of over 2,4. Airbus A3. 20 family with over 6,0. Boeing 7. 37 with over 8,0.
Studies aimed at further improving DC- 9 fuel efficiency, by means of retrofitted wingtips of various types, were undertaken by Mc. Donnell Douglas. However, these did not demonstrate significant benefits, especially with existing fleets shrinking. The wing design makes retrofitting difficult.[7]The DC- 9 was followed by the introduction of the MD- 8. This was originally called the DC- 9- 8.
It was a lengthened DC- 9- 5. MTOW), a larger wing, new main landing gear, and higher fuel capacity. The MD- 8. 0 series features a number of variants of the Pratt & Whitney JT8. Dturbofan engine having higher thrust ratings than those available on the DC- 9.
The series includes the MD- 8. MD- 8. 2, MD- 8. 3, MD- 8. MD- 8. 7. The MD- 8. Mc. Donnell Douglas MD- 9. It has yet another fuselage stretch, a glass cockpit (first introduced on the MD- 8.
International Aero V2. In comparison to the very successful MD- 8.
MD- 9. 0s were built. The final variant was the MD- 9. Boeing 7. 17- 2. 00 after Mc.
Donnell Douglas's merger with Boeing in 1. The fuselage length and wing are very similar to those of the DC- 9- 3.
Power is supplied by two BMW/Rolls- Royce BR7. China's Comac ARJ2. DC- 9 family. The ARJ2.
MD- 9. 0 Trunkliner program. As a consequence, it has the same fuselage cross- section, nose profile, and tail.[8]Variants[edit]. A DC- 9- 3. 3RC, arriving in Skopje.
Series 1. 0[edit]The original DC- 9 (later designated the Series 1. DC- 9 variant. The - 1. The Series 1. 0 was similar in size and configuration to the BAC One- Eleven and featured a T- tail and rear mounted engines. Power was provided by a pair of 1. N) Pratt & Whitney JT8. D- 5 or 1. 4,0. 00 lbf (6.
N) JT8. D- 7 engines. A total of 1. 37 were built.
Delta Air Lines was the initial operator. The Series 1. 0 was produced in two main subvariants, the Series 1. Series 1. 1s and one as Series 1. These were later converted to Series 1. No Series 1. 3 was produced.
A passenger/cargo version of the aircraft with a 1. March 1, 1. 96. 7. Cargo versions included the Series 1. MC (Minimum Change) with folding seats that can be carried at the rear of the aircraft, and the Series 1.
RC (Rapid Change) with seats removable on pallets. These differences disappeared over the years as new interiors have been installed.[9][1. The Series 1. 0 was unique in the DC- 9 family in not having leading edge slats. The Series 1. 0 was designed to have short takeoff and landing distances without the use of leading edge high- lift devices. Therefore, the wing design of the Series 1. Series 1. 0 features[edit]The Series 1.
The Series 1. 0 was offered with the 1. N) thrust JT8. D- 1 and JT8. D- 7.[9][1. 0] All versions of the DC- 9 are equipped with an Allied. Signal (Garrett) GTCP8. APU, located in the aft fuselage.[9][1.
The Series 1. 0, as with all later versions of the DC- 9 is equipped with a two crew analog flightdeck.[9][1. The Series 1. 4 was originally certificated at an MTOW of 8. The aircraft's MLW in all cases is 8. The Series 1. 4 has a fuel capacity of 3,6. US gallons (with the 9. US gal centre section fuel). The Series 1. 5, certificated on January 2.
Series 1. 4 but has the increased MTOW of 9. Typical range with 5. Range with maximum payload is 6. The aircraft is fitted with a passenger door in the port forward fuselage, and a service door/emergency exit is installed opposite. An airstair installed below the front passenger door was available as an option as was an airstair in the tailcone. This also doubled as an emergency exit.
Available with either two or four overwing exits, the DC- 9- 1. Typical all- economy layout is 9. All versions of the DC- 9 are equipped with a tricycle undercarriage, featuring a twin nose unit and twin main units.[9][1. Series 2. 0[edit]The Series 2. Scandinavian Airlines request for improved short field performance by using the more powerful engines and improved wings of the - 3. Ten Series 2. 0 aircraft were produced, all of them the Model - 2.
In 1. 96. 9, a DC- 9 Series 2. Long Beach was fitted with an Elliott Flight Automation. Head- up display by Mc. Donnell Douglas and used for successful three- month- long trials with pilots from various airlines, the Federal Aviation Administration, and the US Air Force.[1.
Series 2. 0 features[edit]The Series 2. The DC- 9 Series 2. N) thrust JT8. D- 1. The Series 2. 0 was originally certificated at an MTOW of 9. Series 1. 4s and 1. The aircraft's MLW is 9.
MZFW is 8. 4,0. 00 lb (3. Typical range with maximum payload is 1,0. The Series 2. 0, using the same wing as the Series 3. Series 1. 0 (3,6. US gallons).[9][1. Series 2. 0 milestones[edit]First flight: September 1.
FAA certification: November 2. First delivery: December 1. SASEntry into service: January 2. SAS. Last delivery: May 1, 1.
SAS. Series 3. 0[edit]. Ex- Spirit Airlines DC- 9- 3. Firebird II, highly modified as a surveillance aircraft for the U. S. Navy, based at Mojave Airport.
Northwest Airlines DC- 9- 4. View of cabin interior of DC- 9- 5. The Series 3. 0 was produced to counter Boeing's 7. The - 3. 0 entered service with Eastern Airlines in February 1. Maximum takeoff weight was typically 1. Engines for Models - 3.
P& W JT8. D- 7 and JT8. D- 9 rated at 1. 4,5. N) of thrust, or JT8. D- 1. 1 with 1. 5,0. N). Unlike the Series 1.
Series 3. 0 had leading edge devices to reduce the landing speeds at higher landing weights; full- span slats reduced approach speeds by 6 knots despite 5,0. The slats were lighter than slotted Krueger flaps, since the structure associated with the slat is a more efficient torque box than the structure associated with the slotted Krueger. The wing had a six percent increase in chord, all ahead of the front spar, allowing the 1. Series 3. 0 versions[edit]The Series 3. DC- 9- 3. 1: Produced in passenger version only. The first DC- 9 Series 3.
August 1, 1. 96. 6, and the first delivery was to Eastern Airlines on February 2. December 1. 9, 1. Basic MTOW of 9. 8,0. DC- 9- 3. 2: Introduced in the first year (1. Certificated March 1, 1.