The DC-9 In Australian Service

Douglas had cemented good relations with the airlines over several decades and was strategically placed to capitalise on this and promote its products to numerous satisfied customers. The first Douglas jet airliner, the DC-8, first flew on 30 May 1958 with deliveries commencing the following year and an introduction into service on 18 September 1959. Despite a slow sales start, the type sold well and a total of 556 DC-Bs had been sold by the time production ceased during May 1972. Indicative of sound planning, the DC-8 was easily stretched with fuselage length growing from 150′ 6″ to 187′ 4″, wing span from 142′ 5″ to 148′ 5″ and gross weight from 265,000lb to 355,000lb. These hallmarks were later to be echoed in the DC-9.

The initial approach from Douglas to the airlines was the proposal of a short/medium-range jet airliner powered by four engines. With about 60% of the DC-B’s capacity, this early offering did not find favour and was dropped. The dominance of the long-range market by the DC-8 and 707 and the slotting of the 727 into the medium range category, prompted Douglas to scale down the size of the aircraft on offer. Another consideration was the then FAA maximum takeoff weight limit of 80,000lb for two pilot operations, which was later relaxed. Douglas had wished to build the aircraft with a two-pilot layout for obvious reasons of operational economy. However, this was later to run into problems in Australia prior to the DC-9’s introduction into service.

When initial design study data was released during 1962, the venture was identified as the Douglas Model 2086. This offered a 63 seat aircraft with a 69,000lb gross weight powered by either two Pratt & Whitney JT8-10A-6 of 10,500Ib thrust each or two Rolls-Royce Spey RB163-2 of 10,4001b thrust each. However, following market surveys and further engine developments from Pratt & Whitney, Douglas announced on 8 April 1963 that the revised design, now identified as the DC-9, would be built. Fabrication of components commenced on 26 July 1963 with assembly of the first DC-9 airframe starting on 6 March 1964.

When Douglas announced the go-ahead of the project no orders were in hand, although the launch order from Delta for 15 DC-9s with an additional 15 options came soon after. The first flight of the prototype DC-9 took off from Long Beach on 25 February 1965 carrying the appropriate registration N9DC. Flown by George Jansen this historic first flight was made to Edwards Air Force Base. This aircraft was later sold to Texas International as N1301T and is now in service with Sunworld International of Las Vegas.

The first production version was the Series 1 O Model 11 powered by two Pratt & Whitney JT8D-5 turbofans of 12,2591b thrust each, wing span 89′ 5″, length 104′ 4¾”, maximum weight of 77,700Ib and a maximum passenger load of 80. Another version of the Series 1 O was the Model 15 powered by 14,000lb thrust JT8D-1, increased fuel capacity and offering a gross weight of 90,700Ib. Initial deliveries began late 1965 of the Series 1 O Model 11, FAA Type Approval was granted on 23 November 1965 and Delta commenced the first scheduled DC-9 services on 8 December. When Series 10 production terminated in 1968, 137 had been delivered.

It is said that the hallmark of a sound design is its ability to be stretched and the DC-9 lent itself to this admirable fashion. The first significant development was the DC-9 Series 30 with a 4ft span increase at the wing tips and a fuselage increase of 9′ 6″ which was later extended to 15′ after discussions with Eastern Airlines. This version was extremely popular as the fuselage stretch allowed an extra five rows of passengers to be carried taking maximum passenger accommodation to 115. Field performance was improved by an extensively redesigned wing featuring triple-slotted flaps and full-span leading edge slats. Powerplants ranged from the 14,000lb JTBD-1 on the 98,000lb gross weight DC-9-31 to the 16,000lb JT8D-17 on the 121,000lb gross weight DC-9-34. Rollout of the first DC-9-30 took place at Santa Monica on 15 July 1966 with a first flight on 1 August and Eastern introduced the DC-9-31 into service during February 1967. This version was one of the all time best sellers of any jet airliner with over 600 produced.

Other versions were the DC-9 Series 20 for SAS which was a combination of a Series 1 O fuselage with a Series 30 wing, of which 10 were built. The Series 40 which first flew on 28 November 1967 was designed to meet an SAS requirement for a short-range high capacity aircraft and had a fuselage stretch of 6′ 2″ to 125′ 7″ which could carry 125 passengers. The Series 50 which first flew on 17 December 1974 incorporated a further fuselage stretch to 133′ 7″ blended with a Series 30 wing, could carry up to 139 passengers and had a 121,000lb gross weight. First entering service with Swissair during August 1975, it also featured several detail changes such as revised interior layout, lower noise level and modifications to the brake and thrust reversal systems. The ultimate DC-9 development was the Super 80 with a 147′ 10″ fuselage length and wing span of 107′ 1O”. Powered initially by 18,000lb JT8D-209 engines this up to 172 seat airliner featured extremely good operational economics. First flown on 18 October 1979, the initial delivery was made to Swissair during October 1980. This version incorporated many improvements in several areas and is the basis of the hot-selling MD-80 family which is currently in production.

Apart from the marks mentioned, other developments were mixed passenger/cargo and all cargo freight versions of the DC-9 with strengthened floors and an 81″ x 136″ upward opening forward cargo door. Military derivatives were the C-9A Nightingale to the USAF for aeromedical evacuation purposes and the C-9B Skytrain II to the USN and USMC for military logistics use. Both types are based on the DC-9-32CF Convert- ible Freighter civil version. The USAF has also received some VC-9C VIP transport aircraft based on the Series 30.

Pitted against other contemporary aircraft such as the BAC-111 and Sud-Aviation Caravelle, the DC-9 has acquitted itself very well. The Boeing 737 has provided much stiffer competition and seems destined to become the biggest seller of any jetliner. Notwithstanding this, the DC-9 series has sold in extremely large numbers. When DC-9 production ceased in September 1982, a total of 976 had been delivered. Orders for the current MD-80 series based on the DC-9 are booming with sales well past the 800 mark. The original DC-9 Series 10 offering 80 high density seats and 77,000lb gross weight has grown. into the highly developed MD-80 family of today which in turn will herald in the MD-90 series propfan variants that will still be flying in the year 2020! Even today it is not difficult to see combined DC-9/MD-80 sales progressing comfortably beyond the 2000 mark with a production line extending well into the 1990s making it one of the most successful airliner families of all time.

During the 1950s, the Australian airlines were taking a keen interest in jet airliner developments and Qantas was the first of our ‘big three’ to make a commitment with its September 1956 order for Boeing 707s. When VH-EBB ‘City of Sydney’ landed in Sydney on 2 July 1959 it heralded a new era in Australian aviation and Qantas became the first operator outside the USA to take delivery of and operate an American jet airliner. However, the transformation in speed and comfort offered to Australians travelling overseas was yet to occur on domestic routes. During 1954, TAA’s Director of Engineering, John Watkins saw the prototype Caravelle at Toulouse and was extremely impressed by what he saw. This enthusiasm for the Caravelle grew to the stage where TAA were very keen to purchase two to three aircraft for use on their main trunk routes.

However Ansett contended that the step from piston-engined airliners to a pure jet was too big a step, used their not inconsequential political clout and resisted a jet order, opting instead for Lockheed Electras. The Ansett view prevailed and because of the existance of the Two Airline Policy, the Government decided that both Ansett and TAA should acquire Electras, much to TAA’s bitter disappointment. The first jet airliner to eventually enter domestic operations was the Boeing 727 which commenced services during November 1964 with both airlines.

In parallel with the Boeing 727 order, both airlines were also evaluating the need for a smaller short/medium haul airliner. Dur- ing 1961 they received initial Douglas proposals for such an air- craft which during April 1963 became the DC-9. They were not particularly attracted to the DC-9-10 which would have offered accommodation for only 67 passengers in a typical two class configuration on Australian routes. When the 114 inch fuselage extension was added giving birth to the DC-9-20, which was offered to the Australian airlines on April 1965, it was an aircraft more aligned to their requirements. Continued competition from the Boeing 737 prompted Douglas to further stretch the DC-9 and the Series 30 offered to Ansett and TAA during May 1965 was a most attractive proposition. The initial DC-9-20 was not proceeded with by Douglas and differs from the later DC-9-20 devised for SAS.

These rapid upgrades in the DC-9 brought about changes to the orders placed by the Australian operators. Ansett-ANA announced on 17 March 1964 that a letter of intent for the purchase of six DC-9s had been placed with Douglas. When TAA announced their order for six DC-9s plus spares at a cost of £13M on 1 April 1965, the version referred to was the DC-9-20. Some weeks later on 27 May both airlines announced that their orders had been amended to the DC-9-30 version powered by the Pratt & Whitney JT8D-7, and that Douglas had offered the same delivery dates and no increase in price over the Series 20.

The Australian operators selected several options which further enhanced the DC-9’s appeal. Amongst these were cockpit improvements including a revised checklist system, changes to cockpit equipment and an auto-thrust system integrated with the flight control system. To speed passenger access, integral ventral stairs were installed. Operations on the secondary routes presently served by the Vickers Viscounts was planned for and to accomplish this, low-pressure tyres and wheel assemblies were substituted. This entailed the replacement of the standard 40 x 15 high-pressure tyres with 42 x 15 (Type VII) tyres at pressures of approximately 100psi.

To further emphasise the flexibility needed at smaller airports an AiResearch auxiliary power unit basically similar to that installed in the Boeing 727 was also fitted. The galley and toilet layout was also revised. On the standard DC-9 all the galleys are located at the front. To make each half of the passenger cabin self contained, one of the galleys was moved to the rear and fitted in place of one of the two toilets. Drawing on their Boeing 727 experience, Ansett-ANA fitted a refrigeration unit in the forward galley and also introduced two portable drink trolleys. With these changes the DC-9 was able to operate into a wide variety of destinations around the country.

The blending of the DC-9 with the Boeing 727 fleet was an important part of the airlines’ planning. At locations where passenger loads and runway restrictions ruled the 727 out, the DC-9 would be used to introduce jet services to ports such as Alice Springs, Launceston, Longreach, Mount Isa and Tennant Creek.

During mid-1966 Ansett-ANA was looking to extend the spread of delivery dates of their DC-9s on order. The first three had been scheduled for delivery during November-December 1966 and March 1967. However a downturn in traffic growth encountered early in 1966 prompted them to consider delaying subsequent deliveries to November 1967, November 1968 and August 1969. This was a major change from the previous delivery schedule which would have seen the six DC-9s for each airline delivered by the end of 1967. TAA on the other hand firmly wished to adhere to the original timetable as it believed it required the DC-9s sooner. The Minister for Civil Aviation Mr Swartz supported the Ansett-ANA view, much to the chagrin of TAA’s recently retired Chairman Sir Giles Chippindall who was openly critical of the Minister’s stand on the matter. A factor in Ansett- ANA’s thinking may also have been the high productivity of the DC-9, which could potentially do the work of several Viscounts.

Not foreseen at the time of the initial orders were a sequence of events which were to cause problems to the airlines and would ultimately slow down DC-9 deliveries even further. The rapid escalation of aircraft orders from the US miliary required urgently for Vietnam war deployment was starting to have an impact on civil aircraft deliveries.

The first inkling of the problem was an announcement from Boeing during May 1966 that the delivery of between 10 to 25 707s and 727s would be delayed by up to 30 days because of the inability of Pratt & Whitney to sustain production schedules of JT3D and JT8D engines. Urgent orders from the Department of Defense for engines coupled with manpower and other shortages and material delays were the reasons for P&W’s problems. Douglas was soon affected by the engine shortages and the delays soon became greater in the months ahead.

Towards the end of 1966 it became evident that engine delivery delays were more serious than previously thought and that the first DC-9s for Australia would now not arrive until March 1967. Another irritant arose for the airlines on the question of crewing the DC-9s. The Director-General of Civil Aviation, Mr Donald Anderson had ruled that two pilots were adequate for DC-9 operations. The aircraft was designed specifically for a two-pilot crew. However, the Australian Federation of Air Pilots contended that they also wanted a flight engineer on board even though there was no engineer’s panel fitted nor any space available for a third crew member (sound familiar! Ed). The AFAP responded that they wanted the engineer on board to reduce the pilot’s workload by handling some radio tasks in addition to general flight engineer duties. The situation got to the stage where the AFAP suggested that if their views were rejected, they may refuse to deliver the DC-9s to Australia and would not allow their members to undertake training on the type. Resolution of the dispute was eventually forthcoming but not before a fair amount of ill feeling was vented over the matter.

By early 1967 the airlines were hoping for a pre-Easter introduction into service to help meet the usual seasonal upsurge in business and March 20 was a date mentioned. This turned out to be a forlorn hope as the production delays persisted. During March both Ansett-ANA and TAA received their first DC-9s VH-CZA and VH-TJJ in the USA. Crew training demands prompted Ansett-ANA to retain VH-CZA in the USA and VH-CZB was their first aircraft to reach Australia. For the trans-Pacific delivery flight both VH-CZB and VH-TJJ boosted their fuel load with cabin dual fuel cells with a total of an extra 2,000 US gallons capacity. The flight was from Long Beach to Essendon via Honolulu, Pago Pago and Noumea and on the toss of a coin TAA won the right to land at Essendon first on 13 April 1967. Regular services commenced on 17 April on the east coast network.

Gradually the DC-9s assumed responsibility for a significant proportion of the airlines’ workload. Success with them lead to additional orders and by the time the airlines received their final DC-9s in late 1971 each had a total of 12 aircraft in their fleet. The combination of DC-9s and Boeing 727 was the mainstay of trunk route operations for some years until the next surge of re-equipment in the 1980s.

During my discussions with TAA’s retired Director of Engineering John Watkins in connection with the series of articles about TÃA which appeared in Australian Aviation in 1986/87, I posed the question of which aircraft is the best that TAA has operated. John Watkins responded, “Well that is a difficult one because as the state of the art has progressed over the years that TAA has been running, you can hardly compare the aeroplane of one era with the aeroplane of the current era.

Everything you can think of, the engines, controls, structures, landing gear, electrical, naviga- tion, communications systems, instruments, cockpit layout, heating, ventilation, pressurisation and even the passenger address and entertainment, nothing is the same as a few years ago. Also I have been out of TAA for 13 years and I have no detailed knowledge of the current day-to-day problems that make an aeroplane a good one or a bad one. But in my experience I would have to say that the DC-9 was the most trouble free aeroplane we ever had. It turned out to be an excellent piece of engineering and a very good performer. From the engineering point of view you look at an aeroplane very largely in terms of the number of mechanical delays that you get in your operational pattern. I think I am right in saying that the DC-9 was virtually always the leader in our fleet in the minimum number of departures affected by mechanical delay. That is what counts in airline operations. The DC-9 was a very good operators’ aeroplane. I always enjoyed flying in the DC-9, some people preferred the 727 and obviously a lot of people would think that the bigger the aeroplane the more acceptable it is. I don’t think that is necessarily so.

“During 1981, Ansett commenced the withdrawal of the DC-9 from their fleet as the Boeing 737s were received. The final Ansett DC-9 commercial flight was flown by VH-CZA on 17 June 1982 from Launceston to Melbourne. This brought to a close the long standing connection Ansett and its antecedents had established with Douglas several decades earlier.

As for TAA, they were so content with the DC-9 that they even tried to purchase some additional aircraft on the second-hand market but none were available. Not having had to cope with an influx of new types in 1981/82 as Ansett did with its 737s, TAA has retained its connection with the DC-9 much longer. To enhance their passenger appeal, TAA undertook a major refurbishment programme beginning in November 1981 to upgrade eight of their DC-9s to a standard equivalent to that of the DC-9 Super 80.

A passenger cabin upgrade involved the installation of new Airbus style seats with more leg room, new decor, completely enclosed overhead lockers and an improved dual automatic pressurisation system. A new engine synchronisation system was also installed. TAA commenced the disposal of its DC-9 fleet during 1982 although at a moderate rate compared with Ansett who of course were absorbing so many new 737-200s. However, with the delivery of the Australian Airlines 737-300 fleet, some of the DC-9s have become surplus to requirements and have been sold. Nevertheless the remaining five Australian Airlines DC-9s continue to make a useful contribution and are presently averag- ing 2,800 flying hours per year.

The other Australian operator using the DC-9 is IPEC Aviation with their DC-9-33F freighter VH-IPF Spirit of Endeavour’. Originally delivered to Overseas National Airways as N936F on 14 March 1969 it passed to Inex Adria as YU-AJP on 30 May 1975. For a time during 1977/79 it was leased to Evergreen International and was eventually sold to IPEC on 31 August 1982. This freight carrying version has a 114,000lb MTOW, up 10,000lb on the other Australian DC-9s, due to the installed reinforcements and equipment. The main cabin cargo door measuring 11′ 4″ wide by 6′ 9” high aids loading while the 4,313 cubic feet capacity main cabin accommodates its load in cargo containers.

Ultimately, the remaining five Australian Airlines DC-9s will be replaced by newer equipment. Unless McDonnell Douglas experiences a resurgence in our region in the near future, it seems that the long-established Douglas relationship with Australian aviation going back so many years will be severed. Whatever the future holds, none can deny that the DC-9 has upheld the tradition of excellence, established in our skies by the DC-2, some 52 years ago.