AA737-823 From United States of America, joined Mar 2000, 5722 posts, RR: 11
Reply 2, posted (13 years 10 months 2 weeks 2 days 17 hours ago) and read 11928 times:
Well, that is true. However.
The DC-9 was the original. They had several series, in varying lengths and engines. Douglas made the -10, -1, -20, -21, -30, -32, -41 (specifically for SAS, who still flies them) the -50, and I think that is it.
The MD-80 family IS a part of the DC-9 family, but was a complete redesign, sort of. It includes the -80, -81, -82, -83, -90 series. It had newer cockpit avionics, better engines which proved VERY efficient for their time, and that's about all that I know of.
The 717 is also the same plane. Since Boeing bought out McDonnel Douglas (Oh, I shed tears every time I think of it) they renamed the program. The 717 started life as the DC-9-95. It was basically just a brand new DC-9-30 (we've come full circle- we produced planes, more planes, and even more planes, so now we have to go back and produce MORE planes to replace the first ones) part of the original series. IT has a very modern, completely glass cockpit, terrific, quiet, and efficient (good gas mileage) engines, a newly designed interior, huge overhead bins, and higher- tech toilets (just what everybody needs, a high- tech crapper.)
The DC-9-whatever was very popular among many airlines. Not as popular as the 737, but still very popular. Delta and Eastern and Continental flew a bunch of the original series, and American flies over 260 of the second generation. So far, Only AirTran and TWA fly the 717 (this side of the pond, anyhow). That is very unfortunate, I think. Becuase the 717 is a good looking plane. Much more attractive than the 737.
But those are the differences that I know of in the DC-9 family. And yes, they all have faulty jackscrews!!!!!! But hopefully that has been fixed. I should point out that all 737's have bad rudder control modules, even though Boeing has "fixed" that twice. I shouldn't jump to conclusions, but that is what evidence POINTS to.
DC-9CAPT From , joined Dec 1969, posts, RR:
Reply 3, posted (13 years 10 months 2 weeks 2 days 17 hours ago) and read 11932 times:
>>>"A DC9 is a DC9-80 is an MD80 is an MD 95 is a 717 >>>- just like the 747-400 still is a 747 and both 737->>>100 and -900 belong to the same 737-family"
Some of what you said is true....
The type rating is good for the MD-80/90/717/DC-9.
However, the majority of the DC-9s were built in the sixties and early seventies. We have two of the oldest active DC-910 series on our line (N700ME/N500ME). As you might well imagine, the cockpit configuration is quite different between the DC-9s and MD-80 series. Our DC-9s tend to be analogue, and they are FMS--free. The MD-80s, on the other hand, have an EFIS. The 717 is an entire glass cockpit. There is a seperate training program for our MD-80 crews even though they hold a DC-9 type rating. Vice versa for the DC-9 guys that upgrade to the MD-80. In our company you typically bid a line for one or the other.
Here are some more differences (basically off the top of my head):
(1). "Typical" crusing speed for the 10 series (561kts)
(2). The 10 series are not equipped with leading edge slats.
(3). The cruising speed for the 20 series is 557 kts because of the longer wingspan (from the 30 series) on the 10 series body. You have a trade off between take-off and landing performance and cruise as the longer wing span means increased drag.
(4). The 30 series is the most prolific of the DC-9s and utilizes the JT8D-7 or JT8D-9 which the larger of the two adds about 500lbs of thrust. Note that all series 50s and below with the D9s are required to be hush kitted.
(5). The MD-81 has the JT8D-209 and take off weight of 140k.
(6). MD-82 has the JT8D-217s and range of 1875nm.
(7). MD-88 has a T/O weight of 149.5k. It is powered by the D-217C and has a range of 2235nm. It used to be that the MD-88 had the "signature" screw driver tail cone, but someone (maybe AAR90) mentioned that other MD80 series were adding that feature. The MD-88 has a spacious "walk in" galley.
(8). The MD-83 has the longest range of the MD80 family at 2345nm and a T/O weight of 160k due to higher fuel capacity.
(9). The 717 has a 1430 nm range and is powered by RR BR715--all glass cockpit too.
There's some other differences (I didn't really get into the MD-87/MD-90). But, by and large, the engines are tailmounted, the seating is 2*3 --unless you fly us or Legend . And yes, the type rating is good for the 9 and the MD-80. Look closely, however, and there is a very vast difference.
NKP S2 From United States of America, joined Dec 1999, 1714 posts, RR: 5
Reply 4, posted (13 years 10 months 2 weeks 2 days 17 hours ago) and read 11922 times:
It should be noted that the MD80 series planes have a slightly different...and larger...wing, than the DC9 series. Their are also some differences ( some dramatic, some just evolutionary ) in various systems that are not readily apparent from the outside. BTW, "AA737-823", they do not "all have faulty jackscrews". The stab trim system has been working fine since 1966. Don't jump to conclusions till we know for sure about the Alaska event.
JAVOMD88 From , joined Dec 1969, posts, RR:
Reply 6, posted (13 years 10 months 2 weeks 2 days 11 hours ago) and read 11899 times:
Im a F.O. for Aeromexico, and i have flown both DC9-32 and the Md-82/3/7/8. Ive been flying the MD-80's for a bout a year and a half, and beleive me there is a big diference. I know a lot of Pilots differ from the opinion,
but after flying an Md-88 you dont want to fly a DC9-32
again. Obviosly all this is towards the Tech. improvements on the newer MD's. But if you have a chance to see both cockpits of the DC9 and the MD-82, they look alike, but the Flight Guidance on the MD-82 is a big leep up from the DC9. The only good thing i miss from flying the DC9-32 are the engines. All the fleet are equiped with JT8D-17 and they are powerful
engines, some of them are also equiped with collins GPS, making its HSI EFIS controlled with a MCDU.
But im really glad i now fly the Md's, they are really reliable airplanes, although in icing conditions the DC9 is much better; the MD's build up ice faster.
I guess its just a way of thinking!!!!!
Trintocan From United Kingdom, joined Apr 2000, 3225 posts, RR: 4
Reply 7, posted (13 years 10 months 2 weeks 2 days 8 hours ago) and read 11887 times:
All DC-9s have 2 crew cockpits despite their coming from the era of the flight engineer. (That is also true for the entire 737 family although some airlines requested 3-crew cockpits for earlier models.)
The DC-9/MD80/MD90/717 family is thus the most evolved series of aircraft in history and the second largest selling, with over 2000 sold overall. A basic rundown:
DC-9-10 - initial model
-20 - enhanced "hot and high" performance due to increased span
-30 - most popular model, stretched over -10/20, featured quick-change (QC) passenger/freighter arrangements
-40 - stretched over -30, made to SAS specifications
-50 - stretched further, offered new interior design
MD-81 (formerly Super 80) - stretched to 135-140 passengers, initial MD80
-82 - more powerful JT8D-217 engines
-83 - additional fuel tanks for extended range operations
-87 - shrunken version, DC-9-50 sized fuselage but with similar tanks to MD82, offered extended range as well. Introduced the screwdriver tail cone and EFIS cockpit plus other refinements
-88 - the improvements of the MD87 incorporated into the standard length fuselage MD80
MD90 - further stretch of MD80 to 150 pax, introduced V2500s as the largest ever rear-mounted engines and an updated flightdeck. Is the largest of the family
717 - formerly MD95, essentially a greatly updated DC-9-30 with BMW-RR engines and glass cockpit. Stretched versions are being considered.
Both the MD-90 and 717 feature the tailfin introduced by the MD87, with a fin extending well above the horizontal tail.