In a recent comment, a reader asked if I had pictures that would sufficiently layout the differences between a new Boeing B-717 and the venerable DC-9. Of course I do and thanks for asking for them.
I took this shot of a Hawaiian B-717 at Kona. The 717 was announced to the world at the 1991 Paris Airshow as an MD-95. Following the 1997 merger between Douglas Aircraft and Boeing, it enjoyed its maiden flight on 9/2/98. Sporting two Rolls Royce engines with FADEC, (full authority digital engine control) this remarkable 100 seater saw its last delivery in May of 2006. This particular aircraft was delivered new to HAL in 2001 and in 2007 it looks and smells like it did when delivered.
The Douglas DC-9, which I speak of with affection, first flew thirty three years earlier in 1965; Lyndon Johnson was president. It's noisey as hell, even hush-kitted with two Pratt & Whitney JT-8's. It's the last of the jet airliners that sounds like a jet! From all outward appearances they're similair, but that's where it ends as one is an old line jet and the other a fly by wire next generation transport. This DC-9-50, with a North Central Airlines registration, was delivered new to Republic Airlines in December 1979.
We call this a "flight deck" and it speaks for itself with six CRT's and FMC capability. A lot of button pushing goes on in here.
We call this a "cockpit" with information scattered all about and you figured three for one descents in your head! As much as I've grown accustomed to "glass" and operate in its environment daily... my sentiments lie here. Pitch, power and airspeed, where FMC capability rests in that gray matter between your ears.
The view from a B-717, as we roll out onto a final for runway 8L in Honolulu. With CAT III autoland capability, the autopilot can fly this airplane from just after takeoff to the landing roll out. Like it's Airbus A-320 counterpart, it's a remarkable, efficient flying machine with one exception. With its DC-9 good-looks, you can fantisize about airline flying in the 60's.
What can I say about this? I love that aqua paint! We're landing here in Manchester, NH in June 2007. But it could have been June 1967 too, in a Northeast Yellowbird.
I took this shot of a Hawaiian B-717 at Kona. The 717 was announced to the world at the 1991 Paris Airshow as an MD-95. Following the 1997 merger between Douglas Aircraft and Boeing, it enjoyed its maiden flight on 9/2/98. Sporting two Rolls Royce engines with FADEC, (full authority digital engine control) this remarkable 100 seater saw its last delivery in May of 2006. This particular aircraft was delivered new to HAL in 2001 and in 2007 it looks and smells like it did when delivered.
The Douglas DC-9, which I speak of with affection, first flew thirty three years earlier in 1965; Lyndon Johnson was president. It's noisey as hell, even hush-kitted with two Pratt & Whitney JT-8's. It's the last of the jet airliners that sounds like a jet! From all outward appearances they're similair, but that's where it ends as one is an old line jet and the other a fly by wire next generation transport. This DC-9-50, with a North Central Airlines registration, was delivered new to Republic Airlines in December 1979.
We call this a "flight deck" and it speaks for itself with six CRT's and FMC capability. A lot of button pushing goes on in here.
We call this a "cockpit" with information scattered all about and you figured three for one descents in your head! As much as I've grown accustomed to "glass" and operate in its environment daily... my sentiments lie here. Pitch, power and airspeed, where FMC capability rests in that gray matter between your ears. 
The view from a B-717, as we roll out onto a final for runway 8L in Honolulu. With CAT III autoland capability, the autopilot can fly this airplane from just after takeoff to the landing roll out. Like it's Airbus A-320 counterpart, it's a remarkable, efficient flying machine with one exception. With its DC-9 good-looks, you can fantisize about airline flying in the 60's. 
What can I say about this? I love that aqua paint! We're landing here in Manchester, NH in June 2007. But it could have been June 1967 too, in a Northeast Yellowbird.
7 comments:
I heard once that DC 9 is a little tricky to land, specially the enlarged versions -MD 90´s- (because all the engine´s weight in the back, and inertia, and so on). In your experience, was that true??
Javier Cuesta from Mexico City
It does say a lot about modern technology when fly-by-wire is so dependable that the FAA says it is safe.
My timing to experience real flying came too late. I just wanted to thank you for this great blog. I truly enjoy all of your pictures and stories. Especially those of Hawaiian Airlines. I hope to fly for them one day.
You said Douglas announced plans for the MD-95 at Paris in 1991. Yes, but in fact that version did not come about. Later, when the company saw promise in the 100-seat market, it launched a "new" MD-95 (later the B 717). A small matter, but still good to set records straight. Great blog, by the way.
Thanks for all the comments. Javier, the DC-9 does have some unique landing characteristics. The little -10 would float and float and float... so you pulled your power to idle a little sooner than on a -30 for instance. In fact, a normal landing included a "stick shaker." Try this on any other model DC-9 and you'd find yourself back for a little remedial training. On a -50, where you pulled the power to idle, that was where you landed... thud! But none of this would I attribute to engine location. Like any transport aircraft, it's wing is situated in such a manner to provide balance under a wide variety of weight and balance configurations. And Don, I certainly agree. I thought it would have taken many more years than it has, for fly-by-wire to have migrated from a military cockpit to an airline flight deck. And John, thanks for clarifying the difference between an MD95 and a newer MD95. I was unaware of any differences.
Rand
A reader sent me a question. He wanted to know why 3,000 feet was displayed in the altitude window on the last DC-9 cockpit picture in this post. Good question. In this picture, the crew is landing on runway 35 in MHT. But what if something goes wrong and they need to go around? Well, then they're prepared, because this is the missed approach altitude for the runway 35 ILS.
RKP
I love these history lessons!
Christopher :)
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