The McDonnell Douglas DC-9-30 or Series 30 was originally manufactured to counteract the Boeing 737 narrow body aircraft. It features leading edge devices for reduction of landing speeds when in higher landing weights and full span leading edge slats that let the aircraft fly at a high angle of attack and allow for steep climb angles.

McDonnell Douglas
United States
1965 to: 1982
2x JT8D-11
15,000 pound-force
Max Cruise Speed:
485 knots
898 Km/h
Approach Speed (Vref):
127 knots
Travel range:
1,500 Nautical Miles
2,778 Kilometers
Fuel Economy:
Service Ceiling:
35,000 feet
Rate of Climb:
2000 feet / minute
10.16metre / second
Take Off Distance:
2100 metre - 6,889.68 feet
Landing Distance:
1500 metre - 4,921.20 feet
Max Take Off Weight:
48,988 Kg
107,999 lbs
Max Landing Weight:
44,906 Kg
99,000 lbs
Max Payload:
13,674 Kg
30,146 lbs
Fuel Tank Capacity:
3,679 gallon
13,926 litre
Baggage Volume:
25.3 m3 / 893 ft3
Seats - Economy / General:
115 seats
Seats - Business Class:
Seats - First Class:
Cabin Height:
2.05 metre - 6.73 feet
Cabin Width:
3.12 metre - 10.24 feet
Cabin Length:
22.79 metre - 74.77 feet
Exterior Length:
36.36 metre - 119.29 feet
Tail height:
8.5 metre - 27.89 feet
Fuselage Diameter:
3.35 metre - 10.99 feet
Wing Span / Rotor Diameter:
28.44 metre - 93.31 feet
Wing Tips:
No Winglets

DC-9-30 Production

The Douglas DC-9 is a narrow body aircraft designed and produced by the Douglas Aircraft Company. In 1950, the company considered to produce a short to medium range aircraft to improve the DC-8.

On August 1 1966, the DC-9-30 took its maiden flight. It is the first stretched variant of the DC-9 with lengthy fuselage and wing tips.

In February 1967, the Series 30 entered into service with Eastern Airlines.

In 1982, production of the aircraft has ended. 662 DC-9-30 were built.

DC-9-30 Design

The DC-9-30 has a fuselage stretch of 36.36 meters, height of 8.5 meters and diameter of 3.35 meters. It has a wheelbase of 16.22 meters. The series 30 has a wingspan of 28.44 meters, and full span leading edge slats to enhance take off and landing performance. The leading edge devices aid to decrease the landing speed at greater landing weights, the full span slats decrease approach speeds around six knots in spite of around 2,200 kg higher weight.

The slats of the Series 30 were lighter compared to slotted Krueger flaps considering the structure connected with it is a more useful torque box rather than the ones connected with the Krueger. There is a six percent increase in wing chord onward the front spar that allows a 15 percent chord slat to be connected.

The aircraft was created for short to medium routes, generally to cramped airports with small runways and fewer ground infrastructure. There is a built in air stair that helps in easy boarding and debarking.

The DC-9-30 has a cabin length of 22.79 meters, width of 3.12 meters and height of 2.05 meters. It can accommodate up to 127 passengers in a high-density configuration.

DC-9-30 Engine and Performance

Pratt and Whitney JT8D powers the Series 30. It is a low bypass turbofan engine that has a dual spoon design. Engines for versions -31, -32, -33 and -34 were JT8D-7 and JT8D-9 with a thrust rating of 14,500 lbf, or JT8D-11 with a thrust rating of 15,000 lbf. It has a maximum take off weight of 48,988 kg and a maximum landing weight of 44,906 kg.

The Series 30 can fly up to 35,000 feet. With a range of 1,500 nautical miles, it has a maximum payload of 13,674 kg and a fuel tank capacity of 3,679 US Gal. Its maximum cruising speed is 485 knots and has a climb rate of 2,000 feet per minute.

It has a take off and landing distance of 2,100 meters and 1,500 meters respectively.

DC-9-30 Variants

The DC-9-31 is the first sub-variant created in a passenger version. On December 19 1966, it was certified with a maximum take off weight of 49,000 kg.

The DC-9-32 was certified on March 1 1967 with a maximum take off weight of 50,000 kg. There were cargo versions produced such as 32LWF (Light Weight Freight), 32CF (Convertible Freight), and 32AF (All Freight).

The DC-9-33 was certified on April 15 1968 with a maximum take off weight of 52,000 kg. This sub-variant was intended for passenger/cargo, or all-cargo use.

The DC-9-34 was the last sub variant with a maximum take off weight of 55,000 kg. It is designed for longer range.

DC-9-30 Notable Accidents

On June 2 1983, an Air Canada flight 797 from Dallas/Fort Worth International Airport had an in-flight fire from the lavatory that spread into the cabin, and filled the aircraft with toxic smoke. Twenty-three passengers died on the accident.

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On December 7 1983, a Boeing 727 departing from Madrid collided with Aviaco DC-9-30. Both of the aircraft burst into flames right after the impact. All of the people on board the DC-9 died on the accident.

On July 2 1994, a USAir flight 1016 struck a private residence near the Charlotte Douglas International Airport. Thirty-seven people were killed on the accident.

On May 11 1996, a Valujet flight from Miami caught fire on board causing the aircraft to went out of control and then crashed afterwards. 110 people on board died on the accident.

On December 10 2005, a Sosoliso Airlines flight 1145 crashed upon landing at Port Harcourt International Airport. The aircraft caught fire after it crashed into the ground. 108 people were killed and 2 survived on the accident.

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