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Originally Posted by Tide_from_PAE
(Post 18362396)
I'm going to miss the DC9-50's and would like to be on the final DC9-50 flight or a DC9-50 retirement DO. From a technical standpoint, the aircraft can leave the gate under its own power, has proven to be very solidly built, has reasonable fuel economy on short routes, and was able to be "modernized" enough that most passengers won't be able to tell that the plane is 30+ years old unless they look in the cockpit.
I find it cool to be on an aircraft that is still in commercial service in the lower 48 after 30+ years. Normally, to fly on that old of an aircraft on a scheduled commercial airline, one has to fly to a 3rd world country or Alaska, the latter being a popular destination of smaller older aircraft. I was very happy when Delta started scheduling the DC9-50's out of ATL as it means that I can often start and end my trip by flying a DC9-50 to/from BHM. |
I was on the last U.S. commercial flight of the Convair 580 (originally a Blue Goose, but by then wearing the NW livery). 89,000 hours on the plane. It's always a little sad to see the old birds retired.
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Originally Posted by 5khours
(Post 18362666)
I was on the last U.S. commercial flight of the Convair 580 (originally a Blue Goose, but by then wearing the NW livery). 89,000 hours on the plane. It's always a little sad to see the old birds retired.
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Originally Posted by ksweeney
(Post 18362481)
Actually, the newer DC9 series including the DC9-81 can power back from the gate.
To save time they skipped using a tug and powered back. When connecting to international flights across the aisle I liked to wait over by A29 just to watch, as it was something not seen everyday and I knew would be going away soon. |
Originally Posted by Flaflyer
(Post 18363053)
When the DTW Northwest WorldGateway McNamara terminal opened 10 years ago, the NW short turnaround commuter flights were the DC9s instead of Barbie jets. They parked in the tight space between the terminal and roadway often in the A19 through A35 odd numbered gates.
To save time they skipped using a tug and powered back. When connecting to international flights across the aisle I liked to wait over by A29 just to watch, as it was something not seen everyday and I knew would be going away soon. Around me in NYC Metro we had different airlines than Northwest hubs. I vividly remember the TWA and Pan Am Terminals at the airport and their jets. There has been so many changes over the years in the airline market it is hard to keep up. Delta is the largest airline that actually wound up surviving which I had used before in my market, although a lot of Domestic traffic has actually went to JetBlue. Apparently the DC9-50s were former Northwest jets they picked up along the way. The DC9-50 sector is utterly competitive. You have planes from Bombardier, Embraer, and Boeing has their out of production 717's, A318's and possibly more. |
Originally Posted by ksweeney
(Post 18362481)
Actually, the newer DC9 series including the DC9-81 can power back from the gate. CO used to regularly at IAH when short staffed until they determined that it tended to suck in things that were not good for the turbine blades. I'm pretty sure an MD88 can do this as well.
Come to think of it, that's probably why you don't see many powerbacks these days. :p |
Originally Posted by Seat1A
(Post 18360628)
another DC9 fan here.. :-)
they both have JT8D's, but the MD80 has a newer variant that is substantially quieter than the DC9's. sitting in line for takeoff at ATL, you can hear some variation in engine sound on the planes taking off if you listen, but they mostly sound the same. until a DC9 goes -- the roar from those older engines is much louder than that of newer aircraft, even much larger ones... |
Originally Posted by tennreb
(Post 18361344)
I love the DC-9s, and I prefer the interior over the MD-80s. The seats are more comfortable. It's a workhorse of a plane that was designed to be beat to hell. As the saying goes, when the last Airbus is flown to the desert, the pilots will be flown back in a DC-9.
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Have a very special place in my heart for the Nine having flown C-9Bs for the USN following much of a career in Tomcats. Not the same as strapping on a tactical jet, but still the C-9 was a joy to fly. It can be a very busy flight deck in high traffic areas with weather, crossing restrictions, etc but it is responsive, stable, durable, and still looks good at the gate. DL has just a handful left (the NWA DC-9 fleet would once have been one of the largest airlines in the country) and I suspect they will be retired soon (replaced by 717s from Airtran??) marking the end of an era in jet travel. Enjoy them while you can. They sure as hell beat most of the CRJs.
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Originally Posted by ksweeney
(Post 18362481)
Actually, the newer DC9 series including the DC9-81 can power back from the gate. CO used to regularly at IAH when short staffed until they determined that it tended to suck in things that were not good for the turbine blades. I'm pretty sure an MD88 can do this as well.
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I recently moved to DTW from STL and still had a few weeks of my final grad school class left, and had to make the once-weekly commute back for about two months. 90% of those flights were on DC-9's and I loved 'em! Upgrades were great; on the rare occasion that I wasn't upgraded, as long as you are in the front, it's not bad. I'm sure 30 years from now, thinking about those trips will definitely be something that brings a smile to my face as I reminisce.
I have noticed since moving to DTW that a great deal of short hops to Midwestern cities are in the DC-9. Don't think I ever rode on one until moving here, now it's been what a majority of my flights are on. They are perfect for hour hops around the Midwest, a transcontinental flight on one might be another thing. |
Over a period of years, I flew that DC-9 between MSP and RST dozens of times. I loved that 17 minute flight.:)
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I have never been bothered with excess noise on a DC-9.
But, then, I have never flow coach in a DC-9. If there is excess noise on a DC-9, I'll gladly spring for the cost of batteries for my Bose headphones as a trade-off for the more favorable UG percentages. If we must accept the reality of the future final flight on a DL DC-9, I'd like to be on it, in FC. I'll "buy" the drinks for the FC section... assuming FL management has not found a "ham sandwich approach" to charging for drinks in FC by then. :D:rolleyes::D |
Originally Posted by StayingHomeIsBetter
(Post 18364307)
I have never been bothered with excess noise on a DC-9.
But, then, I have never flow coach in a DC-9. If there is excess noise on a DC-9, I'll gladly spring for the cost of batteries for my Bose headphones as a trade-off for the more favorable UG percentages. If we must accept the reality of the future final flight on a DL DC-9, I'd like to be on it, in FC. I'll "buy" the drinks for the FC section... assuming FL management has not found a "ham sandwich approach" to charging for drinks in FC by then. :D:rolleyes::D In the old days I used to take USAirways DC9-30s from LGA to BUF. Lots of delays and equipment breakdowns. If I ever had to do the route again these days, I would be able to get on Delta flights with regional carriers with CRJ700 or E170. Jetblue has it on E190 and A320 from JFK instead now. United would be over at EWR. And USAirways has one regional providing service for now but I believe it will be phased out later this year. |
Originally Posted by StayingHomeIsBetter
(Post 18364307)
If we must accept the reality of the future final flight on a DL DC-9, I'd like to be on it, in FC.
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