I'm 12 my first flight was on Aserca Airlines (Venezuela) It was a Dc9 that day changed my life I started to love flying and... now I want to be a pilot, I know that some day i will be flying a BOEING that's my dream since that day of the dc-9.t the limit is the sky!!!
N890E said “The longer take-off roll and shallower climb has to do with payload & the density altitude which is related to atmospheric humidity.” There are no performance computations with humidity penalties, its aircraft weight, pressure altitude and air temperature, runway contaminents and inoperative equipment.
The DC-9s have plenty of power except for -7s on a -30 at high DA airport take offs, but even those take offs at 0 flaps will get you safely airborne and climbing if one fails. This IS one of the finest airliners built. If you flew them, you know it.
The DC-9s have plenty of power except for -7s on a -30 at high DA airport take offs, but even those take offs at 0 flaps will get you safely airborne and climbing if one fails. This IS one of the finest airliners built. If you flew them, you know it.
about 160mph i would say , if you fly with airtran their boeing 717's accelerate a lot faster than this Dc-9 , it gets off the ground using 5,965 ft. up at Yeager Airport in Charleston WV the total runway lenght is 6,302.Its great at full throttle up there the runway feels like your in the air its wierd because the re-pave it every year or 2 probably.
The lift of was after the first touch down marks on the runway heading over charleston because the plane didn't get off the ground until it almost passed the terminal completely my aunt was recording the takeoff because she wanted a vid of it you can see that it lifted off and as soon as it lifted of and went closer to positive rate you almost instantly see the EMAS at the end of 23 knowing how long the runway was at the piont all wheels were of the ground it lifted between 5,850 and 6,000
@VFA103JollyRogers I stand corrected. As for the uncalled for personal attack, I know plenty, well, at least the FAA seems to think so. I'll let the certificate in my wallet speak for itself. Nothing to prove here. Have a good one :)
I took the DC-9s and 727s for granted and per a recent AAL documentary, their MD-80s...their workhorse...are now considered "Fuel Hogs" and ripe for replacement...have taken those for granted too. Experienced a unique Reverse Thrust Pushback on an NWA DC-9 back around 1986, the only time. But always enjoyed the sound upon startup of any plane with fuselage-mounted engs, though I sure wish I had a 707 ride with their JT3D 18k
thrust engs. Does the JT3D sound on the OUTSIDE like these or similar?
I would say that I had taken the DC-9 for granted as well, that is until I had the opportunity to take this flight. I was able to video record everything so that I may look back. I suppose the only opportunity you may get to fly on a 707 with JT3D is to go on Saha Air.
Sure, the DC-9 may be one of the fastest, I have gathered that... but the -50 could have stood to have at least 17.5 per engine as opposed to 16.4... other than that, this thing is a rocket.
The -50 has the highest thrust rating of all of NWA's DC-9's The engine is the Pratt&Whitney JT8D-17 which produces 16,000 pounds of static thrust. This is higher than the -15 15500#thrust, the -11 15000#thrust, the -9A 14500# thrust,& the -7B 14000# thrust. The longer take-off roll&shallower climb has to due with payload & the density altitude which is related to atmospheric humidity. NWA's DC-9-31's&-32's are optioned with -7B,-9A & 15, 41's -11 & -15. Some -30's have mixed engines typ 7B/9A
I noticed that once on a DC9-31. Doesn't that have more to do with which engine is available at the time? How do the pilots compensate for the asymmetrical thrust?
I would imagine availability is a large factor. I remember when NWA was down to a handful of stretch 727advanced models. They hung 7Bs on alot of them. I think it was because the -15 and -17 engines would be easier to sell. The 727s were at that time on their way to the desert. I don't think symmetry was necessarily a problem if 100 percent n1 power was not necessary in each engine for take-off. It would seem to be a matter of getting the target % n1 in each engine.
Why do my ears feel like they pop everytime i watch these takeoff videos?
khanman25 1 week ago
Witch seat did you were?
TheMikestation11 2 months ago in playlist 2010-12-21 F
NICE "SPOOL UP" !
justanotherengine 4 months ago
You did get a wonderful engine sound. ;)
voldemort00 5 months ago in playlist Vídeos de voldemort00 adicionados aos favoritos
Ancient? I'll fly on a DC-9 before an A320 any day. Especially NW (Delta).
JMG717 11 months ago 5
Why are all american carriers ancient flee come to Europe
Aviationnation10 11 months ago
I'm 12 my first flight was on Aserca Airlines (Venezuela) It was a Dc9 that day changed my life I started to love flying and... now I want to be a pilot, I know that some day i will be flying a BOEING that's my dream since that day of the dc-9.t the limit is the sky!!!
comecobre 1 year ago
N890E said “The longer take-off roll and shallower climb has to do with payload & the density altitude which is related to atmospheric humidity.” There are no performance computations with humidity penalties, its aircraft weight, pressure altitude and air temperature, runway contaminents and inoperative equipment.
doug9driver 1 year ago
This has been flagged as spam show
The DC-9s have plenty of power except for -7s on a -30 at high DA airport take offs, but even those take offs at 0 flaps will get you safely airborne and climbing if one fails. This IS one of the finest airliners built. If you flew them, you know it.
doug9driver 1 year ago
The DC-9s have plenty of power except for -7s on a -30 at high DA airport take offs, but even those take offs at 0 flaps will get you safely airborne and climbing if one fails. This IS one of the finest airliners built. If you flew them, you know it.
doug9driver 1 year ago
Comment removed
doug9driver 1 year ago
I'm flying on a DC-9 in two weeks, and this video even made my ears pop just by listening to the audio. That is a first so congrats.
dtw777 2 years ago
Is that a C130 from 1:09 to 1:13??? Awsome!
Zlin0035 2 years ago
Yup... Sure is.. I didn't even notice that, lol
JMG717 2 years ago
@JMG717 A bit more specifically, it's a C-130E :-)
w5pda 1 year ago
@Zlin0035 the 103rd airlift wing is based in MSP.
maverick967 2 years ago
depending on weight 120-140kts or so.
ajcrw 2 years ago
about 160mph i would say , if you fly with airtran their boeing 717's accelerate a lot faster than this Dc-9 , it gets off the ground using 5,965 ft. up at Yeager Airport in Charleston WV the total runway lenght is 6,302.Its great at full throttle up there the runway feels like your in the air its wierd because the re-pave it every year or 2 probably.
interceptorcrj 2 years ago
Howd you calculate 5,965? Every flght I've seen takeoff was up with 1,500-2,000 to go.
ajcrw 2 years ago
The lift of was after the first touch down marks on the runway heading over charleston because the plane didn't get off the ground until it almost passed the terminal completely my aunt was recording the takeoff because she wanted a vid of it you can see that it lifted off and as soon as it lifted of and went closer to positive rate you almost instantly see the EMAS at the end of 23 knowing how long the runway was at the piont all wheels were of the ground it lifted between 5,850 and 6,000
interceptorcrj 2 years ago
Well the DC9 uses turbojets and the 717 used turbofans...
jesusFreak0321 2 years ago
@jesusFreak0321 Actually the JT8Ds are turbofans if you knew any bit of aviation you'd know.
VFA103JollyRogers 2 years ago
@VFA103JollyRogers I stand corrected. As for the uncalled for personal attack, I know plenty, well, at least the FAA seems to think so. I'll let the certificate in my wallet speak for itself. Nothing to prove here. Have a good one :)
jesusFreak0321 1 year ago
Nice Job! 5/5. Check out my DC-9 videos, Part 1 and Part 2. Anyway good job. :)
jonahair747 2 years ago
i love dc 9 planes, i flied a lot into them
eddiealexxy 2 years ago
Well, I guess I don't need to go out tonight, now!
tomtom1484 2 years ago
I took the DC-9s and 727s for granted and per a recent AAL documentary, their MD-80s...their workhorse...are now considered "Fuel Hogs" and ripe for replacement...have taken those for granted too. Experienced a unique Reverse Thrust Pushback on an NWA DC-9 back around 1986, the only time. But always enjoyed the sound upon startup of any plane with fuselage-mounted engs, though I sure wish I had a 707 ride with their JT3D 18k
thrust engs. Does the JT3D sound on the OUTSIDE like these or similar?
Redeagle52000 2 years ago
I would say that I had taken the DC-9 for granted as well, that is until I had the opportunity to take this flight. I was able to video record everything so that I may look back. I suppose the only opportunity you may get to fly on a 707 with JT3D is to go on Saha Air.
JMG717 2 years ago
yes the engines pretty much sound the same from outside
meteors6 2 years ago
Sure, the DC-9 may be one of the fastest, I have gathered that... but the -50 could have stood to have at least 17.5 per engine as opposed to 16.4... other than that, this thing is a rocket.
JMG717 3 years ago
man good video and nice sound love those engines
acthetech 3 years ago
From what I have noticed, the DC-9 is way underpowered.
blakman7 3 years ago
The DC9-50 is more underpowered than the rest. That takeoff was as slow as it looked
TheWaynster 3 years ago
The -50 has the highest thrust rating of all of NWA's DC-9's The engine is the Pratt&Whitney JT8D-17 which produces 16,000 pounds of static thrust. This is higher than the -15 15500#thrust, the -11 15000#thrust, the -9A 14500# thrust,& the -7B 14000# thrust. The longer take-off roll&shallower climb has to due with payload & the density altitude which is related to atmospheric humidity. NWA's DC-9-31's&-32's are optioned with -7B,-9A & 15, 41's -11 & -15. Some -30's have mixed engines typ 7B/9A
N8908E 3 years ago
I noticed that once on a DC9-31. Doesn't that have more to do with which engine is available at the time? How do the pilots compensate for the asymmetrical thrust?
JMG717 2 years ago
I would imagine availability is a large factor. I remember when NWA was down to a handful of stretch 727advanced models. They hung 7Bs on alot of them. I think it was because the -15 and -17 engines would be easier to sell. The 727s were at that time on their way to the desert. I don't think symmetry was necessarily a problem if 100 percent n1 power was not necessary in each engine for take-off. It would seem to be a matter of getting the target % n1 in each engine.
N8908E 2 years ago
AFAIK, The Sync (ON) command is in the CLIMB CHECK checklist, so I don't know if these guys even had it on for takeoff..
JMG717 3 years ago
Sounds like the engines are a little out of synch on that -51.
N8908E 3 years ago