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weight and performance calculations for the McDonnel Douglas DC-9-32
Swissair DC-9-32 HB-IFH c/n 45790/264
McDonnel Douglas DC-9-32
role : short-range regional jet airliner
importance : ****
first flight : operational : May 1967
country : United States of America
ICAO aircraft type designator : DC93
production : 365 aircraft
general information :
The DC-9-32 was the most built DC-9 version and served with KLM, among others.
Compared with the DC-9-31 it has a higher MTOW and more powerful engines, mostly of the JT8D-9A type.
The DC-9-34 made the 1st flight on March 5, 1976. It entered service with Aviaco in May 1976. It had a mtow of 54885 kg and engines of 71.2 KN.
KLM DC-9-32 PH-DOB “Santa Monica” being baptized by Miss Santa Monica before handing over to the KLM.
The McDonnell Douglas DC-9-30 was not built with a standard fuel dump (jettison) system. Because its Maximum Take-off Weight (MTOW) and Maximum Landing Weight (MLW) are relatively close, it was certified to land at or near its maximum weight safely
primary users : KLM, Swissair, VIASA, Alitalia, Delta Airlines, Air Canada, Turkish
Airlines, JAT, Iberia, Garuda, Aeromexico
KLM registrations : DC-9-32 : PH-DNG “Rotterdam”, PH-DNH ‘Zurich”, PH-DNI “Istanbul”, PH-DNK “Copenhagen”, PH-DNL “Londen”, PH-DNS “Arnhem”, PH-DNT “Lissabon”, PH-DNV “Warschau”, PH-DNW “Moskou”, PH-DOA “Utrecht”, PH-DOB “Santa Monica”.
DC-9-33F(CF) : PH-DNM “Madrid”, PH-DNN “Weenen”, PH-DNO “Oslo”, PH-DNP “Athene”, PH-DNR “Stockholm”, PH-DNY “Parijs”
Accommodation :
flight crew : 2 cabin crew : 3
passengers : seating for 98 in two class : 8 first class and 90 economy class seats
( 32 -in pitch) exit limit : 127 passengers, high density single-class seating for 124
passengers
engine : 2 Pratt & Whitney JT8D-9A turbofan engines of 64.53 [KN] (14507 [lbf])
Measured geometrical tail angle : 10°, measured chord at root : 4.87m, at tip : 1.09m, measured cabin length :
dimensions :
wingspan : 28.47 [m], length overall: 36.37 [m], length of fuselage : 32.61 [m] height :
8.38 [m] wing area gross : 92.97 [m^2] fuselage exterior width : 3.34 [m]
weights :
manufacturer’s weight empty : 24975 [kg]
operating empty weight : 25789 [kg] max. structural payload : 13674 [kg]
Zero Fuel weight (ZFW) : 39463 [kg] max. landing weight (MLW) : 44906 [kg]
max. take-off weight : 48988 [kg] weight usable fuel : 10932 [kg] (13926 [litres])
performance :
Max. operating Mach number (Mmo) : 0.840 [Mach] (934 [km/hr]) at 7620 [m]
critical Mach speed : 0.77 [Mach]
max. cruising speed : 890 [km/hr] (Mach 0.817 ) at 9150 [m] (38 [%] power)
KLM DC-9-32 PH-DNG “City of Rotterdam” c/n 47102/198 at Schiphol February 1976. PH-DNG was the first DC-9-32 delivered to KLM and arriving at Schiphol on 21 November 1967 .
economic cruising speed : 830 [km/hr] (Mach 0.76 ) at 9150 [m]
service ceiling : 11000 [m]
range with max fuel and MTOW : 2315 [km] (ATA domestic fuel reserves - 370.0 [km]
alternate)
description :
*Cantilever low-wing monoplane with retractable landing gear with nose wheel
engines attached to the tail, landing gear attached to the wings, fuel tanks in the wings
*Wings : aluminium alloy fail safe wing structure with double slotted trailing edge flaps
with full-span leading-edge slats ,with spoilers airfoil : NACA
average thickness/chord ratio : 11.6 [%], sweep angle 3/4 chord: 24.0 [°]
incidence at root : 1.00 [°], dihedral : 6.0 [°]
*Tail Unit: Cantilever all-metal structure with tailplane mounted at tip of fin
*Fuselage : Pressurized conventional all-metal semi-monocoque structure with double-
bubble cross section
Air Canada DC-9-32
calculation : *1* (dimensions) :
measured wing chord at root: 4.87 [m]
measured wing chord at tip : 1.09 [m]
measured geometric tail-angle : 10.5 [° ]
taper ratio : 0.224 [ ]
mean wing chord : 3.27 [m]
wing aspect ratio : 8.72 []
Oswald factor (e): 0.700 []
seize (span*length*height) : 8677 [m^3]
calculation : *2* (fuel consumption) :
oil consumption : 0.4 [kg/hr]
fuel consumption (econ. cruise speed) : 3379.3 [kg/hr] (4304.9 [litre/hr]) at 43 [%] power
fuel burn per seat per hour (average seating) : 38.85 [litre], sfc : 61.0 [kg/KN/h]
calculation : *3* (weight) :
weight engine(s) dry : 3200.0 [kg] = 24.79 [kg/KN]
weight 4.6 litre oil tank : 0.39 [kg]
oil tank filled with 0.8 litre oil : 0.7 [kg]
oil in engine 1.6 litre oil : 1.4 [kg]
weight all fuel lines and pumps containing 60 litres fuel : 35.4 [kg]
weight engine cowling : 335.6 [kg]
weight thrust reversers : 193.6 [kg]
total weight propulsion system : 3767 [kg](7.7 [%])
***************************************************************
Accommodation cabin facilities :
typical 2-class cabin layout for 98 passengers : economy : pitch : 81.3 [cm] 32.0 [-in] ( 3+2 )
seating in 20.0 rows
first class pitch : 96.5 [cm] 38.0 [-in] at 4 -abreast
weight passenger seats (width 52.6 [cm]) : 497.1 [kg]
weight cabin crew seats : 15.0 [kg]
weight flight crew seats : 42.0 [kg]
high density seating passengers : 124 [pax] at mainly 5 -abreast seating in 25.6 rows, pitch
71.1 [cm] 28.0 [-in]
pax density, normal seating : 0.690 [m2/pax], high density seating : 0.547 [m2/pax]
weight 2 lavatories : 71.8 [kg]
weight 1 galleys : 58.8 [kg]
weight overhead stowage for hand luggage (total : 6.2 [m3] = 129 55x35x25cm carry-on
trolleys) : 97.0 [kg]
weight 1 wardrobe closets : 23.1 [kg]
weight 42 windows (41 x 28 cm) made of acrylic glass : 178.5 [kg]
weight 2 (1.83 x 0.86 [m]) main entry doors : 66.7 [kg]
weight 1 (1.22 x 0.69 [m]) crew/service doors : 17.9 [kg]
**at high density seating some toilets/closets/galleys need to be removed to make place for additional seating
KLM DC-9-32 PH-DOB c/n 48133/959 with people descending trough the tail stairs .
weight hydraulically-operated airstair for ventral entrance : 83.5 [kg]
weight 2 (main door size : 1.35 x 1.27 [m]) freight doors (belly) : 78.8 [kg]*
total usable belly baggage/cargo hold volume : 25.8 [m3]
passenger compartment volume : 86 [m3]
cabin volume (usable), excluding flight deck : 124 [m3]
passenger cabin max width (trim to trim): 3.14 [m] cabin length : 21.53 [m] max cabin
height : 2.06 [m]
floor area : 60.1 [m2], cabin width at floor : 2.87 [m]
at normal seating 9.6 [%] of cabin floor area is occupied by toilets & galleys
weight cabin facilities : 1146.6 [kg]
safety facilities :
weight 4 type III over wing emergency exits (0.51 x 0.91 [m]): 42.6 [kg]
evacuation time with 124 passengers : 42 [sec]
weight 3 hand fire extinguisher : 8 [kg]
TWA DC-9-32 cabin interior
central aisle : 0.51 [m] wide
weight cockpit voice recorder (CVR) and flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 63.7 [kg]
weight emergency flare installation : 10 [kg]
weight 2 emergency evacuation slides : 49.6 [kg]
weight safety equipment & facilities : 278 [kg]
fuselage construction :
fuselage aluminium frame : 4383 [kg]
floor loading (payload/m2): 228 [kg/m2]
weight rear pressure bulkhead : 165.5 [kg]
fuselage covering ( 237.6 [m2] duraluminium 3.59 [mm]) : 2232.3 [kg]
weight paint fuselage : 49.9 [kg]
weight aluminium floor beams : 234.4 [kg]
weight cabin furbishing : 448.7 [kg]
weight cabin floor : 801.1 [kg]
weight (sound proof) isolation : 221.9 [kg] TO-noise level : 114.1 [EPNdB]
weight empty 73 [litre] potable water tanks : 6.5 [kg]
weight empty waste tank : 2.7 [kg]
weight engine mounts : 65 [kg]
weight fuselage structure : 8610.9 [kg]
Avionics :
weight VHF radio and Selcal : 9.0 [kg]
weight flight and service attendants intercom : 5.0 [kg]
weight dual cloud-collision radar : 25.0 [kg]
weight VOR/ILS,RMI,DME,radio altimeter, ASI, time clock : 20.0 [kg]
Aero California DC-9-32 XA-UDH c/n 47791/908 cockpit, June 2006 Mexico
weight Sperry AD-200 flight director system with Sperry SP-50A auto-pilot : 25.0 [kg]
weight Cat II minima DH 30m RVR >=350m autoland system : 20.0 [kg]
weight artificial horizons, gyro-compass, radio altimeters : 7 [kg]
weight engine monitoring gauges & control switches : 14 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp. and rpm indicators : 15 [kg]
weight avionics : 146.0 [kg]
Systems :
Air-conditioning and pressurization system maintains sea level conditions up to 5900 [m]
and gives equivalent of 2250 [m] at 10700 [m]. pressure differential : 0.54 [bar] (kg/cm2)
pressurized fuselage volume : 149 [m3] cabin air refreshment time : 2.4 [min]
weight air-conditioning and pressurization system : 105 [kg]
weight Auxiliary Power Unit (APU) : 21.2 [kg]
weight lighting : 32.3 [kg]
weight 218 [bar] hydraulic system : 15.2 [kg]
for take-off and landing, pressure could be manually reduced during cruise flight to 209 [bar]
weight engine-driven 40kVA electricity generators : 24.5 [kg]
weight 22Ah battery : 28.5 [kg]
weight controls : 14.4 [kg]
weight stick pusher anti-stall warning system : 15 [kg]
weight systems : 256.2 [kg]
total weight fuselage : 10437 [kg](21.3 [%])
***************************************************************
wing construction :
total weight aluminium ribs (108 ribs) : 1698 [kg]
weight 6 wing fuel tanks empty for total 13926 [litre] fuel : 209 [kg]
weight 56 [litre] vent surge tanks : 7 [kg]
weight wing covering (painted aluminium 3.40 [mm]) : 1709 [kg]
total weight aluminium spars : 2295 [kg]
KLM DC-9 PH-DOA “City of Utrecht” c/n 48132 with gezagvoerder/captain N. Geysendorpher posing in front.
weight wings : 5701 [kg]
weight wing/square meter : 61.32 [kg]
weight bleed air thermal leading-edge anti-icing : 31.3 [kg]
weight two boundary-layer fences (vortilons) : 30.0 [kg]
weight ailerons (3.3 [m2]) : 102.4 [kg]
weight fin (8.7 [m2]) : 347.0 [kg]
weight rudder (3.8 [m2]) : 111.0 [kg]
weight tailplane (horizontal stabilizer) (23.1 [m2]): 780.9 [kg]
weight elevators (5.7 [m2]): 95.1 [kg]
weight paint wing & tail surfaces : 52.4 [kg]
weight flight control hydraulic servo actuators: 14.5 [kg]
weight trailing-edge double slotted flaps (19.2 [m2]) : 506.7 [kg]
weight leading edge slats (9.3 [m2]) : 160.0 [kg]
weight spoilers (2.6 [m2]) : 46.2 [kg]
weight airbrakes (0.0 [m2]) : 0.0 [kg]
total weight wing construction : 8194 [kg] (31.8 [%])
*******************************************************************
landing gear :
tire pressure main wheels : 10.90 [Bar] (nitrogen), ply rating : 24 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 0.18 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 71 [ ]
Aircraft Classification Number (ACN), MTOW on rigid runway and medium subgrade
strength (B) : 35 [ ] Can also operate from unpaved runways subgrade B
wheel pressure : 10777.4 [kg]
wheel track 5.03 [m], wheelbase : 16.22 [m]
weight 4 Dunlop 40.0 x 14.0 main wheels (1016 [mm] by 356 [mm]) : 401.4 [kg]
weight 2 nose wheels : 100.4 [kg]
weight heavy-duty hydraulic disc brakes : 46.4 [kg]
weight Hydro-air flywheel detector type anti-skid units : 5.4 [kg]
weight oleo-pneumatic shock absorbers : 52.6 [kg]
weight wheel hydraulic operated retraction system : 526.7 [kg]
weight tailskid : 25 [kg]
weight undercarriage struts with axle 1449.4 [kg]
total weight landing gear : 2607.4 [kg] (5.3 [%]
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KLM DC-9-33RC PH-DNP “Athene”, Rapid Change version which can be quickly changed from passenger to cargo configuration. It has a big main-deck Cargo door on the left side behind the forward passenger door. During the day it would fly passengers and cargo in the night. Of the DC-9-33 only 22 were built, as All Freight (AF), Convertible Freight (CF) and Rapid Change (RC) aircraft. The DC-9-33 was certified on 15 April 1968. MTOW 52000 kg MZFW 43300 kg MLW 46000 kg, P&W JT8D-11 engines. Wing incidence was increased 1.25 degrees to reduce cruise drag.
********************************************************************
calculated empty weight : 25006 [kg](51.0 [%])
aircraft equipment and service utensils :
weight oil for 3.1 hours flying : 1.7 [kg]
unusable fuel in engine and tanks 118.4 litre fuel : 92.9 [kg]
weight lifejackets : 44.1 [kg]
weight 2 life rafts : 61.2 [kg]
weight catering : 46.8 [kg]
weight water : 64.6 [kg]
weight crew : 405 [kg]
weight crew luggage, navigation chards, flight docs (NOTOC), manuals, miscellaneous items : 66 [kg]
operational weight empty : 25789 [kg] (52.6 [%])
********************************************************************
useful load breakdown :
weight 98 passengers : 7546 [kg]
weight luggage : 1568 [kg]
weight cargo : 4560 [kg] (cargo + luggage/m3 belly : 191.2 [kg/m3])
zero fuel weight (ZFW): 39463 [kg](80.6 [%])
weight fuel for landing (1.6 hours flying) : 5443 [kg]
max. landing weight (MLW): 44906 [kg](91.7 [%])
*max. landing weight higher than max. fuel weight makes it possible to make intermediate
stops without refuelling, also no fuel dump system needed, saves weight
max. fuel weight : 36721 [kg] (75.0 [%])
payload with max fuel : 124 passengers + luggage + 769 [kg] freight 12267 [kg]
can be operated with max. high density seating or more freight with max.fuel for good
economics, and option for additional fuel tanks (ACT)
published maximum take-off weight : 48988 [kg] (100.0 [%])
Iberia DC-9-32 EC-BIQ c/n 47092/222
calculation : * 4 * (engine power) :
power loading (Take-off) : 380 [kg/KN]
power loading (Take-off) 1 PUF: 759 [kg/KN]
max. total take-off power : 129.1 [KN]
calculation : *5* (loads) :
manoeuvre load : 1.4 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 2.2 [g]
design flight time : 1.00 [hours]
design cycles : 53600 sorties, design hours : 53600 [hours]
max. wing loading (MTOW & flaps retracted) : 527 [kg/m2]
wing stress (2 g) during operation : 161 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack) :
angle of attack zero lift : -1.72 ["]
max. angle of attack (stalling angle, clean) : 13.87 ["]
max. angle of attack (full flaps) : 19.74 ["]
angle of attack at economic cruise speed : 2.60 ["]
Aero Transporti Italiani DC-9-32 I-ATIA c/n 47431/520
calculation : *7* (lift & drag ratios) :
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.27 [ ]
lift coefficient at max. angle of attack (clean): 1.36 [ ]
max. lift coefficient ( 40 [° ] flaps) : 2.24 [ ]
drag coefficient at max. speed : 0.0538 [ ]
drag coefficient at econ. cruise speed : 0.0490 [ ]
induced drag coefficient at econ. cruise speed : 0.0074 [ ]
drag coefficient (zero lift) : 0.0415 [ ]
lift/drag ratio at econ. speed : 4.98 [ ]
calculation : *8* (speeds) :
Risk of tailstrike when taking off with OEI (engine failure), pilot must not rotate to fast
tail protected by a tailskid
minimum control speed (Vmc): 278 [km/u] (150.2 [kt])
minimum unstick speed (Vmu) at TO angle 11.5 ° : 298 [km/u] (161 [kt])
take-off decision speed (V1) : 295 [km/u] (159 [kt])
take-off rotation speed (VR) : 298 [km/u] (161 [kt])
KLM DC-9-32 taking off from Schiphol .
lift-off speed (VLOF) : 319 [km/u] (172 [kt]) at pitch angle : 10.2 [°]
take-off safety speed (V2) : 321 [km/u] (174 [kt])
flap retraction speed (V3) at 500m (OW loaded : 45609 [kg]): 301 [km/u] (163 [kt])
steady initial climb speed (V4) : 347 [km/u] (188 [kt])
climb speed (to FL150 with 80 [%] power) : 458 [km/hr] (247 [kt])
max. endurance speed (Vbe): 540 [km/u] min. fuel/hr : 2424 [kg/hr] at height : 9144 [m]
max. range speed (Vbr): 780 [km/u] (0.73 [mach]) min. fuel consumption : 3.59 [kg/km] at
cruise height : 10668 [m]
max. cruising speed : 890 [km/hr] (481 [kt]) at 9150 [m] (power:54 [%])
max. operational speed (Mmo) : 934 [km/hr] (Mach 0.84 ) at 7620 [m] (power:71 [%])
airflow at cruise speed per engine : 90.7 [kg/s]
speed of thrust jet : 2261 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.75
descent speed 7315 - 3048 [m]: 537 [km/u] (290 [kt])
approach speed 3048 - 500 [m] (clean): 463 [km/u] (250 [kt])
minimum control speed (MCS) Vmca (clean): 292 [km/u] (158 [kt])
stalling speed clean at 500 [m] height at Max.Landing Weight : 44906 [kg]): 278 [km/u]
(150 [kt])
final approach speed (landing speed) at sea-level with 40 [°] flaps VREF (max. landing
weight): 242 [km/u] (131 [kt])
ICAO Aircraft Approach Category (APC) : C
stalling speed at sea-level with 40 [°] flaps VSO (max. landing weight): 186 [km/u] (101 [kt]
stalling speed at sea-level with 40 [°] flaps VSO at 48988 [kg] AUW): 195 [km/u] (105 [kt]
rate of climb (max. continuous power) at sea-level ROC (loaded, 80 % power) : 872 [m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 772 [m/min]
rate of climb at 1000 [m] with 1 engine out (reduced MTOW : 42151 [kg]) : 131 [m/min]
low climbing performance in case of engine failure, limited hot&high capability
cannot stay in the air with 1 engine out (PUF) fully loaded (MTOW), immediate emergency
landing needed (no fuel dump system)
rate of descent from FL240 to FL100 (7315m > 3048m): 1067 [m/min] (3501 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers: 211
[m/min] (3.5 [m/s])
calculation : *9* (regarding various performances) :
Brake kinetic energy capacity : 1380 [KW]
FAR Take-off runway length at MTOW 48988 kg (108000 lb), standard day, sea level : 7600 ft > 2315m .
***note calculated FAR TO runway length (TOFL) AEO (x1.15) requirement at MTOW, standard day at SL: 2387 [m]
FAR TO runway length (TOFL) requirement at TOW 48988 [kg] standard day at SL (PUF
after V1): 2635 [m]
ICAO Aerodrome Reference Code : 3C
Take-off flap setting : 20 [° ]
+++ FAA certification landing distance : +++
landing weight : 44906 [kg], TE flap setting : 40 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
without use of thrust reversers, glideslope : 3.00 [°]
FAR landing field length at MLW 44906 kg, standard day, sea level, dry runway : 5250 ft > 1600m
FAR landing field length ISA at SL, dry runway : 1611 [m] (5285 [ft])
FAR landing field length ISA at SL, wet runway: 1834 [m] (6018 [ft])
max. lift/drag ratio : 10.74 [ ]
climb to 5000 [m] with max payload : 5.31 [min]
climb to 10000 [m] with max payload : 16.33 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
max. ceiling fully loaded (mtow- 60 min.fuel): 45609 [kg] ) : 16600 [m]
ceiling limited by max. pressure differential 12850 [m]
max. theoretical ceiling (OWE + 60 min.fuel) : 18900 [m] with flying weight :29168 [kg]
calculation *10* (action radius & endurance) :
range with max. payload: 2328 [km] with 13674.0 [kg] max. useful load (87.1 [%] fuel)*
range with high density pax: 2699 [km] with 124 passengers (100.0 [%] fuel)*
range with typical two-class pax: 2743 [km] with 98 passengers (100.0 [%] fuel)*
Range with max payload (13674 kg) : 925 nm > 1715 km
Range with max fuel (13925 liters, MTOW 48988 kg) : 1250 nm > 2315 km
Ferry range (zero payload) : 1660 nm > 3075 km
range with max.fuel and MTOW : 2685 [km] with 5 crew and 124 passengers and 769 [kg]
cargo*
ferry range (calculated): 2903 [km] with 2 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 30004 [litre] fuel : 6031 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 303366 [paskm]
useful load with range 1000km : 13674 [kg]
useful load with range 1000km : 124 passengers
production (theor.max load): 12170 [tonkm/hour]
production (useful load): 12170 [tonkm/hour]
production (passengers): 99258 [paskm/hour]
oil and fuel consumption per tonkm : 0.278 [kg]
Newspaper article titled “Lap of honour for the workhorse” describing the last KLM DC-9-32 flight, the flight was carried out on 4 March 1989 with the PH-DOB “City of Santa Monica” flown by captain N.W. Geysendorpher . Text below the picture, right, above : “director of flight service Ir. K. Ledeboer raises his glass during the farewell flight of the DC-9.” The picture right below : “for the last time, captain Geysendorpher turns off the engines of the Santa Monica.”
calculation *11* (operating cost) :
fuel cost per hour at econ.speed (4305 [litre]):2583 [eur] (22 [pax-km/litre fuel])
fuel cost per seat 1000km flight (112 [pax] 2-class seating): 27.90 [eur/1000PK]
oil cost per hour: 2 [eur]
crew cost per hour : 600 [eur]
list price 2024 : 63 [mln USD]
average flying hours in 1 year : 2300 [hours] technical life : 23 [year]
real average service life : 22 [years]
depreciation : 22 [years] to 10% residual value
financing interest per flying hour : 618 [EUR]
write off per flying hour : 1015 [EUR]
mean time between engine failure (MTBF) : 7654 [hr]
insufficient engine reliability for ETOPS flights
can continue fly on 1 engine, low risk for emergency landing for PUF
workhours per day : 11.03 [hr]
average flight hours till crash : 0.79 [mln hr] (342 service years)
safe flight hours till fatality : 13981 [hr] (6.1 service years)
reservation pax liability/flying hour : 9.21 [SDR*] (11.52 [eur])
insurance cost per hour : 373 [eur] insurance rate : 3.7 [%]
engine maintenance cost per hour : 21.1 [eur]
Aserca Airlines DC-9-32 YV371T c/n 47235/436 at Willemstad, Curacao, March 2009. Aserca still used this aircraft for passengers services in September 2011. The aircraft was delivered in January 1969 to Alitalia. So it was in service for more than 42 years .
wing maintenance cost per hour : 204.5 [eur]
fuselage maintenance cost per hour : 475.25 [eur]
tire life (time till worn out) : 108 [cycles]
maintenance cost per hour (excluding engines): 1184 [eur]
direct operating cost per hour: 6408 [eur], DOC per km : 7.72 [eur]
DOC per seat 1000km flight (112 [pax] 2-class seating): 64.56 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 58.24 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.53 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 2.91 [eur/pax]
airport landing fee / passenger : 2.91 [eur/pax]
retour ticket price 1000km trip : 201.96 [eur/pax]
price retour ticket Schiphol-Barcelona : 237.47 [eur/pax]
September 17, 1979 Air Canada DC-9-32 CF-TLU c/n 47196/288. Flight 680 just started from Boston with 45 people aboard, at 7600m altitude the outer door flies out of the rear pressure bulkhead. A drink cart is sucked outside. The aircraft landed safely at Logan apt., 38 minutes after take-off. Only a flight attendant received minor injuries during the rapid decompression. Cause : metal fatigue. In June 1983 this aircraft was lost after a fire broke out in the rear toilet. An emergency landing was carried out. Unfortunately 23 people died.
24 fatal accidents with a total of 1351 fatalities > see the accident file
Literature :
McDonnell Douglas DC-9 - Wikipedia
Jane s all the world aircraft 1970-71 page 398.399,400
verkehrsflugzeuge page 65
Construction List - DC-9 - PlaneLogger
Jane s Commercial Transport Aircraft page 187
McDonnell Douglas DC-9-32 | Federal Aviation Administration
Verkeersvliegtuigen B. Van der Klaauw page 38
Commercial Aircraft With Fuel Jettison Capability
Verkeersvliegtuigen Moussault page 141
The Fliers handbook page 104
McDonnell Douglas DC-9-32 | This Day in Aviation
KIJK straalverkeersvliegtuig page 68,69
https://contentzone.eurocontrol.int/aircraftperformance/default.aspx ?
Wat heeft Miss Santa Monica met een DC-9? - KLM Blog
https://www.boeing.com/commercial/airports/plan-manuals
rescue : https://www.boeing.com/commercial/airports/rescue-fire
Balanced field takeoff - Wikipedia
KLM DC-9-33RC PH-DNP “Athene” painting by Thijs Postma
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 08 May 2026 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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