1/144 Fly plastic kit to build the Douglas DC 9-20 with Decals for the Summer Express version.
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|Sort||Plastic kit with resin parts|
|Plastic parts||+/- 40|
|Resin parts||+/- 12|
|Historical period||1965 - Today|
|Attention||Do not include paint or glue ( sold separately )|
|Content||Plastic parts | Resin parts | Decals | Intructions|
The McDonnell Douglas DC-9 (initially known as the Douglas DC-9) is a twin-engine, single-aisle jet airliner. It was first manufactured in 1965 with its maiden flight later that year. The DC-9 was designed for frequent, short flights. The final DC-9 was delivered in October 1982.
The DC-9-based airliners, MD-80, MD-90 and Boeing 717 later followed in production. With the final deliveries of the 717 in 2006, production of the DC-9/MD-80/90/717 aircraft family ceased after 41 years and over 2,400 units built.
During the 1950s Douglas Aircraft studied a short- to medium-range airliner to complement their higher capacity, long range DC-8. (DC stands for Douglas Commercial.) A medium-range four-engine Model 2067 was studied but it did not receive enough interest from airlines and it was abandoned. In 1960, Douglas signed a two-year contract with Sud Aviation for technical cooperation. Douglas would market and support the Sud Aviation Caravelle and produce a licensed version if airlines ordered large numbers. None were ordered and Douglas returned to its design studies after the cooperation deal expired.
In 1962, design studies were underway. The first version seated 63 passengers and had a gross weight of 69,000 lb (31,300 kg). This design was changed into what would be initial DC-9 variant. Douglas gave approval to produce the DC-9 on April 8, 1963. Unlike the competing but larger Boeing 727 trijet, which used as many 707 components as possible, the DC-9 was an all-new design. The DC-9 has two rear-mounted Pratt & Whitney JT8D turbofan engines, relatively small, efficient wings, and a T-tail. The DC-9's takeoff weight was limited to 80,000 lb (36,300 kg) for a two-person flight crew by Federal Aviation Agency regulations at the time. DC-9 aircraft have five seats across for economy seating. The airplane seats 80 to 135 passengers depending on version and seating arrangement.
The DC-9 was designed for short to medium routes, often to smaller airports with shorter runways and less ground infrastructure than the major airports being served by larger designs like the Boeing 707 and Douglas DC-8. Accessibility and short field characteristics were called for. Turnarounds were simplified by built-in airstairs, including one in the tail, which shortened boarding and deplaning times.
The tail-mounted engine design facilitated a clean wing without engine pods, which had numerous advantages. For example, flaps could be longer, unimpeded by pods on the leading edge and engine blast concerns on the trailing edge. This simplified design improved airflow at low speeds and enabled lower takeoff and approach speeds, thus lowering field length requirements and keeping wing structure light. The second advantage of the tail-mounted engines was the reduction in foreign object damage from ingested debris from runways and aprons. With this position, the engines could ingest ice streaming off the wing roots. Third, the absence of engines in underslung pods allowed a reduction in ground clearance, making the aircraft more accessible to baggage handlers and passengers.
The problem of deep stalling, revealed by the loss of the BAC One-Eleven prototype in 1963, was overcome through various changes, including the introduction of vortilons, small surfaces beneath the wing's leading edge used to control airflow and increase low speed lift.
This is a 1/144 Fly plastic kit to build the short Douglas DC 9-20 with Decals for the Summer Express version.
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