Post by aerofoto - HJG Admin on Jun 15, 2021 0:03:08 GMT
"DELTA DC-9 DYNASTY"
It's perhaps fitting that DELTA AIR LINES should become one of the last major operators of the McDONNELL-DOUGLAS family of T-tailed twin-engined civil jetliners, in the USA, considering the airlines status as the family’s launch customer during the early 1960s. For over 50 years, the DC-9, and its type successors, have dominated skies over the south-eastern USA, safely and reliably connecting the domestic DELTA network to the airlines principal hub at Atlanta among those scattered elsewhere throughout the country. Although the service time of this particular aircraft family with DELTA is now almost over it’s clear that its legacy, and that of the airline too, are inextricably linked.
The DOUGLAS AIRCRAFT COMPANY was first introduced to the short-haul civil jetliner market through its brief partnership with France's SUD EST AVIATION during the early 1960s. DAC entered into an agreement to market the CARAVELLE within the USA .... and would also undertake building these aircraft under license too should any customer place an order sufficiently large to be economically viable or in the event that SEA facilities in Toulouse, France, should be unable to cope with orders. This agreement also involved SEA marketing DOUGLAS jetliners within French speaking territories around the world too. Although short-lived this cooperation arrangement led to development of a single CARAVELLE VIIA which supported the titles of both manufacturers and was also powered by US produced GE CJ805-23 aft-fan turbo-fan engines.
It was originally intended that this aircraft would be further refined and developed into the “Americanized” CARAVELLE 10A .... which generated interest from TWA but whom was unable to commit to such an order due to its financial crisis at the time. No US interest or orders were forthcoming though beyond a UNITED AIR LINES order for 20 CARAVELLE VIR's (produced by SEA at its Toulouse, France, based facility and delivered to the airline between May 1961 and February 1962 .... the last of which remained in service with the airline until March 1972 .... and which also included options on a further 20 aircraft but which were never taken up). DOUGLAS therefore declined to renew its agreement with SEA when it expired during late 1961. However throughout 1962 DAC worked on its own rear-fuselage mounted engine design for what was destined to become the short-haul DC-9 .... using technical information gained throughout its brief CARAVELLE courtship .... and which reportedly included some of the French aircraft's systems architecture. DAC board approval to build the DC-9 was forthcoming during April 1963, and the first aircraft (N9DC) was rolled out 10 months later, and performed its first flight on February 25th 1965 .... albeit that Mr DOUGLAS Snr's comment during the roll out ceremony for the DC-9 .... "the DC-9 is the CARAVELLE" .... enraged SEA and likely became one of the justifications for France later pursuing its aviation development ventures independently (the Anglo-French CONCORDE being a notable exception though) until dawning of the AIRBUS era.
DELTA had expressed interest in the DC-9 from a very early stage. The airline had maintained a strong relationship with DAC over many years previously and which had resulted in it operating sizable fleets of piston-engined DC-3, DC-4, DC-6, and DC-7 aircraft. It had also been an early contender for the DC-8 .... and had become the first airline to operate commercial DC-8 services during 1959. The DC-9 was intended to replace some of the airlines piston-engined aircraft types on short-haul routes throughout the south-eastern USA .... although it wouldn’t entirely displace the airline’s last prop-liners (in both CV-340 and CV-440 form) until 1970. DELTA took delivery of its first DC-9-14 (N3304L .... named "Delta Prince") on September 18th 1965 as part of an initial batch of 14 aircraft .... and also briefly leased an additional 3 aircraft too. N3304L flew DELTA's inaugural DC-9 service .... operating as DL791 between Atlanta and Kansas City on November 29th 1965 .... thus heralding-in the "T-Jet Era" at DELTA AIR LINES and what was, through later years, to eventually become a "DC-9 Dynasty".
At the time of the DC-9's introduction to service almost all of DELTA's fleet types supported unique liveries. The famous “Widget” scheme first appeared on its DC-8's during 1962, but, had not yet been adopted fleet-wide in that particular form. The airlines DC-9's supported an adaptation of this scheme .... with the tail logo turned sideways along with full-fuselage-span “DELTA AIR LINES” titles. This same scheme was also applied to DELTA's first DC-9-32 (N3315L) .... which was delivered to the airline on April 8th 1967.
By 1971 DELTA was operating 63 series DC-9-32's in addition to its fleet of DC-9-14's. As the airline updated its branding these aircraft began to support a number of different livery variations. The delivery scheme was initially modified with titles shortened to read “DELTA”, then, further modified later to reflect the fleet-wide adoption of what became the airlines definitive Widget scheme.
DELTA’s association with the DC-9 would continue to evolve through its acquisition of NORTHEAST AIRLINES on August 1st 1972. Coincidentally DELTA had leased a single DC-9-15 from the airline (N8953U) between 1967 and 1971, but, this particular aircraft was sold to SCAIFE FLIGHT OPERATIONS (N8860) as a private/VIP aircraft upon the conclusion of its DELTA lease and prior to the NORTHEAST/DELTA merger.
NORTHEAST had found the DC-9-30 better suited to its route network and eventually acquired a total of 14 of the type. Immediately following the NORTHEAST/DELTA merger these aircraft were co-branded until the definitive DELTA livery of period could be applied to each.
NORTHEAST's DC-9 fleet was composed of series 31's .... while DELTA's fleet was composed of heavier and longer-ranging series 32's. The DC-9-31's therefore proved incompatible with DELTA's operations .... at the time .... and within a few years of their acquisition these aircraft were disposed of to both ALLEGHENY AIRLINES and OZARK AIRLINES. During 1976 a number of DELTA's aircraft supported commemorative markings in celebration of the US bicentennial.
As the 1980's dawned the DC-9 would open a chapter in its career that would eventually play a part in DELTA's own history with the type. During the early 1970's DELTA had sold many of its original DC-9-14's to SOUTHERN AIRWAYS, and on July 1st 1979 SOUTHERN merged with Minneapolis-based NORTH CENTRAL AIRLINES (itself a large DC-9 operator) .... to form REPUBLIC AIRLINES. REPUBLIC then acquired even more DC-9's through its acquisition of HUGHES AIRWEST on October 1st 1980 .... ultimately operating a fleet composed of some 133 DC-9's by the time it was eventually taken-over by NORTHWEST AIRLINES on September 30th 1986.
By the late 1980's DELTA had begun to retire its original DC-9-32's as it modernized its fleet .... operating its final DC-9 revenue service on January 1st 1993. Many of these aircraft entered service with Atlanta-based VALUJET .... which at the time was not regarded as any serious threat to the airline. By the mid-1990's, however, VALUJET had become a formidable competitor in the low-fare market .... and which continued through its evolution into AIRTRAN AIRWAYS and its eventual takeover by SOUTHWEST AIRLINES on December 28th 2014.
As part of DELTA's fleet renewal program an order was placed during January 1986 for 30 MD-88's .... a more advanced variant of the MD-82 featuring both EFIS type flight deck and modified aerodynamic/low-drag rear fuselage tail cone .... and which also included options for another 50 of the type. The first 8 of these new aircraft were delivered as MD-82's though .... during May 1987 .... each of which featured both the analogue type flight deck of the MD-81 as well as the original DC-9 inherited rear fuselage tail cone. In the interest of fleet uniformity these aircraft were each quickly upgraded to MD-88 specification during 1988 as factory fresh MD-88's were delivered to the airline from December 1987 and which, by 1994, saw DELTA operating a fleet of some 120 MD-88 aircraft .... the last of which was delivered to the airline during December 1993.
DELTA's first MD-80 (N905DL) was delivered to the airline (as an MD-82) on April 1st 1987 .... and which was also the date upon which WESTERN AIRLINES was merged into DELTA AIRLINES. This particular event was celebrated by this particular aircraft supporting a commemorative decal featuring WESTERN's “Wally Bird” mascot logo and which became the centerpiece of merger ceremonies at both Los Angeles and Salt Lake City, on April 1st and 2nd (respectively) 1987.
The MD-80 primarily served DELTA’s routes within the eastern half of the USA, ranging from short legs between Atlanta and cities such as Savannah and Charleston, to longer services to New England and into the Upper Midwest. In time these aircraft also supported the airlines updated liveries .... including the short-lived “Ron Allen” scheme (nicknamed for Delta’s CEO at the time) as well as the airlines 2000 introduced “Wavy Gravy” livery (affectionately referred to as "DELTAFLOT").
During 2005 several aircraft were assigned to DELTA's east coast shuttle operation connecting Washington DC, New York, and Boston in a single-class configuration, and allowing the airline to return its 737-800's to regular mainline services.
The MD-90-30 represented the third major development of the DC-9 family. It was the result of studies in regard to prop-fan powered aircraft concepts during the mid-1980's, as McDONNELL-DOUGLAS attempted to maintain a market presence in the face of increased competition from both BOEING and AIRBUS.
DELTA became the launch customer for the MD-90 during November 1989 .... and by which time the new aircraft design had been refined into a stretched MD-80 featuring further aerodynamic improvements and powered by more fuel efficient, quieter, and environmentally clean IAE V2525-D5 engines. DELTA was sufficiently impressed with this aircraft to order 50 units along with 110 options, and accepted its first aircraft (N902DA) on February 24th 1995. The airline flew its first MD-90 revenue service on April 2nd 1995 .... operating between Dallas/Fort Worth and Reno. Billed as DELTA's “Aircraft For The Future” the MD-90 was envisioned to be a replacement for the airline’s numerous and ageing B727 fleet .... which by this time were approaching some 20 years of service.
DELTA would ultimately take delivery of just 16 MD-90 aircraft from MDC though. After MDC was merged into BOEING .... on August 1st 1997 .... BOEING strongly incentivized MDC customers to switch to their own B737 NG series aircraft and which resulted in the airline acquiring 71 B737-800's between 1998 and 2002. The MD-90 never-the-less proved useful on the airlines routes within the western USA .... primarily from is Salt Lake City hub.
Between July 19th and August 4th 1996 the US city of Atlanta hosted the XXVI Olympiad (also referred to as "The Summer Olympics, Atlanta 1996", and "The Centennial Olympic Games"). DELTA AIR LINES was named "Official Airline" for these games and throughout the 1995 lead up to, and during, this event many of its aircraft fleet supported "ATLANTA 96" logos and/or legends reading "THE OFFICIAL AIRLINE OF THE 1996 OLYMPIC GAMES". This promotional advertising was applied to the engine nacelles and/or the lower forward fuselage on each aircraft .... and in some case both.
As the airline industry’s fortunes began to turn around following the economic recession imposed by the September 11th 2001 terrorist attacks within the USA, DELTA introduced a new livery during April 2007 paying tribute to its long-standing/traditional Widget logo whilst also evoking hopes for a better/more secure future. The first MD-88 appeared in this livery during September 2007 .... followed by the first MD-90 during 2008.
During 2008 DELTA AIRLINES and NORTHWEST AIRLINES jointly announced their intention to merge .... a move that would create what was then the world’s largest airline, by several metrics, and which came into effect on January 31st 2010. As was the case with AMERICAN AIRLINES's MD-80 fleet, DELTA and NORTHWEST had, by this time, long since paid off acquisition costs for their DC-9's, enabling both airlines to operate these aircraft relatively inexpensively considering their age. When the NORTHEAST/DELTA merger was formally approved, during October 2008, NORTHWEST still operated an original DELTA DC-9-32 (N3324L) .... although this particular aircraft was withdrawn from service within several days of the merger. Some 16 years after having originally been retired by the airline, ex-DELTA DC-9's rejoined the airlines fleet as 34 series 50 aircraft (inherited from NORTHWEST) began to receive the DELTA livery. Although the DC-9-30 and -40 remained in service with NORTHWEST at the time of the NORTHWEST/DELTA merger none of these aircraft were ever re-branded with the DELTA livery prior their withdrawal from service.
Around this same period DELTA also sought to increase the size of its domestic fleet in the most cost-effective manner possible. An opportunity to do this soon presented itself as airlines around the world began to retire their MD-90 fleets. Between 2009 and 2013 49 second-hand MD-90's joined the airlines fleet (sourced from BOEING AIRCRAFT CAPITAL, CHINA EASTERN AIRLINES, EVA AIR, and UNI AIR) .... resulting in DELTA AIRLINES then becoming the world’s largest (and eventually sole) operator of the type.
After SOUTHWEST AIRLINES acquired AIRTRAN AIRWAYS on December 28th 2014 .... and with whom DELTA had been competing .... SOUTHWEST sought to dispose of its fleet of 88 AIRTRAN inherited B717-200's as it deemed these aircraft incompatible with its preferred fleet of some 500+ B737's.
The B717-200 (originally conceived as the MD-95) represented the 4th an ultimate major development of the DC-9 family .... incorporating more advanced avionics and structural materials, and even more fuel efficient, quieter, and environmentally clean RR BR715-A1-30 turbo-fan engines with MDC's already proven DC-9/MD-80 based airframe. AIRTRAN (formerly VALUJET) had became launch customer for the B717-200 during October 1995 with an order for 50 aircraft and 50 options .... and had introduced these aircraft to revenue service during September 1999.
After extensive and prolonged negotiations agreement was eventually reached that resulted in DELTA accepting the AIRTRAN B717-200's through a sub-lease/lease-to-own arrangement .... the first of which entered revenue service on the airlines Atlanta/Newark route on October 25th 2013. 3 additional aircraft purchases would further increase the airlines B717-200 fleet to a total of 91 aircraft and for a brief period DELTA was also the first and only airline to operate all four generations of the DC-9 family simultaneously.
From January 6th 2014 the airlines DC-9-50's were symbolically withdrawn from service .... though a few aircraft remained in storage with DELTA and were used for spares recovery during the last 2 weeks of the types operation.
By the mid-2010's it was becoming apparent that the MD-88's and MD-90's were nearing the end of their economic service life. Several proposed upgrade programs were cancelled in light of this (including an extensive cockpit refurbishment plan) and the retirement of these aircraft was commenced in earnest from late 2017 .... and by which time the airlines fleet had also began to support "DELTA" titles on the fuselage belly of each individual aircraft.
Plans were made to fully retire the airlines MD-88 fleet by December 2020 .... and its MD-90 fleet by the end of 2022 .... given the costs of continuing to operate both aircraft types was steadily increasing. The higher fuel consumption of the MD-88’s P&W JT8D-219 turbo-fan engines set these aircraft at an operational/economic disadvantage in comparison with newer and more efficient types, and as the airlines MD-90’s were powered by a unique variant of the IAE V2500 turbo-fan engines these could eventually only be overhauled by New Zealand based PRATT & WHITNEY AIR NEW ZEALAND SERVICES/CHRISTCHURCH ENGINE CENTER SERVICES (specialists in overhauling of both -A5 and -D5 versions of the IAE V2500 turbo-fan) .... and at considerably higher cost due to the geographic distance between New Zealand and DELTA's engineering base. From early 2020 the dramatic reduction in air traffic .... created by the impact of the COVID-19 pandemic .... within both the USA and around the world .... thus became the catalyst for accelerated retirement of DELTA's MD-90 fleet as the airline was forced to reduce capacity system-wide. On June 2nd 2020 both the MD-88 and MD-90 operated their final revenue flights for DELTA AIRLINES. N900DC flew the very last DELTA MD-88 service as flight DL88 operating between Washington and Atlanta .... and N925DN flew the very last DELTA MD-90 service as flight DL90 operating between Houston and Atlanta. Upon their withdrawal from service both aircraft were ferried to Blytheville, Arkansas, for storage alongside many of their fleet brethren which had preceded their retirement .... to await their final fate.
In service with DELTA the DC-9, MD-80, MD-90, and B717-200 each became popular with passengers and crew alike and earned a sterling reputation for both safety, reliability, and their comfort too. Although accidents and incidents did befall these aircraft throughout their combined 56 years of service with DELTA AIRLINES only 5 hull loss ever occurred .... whilst other minor operational incidents resulted in aircraft being damaged, repaired, and then safely returned to service.
On September 8th 1970 DC-9-32 N3329L operating flight DL439 from Chicago to Kentucky, landed both hard and short of the RWY at Louisville-Standiford Field due to crew misjudgement of altitude during heavy rain causing the aircraft to bounce and its fuselage fracture aft of the wing upon final ground contact. No fatalities resulted among any the 95 POB. The aircraft was repaired then returned to service .... and remained with the airline until March 6th 1979 when it was sold to OZARK AIRLINES.
DC-9-32 N3329L AIR SAFETY REPORT
aviation-safety.net/database/record.php?id=19700908-0
On May 30th 1972 DC-9-14 N3305L, operating flight DL9570 .... a training flight .... encountered wake turbulence from a preceding DC-10 (also operating a training flight) and crashed on approach to landing at Fort Worth/Texas with the consequential loss of all 4 POB.
DC-9-14 N3305L AIR SAFETY REPORT
aviation-safety.net/database/record.php?id=19720530-0
On July 31st 1973 DC-9-31 N975NE (an aircraft DELTA had inherited from NORTHEAST AIRLINES), operating DL723 from Manchester to Boston, struck a sea wall during approach to landing and crashed short of the RWY at Boston-Logan International Airport .... with the consequential loss of 88 of the 89 POB.
DC-9-31 N975NE AIR SAFETY REPORT
aviation-safety.net/database/record.php?id=19730731-0
On November 27th 1973 DC-9-32 N3323L, operating flight DL516 from Atlanta to Tennessee, encountered wind shear at low altitude during approach to landing and landed short of the RWY at Chattanooga Municipal Airport. No fatalities resulted among any of the 79 POB.
DC-9-32 N3323L AIR SAFETY REPORT
aviation-safety.net/database/record.php?id=19731127-1
On July 6th 1996 MD-88 N927DA operating flight DL1288 from Pesacola to Atlanta, suffered uncontained failure of its port engine which resulted in debris penetrating the aircraft's rear cabin .... with the consequential loss of 2 among the 147 POB. The aircraft was repaired and returned to service .... and remained with the airline until its withdrawal from service on August 10th 2018.
MD-88 N927DA AIR SAFETY REPORT
aviation-safety.net/database/record.php?id=19960706-0
On March 5th 2015 MD-88 N909DL, operating flight DL1086 from Atlanta to New York, was extensively damaged as the result of a RWY excursion during roll-out after landing at New York, La Guardia Airport. No fatalities resulted among any of the 132 POB. Nearing the conclusion of its service with DELTA this aircraft was deemed beyond economic repair and written-off.
MD-88 N909DL AIR SAFETY REPORT
aviation-safety.net/database/record.php?id=20150305-0
On April 4th 2019 .... and by which time DELTA had already commenced retiring its MD-80 fleet .... MD-88 N977DL, operating flight DL176 from New York to Atlanta, was struck by a ground service vehicle whilst taxiing to the ramp following its arrival at Atlanta, Hartsfield-Jackson International Airport. This aircraft also was deemed beyond economic repair and subsequently written-off.
MD-88 N977DL AIR SAFETY REPORT
aviation-safety.net/database/record.php?id=20190404-1
On November 25th 2019 MD-88 N975DL was also damaged by ground service equipment in yet another incident at Atlanta Hartsfield-Jackson International Airport. Once again .... and due to the aircraft's age and imminent retirement .... it too was deemed beyond economic repair and subsequently written-off.
For the time being the B717-200 remains in service with DELTA AIRLINES and is last of the "DC-9 Dynasty" still operated by the airline, but, it was announced during September 2020 that these aircraft will also be retired from the DELTA fleet by December 2025.
Assuming that operational circumstances don’t result in their earlier withdrawal from service the DC-9, and its descendants will, by this time, have achieved some 60 years of continuous service with DELTA AIRLINES .... the types launch customer .... and which may be regarded as record in world airline operations and for a remarkable civil aircraft type. Though the majority of these MD-88 and MD-90 aircraft may already have flown for the very last time, and ultimately be scrapped, each flew the DELTA name and logo with pride, along with its passengers and freight both safely and efficiently too, and throughout both prosperous and difficult times alike. As became the case following retirement of AMERICAN AIRLINES MD-80 fleet .... during September 2919 .... skies over the south-eastern USA will only, and perhaps sadly, become even a little more quieter still for their departure
Erik INGRAM
&
Mark CRANSTON
I've flown on on Delta Mad Dog family members pretty much since birth, so while it's definitely sad to see them go, I'm glad for the experiences to help tell their story!