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95-586: Ellison Onizuka Kona International Airport at Keāhole ( IATA : KOA , ICAO : PHKO , FAA LID : KOA ) is the primary airport on the Island of Hawaiʻi , located in Kailua-Kona , Hawaii , United States. The airport serves leeward (western) Hawaiʻi island , including the resorts in North Kona and South Kohala . It is one of two international airports serving Hawaiʻi island, the other being Hilo International Airport on

190-497: A Kona-Tokyo flight in 1996. The route was suspended between 2010 and September 2017 leaving the island with only one scheduled international flight (to Vancouver) for a time. Hawaiian Airlines filed an application with the US Department of Transportation ( USDOT ) for nonstop flights from Kona to Tokyo's Haneda Airport , to restore the link between the two cities after JAL ended flights to Narita Airport in 2010. The USDOT rejected

285-535: A further 44. Unlike the competing but larger Boeing 727 trijet , which used as many 707 components as possible, the DC-9 was developed as an all-new design. Throughout its development, Douglas had placed considerable emphasis on making the airliner as economic as possible, as well as to facilitate its future growth. The adoption of the Pratt & Whitney JT8D low-bypass turbofan engine, which had already been developed for

380-462: A gross weight of 69,000 lb (31,300 kg). This design was changed into what would be the initial DC-9 variant. During February 1963, detailed design work commenced. On April 8, 1963, Douglas announced that it would proceed with the DC-9. Shortly thereafter, Delta Air Lines placed the initial order for the DC-9, ordering 15 aircraft along with options for another 15. By January 1965, Douglas had garnered orders for 58 DC-9 as well as options for

475-532: A hit when a tsunami destroyed all seaside hotels in 1960. The full extent of the airport's impact and shift in tourism can be seen in Hawaii Island Strategic Plan for 2006 to 2015. By 2005 the percentage of accommodations on the west side of the island increased to 86% of the total. In 2005, just four modest hotels continued to serve the east side of the Big Island, with three of them dating back to

570-419: A key factor that contributed to the DC-9 becoming the best selling airliner in the world for a time. By May 1976, the company had delivered 726 aircraft of the DC-9 family, which was more than double the number of its nearest competitor. However, following decades of intense competition between the two airliners, the DC-9 would eventually be overtaken as the world's best selling airliner by Boeing's 737. From

665-554: A larger wing and a higher MTOW. This was further developed into the third generation, the MD-90 , in the early 1990s, as the body was stretched again, fitted with V2500 high-bypass turbofans, and an updated flight deck. The shorter and final version, the MD-95, was renamed the Boeing 717 after McDonnell Douglas's merger with Boeing in 1997; it is powered by Rolls-Royce BR715 engines. The DC-9 family

760-653: A larger wing and more powerful engines for a higher maximum takeoff weight (MTOW); it first flew in August 1966 and entered service in February 1967. The Series 20 has the Series 10 fuselage, more powerful engines, and the Series 30's improved wings; it first flew in September 1968 and entered service in January 1969. The Series 40 was further lengthened by 6 ft (2 m) for 125 passengers, and

855-477: A maximum weight of 82,000 lb (37,000 kg). The Series 10 was similar in size and configuration to the BAC One-Eleven and featured a T-tail and rear-mounted engines. Power was provided by a pair of 12,500  lbf (56  kN ) JT8D-5 or 14,000 lbf (62 kN) JT8D-7 engines. A total of 137 were built. Delta Air Lines was the initial operator. The Series 10 was produced in two main subvariants,

950-550: A new airport is built, replacing the old one, leaving the city's new "major" airport (or the only remaining airport) code to no longer correspond with the city's name. The original airport in Nashville, Tennessee, was built in 1936 as part of the Works Progress Administration and called Berry Field with the designation, BNA. A new facility known as Nashville International Airport was built in 1987 but still uses BNA. This

1045-604: A sample of lunar soil, a spacesuit from Apollo 13, and personal items from Onizuka. In 1994, the airport's runway was extended to 11,000 feet (3,400 m), the second-longest in the Hawaiian Islands after Honolulu . The longer runways enabled much larger aircraft to use the airport, enabling nonstop flights between Kona and Tokyo or destinations in the United States beyond the West Coast hubs. Japan Airlines (JAL) started

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1140-505: A sizable fleet of DC-9s, most of which were over 30 years old at the time. With severe increases in fuel prices in the summer of 2008, Northwest Airlines began retiring its DC-9s, switching to Airbus A319s that are 27% more fuel efficient. As the Northwest/Delta merger progressed, Delta returned several stored DC-9s to service. Delta Air Lines made its last DC-9 commercial flight from Minneapolis/St. Paul to Atlanta on January 6, 2014, with

1235-463: Is 600 nmi (1,100 km; 690 mi), increasing to 1,450 nmi (2,690 km; 1,670 mi) with full fuel. The aircraft is fitted with a passenger door in the port forward fuselage, and a service door/emergency exit is installed opposite. An airstair installed below the front passenger door was available as an option as was an airstair in the tailcone. This also doubled as an emergency exit. Available with either two or four overwing exits,

1330-500: Is 81,700 lb (37,100 kg). The Series 14 has a fuel capacity of 3,693 US gallons (with the 907 US gal centre section fuel). The Series 15, certificated on January 21, 1966, is physically identical to the Series 14 but has an increased MTOW of 90,700 lb (41,100 kg). Typical range with 50 passengers and baggage is 950 nautical miles [nmi] (1,760 km; 1,090 mi), increasing to 1,278 nmi (2,367 km; 1,471 mi) at long-range cruise. Range with maximum payload

1425-499: Is GSN and its IATA code is SPN, and some coincide with IATA codes of non-U.S. airports. Canada's unusual codes—which bear little to no similarity with any conventional abbreviation to the city's name—such as YUL in Montréal , and YYZ in Toronto , originated from the two-letter codes used to identify weather reporting stations in the 1930s. The letters preceding the two-letter code follow

1520-531: Is a further lengthened version. With a 6 ft 6 in (2 m) longer fuselage, accommodation was up to 125 passengers. The Series 40 was fitted with Pratt & Whitney engines with thrust of 14,500 to 16,000 lbf (64 to 71 kN). A total of 71 were produced. The variant first entered service with Scandinavian Airlines System (SAS) in March 1968. Its unit cost was US$ 5.2 million (1972) (equivalent to US$ 28.73 million in 2023) . The Series 50

1615-511: Is a result of the rear-mounted engines. The DC-9 series, the first generation of the DC-9 family, includes five members or variants and 10 subvariants, which are the production versions (types). Their designations use the Series (DC-9-) prefix followed by a two-digit numbering with the same first digit and the second digit being a zero for variant names and a nonzero for version/type designations. The first variant, Series 10 (DC-9-10), has four versions (Series 11, Series 12, Series 14 and Series 15);

1710-605: Is an American five-abreast, single-aisle aircraft designed by the Douglas Aircraft Company . It was initially produced as the Douglas DC-9 prior to August 1967, after which point the company had merged with McDonnell Aircraft to become McDonnell Douglas . Following the introduction of its first jetliner, the high-capacity DC-8 , in 1959, Douglas was interested in producing an aircraft suited to smaller routes. As early as 1958, design studies were conducted; approval for

1805-544: Is available. However, many railway administrations have their own list of codes for their stations, such as the list of Amtrak station codes . Airport codes arose out of the convenience that the practice brought pilots for location identification in the 1930s. Initially, pilots in the United States used the two-letter code from the National Weather Service (NWS) for identifying cities. This system became unmanageable for cities and towns without an NWS identifier, and

1900-626: Is derived from the DC-9 family. The ARJ21 is built with manufacturing tooling from the MD-90 Trunkliner program. As a consequence, it has the same fuselage cross-section, nose profile, and tail. The DC-9 was designed for short to medium-haul routes, often to smaller airports with shorter runways and less ground infrastructure than the major airports being served by larger airliners like the Boeing 707 and Douglas DC-8, where accessibility and short-field characteristics were needed. The DC-9's takeoff weight

1995-518: Is different from the name in English, yet the airport code represents only the English name. Examples include: Due to scarcity of codes, some airports are given codes with letters not found in their names: The use of 'X' as a filler letter is a practice to create three-letter identifiers when more straightforward options were unavailable: Some airports in the United States retained their NWS ( National Weather Service ) codes and simply appended an X at

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2090-650: Is governed by IATA Resolution 763, and it is administered by the IATA's headquarters in Montreal , Canada. The codes are published semi-annually in the IATA Airline Coding Directory. IATA provides codes for airport handling entities, and for certain railway stations. Alphabetical lists of airports sorted by IATA code are available. A list of railway station codes , shared in agreements between airlines and rail lines such as Amtrak , SNCF , and Deutsche Bahn ,

2185-513: Is in conjunction to rules aimed to avoid confusion that seem to apply in the United States, which state that "the first and second letters or second and third letters of an identifier may not be duplicated with less than 200 nautical miles separation." Thus, Washington, D.C. area's three airports all have radically different codes: IAD for Washington–Dulles , DCA for Washington–Reagan (District of Columbia Airport), and BWI for Baltimore (Baltimore–Washington International, formerly BAL). Since HOU

2280-532: Is not followed outside the United States: In addition, since three letter codes starting with Q are widely used in radio communication, cities whose name begins with "Q" also had to find alternate codes, as in the case of: IATA codes should not be confused with the FAA identifiers of U.S. airports. Most FAA identifiers agree with the corresponding IATA codes, but some do not, such as Saipan , whose FAA identifier

2375-527: Is the only remaining major airport in the Hawaiian Islands where passengers board using mobile stairs or ramps, instead of more modern jet bridges . Despite the less modern facilities, Kona is used by large airliners including the Airbus A321 and A330 along with the Boeing 717 , 737 , 757 , 767 , 777 , and 787 . [REDACTED] Media related to Kona International Airport at Wikimedia Commons IATA airport code The assignment of these codes

2470-416: Is used for William P. Hobby Airport , the new Houston–Intercontinental became IAH. The code BKK was originally assigned to Bangkok–Don Mueang and was later transferred to Suvarnabhumi Airport , while the former adopted DMK. The code ISK was originally assigned to Gandhinagar Airport (Nashik's old airport) and later on transferred to Ozar Airport (Nashik's current airport). Shanghai–Hongqiao retained

2565-420: The Boeing 727 , enabled Douglas to benefit from the preexisting investment. Pratt & Whitney had long collaborated with Douglas on various projects, thus their engine was a natural choice for the company. In order to reduce the considerable financial burden of its development, Douglas implemented one of the first shared-risk production arrangements for the DC-9, arranging for de Havilland Canada to produce

2660-561: The Canadian transcontinental railroads were built, each station was assigned its own two-letter Morse code : When the Canadian government established airports, it used the existing railway codes for them as well. If the airport had a weather station, authorities added a "Y" to the front of the code, meaning "Yes" to indicate it had a weather station or some other letter to indicate it did not. When international codes were created in cooperation with

2755-593: The Federal Aviation Administration , and the US Air Force . The Series 20 has an overall length of 104.4 feet (31.82 m), a fuselage length of 92.1 feet (28.07 m), a passenger-cabin length of 60 feet (18.29 m), and a wingspan of 93.3 feet (28.44 m). The DC-9 Series 20 is powered by the 15,000 lbf (67 kN) thrust JT8D-11 engine. The Series 20 was originally certificated at an MTOW of 94,500 lb (42,900 kg) but this

2850-471: The Sud Aviation Caravelle and produce a licensed version if sufficient orders were forthcoming from airlines. However, none were ever ordered from the company, leading to Douglas returning to its design studies after the co-operation deal expired. In 1962, design studies were underway into what would become the DC-9, known as Model 2086. The first envisioned version seated 63 passengers and had

2945-448: The 1960s. Tourism has helped fuel Hawaii County's overall population growth. Between 1990 and 2010, the population increased 48%. Aloha Airlines and Hawaiian Airlines were the primary air carriers during the early and mid-1970s for inter-island flights from Honolulu on Oahu , Kahului on Maui and Lihue on Kauai with Aloha operating Boeing 737-200 jets and Hawaiian operating McDonnell Douglas DC-9-30 jets at this time. In

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3040-417: The DC-9 was largely analogue, with flight controls mainly consisting of various levers, wheels, and knobs. 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 wings' leading edges used to control airflow and increase low-speed lift. The need for such features

3135-607: The DC-9, a smaller all-new jetliner, came on April 8, 1963. The DC-9-10 first flew on February 25, 1965, and gained its type certificate on November 23, to enter service with Delta Air Lines on December 8. The DC-9 is powered by two rear-mounted Pratt & Whitney JT8D low-bypass turbofan engines under a T-tail for a cleaner wing aerodynamic. It has a two-person flight deck and built-in airstairs to better suit smaller airports. The Series 10 aircraft are 104 ft (32 m) long for typically 90 coach seats. The Series 30, stretched by 15 ft (4.5 m) to seat 115 in economy, has

3230-516: The DC-9-10 can seat up to a maximum certified exit limit of 109 passengers. Typical all-economy layout is 90 passengers, and 72 passengers in a more typical mixed-class layout with 12 first and 60 economy-class passengers. All versions of the DC-9 are equipped with a tricycle undercarriage, featuring a twin nose unit and twin main units. The Series 20 was designed to satisfy a Scandinavian Airlines request for improved short-field performance by using

3325-461: The Model -51. Some visual cues to distinguish this version from other DC-9 variants include side strakes or fins below the side cockpit windows, spray deflectors on the nose gear, and thrust reversers angled inward 17 degrees compared to the original configuration. The thrust reverser modification was developed by Air Canada for its earlier aircraft, and adopted by McDonnell Douglas as a standard feature on

3420-399: The Series 14 and 15, although, of the first four aircraft, three were built as Series 11s and one as Series 12. These were later converted to Series 14 standard. No Series 13 was produced. A passenger/cargo version of the aircraft, with a 136-by-81-inch (3.5 by 2.1 m) side cargo door forward of the wing and a reinforced cabin floor, was certificated on March 1, 1967. Cargo versions included

3515-407: The Series 15MC (minimum change) with folding seats that can be carried in the rear of the aircraft, and the Series 15RC (rapid change) with seats removable on pallets. These differences disappeared over the years as new interiors were installed. The Series 10 was unique in the DC-9 family in not having leading-edge slats. The Series 10 was designed to have short takeoff and landing distances without

3610-491: The Series 30, 40 and 50, has a slightly lower basic fuel capacity than the Series 10 (3,679 US gallons). The Series 30 was produced to counter Boeing's 737 twinjet; 662 were built, about 60% of the total. The -30 entered service with Eastern Airlines in February 1967 with a 14 ft 9 in (4.50 m) fuselage stretch, wingspan increased by just over 3 ft (0.9 m) and full-span leading edge slats , improving takeoff and landing performance. Maximum takeoff weight

3705-579: The Series 31 is the JT8D-7 (14,000 lbf (62 kN) thrust), although it was also available with the -9 and -17 engines. On the Series 32 the JT8D-9 (14,500 lbf (64 kN) thrust) was standard, with the -11 also offered. The Series 33 was offered with the JT8D-9 or -11 (15,000 lbf (67 kN) thrust) engines and the heavyweight -34 with the JT8D-9, -15 (15,000 lbf (67 kN) thrust) or -17 (16,000 lbf (71 kN) thrust) engines. The DC-9-40

3800-462: The U.S. For example, several airports in Alaska have scheduled commercial service, such as Stebbins and Nanwalek , which use FAA codes instead of ICAO codes. Thus, neither system completely includes all airports with scheduled service. Some airports are identified in colloquial speech by their IATA code. Examples include LAX and JFK . McDonnell Douglas DC-9-50 The McDonnell Douglas DC-9

3895-767: The USDOT awarded them the route in May. JAL's resumption of daily Tokyo service in 2017 generated 900 jobs and $ 8.58 million in tax revenue for the Big Island during its first year, according to the Hawaiian Tourism Authority. Tokyo service on both Hawaiian and JAL was suspended during the COVID-19 pandemic , during which time a new international arrivals facility was built at Kona; JAL resumed its Narita-Kona route in August 2022. A modernization project started in March ;2017 to combine

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3990-481: The United States, because "Y" was seldom used in the United States, Canada simply used the weather station codes for its airports, changing the "Y" to a "Z" if it conflicted with an airport code already in use. The result is that most major Canadian airport codes start with "Y" followed by two letters in the city's name (for example, YOW for O tta w a , YWG for W innipe g , YYC for C algar y , or YVR for V ancouve r ), whereas other Canadian airports append

4085-421: The airline's application in favor of Delta 's Seattle to Haneda flights despite support from residents of west Hawaii. On October 23, 2013, Hawaiian Airlines announced that they would re-apply to the USDOT for nonstop Kona-Haneda flights a year after their application to fly that route was rejected. On July 8, 2016, Hawaiian Airlines announced that nonstop Kona-Haneda flights would begin on December 20, 2016, after

4180-440: The airport itself instead of the city it serves, while another code is reserved which refers to the city itself which can be used to search for flights to any of its airports. For instance: Or using a code for the city in one of the major airports and then assigning another code to another airport: When different cities with the same name each have an airport, they need to be assigned different codes. Examples include: Sometimes,

4275-418: The airport's former name, such as Orlando International Airport 's MCO (for Mc C o y Air Force Base), or Chicago's O'Hare International Airport , which is coded ORD for its original name: Or char d Field. In rare cases, the code comes from the airport's unofficial name, such as Kahului Airport 's OGG (for local aviation pioneer Jimmy H ogg ). In large metropolitan areas, airport codes are often named after

4370-718: The airport's two separate terminals into one terminal area. The program allowed the airport to have one, central security screening area and also allowed passengers to use the shopping and dining areas in either terminal. To enable the expansion, the Onizuka Space Center was closed in March 2016, and the airport was renamed after Onizuka in January ;2017. Ellison Onizuka Kona International Airport at Keāhole covers 2,700 acres (1,100 ha) at an elevation of 47 feet (14 m) above mean sea level . It has one asphalt runway, 17/35, 11,000 by 150 feet (3,353 x 46 m). In

4465-491: The code SHA, while the newer Shanghai–Pudong adopted PVG. The opposite was true for Berlin : the airport Berlin–Tegel used the code TXL, while its smaller counterpart Berlin–Schönefeld used SXF; the Berlin Brandenburg Airport has the airport code BER, which is also part of its branding. The airports of Hamburg (HAM) and Hannover (HAJ) are less than 100 nautical miles (190 km) apart and therefore share

4560-507: The eastern edge of the airfield for passengers, air cargo and mail, airport support, and general aviation. Airport operations fall under the State of Hawaii Department of Transportation . The commercial passenger facility is a set of rambling, open-air, tropical-style structures, divided into three terminals: Terminal 1 includes gates 1 through 5, Terminal 2 includes gates 6 through 10, and Terminal 3 hosts smaller commuter flights. Kona International

4655-919: The end. Examples include: A lot of minor airfields without scheduled passenger traffic have ICAO codes but not IATA codes, since the four letter codes allow more number of codes, and IATA codes are mainly used for passenger services such as tickets, and ICAO codes by pilots. In the US, such airfields use FAA codes instead of ICAO. There are airports with scheduled service for which there are ICAO codes but not IATA codes, such as Nkhotakota Airport/Tangole Airport in Malawi or Chōfu Airport in Tokyo, Japan. There are also several minor airports in Russia (e.g., Omsukchan Airport ) which lack IATA codes and instead use internal Russian codes for booking. Flights to these airports cannot be booked through

4750-402: The family members would be: First generation (Series 10, Series 20, Series 30, Series 40, and Series 50), second generation (Series 81, Series 82, Series 83, Series 87, and Series 88), and third generation (Series 90 and Series 95). The Series 10 (DC-9-10) was the smallest family member and the Series 90 (MD-90) was the largest. The original DC-9 series was followed in 1980 by the introduction of

4845-515: The final DC-9-50 series first flew in 1974, stretched again by 8 ft (2.5 m) for 135 passengers. When deliveries ended in October 1982, 976 had been built. Smaller variants competed with the BAC One-Eleven , Fokker F28 , and Sud Aviation Caravelle , and larger ones with the original Boeing 737 . The original DC-9 was followed by the second generation in 1980, the MD-80 series, a lengthened DC-9-50 with

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4940-557: The first three letters of the city in which it is located, for instance: The code may also be a combination of the letters in its name, such as: Sometimes the airport code reflects pronunciation, rather than spelling, namely: For many reasons, some airport codes do not fit the normal scheme described above. Some airports, for example, cross several municipalities or regions, and therefore, use codes derived from some of their letters, resulting in: Other airports—particularly those serving cities with multiple airports—have codes derived from

5035-474: The following format: Most large airports in Canada have codes that begin with the letter "Y", although not all "Y" codes are Canadian (for example, YUM for Yuma, Arizona , and YNT for Yantai , China), and not all Canadian airports start with the letter "Y" (for example, ZBF for Bathurst, New Brunswick ). Many Canadian airports have a code that starts with W, X or Z, but none of these are major airports. When

5130-593: The form of " YYZ ", a song by the rock band Rush , which utilizes the Morse code signal as a musical motif. Some airports have started using their IATA codes as brand names , such as Calgary International Airport (YYC) and Vancouver International Airport (YVR). Numerous New Zealand airports use codes that contain the letter Z, to distinguish them from similar airport names in other countries. Examples include HLZ for Hamilton , ZQN for Queenstown , and WSZ for Westport . Predominantly, airport codes are named after

5225-511: The high customer demand for the DC-9 made the company attractive for either an acquisition or a merger; Douglas would merge with the American aerospace company McDonnell Aircraft to form McDonnell Douglas in 1967. The DC-9 family is one of the longest-lasting aircraft in production and operation. It was produced on the final assembly line in Long Beach, California , beginning in 1965, and later

5320-504: The high-capacity, long-range DC-8 ( DC stands for Douglas Commercial ). The Model 2067 , a four-engined aircraft sized for medium-range routes was studied in depth, but work on it was abandoned after the proposal did not receive enough interest from airlines. In 1960, Douglas signed a two-year contract with the French aeronautics company Sud Aviation for technical cooperation; under the terms of this contract, Douglas would market and support

5415-482: The international air booking systems or have international luggage transferred there, and thus, they are booked instead through the airline or a domestic booking system. Several heliports in Greenland have 3-letter codes used internally which might be IATA codes for airports in faraway countries. There are several airports with scheduled service that have not been assigned ICAO codes that do have IATA codes, especially in

5510-509: The island and creating Keāhole Point . The airport opened on July 1, 1970, with a single 6,500-foot (2.0 km) runway; the previous smaller airstrip was converted into the Old Kona Airport State Recreation Area . Construction crews from Bechtel Corporation used three million pounds of dynamite to flatten the lava tube riddled lava flow within 13 months. In its first full year, 515,378 passengers passed through

5605-476: The late 1970s, Hawaiian operated larger McDonnell Douglas DC-9-50 jets on its inter-island flights. By early 1985, United Airlines was operating nonstop service into the airport from both Los Angeles and San Francisco with Douglas DC-8-71 and wide-body McDonnell Douglas DC-10 jetliners. In 1991, a small museum, the Astronaut Ellison S. Onizuka Space Center opened at the airport. The displays included

5700-431: The more-powerful engines and improved wings of the -30 combined with the shorter fuselage used in the -10. Ten Series 20 aircraft were produced, all as the Model -21. The -21 had slats and stairs at the rear of plane. In 1969, a DC-9 Series 20 at Long Beach was fitted with an Elliott Flight Automation Head-up display by McDonnell Douglas and used for successful three-month-long trials with pilots from various airlines,

5795-612: The name of the airport itself, for instance: This is also true with some cities with a single airport (even if there is more than one airport in the metropolitan area of said city), such as BDL for Hartford, Connecticut 's B ra dl ey International Airport or Baltimore's BWI, for B altimore/ W ashington I nternational Airport ; however, the latter also serves Washington, D.C. , alongside Dulles International Airport (IAD, for I nternational A irport D ulles) and Ronald Reagan Washington National Airport (DCA, for D istrict of C olumbia A irport). The code also sometimes comes from

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5890-517: The new open-air tropical-style terminals. The airport has had several names over its lifetime. At the time of its opening in 1970, it was named the Ke-āhole Airport , after its geographical location, Keāhole Point , itself named after the ʻāhole fish found in the area. In 1993, the airport was renamed Keāhole-Kona International Airport , after the nearby resort town of Kona. In 1997, the Kona name

5985-416: The one they are located in: Other airport codes are of obscure origin, and each has its own peculiarities: In Asia, codes that do not correspond with their city's names include Niigata 's KIJ , Nanchang 's KHN and Pyongyang 's FNJ . EuroAirport Basel Mulhouse Freiburg , which serves three countries, has three airport codes: BSL, MLH, EAP. Some cities have a name in their respective language which

6080-437: The only airline transport class jet certified to date by the FAA for skydiving operations as of 2006. This is the last and only -21 series still airworthy, and after being out of service for over a decade, it returned to the sky on May 7th, 2024 During the mid 1990s, Northwest Airlines was the largest operator of the type in the world, flying 180 DC-9s. After its acquisition of Northwest Airlines, Delta Air Lines operated

6175-407: The onset of its development, the DC-9 had been intended to be available in multiple versions to suit varying customer requirements; the first stretched version, the Series 30, with a longer fuselage and extended wing tips, flew on August 1, 1966, entering service with Eastern Air Lines in 1967. The initial Series 10 was followed by the improved -20 , -30 , and -40 variants. The final DC-9 series

6270-424: The original leading-edge slat design to achieve lower drag . The flight test program proceeded at a rapid pace; the initial Series 10 received airworthiness certification from the Federal Aviation Administration on November 23, 1965, permitting it to enter service with Delta Air Lines on December 8. Through the DC-9, Douglas had beaten rival company Boeing and their 737 to enter the short-haul jet market,

6365-621: The original DC-9 series. The MD-80 series includes the MD-81, MD-82, MD-83, MD-88, and shortest variant, the MD-87. The MD-80 series was further developed into the third generation, the MD-90 series, in the early 1990s. It has yet another fuselage stretch, an electronic flight instrument system (first introduced on the MD-88), and completely new International Aero V2500 high-bypass turbofan engines . In comparison to

6460-450: The original or first generation DC-9 series used the new designation with McDonnell Douglas initials (MD- prefix) followed by the year of development. The first derivative or second generation was the MD-80 series and the second derivative or third generation was the MD-90 series . Together, they formed the DC-9 family of 12 aircraft members (variants), and if the DC-9- designation were retained,

6555-533: The possibility of replacing engines on the DC-9 with the JT8D-109 turbofan, a quieter and more efficient variant of the JT8D. This progressed to the flight-test stage, and tests achieved noise reduction between 8 and 9 decibels depending on the phase of flight. No further aircraft were modified, and the test aircraft was re-equipped with standard JT8D-9s prior to delivery to its airline customer. Two further developments of

6650-501: The same first and middle letters, indicating that this rule might be followed only in Germany. Many cities retain historical names in their airport codes, even after having undergone an official name/spelling/transliteration change: Some airport codes are based on previous names associated with a present airport, often with a military heritage. These include: Some airports are named for an administrative division or nearby city, rather than

6745-519: The second generation of the DC-9 family, the MD-80 series. This was originally called the DC-9-80 (short Series 80 and later stylized Super 80). It was a lengthened DC-9-50 with a higher maximum takeoff weight (MTOW), a larger wing , new main landing gear , and higher fuel capacity. The MD-80 series features a number of variants of the JT8D turbofan engine that had higher thrust ratings than those available on

6840-426: The second variant, Series 20, has one version (Series 21); the third variant, Series 30, has four versions (Series 31, Series 32, Series 33 and Series 34); the fourth variant, Series 40, has one version (Series 41); and the fifth or final variant, Series 50, has one version (Series 51). The original DC-9 (later designated the Series 10) was the smallest DC-9 variant. The -10 was 104.4 ft (31.8 m) long and had

6935-413: The series 50. It was also applied to many earlier DC-9s during regular maintenance. As of May 2024, a total of 30 DC-9 series aircraft remain in service, of which 20 are operated by Aeronaves TSM and two passenger aircraft in service with African Express Airways , and the rest in cargo service. With the existing DC-9 fleet shrinking, modifications do not appear to be likely to occur, especially since

7030-497: The station code of Malton, Mississauga , where it is located). YUL is used for Montréal–Trudeau (UL was the ID code for the beacon in the city of Kirkland , now the location of Montréal–Trudeau). While these codes make it difficult for the public to associate them with a particular Canadian city, some codes have become popular in usage despite their cryptic nature, particularly at the largest airports. Toronto's code has entered pop culture in

7125-438: The structure associated with the slat is a more efficient torque box than the structure associated with the slotted Krueger. The wing had a six-percent increase in chord, all ahead of the front spar, allowing the 15 percent chord slat to be incorporated. The Series 30 was built in four main sub-variants. The DC-9-30 was offered with a selection of variants of JT8D including the -1, -7, -9, -11, -15. and -17. The most common on

7220-400: The tail-mounted engines was the reduction in foreign object damage from ingested debris from runways and aprons, but with this position, the engines could ingest ice streaming off the wing roots. The third was the absence of engines in underslung pods, which permitted a reduction in fuselage ground clearance, making the airliner more accessible to baggage handlers and passengers. The cockpit of

7315-552: The town of Hilo on the eastern side of the Big Island. Tourists to Kona and the western side of the island typically flew into the Hilo Airport and had to make nearly two hour drive across the island. The lack of a major airport became especially problematic as large resorts started opening in Kona around 1968. When the airport opened, it helped accelerate a shift of tourism from East Hawaii to West Hawaii. Tourism in Hilo had already taken

7410-504: The two-letter code of the radio beacons that were the closest to the actual airport, such as YQX in Gander or YXS in Prince George . Four of the ten provincial capital airports in Canada have ended up with codes beginning with YY, including: Canada's largest airport is YYZ for Toronto Pearson (as YTZ was already allocated to Billy Bishop Toronto City Airport , the airport was given

7505-449: The use of leading-edge high-lift devices. Therefore, the wing design of the Series 10 featured airfoils with extremely high maximum-lift capability to obtain the low stalling speeds necessary for short-field performance. The Series 10 has an overall length of 104.4 feet (31.82 m), a fuselage length of 92.1 feet (28.07 m), a passenger-cabin length of 60 feet (18.29 m), and a wingspan of 89.4 feet (27.25 m). The Series 10

7600-529: The use of two letters allowed only a few hundred combinations; a three-letter system of airport codes was implemented. This system allowed for 17,576 permutations, assuming all letters can be used in conjunction with each other. Since the U.S. Navy reserved "N" codes, and to prevent confusion with Federal Communications Commission broadcast call signs , which begin with "W" or "K", the airports of certain U.S. cities whose name begins with one of these letters had to adopt "irregular" airport codes: This practice

7695-498: The very successful MD-80, relatively few MD-90s were built. The shorter and final variant, the MD-95, was renamed the Boeing 717 after McDonnell Douglas's merger with Boeing in 1997 and before aircraft deliveries began. The fuselage length and wing are very similar to those of the DC-9-30, but much use was made of lighter, modern materials. Power is supplied by two BMW/Rolls-Royce BR715 high-bypass turbofan engines. China's Comac ARJ21

7790-467: The windward (eastern) side. It is included in the Federal Aviation Administration 's National Plan of Integrated Airport Systems for 2021–2025, in which it is categorized as a small-hub primary commercial service facility. Much of the runway is built on a relatively recent lava flow: the 1801 Huʻehuʻe flow from Hualālai . This flow extended the shoreline out an estimated 1 mi (1.6 km), adding some 4 km (1.5 sq mi) of land to

7885-409: The wing at its own financial cost in return for promises on prospective future production orders. The pace of development on the program was rapid. The first DC-9, a production model, flew on February 25, 1965. The second DC-9 flew a few weeks later, with a test fleet of five aircraft flying by July. Several key refinements to the aircraft were made during flight testing, such as the replacement of

7980-501: The wing design makes retrofitting difficult. DC-9s are therefore likely to be further replaced in service by newer airliners such as Boeing 737 , Airbus A320 , Embraer E-Jets , and the Airbus A220 . However one former Scandinavian Airlines DC-9-21 is operated as a skydiving jump platform at Perris Valley Airport in Perris, California . With the steps on the ventral stairs removed, it is

8075-440: The year ending November 30, 2021, the airport had 87,770 aircraft operations, an average of 240 per day: 51% general aviation , 30% scheduled commercial , 12% air taxi and 7% military . In March 2022, there were 56 aircraft based at this airport; 26 single-engine, 8 multi-engine, 18 helicopters and 4 ultralights . The state government of Hawaiʻi facility operates a runway and a terminal complex of single-story buildings along

8170-535: Was further emphasized when the airport was renamed the Kona International Airport at Keāhole . On January 8, 2017, the airport was renamed Ellison Onizuka Kona International Airport at Keāhole to honor astronaut Ellison Onizuka who was born and raised in Kona and died in the Space Shuttle Challenger disaster . Prior to the construction of the new airport in 1970, tourism was centered on

8265-415: Was increased to 98,000 lb (44,000 kg), eight percent more than on the higher weight Series 14s and 15s. The aircraft's MLW is 95,300 lb (43,200 kg) and MZFW is 84,000 lb (38,000 kg). Typical range with maximum payload is 1,000 nmi (1,900 km; 1,200 mi), increasing to 1,450 nmi (2,690 km; 1,670 mi) with maximum fuel. The Series 20, using the same wing as

8360-440: Was limited to 80,000 lb (36,300 kg) for a two-person flight crew by the then-Federal Aviation Agency regulations at the time. The commercial passenger aircraft have five abreast layout for economy seating that can accommodate 80 to 135 passengers, depending on version and seating arrangement. Turnarounds were simplified by built-in airstairs, including one in the tail, which shortened boarding and deplaning times. The DC-9

8455-506: Was offered with the 14,000 lbf (62 kN)-thrust JT8D-1 and JT8D-7. All versions of the DC-9 are equipped with an AlliedSignal (Garrett) GTCP85 APU, located in the aft fuselage. The Series 10, as with all later versions of the DC-9, is equipped with a two-crew analog flightdeck. The Series 14 was originally certificated with an MTOW of 85,700 lb (38,900 kg), but subsequent options offered increases to 86,300 and 90,700 lb (41,100 kg). The aircraft's MLW in all cases

8550-976: Was on a common line with the second generation of the DC-9 family, the MD-80 , with which it shares its line number sequence. Following the delivery of 976 DC-9s and 108 MD-80s, McDonnell Douglas stopped series production of the DC-9 in December 1982. The last member of the DC-9 family, the Boeing 717, was produced until 2006. The DC-9 family was produced in total 2441 units: 976 DC-9s (first generation), 1191 MD-80s (second generation), 116 MD-90s, and 155 Boeing 717s (third generation). This compared to 2,970 Airbus A320s and 5,270 Boeing 737s delivered as of 2006. Studies aimed at further improving DC-9 fuel efficiency , by means of retrofitted wingtips of various types, were undertaken by McDonnell Douglas, but these did not demonstrate significant benefits, especially with existing fleets shrinking. The wing design makes retrofitting difficult. Between 1973 and 1975, McDonnell Douglas studied

8645-601: Was originally designed to perform a maximum of 40,000 landings. The DC-9 has two rear-mounted JT8D turbofan engines, relatively small, efficient wings, and a T-tail . The tail-mounted engine design facilitated a clean wing without engine pods, which had numerous advantages. First, the 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

8740-451: Was produced between 1965 and 2006 with a total delivery of 2441 units: 976 DC-9s, 1191 MD-80s, 116 MD-90s, and 155 Boeing 717s. As of August 2022, 250 aircraft remain in service: 31 DC-9s (freighter), 116 MD-80s (mainly freighter), and 103 Boeing 717s (passenger), while the MD-90 was retired without freighter conversion. During the late 1950s, Douglas Aircraft studied a short- to medium-range airliner to complement their then-sole jetliner ,

8835-418: Was the -50 , which first flew in 1974. The DC-9 series, the first generation of the DC-9 family, would become a long term commercial success for the manufacturer. However, early production of the type had come at a higher unit cost than had been anticipated, leading to DC-9s being sold at a loss. The unfavorable early economics of the type negatively impacted Douglas, pushing it into fiscal hardship. However,

8930-429: Was the largest version of the DC-9 to enter airline service. It features an 8 ft 2 in (2.49 m) fuselage stretch and seats up to 139 passengers. It entered revenue service in August 1975 with Eastern Airlines and included several detail improvements, a new cabin interior, and more powerful JT8D-15 or 17 engines in the 16,000 and 16,500 lbf (71 and 73 kN) class. McDonnell Douglas delivered 96, all as

9025-540: Was typically 110,000 lb (50,000 kg). Engines for Models -31, -32, -33, and -34 included the P&;W JT8D-7 and JT8D-9 rated at 14,500 lbf (64 kN) of thrust, or JT8D-11 with 15,000 lbf (67 kN). Unlike the Series 10, the Series 30 had leading-edge devices to reduce the landing speeds at higher landing weights; full-span slats reduced approach speeds by six knots despite 5,000 lb greater weight. The slats were lighter than slotted Krueger flaps , since

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