Miss The Midland 9's
Actually 6 November 1968. A trivial point but there you go. And nothing to do with BMA DC9s
Very slightly memorable to me as about 4 weeks previously I had left my school hat in the seatback pocket of a One Eleven on Liverpool-Heathrow (first jet flight ever, I still remember the notable acceleration down the old short runway at Liverpool, doubtless this excitement led to the forgetfulness 40 minutes later). Forcibly directed by my mother I was engaged in correspondence with Eagle to see if it had been found when they went under. I wonder how much the receiver got for it !
Very slightly memorable to me as about 4 weeks previously I had left my school hat in the seatback pocket of a One Eleven on Liverpool-Heathrow (first jet flight ever, I still remember the notable acceleration down the old short runway at Liverpool, doubtless this excitement led to the forgetfulness 40 minutes later). Forcibly directed by my mother I was engaged in correspondence with Eagle to see if it had been found when they went under. I wonder how much the receiver got for it !
I wondered when the "speed record" posts would start...
I jump-seated one night on BD340 (final northbound to Teesside).
Heathrow were on easterlies, we got an early turn north, then got a direct routing somewhere early in Daventry Sector, and the captain "went for broke" (his words!), keeping some power on in the descent.
Airborne to landing around 38-ish minutes. Apparently, a Viscount did about the same (written in a book about Midland), but did it by being slightly liberal with speed in the TMA, and a few other issues, so I have been told.
Ironically, when the "East Coast" routings via CLN and OTR-ish were introduced circa 1990, they seemed long and drawn-out compared with a decent direct routing. Yet, they were introduced to save time, (and, admittedly, to ease pressure on Daventry Northbound.) Nice views of Norfolk turkey farms, disused airfields, and The Wash, though!
r
I jump-seated one night on BD340 (final northbound to Teesside).
Heathrow were on easterlies, we got an early turn north, then got a direct routing somewhere early in Daventry Sector, and the captain "went for broke" (his words!), keeping some power on in the descent.
Airborne to landing around 38-ish minutes. Apparently, a Viscount did about the same (written in a book about Midland), but did it by being slightly liberal with speed in the TMA, and a few other issues, so I have been told.
Ironically, when the "East Coast" routings via CLN and OTR-ish were introduced circa 1990, they seemed long and drawn-out compared with a decent direct routing. Yet, they were introduced to save time, (and, admittedly, to ease pressure on Daventry Northbound.) Nice views of Norfolk turkey farms, disused airfields, and The Wash, though!
r
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To try and do Luton - Jersey now under 45 minutes would be good.
With Lutons location north of London in those days to do it in that time was fantastic.
Sometimes it take as lond to do an inter-island flight in that time doesn,t matter if it is a Trislander or a BAE146 if you time it at the inter-island rush there can only be number one and it does depend on which runways are in use RWY 27 Guernsey and RWY 27 Jersey are what they call the long way round.
Many years ago there used to be the race between Bristol and Cardiff to see what is the shortest time rthat could be done between these two points.
Unfortunately safety comes into play a lot more now a days so you must be seen to operate with a proffessional approach to everything.
How boring never mind bring back the good old days.
With Lutons location north of London in those days to do it in that time was fantastic.
Sometimes it take as lond to do an inter-island flight in that time doesn,t matter if it is a Trislander or a BAE146 if you time it at the inter-island rush there can only be number one and it does depend on which runways are in use RWY 27 Guernsey and RWY 27 Jersey are what they call the long way round.
Many years ago there used to be the race between Bristol and Cardiff to see what is the shortest time rthat could be done between these two points.
Unfortunately safety comes into play a lot more now a days so you must be seen to operate with a proffessional approach to everything.
How boring never mind bring back the good old days.
GMST
I believe the LHR - MME record is 28mins held by Cpt Joe Sharps in a VC8. Boxing Day many years ago, strong south easterly gale, 10(!!!) dep LHR and 06(!!!) arr MME. 6000ft all the way, straight line. Cpt Tony Zotl came close a couple of times in the DC9 but never made it as far as I know. Those were the days!!
Last edited by Get me some traffic; 15th Feb 2007 at 13:27. Reason: Courtesy
I understand from Teesside contacts that he was a bit naughty in the TMA, although I'm surprised, as the VCV can't be much faster than 250kts in the climb.
There are stories of him literally appearing over the hills near Bilsdale mast, and going for a very short final.
r
There are stories of him literally appearing over the hills near Bilsdale mast, and going for a very short final.
r
I have fond memories of BMA DC9s. There was quite a buzz at LBA when Sir Bishop announced the aircraft would be taking over from the Viscount on the LHR route in March 85. Nice, noisy little aircraft but it only lasted one season before it was pulled and replaced by a not so nice and rather noisier little aircraft, 1-11 G-WLAD. We got the DC9 back again in March 87 and progressively more flights were operated by the series 30. I was lucky enough to fly on one to LHR and it was a real pleasure. I believe some of the current LBA Airbus crews were on the DC9 back then.
The Viscount continued to appear sporadically but that's another story. Proper aeroplanes, both of them !!
The Viscount continued to appear sporadically but that's another story. Proper aeroplanes, both of them !!
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Cpt Tony Zotl came close a couple of times in the DC9 but never made it as far as I know. Those were the days!!
Great guy and very nice to work with.
Not called 'Zotl the Throttle' for nothing!
YS
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Mooncrest, Yes I know of some of the original DC9 Captains who are now still flying into LBA on the 320/19.
Does anyone know what date the last DC9 flight was - anywhere in the UK?
Regards.
Does anyone know what date the last DC9 flight was - anywhere in the UK?
Regards.
That's for UK airlines. Odd ones still turn up, the DC9-50s of UM Air in Ukraine (ex-Finnair) can arrive on odd charters or subcharters to Eastern European carriers.
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Ironically, when the "East Coast" routings via CLN and OTR-ish were introduced circa 1990, they seemed long and drawn-out compared with a decent direct routing. Yet, they were introduced to save time, (and, admittedly, to ease pressure on Daventry Northbound.) Nice views of Norfolk turkey farms, disused airfields, and The Wash, though!
BTW, he was "Zottl the Throttle" long before the 'bus.
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WHBM, Cheers, It probably was G-ELDG as on the CAA database, It last flew around May 1996 time.
The last DC9 - 14 was G -BMAH if my memory supplies me right?
In all the years of it's service I never read or heard of any major technical or serious incidents in the DC9's service with BM.
Regards.
The last DC9 - 14 was G -BMAH if my memory supplies me right?
In all the years of it's service I never read or heard of any major technical or serious incidents in the DC9's service with BM.
Regards.
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"Seems to have been BMI's G-ELDG, last service into East Midlands on 9 April 1996."
I was on 'Tower' for Capt. John Robertson's last approach and landing in the DC-9 at EMA. We were on 09 and he was supposed to break off to the left and perform a 'fly-by' at Donington Hall, but in the event it was too claggy, so he couldn't do it.
Last tx as he taxied into the maintenance area was "End of an Era".
On an earlier occasion I had a fam flight in the cockpit from LHR to EDI and back, and was regaled with the story of how, for a while previously the BMA DC-9s were left at the SID level out of EDI and not 'lifted' early, because someone else in a BMA 707 had apparently run over the tower cat. No idea whether it was true or not, though.
RC
I was on 'Tower' for Capt. John Robertson's last approach and landing in the DC-9 at EMA. We were on 09 and he was supposed to break off to the left and perform a 'fly-by' at Donington Hall, but in the event it was too claggy, so he couldn't do it.
Last tx as he taxied into the maintenance area was "End of an Era".
On an earlier occasion I had a fam flight in the cockpit from LHR to EDI and back, and was regaled with the story of how, for a while previously the BMA DC-9s were left at the SID level out of EDI and not 'lifted' early, because someone else in a BMA 707 had apparently run over the tower cat. No idea whether it was true or not, though.
RC
>because someone else in a BMA 707 had apparently run over the tower cat. No idea whether it was true or not, though.
:-))
I'm (wildly) guessing at a certain maverick Capt B., first name Anthony.
Also infamous for beating up the old Midland admin. block in an Argonaut, back in the days of shorth skirts and Sgt. Pepper. My sister, working in the block, witnessed folks throwing themselves under tables as the four Merlins approached.
I understand that he later ran a 2CV garage.
r
:-))
I'm (wildly) guessing at a certain maverick Capt B., first name Anthony.
Also infamous for beating up the old Midland admin. block in an Argonaut, back in the days of shorth skirts and Sgt. Pepper. My sister, working in the block, witnessed folks throwing themselves under tables as the four Merlins approached.
I understand that he later ran a 2CV garage.
r
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The DC9 series was always one of my favourite aircraft to fly in as pax or jump seat. I had the privilege of flying in most of the various marques. My first DC-9 flight was way back in September 1968 on a brand-new series 30 of Iberia, Barcelona-Valencia. I remember thinking that the 9 must have been rocket powered compared with other aircraft I had flown in!
My last DC-9 flight was in Mexico in March 2003, on an AeroCaribe DC-9-30, flying Villa Hermosa - Tuxtla Gutierrez - Oaxaca (well, it makes a change from LHR-MME!) I had the privilege of occupying the crew jump seat. The crew flew VFR, I seem to recall, at around 12000ft cruise on the short first leg, and we had a spectacular view of the active volcanic crater of El Chichon.The Capt. flew into Tuxtla like a fighter with a tight descending turn on to final to keep us clear of the surrounding mountains, rolling out over the approach lights and touching down on the numbers seconds later, followed by a healthy blast of reverse thrust, finally rolling to stop at the end of the short runway. My hands were sweaty and I was only in the jump seat! Viva Mexico!
I can recall a memorable flight on another AeroCaribe DC9, a series 10, on a night flight from Colima to Mexico City, again in the jump seat, with no pax in the back. The Capt. had a hand-held GPS and hand flew the entire sector, including the VOR/DME arrival into Mexico City (he had to as both autoplilots were u/s!). Viva Mexico!
I've also got fond memories of the BMI DC-9's, both the series 10 and 30, flying between LHR and MME in the early 1990's. As previous respondents have commented, the dinner and breakfast served on these flights was superb for such a short sector, far better than any equivalent offering on BA.
What a superb aircraft.
My last DC-9 flight was in Mexico in March 2003, on an AeroCaribe DC-9-30, flying Villa Hermosa - Tuxtla Gutierrez - Oaxaca (well, it makes a change from LHR-MME!) I had the privilege of occupying the crew jump seat. The crew flew VFR, I seem to recall, at around 12000ft cruise on the short first leg, and we had a spectacular view of the active volcanic crater of El Chichon.The Capt. flew into Tuxtla like a fighter with a tight descending turn on to final to keep us clear of the surrounding mountains, rolling out over the approach lights and touching down on the numbers seconds later, followed by a healthy blast of reverse thrust, finally rolling to stop at the end of the short runway. My hands were sweaty and I was only in the jump seat! Viva Mexico!
I can recall a memorable flight on another AeroCaribe DC9, a series 10, on a night flight from Colima to Mexico City, again in the jump seat, with no pax in the back. The Capt. had a hand-held GPS and hand flew the entire sector, including the VOR/DME arrival into Mexico City (he had to as both autoplilots were u/s!). Viva Mexico!
I've also got fond memories of the BMI DC-9's, both the series 10 and 30, flying between LHR and MME in the early 1990's. As previous respondents have commented, the dinner and breakfast served on these flights was superb for such a short sector, far better than any equivalent offering on BA.
What a superb aircraft.
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My first experience of the 9 was a couple of years back in one of AZ's 'Super 80's' from Milan to Malta and back. Apart from the garish green seats and the oddly omitted row 13 I was incredibly impressed with the lack of noise near the front.
Having punted down to Milan on an A321 the Doug seemed almost silent up front. Got stuck down the back on the return leg though, and the narrow taper of the fuselage with the very pronounced engine noise was less fun!
Having punted down to Milan on an A321 the Doug seemed almost silent up front. Got stuck down the back on the return leg though, and the narrow taper of the fuselage with the very pronounced engine noise was less fun!