Miss The Midland 9's
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Miss The Midland 9's
I am still mourning after the BD DC9 was retired from service.
I spent many days at LBA to see & hear the BD 9'S roar off the runway!!
When R14 (cemetery end) was in use you got the full 'Blast' from both the engines, and if it was a hot day - well you got it all.
On a Sat there would be 2 or 3 9'S in sometimes together and would often depart after each other to LHR & JER.
The 9'S had a tendency to sit at the end of the runway awaiting T/O clearance and then ...3 2 1 push the throttles forward generating awesome 'Blast' down the runway, Like the pocket rocket 1-11's.
I loved the 9, It was always my ambition to fly a 9 but sadly not.
I was fortunate to fly on G BMAH, the 9 with the most airframe hours.
BD411 was nicknamed the 7' Oclock 'alarm clock' by the residents of Leeds & Otley & beyond.
You could always tell if the pilot flying was local to LBA because his/her landing would be in the same position.
According to my records the last DC9 14 - G BMAH was retired in October 1995?
The last DC9 32 - G ELDH was retired in May 1996?
Most of the 'Diamond Nines' ended up in Columbia, With a couple of 32 versions going to Africa.
I miss them all.
Those were the days!!
Regards.
I spent many days at LBA to see & hear the BD 9'S roar off the runway!!
When R14 (cemetery end) was in use you got the full 'Blast' from both the engines, and if it was a hot day - well you got it all.
On a Sat there would be 2 or 3 9'S in sometimes together and would often depart after each other to LHR & JER.
The 9'S had a tendency to sit at the end of the runway awaiting T/O clearance and then ...3 2 1 push the throttles forward generating awesome 'Blast' down the runway, Like the pocket rocket 1-11's.
I loved the 9, It was always my ambition to fly a 9 but sadly not.
I was fortunate to fly on G BMAH, the 9 with the most airframe hours.
BD411 was nicknamed the 7' Oclock 'alarm clock' by the residents of Leeds & Otley & beyond.
You could always tell if the pilot flying was local to LBA because his/her landing would be in the same position.
According to my records the last DC9 14 - G BMAH was retired in October 1995?
The last DC9 32 - G ELDH was retired in May 1996?
Most of the 'Diamond Nines' ended up in Columbia, With a couple of 32 versions going to Africa.
I miss them all.
Those were the days!!
Regards.
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I'm a retired controller and I miss them too!! Many controllers get used to pilots' voices and several BM pilots immediately spring to mind.. I don't know their names but their voices are engraved in my head.
My other recollection of BM is the breakfasts! One ofmy fellow ATCOs knew a Midland pilot and if he flew in early in morning he would ask "How many breakfasts?" Half an hour later we'd be talking to the jets with mouths full of bacon and sausage!!! (It's back in the 70/80s if anybody wonders).
Happy days......
My other recollection of BM is the breakfasts! One ofmy fellow ATCOs knew a Midland pilot and if he flew in early in morning he would ask "How many breakfasts?" Half an hour later we'd be talking to the jets with mouths full of bacon and sausage!!! (It's back in the 70/80s if anybody wonders).
Happy days......
i was lucky enough to fly in a MD super 80 about 5 weeks ago DEN-ORD with AA. had not flown in the type (OK i know its not technically a DC9) for about 20 years, when i flew BM and SAS quite often.
i had forgotten how smooth and quiet it was inside.
i had forgotten how smooth and quiet it was inside.
<Most of the 'Diamond Nines' ended up in Columbia, With a couple of 32 versions going to Africa
I think NW got one. Ironic, as some of the early series 10/15 came from the US.
Having spent a large chunk of the '80s/'90s flying on them as non-operational staff, I couldn't speak for emotion when I borded one at MSP a couple of years ago. Yes, they seem to have an attraction.
http://www.flickr.com/photos/ianfuller/114987111/
Breakfasts. Oh yes. Back in '83 we used to get them on the ground at Teesside following the first southbound. Utterly gorgeous. They were all the better for having sat in their foil trays for a bit. The hash browns were super.
The jump seat on a "nine" gave a super view - the occupant's head was around a foot higher than the crew's, feet placed on two fold-out steps astride the centre console. I can understand why crews preferred postioning female cabin crew to occupy them. The 1-11's office was positively spaceous in comparison.
Some controllers may recall the measured, "upper register" German tones of Capt. Popp, a fine gentleman and outstanding aviator, so I understand.
r
I think NW got one. Ironic, as some of the early series 10/15 came from the US.
Having spent a large chunk of the '80s/'90s flying on them as non-operational staff, I couldn't speak for emotion when I borded one at MSP a couple of years ago. Yes, they seem to have an attraction.
http://www.flickr.com/photos/ianfuller/114987111/
Breakfasts. Oh yes. Back in '83 we used to get them on the ground at Teesside following the first southbound. Utterly gorgeous. They were all the better for having sat in their foil trays for a bit. The hash browns were super.
The jump seat on a "nine" gave a super view - the occupant's head was around a foot higher than the crew's, feet placed on two fold-out steps astride the centre console. I can understand why crews preferred postioning female cabin crew to occupy them. The 1-11's office was positively spaceous in comparison.
Some controllers may recall the measured, "upper register" German tones of Capt. Popp, a fine gentleman and outstanding aviator, so I understand.
r
Last edited by Midland 331; 2nd Feb 2007 at 17:27.
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Ah yes, those breakfasts!
Superb sausages.
Always used to try to get an extra when flying early morning ex LHR in those days.
Flew on all the Midland 9s. Superb aircraft, far better than the 732s of BA.
A couple of years ago flew on a Boeing 717 AGP-MAD-MAH of AeBal. Brought the memories back it did.
Superb sausages.
Always used to try to get an extra when flying early morning ex LHR in those days.
Flew on all the Midland 9s. Superb aircraft, far better than the 732s of BA.
A couple of years ago flew on a Boeing 717 AGP-MAD-MAH of AeBal. Brought the memories back it did.
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Apologies for quality - just a quick digital of an old print - have some great slides of 'AH, but no slide scanner.
Capt. Millington......where are you these days - you were
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I once did a jump seat ride with this gent:
http://www.freewebs.com/barne/
on BD334 with on-limits SRA into Teesside, all recorded for posterity on Super 8 with sound. Imagine being allowed to do that now. The BD 9s were, in the 70s, about the only dependable Bovingdon Stack-jumper. First call on 128.9 " We've got our climbing boots on!". Great sport!
http://www.freewebs.com/barne/
on BD334 with on-limits SRA into Teesside, all recorded for posterity on Super 8 with sound. Imagine being allowed to do that now. The BD 9s were, in the 70s, about the only dependable Bovingdon Stack-jumper. First call on 128.9 " We've got our climbing boots on!". Great sport!
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Dunno... but one quiet evening round Christmas one year I was the Air Dep controller at Heathrow and a Midland 9 asked me to tell the TMA that he would climb well. I told TMA, who rang back almost immediately having had a word with ACC. As soon as he was off the deck I said: "Recleared FL310" (or something to that effect). The sound of his voice stays with me to this day!!
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Sadly didn't fly the 9's as I went on to the 737's, but remembered one wet and windy evening aroud Christmas we did a hooligan 1 alpha departure out of LHR on our way to BFS.
Later I told a Wise (there's a clue!) old Captain who had flown the 9 that we had managed to cross Burnham at about 13,000' (with ATC permission of course), his reply was that he had managed to to get across Burnham at 16,000' in the DC9-10, and they were body angle limited! Respect!
(Burnham is about 7 miles from LHR IIRC)
Later I told a Wise (there's a clue!) old Captain who had flown the 9 that we had managed to cross Burnham at about 13,000' (with ATC permission of course), his reply was that he had managed to to get across Burnham at 16,000' in the DC9-10, and they were body angle limited! Respect!
(Burnham is about 7 miles from LHR IIRC)
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GK430...
Captain "Millington" is still flying, though he tends to travel a bit further than BHX these days !
He's a Skipper on the 330 and hasn't changed one jot !
Top bloke and a top beard n'all !
DC9....G-BMAC was the 1st a/c that I ever dispatched, back in 1990.
EMA-JER.....
Who remembers Capt Dave Marshall?
Captain "Millington" is still flying, though he tends to travel a bit further than BHX these days !
He's a Skipper on the 330 and hasn't changed one jot !
Top bloke and a top beard n'all !
DC9....G-BMAC was the 1st a/c that I ever dispatched, back in 1990.
EMA-JER.....
Who remembers Capt Dave Marshall?
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"Sounds as though you and I could have been working on TMA (N) in the same era."
We were, Jack.....
Off 27s/28s on a good day a BD 9 could make about 180 at BNN. I vaguely recall one crossing BUR out of 105. Always dependable. Other types would catch you out. SAS 9s were usually good for jumping the BNN leavers whereas the TRIs would stay at 6. Any Gatwick 9s were good for jumping ONGAR / LAM whereas the 111s would struggle and have to stick at 5.
We were, Jack.....
Off 27s/28s on a good day a BD 9 could make about 180 at BNN. I vaguely recall one crossing BUR out of 105. Always dependable. Other types would catch you out. SAS 9s were usually good for jumping the BNN leavers whereas the TRIs would stay at 6. Any Gatwick 9s were good for jumping ONGAR / LAM whereas the 111s would struggle and have to stick at 5.
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I recall the very distinct voices of two Midland guys - one, an American Captain who visited ATC once. Was he Jimmy somebody? The other one was the very quietly spoken guy who finished sentences with upward tone - hope you understand... likes Aussies and northern Ireland people. He left Midland and went to one of the European mainland airlines. Both great people to work with.
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Yes, me too HD, as you say two great guys to work with.The second guy was Ian something (Fraser?). Total mutual co-op. Great when pilots and controllers on the same 'wavelength' esp when it was to mutual benefit. Ask for 'best rate' these days and you get a bean-counter's rate of climb and grey hair instead of high performance.
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How true with these climb rates, one normally had to ring the Daventry sector to get higher than 130.
Thread jump, one was never surprised with the 9's climb rate but the big surprise I got one day was a KLM Electra going through the Park out of 210.
Thread jump, one was never surprised with the 9's climb rate but the big surprise I got one day was a KLM Electra going through the Park out of 210.
I hazard to speculate that this mutual respect may have been one of the reasons why the last northbound Teesside used to be offered unsolicited direct routings to "TD" early on from Daventry Sector (Excuse me if I've go the title wrong!).
(Sure, there was also the minor issue of lack of traffic, and the military having taken an early night....)
Of course, the "9" was steam and clockwork, so the intial heading was, I guess, a bit of a challenge. I have a vague recollection of a controller gently helping out on this, but may be totally wrong....
Some of the names mentioned above are memories from the chinagraphed movement board of twenty years ago!
r
(Sure, there was also the minor issue of lack of traffic, and the military having taken an early night....)
Of course, the "9" was steam and clockwork, so the intial heading was, I guess, a bit of a challenge. I have a vague recollection of a controller gently helping out on this, but may be totally wrong....
Some of the names mentioned above are memories from the chinagraphed movement board of twenty years ago!
r
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I hazard to speculate that this mutual respect may have been one of the reasons