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McDonnell Douglas C-9
McDonnell Douglas C-9
McDonnell Douglas C-9
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The McDonnell Douglas C-9 is a retired military version of the McDonnell Douglas DC-9 airliner. It was produced as the C-9A Nightingale for the United States Air Force, and the C-9B Skytrain II for the U.S. Navy and Marine Corps. The final flight of the C-9A Nightingale was in September 2005,[1] and the C-9C was retired in September 2011. The U.S. Navy retired its last C-9B in July 2014.[2] The two remaining C-9s in Marine service were retired in April 2017.[3]

Key Information

Despite being officially retired, one C-9B, BuNo 161529, was seen as late as November 2020 being operated by the U.S. Air Force as an experimental sensor testbed.[4]

Design and development

[edit]

In 1966, the U.S. Air Force identified a need for an aeromedical transport aircraft and ordered C-9A Nightingale aircraft the following year. Deliveries began in 1968.[5] The U.S. Air Force received 21 C-9A aircraft from 1968 to 1969.[6] The C-9As were used for medical evacuation, passenger transportation, and special missions from 1968 to 2005. The C-9A were named for English social reformer Florence Nightingale (1820–1910), the founder of modern nursing.[7]

A C-9B Skytrain II offloading on the ramp at Naval Air Station Brunswick.

After selecting a modified DC-9 for passenger and cargo transport, the U.S. Navy ordered its first five C-9Bs, bureau numbers 159030 through 159034. However, since the Air Force was responsible for moving military personnel from place to place in the early 1970s under the Military Airlift Command, this order was canceled.[citation needed]

The Navy documented to Congress that their people were being given last seating on Air Force flights.[citation needed] Congress authorized the Navy to fly its own passenger/cargo jets shortly thereafter. The Navy ordered eight aircraft, bureau numbers 159113 through 159120. The first four went to VR-30 at NAS Alameda in California for west coast logistical support while the second four went to VR-1 at Norfolk in Virginia for east coast support. An additional six aircraft, bureau numbers 160046 through 160051[citation needed] were delivered to the Navy and the Marine Corps in 1976 with the first two aircraft being delivered to the Marine Corps at MCAS Cherry Point, the second two delivered to VR-1 at NAS Norfolk and the last two delivered to VR-30 at NAS Alameda. An additional ten more new and ten used DC-9s were purchased and converted to C-9B for the Navy. The last C-9B to fly for the Navy was retired on 28 June 2014.[8]

Many of the Navy's C-9Bs had a higher maximum gross take-off weight of 110,000 lb (50,000 kg). Auxiliary fuel tanks were installed in the lower cargo hold to augment the aircraft's range to nearly 2,600 nautical miles (4,800 km) for overseas missions, along with the addition of tail mounted infrared scramblers to counter heat seeking missile threats in hostile environments.[citation needed]

Operational history

[edit]
NASA 932 reduced-gravity aircraft during parabolic flight

The C-9B aircraft have provided cargo and passenger transportation as well as forward deployed air logistics support for the Navy and Marine Corps. (The original "Skytrain" was the World War II era C-47 developed from the civilian DC-3.) A C-9B was also chosen by NASA for reduced gravity research,[9] replacing the aging KC-135 Vomit Comet.[10]

The C-9B squadron (VR) were located throughout the continental U.S., with detachments operated in Europe, and Asia.[11]

Variants

[edit]
  • C-9A Nightingale - 21 aeromedical evacuation aircraft based on the DC-9-32CF for U.S. Air Force delivered during 1968–69.[6] One was converted for executive transport and stationed at Chievres, Belgium; a second aircraft was converted for VIP transport by the 86th Airlift Wing at Ramstein Air Base.[citation needed]
  • C-9B Skytrain II - 24 convertible passenger/transport versions of the DC-9-32CF for the U.S. Navy and Marine Corps delivered from 1973 to 1976. Five more C-9s were converted from passenger configured DC-9s.[12]
  • VC-9C - 3 executive transport aircraft for the U.S. Air Force; these were delivered in 1976[12] and served until 2011.[citation needed]
  • C-9K - 2 aircraft for the Kuwait Air Force.[12]

Operators

[edit]
A US Air Force McDonnell Douglas VC-9C (DC-9-32), used often as Air Force Two or to transport first ladies
 Kuwait
 United States

Aircraft on display

[edit]

Specifications (C-9B)

[edit]
The cockpit of a C-9B Skytrain

Data from Encyclopedia of World Air Power[5]

General characteristics

  • Crew: 5 to 8
  • Capacity: up to 76 pax
  • Length: 119 ft 3 in (36.35 m)
  • Wingspan: 93 ft 5 in (28.47 m)
  • Height: 27 ft 6 in (8.38 m)
  • Wing area: 1,001 sq ft (93.0 m2)
  • Airfoil: root: DSMA-433A/-434A; tip: DSMA-435A/-436A[15]
  • Empty weight: 59,700 lb (27,079 kg)
  • Max takeoff weight: 110,000 lb (49,895 kg)
  • Powerplant: 2 × Pratt & Whitney JT8D-9 turbofan engines, 14,500 lbf (64 kN) thrust each

Performance

  • Maximum speed: 500 kn (580 mph, 930 km/h)
  • Maximum speed: Mach 0.84
  • Cruise speed: 485 kn (558 mph, 898 km/h)
  • Range: 2,520 nmi (2,900 mi, 4,670 km)
  • Service ceiling: 37,000 ft (11,000 m)
  • Rate of climb: 3,000 ft/min (15 m/s) +

Avionics

  • Weather radar

See also

[edit]

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

McDonnell Douglas C-9

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from Grokipedia
The McDonnell Douglas C-9 is a twin-engine, , medium-range jet transport aircraft derived from the commercial Douglas DC-9 airliner and adapted for military service by the , , and Marine Corps. Introduced in the late 1960s, it featured variants including the C-9A Nightingale for , the C-9B Skytrain II for passenger and cargo transport, and the VC-9C for VIP missions. A total of 48 aircraft were produced between 1968 and 1976, with the C-9A comprising 21 units acquired by the under a awarded on August 31, 1967, and the first prototype flying on August 8, 1968. Equipped with two JT8D-9 engines each providing 14,500 pounds of thrust, the C-9 had a maximum speed of approximately 570 mph, a range of up to 2,500 miles, and a service ceiling of 37,000 feet. Its dimensions included a of 119 feet 3 inches, wingspan of 93 feet 5 inches, and height of 27 feet 6 inches, allowing configurations for up to 90 passengers, 40 patients plus attendants, or equivalent cargo loads. The C-9A, named after on June 17, 1968, was the first jet specifically designed for aeromedical roles, replacing older propeller-driven like the C-118 and C-131, and supported operations such as in 1973 and humanitarian efforts worldwide. The C-9B, entering service in the early , emphasized and short takeoff/landing capabilities for up to 90 passengers or evacuations, with 24 units produced and 3 additional converted from civilian , for a total of 27 delivered primarily to squadrons. The VC-9C variant, limited to three aircraft delivered by 1976, served as a VIP transport for high-level Air Force officials with specialized interiors. Throughout its service, the C-9 fleet operated from bases like Scott AFB, , for the and various naval air stations, contributing to global mobility until retirement: the C-9A in September 2005, the C-9B in July 2014 for the Navy and April 2017 for the Marine Corps, and the VC-9C in 2011. Its reliable design and versatility made it a cornerstone of U.S. military for over four decades, though aging airframes and maintenance costs led to phase-out in favor of newer platforms like the C-40.

Development

Origins and requirements

In the late , the U.S. military recognized the limitations of its propeller-driven aircraft, such as the C-131 Samaritan, for and transport missions, prompting a push for jet-powered replacements to enhance speed, range, and reliability in . This need was underscored by the escalating demands of the and commitments, where faster patient transport could significantly improve survival rates and logistical efficiency. As early as 1963, the Office of the Secretary of Defense initiated studies for modernizing the aeromedical fleet, recommending adaptations of commercial jet airliners like the Douglas DC-9. By June 1964, the (MATS) emphasized the urgency for a medium-weight jet with dedicated patient space, weather radar, and advanced VHF communications to supplant older types. In 1967, the U.S. Air Force Medical Service formalized requirements for a dedicated aircraft, specifying a jet capable of operating in extreme weather and environments, with a cruise speed exceeding Mach 0.75, service ceiling of 30,000 to 35,000 feet, unrefueled range of at least 2,000 nautical miles, and capacity for 40 patients or 30 patients in various configurations. These specifications aimed to provide rapid, long-distance medevac support while maintaining compatibility with existing military airlift systems. To fulfill these requirements, the awarded McDonnell Douglas a $28.7 million contract on August 31, 1967, for eight off-the-shelf DC-9 aircraft configured as the C-9A Nightingale, with an option for additional units that eventually expanded the procurement to 21 airframes. Deliveries commenced in August 1968 at a rate of one aircraft per month, following medical suitability testing to ensure operational readiness. The DC-9-30 variant was selected for its stretched , which offered improved range and payload over shorter models, combined with proven commercial reliability that minimized development risks compared to rivals like the and . The C-9 program also addressed U.S. Navy requirements for intra-theater personnel and cargo transport, leading to an initial 1972 procurement of five C-9B Skytrain II variants based on the same DC-9 platform, with additional orders for 12 more new-build units and later acquisitions of converted commercial , deliveries starting in 1973 to replace aging fleet support .

Design features and production

The McDonnell Douglas C-9 was developed as a derivative of the DC-9 commercial airliner, incorporating structural reinforcements and specialized configurations to meet U.S. aeromedical and requirements originating from 1967. Key adaptations included a strengthened floor to support heavy loads in the C-9A variant, while the C-9B featured a interior for rapid switching between passenger seating and cargo pallets, facilitated by a large side-loading door. Both variants retained the DC-9's rear-mounted engine layout and design for improved short-field performance, but added auxiliary fuel tanks in the aft baggage compartment to extend operational range beyond standard commercial missions. The powerplant consisted of two JT8D-9 low-bypass engines, each providing 14,500 pounds of thrust, selected for their established reliability in diverse operating conditions, including austere airfields with minimal ground support. These engines enabled a cruise speed exceeding 500 miles per hour and a range of approximately 2,000 miles, while the allowed independent engine starting and cabin conditioning without external equipment. Avionics upgrades emphasized military-grade navigation and communication systems, including weather radar, VHF radios, and later inertial navigation for overwater operations, ensuring compliance with tactical requirements. Interiors varied by variant: the C-9A Nightingale included dedicated medical bays with hydraulically operated folding ramps for patient loading, ceiling-mounted IV receptacles, isolated intensive care areas with independent ventilation, oxygen and outlets, electrical provisions for monitors and pumps, and a medical , accommodating up to 40 litters or patients. The C-9B Skytrain II prioritized flexibility with removable seats for 90 passengers or eight cargo pallets, plus galleys and lavatories for long-duration flights. These features supported quick reconfiguration, often in under an hour, without major tools. Production occurred at the McDonnell Douglas facility in , from 1968 to 1976, with the first C-9 prototype achieving flight on August 8, 1968, following adaptations of the DC-9's FAA type certification for military standards. A total of 41 aircraft were manufactured, comprising 21 C-9A Nightingales for the U.S. , 17 C-9B Skytrain IIs for the U.S. Navy and Marine Corps (with additional commercial conversions acquired later), and three VC-9C executive transports. Deliveries began in late 1968 at a rate of one per month initially, scaling to meet service needs before the DC-9 line transitioned to civilian variants.

Operational history

U.S. Air Force service

The McDonnell Douglas C-9A Nightingale entered U.S. Air Force service in August 1968 as the first jet aircraft specifically designed for , serving as a modified variant of the commercial DC-9 airliner equipped to transport up to 40 litter patients or a mix of litter and ambulatory patients along with medical crews. The initial aircraft landed at , , on August 10, 1968, and was assigned to the 375th Aeromedical Airlift Wing, marking the beginning of its role in providing rapid, long-range patient transport under the . During the Vietnam War, the C-9A conducted its first operational missions in starting March 15, 1972, supporting aeromedical evacuations amid escalating demands for efficient patient transport. It played a key role in , evacuating 367 returning prisoners of war on April 4, 1973, from to Clark Air Force Base, , demonstrating its capability for high-priority humanitarian and medical airlifts. In later conflicts, such as the , C-9As deployed to , , in February 1991 for Operations Desert Shield and Desert Storm, providing aeromedical support despite lower-than-expected patient volumes due to effective ground medical care. The aircraft also contributed to global humanitarian efforts, including in 1991, where it facilitated medical evacuations and relief operations for in northern following the . The U.S. acquired a total of 21 C-9A aircraft, with peak operational basing including 12 at , , under units, and additional detachments of four each at , ; Clark Air Force Base, ; and , , to ensure worldwide coverage for aeromedical missions. These bases supported the C-9A's integration into 's global network, enabling rapid response to contingencies across theaters. In the 1980s, the C-9A fleet underwent avionics modernization, including the installation of an between 1981 and 1982 to enhance over-water navigation accuracy for transoceanic medical evacuations. These upgrades improved overall mission reliability, though specific enhancements to medical systems focused on maintaining the aircraft's core aeromedical configuration without major overhauls during this period.

U.S. Navy service

The U.S. Navy accepted its first McDonnell Douglas C-9B Skytrain II aircraft on May 8, 1973, during a ceremony at the Douglas Aircraft Division in Long Beach, California. This twin-engine jet transport, a convertible passenger/cargo variant of the DC-9-30, was designed to enhance fleet logistics capabilities by accommodating up to 90 passengers or 30,000 pounds of cargo, with a range exceeding 2,500 nautical miles. The initial deliveries went to Fleet Logistics Support Squadron (VR) 30 at Naval Air Station Alameda, California, marking the Navy's entry into dedicated jet logistics operations. Over the following years, the Navy procured a total of 27 C-9B , which equipped several fleet logistics squadrons (VR) and supported both Pacific and Atlantic Fleet operations. These squadrons conducted routine passenger and cargo transport missions, including resupply for carrier strike groups and participation in multinational exercises, often basing detachments at key locations such as in for VIP transport and in for Mediterranean . Fleet Logistics Support Squadron VR-1, known as the "Starlifters," specialized in high-priority VIP missions, including support for the , operating from . During Operation Desert Shield in 1990, Navy Reserve C-9B squadrons such as VR-59 rapidly deployed personnel and equipment to the region, transitioning to cargo resupply missions during Operation Desert Storm in 1991 to sustain naval forces amid the coalition offensive against . These efforts highlighted the aircraft's reliability in high-tempo , with VR-51 among the squadrons contributing fixed-wing transport assets to the theater.

Retirement and legacy

The U.S. Air Force phased out its C-9A Nightingale fleet from in 2003, with reserve units completing retirement by September 2005. The aircraft's role was subsequently integrated into a broader system utilizing configured transports for high-capacity patient movements, alongside other platforms like the for specialized missions. The U.S. retired its C-9B Skytrain II fleet in 2014, with the last aircraft decommissioned on June 28 at , Washington, marking the end of 41 years of service. These transports were succeeded by the C-40A Clipper, which provided enhanced capabilities for personnel and logistics airlift. The C-9 variants left a significant legacy in military airlift and , particularly during operational peaks in conflicts such as the and the . The C-9A Nightingale influenced modern aeromedical standards by establishing dedicated in-flight medical care protocols and configurations that prioritized and efficiency. The fleet maintained a strong safety record, with the 's C-9Bs accumulating 1.3 million mishap-free flight hours, though the experienced minor incidents without widespread operational disruptions.

Variants

C-9A Nightingale

The C-9A Nightingale served as the Air Force's dedicated aircraft, derived from the McDonnell Douglas DC-9-32CF commercial jetliner with modifications optimized for transport. Its was stretched to a length of 119 feet 4 inches to create dedicated patient bays, enabling efficient accommodation of medical litters and equipment while maintaining the rear-mounted engines and configuration of the base model. In terms of configuration, the C-9A could carry a maximum of 40 patients in an intensive care setup or a mix of and patients, supported by a flight crew of three (pilot, co-pilot, and ) and up to five medical staff members. Key adaptations included overhead systems for oxygen and lighting, environmental controls with separate ventilation for stability in the isolation and intensive care areas, quick-install racks, and oxygen outlets at each station, ceiling receptacles for intravenous lines, a dedicated electrical system for medical devices, a medical refrigerator, and a hydraulically operated folding ramp for loading. These features allowed for rapid conversion between configurations and ensured stable conditions during flight. The aircraft was painted in standard colors, distinguishing it from DC-9s. Production of the C-9A began under a contract awarded to McDonnell Douglas on August 31, 1967, with the first aircraft rolling out on June 17, 1968, and deliveries starting in August 1968 at a rate of one per month initially. A total of 21 units were built between 1968 and September 1972, bearing serial numbers from 67-22583 to 71-10875; the inaugural aircraft, 67-22584, was the first accepted by the Military Airlift Command. Initial assignments included 12 aircraft to Scott Air Force Base, Illinois, with four each allocated to Clark Air Force Base, Philippines, and Rhein-Main Air Base, Germany, to support global aeromedical operations. The C-9A utilized the same twin Pratt & Whitney JT8D-9A turbofan engines as other C-9 variants, providing 14,500 pounds of thrust each for reliable medium-range performance.

C-9B Skytrain II

The C-9B Skytrain II served as a versatile multi-role for the U.S. and Marine Corps, emphasizing support through its convertible design for both passenger and missions. Derived from the DC-9-30CF convertible freighter, it accommodated up to 100 passengers in a modular seating arrangement or approximately 27,000 pounds of on pallets, enabling rapid reconfiguration between roles without extensive modifications. A rear door facilitated quick passenger boarding and disembarkation at austere airfields, while the reinforced floor supported heavy palletized loads, including up to eight standard pallets in full setup. Key adaptations enhanced the C-9B's operational flexibility, including provisions for internal auxiliary fuel tanks that extended its unrefueled range to around 2,500 nautical miles, allowing for intra-theater deployments across naval operating areas. The incorporated a large forward port-side cargo door for efficient loading of oversized items, complementing the modular interior that permitted seamless transitions between troop transport and freight hauling. These features made the C-9B particularly suited for fleet squadrons, such as VR-56 and VR-57, which relied on it for resupply and personnel movement in support of naval operations. Production of the C-9B totaled 24 units, delivered between 1973 and 1976 to equip and Marine Corps squadrons with a reliable jet transport capable of replacing older propeller-driven assets. The nickname "Skytrain II" was bestowed in homage to the World War II-era , recognizing the C-9B's role as a modern successor in multi-role airlift duties.

C-9C

The C-9C was a specialized VIP variant of the airliner, developed specifically for the to provide executive airlift for high-ranking officials. Three aircraft were produced by McDonnell Douglas at its facility between 1974 and 1975, with deliveries beginning in early 1975; initially designated VC-9C, the type was redesignated C-9C in 1977. These aircraft, serial numbers 73-1681, 73-1682, and 73-1683, were based on the DC-9-32 airframe similar to the C-9B but modified for non-combat executive roles, and no additional units were built beyond this small batch. The C-9C featured a customized executive interior designed for comfort and functionality during official travel, including improved seating arrangements for up to passengers, dedicated workspaces, and enhanced communications systems to support secure operations in flight. This configuration allowed for the accommodation of dignitaries, staff, and support personnel on missions where larger presidential like the VC-25 could not operate due to limitations. The retained the twin engines of the base DC-9 but incorporated modifications for extended range fuel tanks on at least one example to enable transatlantic flights when needed. In service with the at , , the C-9Cs primarily conducted short- to medium-range domestic and international missions for U.S. vice presidents, presidents, first ladies, cabinet members, and foreign leaders, often serving as . Notable users included Vice Presidents , , , and , as well as Presidents , , , and on select trips; the aircraft also supported visits to and . Their role emphasized rapid response and flexibility for official engagements, flying thousands of sorties over three decades without entering broader troop transport duties. The C-9C fleet was progressively retired starting in 2005 as more capable platforms like the C-37 and C-40 entered service, with 73-1681 reassigned to the Air Force Reserve Command before full retirement in 2011, 73-1682 following in September 2011, and 73-1683 in 2011. All three airframes were preserved: 73-1681 is displayed at in ; 73-1682 at the Museum in ; and 73-1683 at the in . This limited production run highlighted the C-9C's niche in presidential support but did not lead to wider adoption due to evolving requirements for VIP airlift.

Operators

Military operators

The McDonnell Douglas C-9 was primarily operated by military forces, with the operating two C-9K aircraft from 1976 to 1998; all U.S. aircraft remained U.S.-owned and -operated throughout their service lives.

U.S. Air Force

The U.S. acquired and operated the C-9A Nightingale variant for missions, with service spanning 1968 to 2005 and a peak fleet of 21 assigned across active and reserve units. The primary operating units included the 10th Aeromedical Airlift Squadron, the 18th Aeromedical Airlift Squadron, and the 55th Aeromedical Airlift Squadron, which fell under wings such as the 375th Airlift Wing at , Illinois, and supported global patient transport operations. Reserve components, including elements of the 932nd Airlift Wing, also integrated C-9As into their structure for supplemental aeromedical support. The U.S. also operated three VC-9C for VIP transport missions from 1975 to 2011, primarily with the at , .

U.S. Navy and Marine Corps

The U.S. Navy and Marine Corps operated the C-9B Skytrain II variant for fleet logistics and transport roles from 1973 to 2014, maintaining a total fleet of 27 aircraft distributed among reserve and active units. Key operating squadrons encompassed Fleet Logistics Support Squadrons (VR) 1, 21, 46, 51, and 56, primarily within the Naval Air Reserve, alongside Marine Transport Squadron (VMR) 1 at Marine Corps Air Station Cherry Point, North Carolina. These units structured operations around intra-theater passenger and cargo movements, with squadrons like VR-21 undergoing relocations, such as from Naval Station Norfolk, Virginia, to McGuire Air Force Base, New Jersey, during the 1990s to align with evolving logistics needs. The C-9B fleet supported 14 Navy logistics squadrons overall before full transition to the C-40A Clipper.

Post-military use

Following the retirement of the C-9A Nightingale from U.S. service in 2005 and the C-9B Skytrain II from U.S. Navy and Marine Corps service in July 2014, the majority of surviving C-9A and C-9B airframes were transferred to the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Davis-Monthan Base, , for long-term storage and preservation. At AMARG, these aircraft undergo initial processing to protect them from , including the application of corrosion-preventive coatings and the draining of fluids, enabling potential future reactivation or parts utilization. Some C-9 airframes have been designated for cannibalization, providing spare parts to support any remaining active or reserve operations prior to full fleet divestment, while others serve as ground instructional trainers for maintenance personnel. As of November 2025, AMARG maintains three C-9A Nightingale and three C-9B Skytrain II airframes in storage, with no documented transfers to foreign militaries or conversions for active civilian use under the DC-9 designation.

Preservation

Aircraft on display

Several McDonnell Douglas C-9 variants have been preserved as static displays in aviation museums across the , allowing public access to these aircraft that served in , cargo transport, and VIP roles. These preserved examples highlight the C-9's contributions to military operations, including deployments during the and presidential transport duties. While many of the 51 military C-9s produced have been retired, scrapped, or placed in long-term storage following their phase-out from service in the 2000s and 2010s, a select number remain on public exhibit. Notable preserved airframes include:
  • C-9A Nightingale, serial number 67-22584: On display at the Museum, , . This was the first C-9A delivered to the U.S. Air Force's in August 1968 and the inaugural dedicated aircraft in the fleet; it deployed to in October 1968 for medevac missions and was retired in October 2005 after over 37 years of service. The aircraft is fully restored and painted in its original markings.
  • C-9B Skytrain II, bureau number 163511: Displayed outdoors at the , , . Purchased by the in 1985, this airframe supported fleet logistics squadrons for cargo and personnel transport with VR-46 until December 2001; it arrived at the museum post-retirement and remains in good condition as a static exhibit representing C-9 operations.
  • C-9B Skytrain II, bureau number 159120: Preserved at the , . Accepted by the in 1973, it flew with logistics squadrons including VR-55 and was retired in 2014 before transfer to the museum; the aircraft is unrestored but structurally sound, illustrating the C-9B's role in Marine Corps and Navy transport missions.
  • VC-9C, serial number 73-1681: On exhibit at , . This VIP transport variant served the from 1975 to 2005, including as a backup for during presidential travels under multiple administrations; it is fully restored with interior access available for tours, emphasizing its historical significance in executive airlift.
  • VC-9C, serial number 73-1683: Displayed at the , . Operated as for from 1977 to 1981 and later in special airlift missions until 2011, this airframe was acquired by the museum in 2013 and restored for static display, preserving its unique VIP configuration.
  • VC-9C, serial number 73-1682: Housed at the Museum, , . Used for high-level government transport from 1975 to 2011, often as for vice presidents including and , it was donated to the museum in 2011 and restored to represent command mobility history.

Surviving airframes

As of November 2025, no McDonnell Douglas C-9 airframes remain in storage at the 309th and Regeneration Group (AMARG) at Davis-Monthan Base, . These represent the remnants of 51 C-9 variants produced for U.S. between and 1982. By late 2025, all remaining C-9 airframes at AMARG were fully reclaimed for parts, with no potential for regeneration or . No active flying C-9s remain in U.S. military service as of November 2025, following the U.S. Air Force's retirement of the C-9A in 2005, the U.S. Navy's in 2014, and the U.S. Marine Corps' in 2017.

Technical specifications

General characteristics (C-9B)

The McDonnell Douglas C-9B Skytrain II, adapted from the commercial DC-9-32CF airliner, operates with a crew of three consisting of two pilots and one loadmaster. It accommodates up to 90 passengers in a high-density configuration or 30,000 lb (13,608 kg) of cargo when configured for freight transport. The aircraft's overall dimensions include a length of 119 ft 3 in (36.35 m), a wingspan of 93 ft 5 in (28.47 m), a height of 27 ft 6 in (8.38 m), and a wing area of 1,001 sq ft (93.0 m²). Its empty weight is approximately 60,000 lb (27,216 kg), with a maximum takeoff weight of 110,000 lb (49,895 kg) and a fuel capacity of 5,739 US gal (21,720 L). Power is provided by two JT8D-9 low-bypass engines mounted at the rear, each delivering 14,500 lbf (64.5 kN) of thrust.

Performance (C-9B)

The McDonnell Douglas C-9B Skytrain II demonstrates robust flight performance suited to its role as a medium-range military transport, powered by two JT8D-9 engines. Its maximum speed reaches 576 mph (Mach 0.82), enabling efficient operations across various mission profiles, while the typical cruise speed is 530 mph at 25,000 ft for balanced fuel efficiency and speed. In long-range configuration, the C-9B offers a range of 2,500 nautical miles, sufficient for transcontinental support, and extends to a range of 3,180 nautical miles when unburdened for repositioning flights. The service ceiling stands at 37,000 ft, allowing it to operate above most weather systems, complemented by a of 2,970 ft/min for rapid ascent to operational altitudes. At and , the requires a takeoff distance of 5,500 ft and a distance of 5,400 ft, facilitating access to a wide array of airfields while maintaining short-field capabilities relative to its class. These parameters underscore the C-9B's versatility in personnel and missions.

References

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  22. https://www.theaviationzone.com/mcdonnell-douglas-c-9-nightingale/
  23. http://www.amarcexperience.com/ui/index.php?option=com_content&view=article&id=25&catid=8&Itemid=159
  24. https://aircraft.fandom.com/wiki/McDonnell_Douglas_C-9_Skytrain_II
  25. https://www.uswarplanes.net/aircraftnames.pdf
  26. https://www.amc.af.mil/News/Features/Display/Article/150033/new-kid-on-the-block-vc-9c-formerly-air-force-two-now-part-of-amc-museum
  27. https://avgeekery.com/the-douglas-c-9-was-a-military-transport-workhorse/
  28. https://castleairmuseum.org/douglasvc9c/
  29. https://www.planespotters.net/airframe/mcdonnell-douglas-dc-9-30-kaf-320-kuwait-air-force/38q7v4
  30. http://www.amarcexperience.com/ui/index.php?option=com_content&view=article&id=21&Itemid=192
  31. https://www.governmentprocurement.com/news/what-does-the-government-do-with-all-the-old-aircraft-in-the-boneyard
  32. https://www.amarcexperience.com/ui/index.php?option=com_content&view=article&id=205&Itemid=274
  33. https://pimaair.org/museum-aircraft/douglas-c-9b/
  34. https://www.airhistory.net/photo/702950/73-1683/31683
  35. https://www.amcmuseum.org/at-the-museum/aircraft/vc-9c/
  36. http://www.gmap.nl/wp-content/uploads/amarg_files/Inventory.pdf
  37. https://www.globalsecurity.org/military/systems/aircraft/c-9-specs.htm
  38. https://www.globalsecurity.org/military/library/policy/navy/ntsp/c-9b-a_2001.pdf
  39. https://www.militaryfactory.com/aircraft/detail.php?aircraft_id=130
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