Anybody consider the C-9A Nightingale as inspiration.. used for medical evacuations and special missions, has the aft stairs and ex USAF military would have some experience.
C-9A Nightingale - 21 aeromedical evacuation aircraft based on the DC-9-32CF for U.S. Air Force delivered during 1968–69.
But it couldn't lower the aft stairs in flight. The 727 was the only one that could do that.
Is that for the pre 1970 C-9A Nightingale... Looking for info on that model and use.. has it ever taken off with stairs down during military ops?
In 1971, the 727 was the only American airliner that could lower its aft stairs in flight and that information was known to only a few people.
I do not have any information on the C-9, but McDonnel-Douglas apparently did not have to make any modifications to the DC-9 airliner frustrate hijackers.
I have read several accounts of the DC-9 having a Cooper Vane installed?? Why install them if the stairs couldn't opened in flight?
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Wikiwand certainly speaks authoritatively about the DC-9 having a Cooper vane, but I never heard of a DC-9 being outfitted with one. That's a cool pix of the CV, though. The COOPER exhibit at the WSHM had one on display that we could play with. The spring wasn't too strong. Pretty simple device.
One of the elements of the Cooper story that hasn't been discussed much is the impact of Norjak on airline safety. Specifically, I think it is important for us to have a better understanding of what regs and policies were implemented and when. If Norjak was a rogue operation to foster airline safety, how effective was it? That needs to be more fully researched.
The ex SAS DC 9-21 I jumped from in 2006 at WFFC DID have a Cooper Vane installed, for sure. Since we had removed the stairs for a fast mass exit the vane didn't serve its intended function, but it was there. I took a good look at it when inspecting the plane on the ground.
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That suggests that the DC-9 Airstair could have been opened inflight.. and the "idea" may not have been exclusive to the 727.
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LoginIn consideration of the foregoing, and for the reasons given in notice 72-15, Parts 25 and 121 of the Federal Aviation Regulations are amended, effective December 31, 1972, as follows:
1. By adding a new paragraph (j) to Sec. 25.809 to read as follows:
Sec. 25.809 Emergency exit arrangement.
* * * * *
(j) When required by the operating rules for any large passenger-carrying turbojet-powered airplane, each ventral exit and tailcone exit must be-
(1) Designed and constructed so that it cannot be opened during flight; and
(2) Marked with a placard readable from a distance of 30 inches and installed at a conspicuous location near the means of opening the exit, stating that the exit has been designed and constructed so that it cannot be opened during flight.
2. By adding a new paragraph (k) to Sec. 121.310 to read as follows:
Sec. 121.310 Additional emergency equipment.
* * * * *
(k) After August 28, 1973, on each large passenger-carrying turbojet-powered airplane, each ventral exit and tailcone exit must be-
(1) Designed and constructed so that it cannot be opened during flight; and
(2) Marked with a placard readable from a distance of 30 inches and installed at a conspicuous location near the means of opening the exit, stating that the exit has been designed and constructed so that it cannot be opened during flight.
(Secs. 313(a), 601, 603, 604, and 605 of the Federal Aviation Act of 1958, 49 U.S.C. 1354(a), 1421, 1423, 1424, and 1425. Sec. 6(c) of the Department of Transportation Act; 49 U.S.C. 1655(c)).
