767ALLTHEWAY From United States of America, joined Nov 1999, 659 posts, RR: 0 Posted (13 years 9 months 6 days 20 hours ago) and read 2161 times:
I recently just recived Saftey Cards from a DC-9 series. And from an MD-88. They both have exits in the rear where the tail cone of the aircraft pops off and a slide inflates out of the rear. What other aircrat besides the ones i mentioned above have Emergency Tail Cone Exits? Thanks in advance.
7 6 7 A L L T H E W A Y
"Courage is not the absence of fear, but rather the judgement that something else is more important than fear"
Usflt1778 From United States of America, joined Feb 2001, 268 posts, RR: 2
Reply 3, posted (13 years 9 months 6 days 20 hours ago) and read 2092 times:
727s have the aft stairs like Braniff said. These can be used for boarding. I believe the DC9 tail exit is for emergencies only.
On another note, the F100s used by AA & US have no exit aft of the wing. I have always thought that was a serious oversight from a safety standpoint. When I fly on them I try to stay as close to the front as possible. By comparison I have seen KLM F100s with an L2 door at the back, similar to what you'd see on an MD80.
I've flown on MD-88s before, and I have safety cards from them, so I know that there are both tailcones and stairs on it.
It's really shameful and potentially lethal that aircraft like that the F-100 and regional jets like the CRJ and ERJ do not have emergency exits aft of the overwing hatches. I think about this all the time when I fly on AC's CRJs--if there were to be a fuselage break on impact, it'd probably occur just aft of the wings, between row 11 and 12. If the wreckage toppled in just the wrong way, so that it rested tailcone-up, the passengers in rows 12 and 13 would be trapped or killed.
Plus, if there were no fuselage break, and the wing tanks were to explode on impact, those in rows 11 to 13 (the wing to the rear) would be burned to death without a prayer. It'd be even worse in the F-100. How could they possibly get away with this?
KCLE From United States of America, joined Feb 2001, 686 posts, RR: 0
Reply 5, posted (13 years 9 months 6 days 17 hours ago) and read 2047 times:
I must apologize for getting off the subject, but, where can I get those safety cards? Do you steal them off the plane, or do you ask a flight attendant, or is their a website from which you can order them?
Cedarjet From United Kingdom, joined May 1999, 8171 posts, RR: 54
Reply 6, posted (13 years 9 months 6 days 16 hours ago) and read 2039 times:
I've seen it on safety cards but I can think of better ways of getting off a crashed plane than hoping the thing will come off like in the nice pictures and that I'll then want to clamber through a tube. I guess it's better than nothing but I can't think of an accident where it's ever been used as an escape route. Seems like a waste of weight. The doors on either side in front of the engines looks fine to me.
KCLE, all of your suggestions work equally well.
fly Saha Air 707s daily from Tehran's downtown Mehrabad to Mashhad, Kish Island and Ahwaz
MD-90 From United States of America, joined Jan 2000, 8508 posts, RR: 12
Reply 7, posted (13 years 9 months 6 days 12 hours ago) and read 2007 times:
How does the tailcone pop off? Where is the escape slide stored? If the MD-80 has the pop off tailcone, do the MD-90 and 717 have it as well?
I read a passenger testimoney from the Air Canada DC-9 crash. She said people were trying to climb over the seats from the rear of the plane to go out the overwing exits, even though they could get out through the back, like she did. That's why she lived while so many died.
BH346 From United States of America, joined Jan 2000, 3265 posts, RR: 14
Reply 8, posted (13 years 9 months 6 days 11 hours ago) and read 2002 times:
There is a door at the aft end of the cabin. You pull a lever to open it, like the other large exits. You enter the tailcone area from the door and pull a cord that pops open the tailcone and inflates the tailcone slide. This is for the DC-9.
VirginA340 From United States of America, joined Jul 2005, 15 posts, RR: 0
Reply 9, posted (13 years 9 months 6 days 8 hours ago) and read 1987 times:
Cedarjet- The back exit is quite important. The NWA collision involing a 727-200 and a DC-9 at DTW. 3 people were instantly killed on the 9 when the 727 wing went right through them. But an additional 5 died of smoke inhalation when the FA in vein tried to open the rear door but the handle broke off in her hand. 5 people may not be alot but tell that to the families and friends of the 5 people that didn't have to and shouldn't have died. About the F-100 issue the FAA has yet again bent backwards to airline bottomline and hasn't learned from history. they gave US Airways, AA, and Midway permission to exempt them from having the rear exit. So there is a way to get out up from and the overwing hatches but none for the hundreds of INNOCENT PAYING passengers and HARD WORKING airline employees in the back. It's about time airlines and the FAA aka The Tombstone Agency(a name given by crash survivors and victims families of air disasters) stop protecting the bottomline and start learning from their past oversight and actually follow the NTSB's safety recomendations.
MD-90 From United States of America, joined Jan 2000, 8508 posts, RR: 12
Reply 10, posted (13 years 9 months 5 days 14 hours ago) and read 1965 times:
Since the MD-80 has a rear airstair door, why does it have the tailcone exit? My guess is that since the stairs fold up (more compact and lightweight than the 727's stairs), they would be more likely to not work in an accident.
Does the 717 and MD-90 have the tailcone exit as well?
777gk From United States of America, joined Jun 2000, 1641 posts, RR: 18
Reply 11, posted (13 years 9 months 5 days 14 hours ago) and read 1955 times:
Actually, it's cool how the tailcone exit works on the DC9 aircraft. First, on some of the earlier DC9s, there is a plug-type hatch that you can open and crawl through to get out the back of the plane. It is much scarier and probably more dangerous, and Douglas realized that and made a modification to its newer DC9 series planes which was more comfortable and definitely safer.
The MD-80 series has two ways to get out the tailcone, but cannot be realistically used simultaneously. In a minor accident, the stairs are used , which means the door is disarmed and you open it up and walk straight out. In an emergency where the slide is necessary, the door must first be in the armed position. When the handle is turned, it releases a catwalk from the ceiling which slams down over the stairs, revealing an uphill walkway to the tailcone. You follow the arrows to a red handle, and pull back on it. This releases the tailcone to the side of the escape path and blows the slide. The pack itself is placed on top of the girt bar, but a pin is attached to the removable tailcone, which, when released, should open the pneumatic inflation canisters and fill the slide. If not, it also has the manual inflate handle just like every other slide. The slide pops out, and pax can evacuate. Next time you are coming out the back of a DC9, check out the ceiling. It's pretty cool.
Roberson From United States of America, joined Dec 2000, 156 posts, RR: 0
Reply 12, posted (13 years 9 months 5 days 10 hours ago) and read 1936 times:
How difficult would it really be to equip F-100s or CRJs with a rear exit? How many lives should be lost before a rear exit makes it worth doing the right thing and fixing this flaw? What were the designers thinking when they decided that a rear exit wasn't necessary? On the CRJ, I could understand because there aren't nearly as many people as there are on the F-100. There is simply no way to get everyone in the back out of a F-100 within 90 seconds in the chaos of an accident.