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Wing Exits On DC-9 10 Series  
User currently offlinekl5147 From Netherlands, joined Aug 2005, 311 posts, RR: 0
Posted (2 years 3 months 2 weeks 2 days 16 hours ago) and read 2787 times:


RC/0563822/L/" target="_blank">View Large RC/0563822/M/" target="_blank">View Medium
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Photo © Bob Garrard


Seeing this picture I wondered why this DC-9-15 has two emergency "over the wing exits" on each side. (I suppose the opposite side has also two).
I know that the six DC-9-15 operated by KLM had only one over the wing exit on each side as seen on this pic.

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Photo © Paul K


Does it has to do with the fact that the CO aircraft is a RC variant? Or does it has something to do as we see nowadays with the Airbus A319 which at some carriers has a HD configuration and therfore needs extra over the wing exits as well?
As seen in these two pictures

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Photo © Michael Walter
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Photo © Nikos Fazos


compared with these

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Photo © Turker Hasimoglu
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Photo © Jason Whitebird


Sorry if this has been discussed before already, but a search in the forum did not gave me any hits.


"The world is just a click away!"
9 replies: All unread, jump to last
 
User currently offlineDL_Mech From United States of America, joined Feb 2000, 1907 posts, RR: 9
Reply 1, posted (2 years 3 months 2 weeks 2 days 16 hours ago) and read 2773 times:

Quoting kl5147 (Thread starter):
Does it has to do with the fact that the CO aircraft is a RC variant?

I would say no, as seen on this ex- SV example.
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Photo © Gary Chambers




It's not going to the Moon.....It's just going to California
User currently offlineJRadier From Netherlands, joined Sep 2004, 4650 posts, RR: 50
Reply 2, posted (2 years 3 months 2 weeks 2 days 15 hours ago) and read 2759 times:

Just guessing here, but according to wiki (I know..) the aft-airstair was just an option on the 9-10, while it doesn't specify for others. Perhaps the two overwing exits can be explained by the lack of an airstair, requiring other emergency exits (e.g. over the wing)?


For once you have tasted flight you will walk the earth with your eyes turned skywards, for there you have been and ther
User currently offlinekl5147 From Netherlands, joined Aug 2005, 311 posts, RR: 0
Reply 3, posted (2 years 3 months 2 weeks 2 days 15 hours ago) and read 2749 times:

Quoting DL_Mech (Reply 1):
I would say no, as seen on this ex- SV example.

Thankz for the fast reaction, I should have done a better search so I could have found out this myself  
Quoting JRadier (Reply 2):
the aft-airstair was just an option on the 9-10

That might be a possibility, I know for sure the 6 KLM 15's (PH-DNA / PH-DNF) did not have aft-airstairs.



"The world is just a click away!"
User currently offlineFabo From Slovakia, joined Aug 2005, 1211 posts, RR: 1
Reply 4, posted (2 years 3 months 2 weeks 2 days 15 hours ago) and read 2749 times:

Might be something that used to be different in FAA vs. JAA certification requirements?


The light at the end of tunnel turn out to be a lighted sing saying NO EXIT
User currently offlineJRadier From Netherlands, joined Sep 2004, 4650 posts, RR: 50
Reply 5, posted (2 years 3 months 2 weeks 2 days 12 hours ago) and read 2707 times:

Ok, I'll shoot down my own hypothesis, I don't think airstairs are an issue. According to NW DC9 Aft Stairways? (by KaiGywer Mar 7 2004 in Civil Aviation) reply 6 DC-9-11 had no airstairs, while for the -15 it was an option. So this does not explain the difference.

The fact that it is an RC version seems to do, as all -15RCs in the database have double overwing exits, while the normal ones have a single one. I doubt that it was certified to hold more people, so that doesn't explain it. I'm going to throw in a hypothesis which I think isn't the real truth, but who knows. As the 15RC has the seats on pallets, perhaps the seat layout on the various pallets was different, possibly blocking an exit so they put in two, with one always being available? Sounds unlikely to me, but who knows!?



For once you have tasted flight you will walk the earth with your eyes turned skywards, for there you have been and ther
User currently offlinePapaChuck From United States of America, joined Aug 2010, 136 posts, RR: 0
Reply 6, posted (2 years 3 months 2 weeks 2 days 4 hours ago) and read 2551 times:

A quick look at the DC-9 type certificate might help. On -10 models with only one over-wing exit per side, maximum passenger capacity is 94. With two per side, that number goes up to 109.

Same with the A319. With one over-wing exit, 145 seats max. With two, 160 seats max. It's a customer option based on how many seats they plan to cram in there. If you're not planning on ever having more than 145 seats in an A319, don't bother with the additional exit. It just just adds weight and maintenance costs.

PC



In-trail spacing is a team effort.
User currently offlineViscount724 From Switzerland, joined Oct 2006, 24075 posts, RR: 22
Reply 7, posted (2 years 3 months 2 weeks 2 days 2 hours ago) and read 2489 times:

Another issue with the DC-9-15RC is that if operated in a colmbi-configuration with a couple of cargo pallets at the front, you lose the use of the forward passenger and galley service doors. I would guess that in that event just one overwing exit may not meet certification requirements for evacuation.

On the 737-200 combi, which of course has a full size rear passenger door and galley service door, I believe the single overwing exit on each side has to be within the passenger cabin once combi seating exceeds some number like 35 or so. If passenger seating is less than that the rear doors are enough and the overwing exits can be within the cargo compartment.

Unlike the 737-200C,I don't think many (if any) of the DC-9-15RCs operated in combi configuration. I think they were generally all-cargo or all-passenger. Only 24 were built, 19 for CO and 5 for Texas International Airlines (which was still Trans-Texas Airways when they were delivered.)


User currently offlineHAWK21M From India, joined Jan 2001, 31573 posts, RR: 57
Reply 8, posted (2 years 3 months 2 weeks 1 day 22 hours ago) and read 2434 times:

Exits should be required by regulatory depending on the Pax carrying capacity of the Aircraft in question,to enable evacuation within x minutes & considering 50% doors jammed shut.

Is there any literature on this type regarding the variants especially of exit doors.



Think of the brighter side!
User currently offlineditzyboy From Australia, joined Feb 2008, 700 posts, RR: 1
Reply 9, posted (2 years 3 months 1 week 4 days 7 hours ago) and read 2155 times:

My understanding is it is related to the exit requirements for combi configurations.

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