I have seen that, or getting someone strapped on a stretcher out of a Seneca as I once witnessed, that involved tipping him on his side lol and levering him around the door frame.

Offloading an LJ35A isn't as bad as that, but have seen a stretcher stood uptight and twisted 90 degrees in the galley area of a B737 after coming through the door to get to the stretcher base in the main cabin.

Probably not without a substantial rework.
The door sill is too high and narrow for most stretchers.

Not to say it couldn't be done with enough £££

Ttfn

What surprises me is
https://www.key.aero/article/raf-ada...3s-medical-use

So this has been designed, prototypes made, tested and produced, then finished articles, produced and tested... all at NO COST? so they made them out of thin air? designed them without any input, tested them without any input and certified them all again with NO COST?? someones living in cloud cuckoo land....

NutLoose,
More research confirms that the two CC3 aircraft were built and certificated as 146 QCs. (cf #13).
The play on words - 'no cost', could be seen as no additional (external) cost above a new role for which the aircraft is suited to undertake as a multi role, quick change aircraft..
The headline medical role could represent the in-house adaptation (JADTEU) of existing medical cabin modules used in other, older, aircraft types, by fitting the equipment onto self contained, quick-change pallets, opposed to requiring cabin refits on other aircraft.

Thus 'cost' is no more than a normal adaption and change of operational roles, for which the aircraft is ideal. Bean counters might play with offset cost-saving on other types, or increased productivity in their roles - more tanker capability, (or aircraft for HRH / Government use).

There are commercially available stretcher hoists or ramps available for aircraft C604 or Global Express size. Aeromedical stretchers are about 2 feet wide, they are built for utility not comfort. The big problem the civilian industry faces is the repatriation of the obese in terms of strtcher load bearing capability, aircraft loading strategies and aircraft size, all have health safety and cost implications.

Or a 45!

Even better...a re role to normal passenger ops and back again!

Ttfn

I know, and what wonderful contraptions they are,
take up much space in the cabin if installed as a cabin mod in aeroplane ( the door retains its airstair) , or you have to provide it to the aerodrome handling agency...God forbid they ever buy their own.

Company I used to work for operated 2 Learjets in med fit. One 45, one 35A

Ttfn

in Europe, in the Civ world, outside of major hubs and certain tourist destinations (Geneva, Grenoble, Malaga... Palma?) ambulance flights are so rare as to render it not worth providing support equipment or training to FBO staff.

In the US, FBOs are a bit better stocked in my experience, but even then there can be significant gaps in knowledge.

In my limited dealings with mil repatriations, they expect you to have your own kit and do your own thing anyway - perhaps this is how the mil works.

Was your company UK based and recently stopped operations?

That particular company never had a 35a, they had 2/3 LR-45s.

I’m not sure what company Ivor Toolbox is referring to.

Indeed it did, there was a Bristol based company but as far as I know it never had jets. The only company that had two Lj35As was AirMed at Oxford who went under about four years ago.

Learjet 35s are now on the German register and based at Birmingham.

They are indeed as I work on them as a flight nurse.