Vincent32 From , joined Dec 1969, posts, RR:
Reply 1, posted (13 years 1 month 2 weeks 5 days 11 hours ago) and read 2292 times:
By 10 doors I suppose that you mean 6 actual "doors" and 4 window exits. If thats the case, it is the airlines choice how that want the emergency exit configuration. It can be a total of 8 doors (4 on each side) or 6 doors and 4 window exits (3 doors and 2 window exits on each side).
I believe that on the 757-300's it is standard to have 12 exits, 8 doors and 4 windows.
Modesto2 From United States of America, joined Jul 2000, 2801 posts, RR: 5
Reply 4, posted (13 years 1 month 2 weeks 5 days 10 hours ago) and read 2251 times:
With all due respect to Boeing757Fan, I would like to make some corrections:
"You couldnt be further from the truth. The reason why some 757's only hav one window exit on each side is because those were the origianl 757's.. Look at Northwest for example..."
The aircraft's original date of delivery has no bearing on the exits. Delta operates all 757's with 10 exits, yet they started taking deliveries on 2/28/85. According to Boeing757Fan, Northwest's 757's are old. However, NW also took its first 757 delivery on 2/28/85. Using this reasoning, both airlines should operate their 757's with 8 exits. However, we know this isn't true.
Additionally, I'm not sure if I have interpreted this statement correctly but ETOPS does not affect the number of exits. Ethiopian operates several 757-260ER yet these aircraft have 10 exits, the same number of exits as United and Continental's NON-ETOPS 757's.
Finally, ETOPS is not limited to over-water flying. It is more specifically defined as twin engine operations over large expanses of land, water, etc. with NO diversion airport(s). Thus, you could be theoretically cruising over land but if there's no diversion airport, then the aircraft would require some type of ETOPS certification.
Boeing757fan From , joined Dec 1969, posts, RR:
Reply 5, posted (13 years 1 month 2 weeks 5 days 10 hours ago) and read 2245 times:
Ok, I should have explained myself better. The older 757's that you were referring to did only have 1 exit above each wing. Northwest's first batch had this configuration. The second batch had 2 exits above each wing. I believe this is the same for most airlines that took the early deliveries and had later deliveries. ETOPS does have more to do than the exits, but, I guess it is part of it to have this configuration. I know I would like to have extra exits in case of a water landing...
here you go...
(I do know what I am talking about when it comes to the 757.. I dont just rattle on and on about something I dont have a clue about)
Crosswind From United Kingdom, joined Nov 2000, 2598 posts, RR: 58
Reply 9, posted (13 years 1 month 2 weeks 5 days 4 hours ago) and read 2197 times:
There have never been any 757s produced with a single overwing exit on each side, the emergency exits are located behind the wing on aircraft that do not have overwing exits.
There always appears to be some confusion about the exits on the 757, and why there are 2 layouts.
To address the initial question, whether airlines choose to have their B757-200s with 6 Doors/2 Emergency Exits or 6 Doors/4 Overwing Exits is entirely down to their own preferences. There are no regulatory requirements, ETOPS or otherwise, that require a particular exit layout for a particular type of mission.
The only additional rules for ETOPS flights regarding exits are the additional liferafts required on the 757, which are stored in the roof or in overhead lockers adjacent to an exit - but the either exit layout is acceptable for ETOPS flights.
In fact the 757 without overwing exits is preferable for ETOPS missions because the liferaft can be placed out of the door directly into the water, and the slides from emergency exits 3L and 3R can be used as rafts. With overwing exits the liferafts have to be dragged over the wing into the water and the overwing slides don't detatch, so they cant be used as rafts!
The exit layout is also not an indication of an aircraft's age. Both configurations have been available since the start of the B757 programme...
All Delta's B757s have had 2 overwing exits from the first deliveries in 1985 to today.
All British Airways' B757s have a single emergency exit behind each wing from the first deliveries in 1982 to the last ones in 1997.
For reasons of commonality once a 757 operator has chosen an exit layout, whichever they prefer, there is very little chance of them changing that layout. The fact that Northwest did is an anomaly, and too much should not be read into their decision - I am unaware of the reasoning behind it.
As a quick summary, here are current operators by exit layout;
6 Doors/ 2 Emergency Exits
Air 2000 (ETOPS)
Air Holland (ETOPS)
Air Transat (ETOPS)
Britannia Airways (ETOPS)
Britannia Airways AB (ETOPS)
British Airways (ETOPS)
British World Airlines
Canada 3000 Airlines (ETOPS)
China Southern Airlines
China Southwest Airlines
Guyana Airways 2000
LTU International Airways (ETOPS)
Monarch Airlines (ETOPS)
North American Airlines (ETOPS)
Orient Eagle Airways
Royal Air Maroc
Royal Brunei Airlines (ETOPS)
South Atlantic Airways
TACV Cape Verde Airlines (ETOPS)
Trans World Airlines – TWA (ETOPS)
Uzbekistan Airways (ETOPS)
6 Doors/4 Overwing Exits
American Airlines (ETOPS)
Continental Airlines (ETOPS)
EL AL Israel Airlines (ETOPS)
Far Eastern Air Transport
Royal Nepal Airlines
United Airlines (ETOPS)
As you can see, your assertion that airlines have changed from one layout to another to meet regulatory rules is incorrect.
Only Northwest, National, Mexicana and Icelandair operate both versions, and the latter 3 only through second hand aircraft acquisitions. And far more airlines operate ETOPS flights without overwing exits than with.
Hope that helped clarify things slightly...I'm open to any corrections on the above list and have excluded Corporate and Military operators of the 757.
Ny-jfk-lga From United States of America, joined Jan 2000, 374 posts, RR: 1
Reply 11, posted (13 years 1 month 2 weeks 5 days 1 hour ago) and read 2149 times:
Ok, I don't know what this is about. But I can tell you about some of our 757 exits. I'm an Inflight Steward for NW. First, we have two types of 757s in our fleet, the 5500 series and the 5600series. The 5500s seem to be a bit older because the interior, meaning the passenger systems like the overhead reading lights and buttons ect show age. Those are the ones with "door 3", meaning that small emergency exit behind the wing which is always armed at that. Then the 5600s, are the newest ones, which have the four overwing windown exits and lack the door 3. I hope this clears up some of it for you guys. The 757-300s will be a combination of both of the above, it'll be just awesome.
Gmjh_air From Sweden, joined Aug 2000, 110 posts, RR: 0
Reply 12, posted (13 years 1 month 2 weeks 4 days 22 hours ago) and read 2139 times:
The number and/or types of "doors" on an aircraft is ONLY decided by the evacuation requirements based on getting a full load of passengers out of the aircraft in a certain time.
There might be many different configurations conforming to this requirement and I don't know any specifics about any of them, however all manufacturers and initial operators strive to get an as good layout as possible (reduced weight and easy operation) and then I believe most other operators follow that design (provided they have the same number of maximum seats.