oksman From Brazil, joined Apr 2011, 105 posts, RR: 0 Posted (7 months 22 hours ago) and read 3602 times:
Hello
I always thought that the best way to differentiate A319´s from A320´s were the four exits over wings (2 each side) that the 320s have, instead of only 2 exits the 319´s got.
However, last week in BCN, and realized that all Vuelling 319´s (at least the one that I flew in and the others I spotted) had 4 exits over wings.
Why is that? Is that an option that Airbus offers to customers depending on the seat density of the aircraft?
TCX69K From United Kingdom, joined Jun 2012, 101 posts, RR: 0 Reply 2, posted (7 months 22 hours ago) and read 3546 times:
It isn't as such an option that Airbus offers but if the airline customer chooses to have over 150 seats then it is a requirement for them to have the double overwing exits for the aircraft to be certified by the CAA etc..
Several airlines have them, generally low-cost airlines:
Allegiant's A319's have the four overwing exits because I understand theirs are ex easyjet (who had a capacity of 156).
Now that the OP's question has been answered, Im intrigued to know why some 767's have the exact same amount of exits as these A319's when the seating capacity must be alot higher?
Polot From United States of America, joined Jul 2011, 1499 posts, RR: 0 Reply 5, posted (7 months 22 hours ago) and read 3379 times:
Quoting Tupolevtu154 (Reply 4): Now that the OP's question has been answered, Im intrigued to know why some 767's have the exact same amount of exits as these A319's when the seating capacity must be alot higher?
The exits on a 767 are larger than those on a A319.
Fabo From Slovakia, joined Aug 2005, 1111 posts, RR: 1 Reply 6, posted (7 months 19 hours ago) and read 3189 times:
Quoting Polot (Reply 5): The exits on a 767 are larger than those on a A319.
This is it. The number of seats depends, basically, on exit size. That means, that the exit door on a 739ER gives less potential size then a full exit door 757 style, and then bigger doors (such as found commonly on 767s I believe) would lend more possible seats than a 757 door.
The light at the end of tunnel turn out to be a lighted sing saying NO EXIT
Viscount724 From Switzerland, joined Oct 2006, 21488 posts, RR: 24 Reply 10, posted (7 months 10 hours ago) and read 2965 times:
767-200s normally have one overwing emergency exit on each side, but a few with high-density and very cramped 8-abreast seating operated by charter/leisure carriers were built with 2 overwing exits per side to permit the higher seating density. The example I can think of was Britannia Airways. Not sure if there were any others.
The one overwing exit per side was usually one easy way to identify a Boeing 720, but not for those ordered by Eastern Air Lines which had 2 overwing exits per side like all 707s. I believe they had some plans to use them in a higher density configuration but don't believe they ever did. I believe a few 720s were later modified to add the extra exits when they were sold to charter carriers after retirement by the original operators. That permitted something like 30 additional seats.
redflyer From United States of America, joined Feb 2005, 4179 posts, RR: 30 Reply 13, posted (6 months 5 days 12 hours ago) and read 2027 times:
Quoting TCX69K (Reply 2): It isn't as such an option that Airbus offers but if the airline customer chooses to have over 150 seats then it is a requirement for them to have the double overwing exits for the aircraft to be certified by the CAA etc..
Any issues associated with these in the after-market with regards to pricing or configuration? I'm referring to one of these ending up being sold to a prospective buyer that would not want to configure them with the same seating density. Would they leave the exits as-is or inactivate it for reduced maintenance costs?
Viscount724 From Switzerland, joined Oct 2006, 21488 posts, RR: 24 Reply 14, posted (6 months 5 days 8 hours ago) and read 2027 times:
Quoting redflyer (Reply 13): Quoting TCX69K (Reply 2):
It isn't as such an option that Airbus offers but if the airline customer chooses to have over 150 seats then it is a requirement for them to have the double overwing exits for the aircraft to be certified by the CAA etc..
Any issues associated with these in the after-market with regards to pricing or configuration? I'm referring to one of these ending up being sold to a prospective buyer that would not want to configure them with the same seating density. Would they leave the exits as-is or inactivate it for reduced maintenance costs?
Reminds me of early UA 727-200s which had an additional emergency exit (larger than the overwing exits) on each side slightly forward of the wing. I forgot the reason for those exits which I don't believe were installed on any other 722s. They were later determined not to be required and were sealed up. Further UA 722 deliveries didn't have them.
One example below, first 2 photos with the extra exits.
longhauler From Canada, joined Mar 2004, 4281 posts, RR: 36 Reply 16, posted (5 months 4 weeks 9 hours ago) and read 1682 times:
Quoting Viscount724 (Reply 14): I forgot the reason for those exits which I don't believe were installed on any other 722s.
Very early in United's jet history, they had a few unfortunate accidents whereby evacuation was an issue. Namely, the passengers survived the "crash" but many did not get out of the aircraft in time. This in mind, United added extra exits not found on other aircraft.
The B727-200s you note. But there were two other examples.
The DC-8-61s, had an additional "jetescape" door just aft of the wing. You can see it here soon after construction:
The same was true with the DC-8-62s, built in the same era. They had the extra "jetescape" door just aft of the wing, usually found only on the combi DC-8-62s. As far as I can tell, they were the only all passenger DC-8-62s build without a cargo door, but with this exit. Unlike the others though, this exit remained for the duration of the career at United.
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