Appendix 1 A's, Zones B and C by a pair of A's and a pair of I's. Because of the size of the airplane, the passenger seating capacity is effectively space-limited to 304 passengers.
The maximum seating configurations of the three zones and sequential combinations of these zones are as follows:
(a) Individual zone passenger capacities:
Zone A: 220 (110 + 110);
Zone B: 155 (110 + 45);
Zone C: 155 (45 + 110).
Sequential zone passenger capacities - nose to tail:
Zones A + 8: 265 (110 + 110 + 45).
Sequential zone passenger capacities - tail to nose:
Zones C + B: 265 (110 + 45 + 110).
(c) Maximum passenger seating configuration:
Zones A + B + C: 375. This is the exit limit of the airplane using Table 2.
Exit distribution with respect to fuselage is as follows:
(a) The length of the cabin is 1440 inches (FS 1600 - FS 160).
(b) The number of exit units in each zone is as follows:
Zone A: 6.0 (3.0 + 3.0);
Zone B: 4.25 (3.0 + 1.25);
Zone C: 4.25 (1.25 + 3.0);
Airplane total: 14.5.
(c) Fuselage length factor = 99.3 inches (1440i/14.5).
(d) Nominal exit location:
Exit 1: FS 160 (by definition, as it is at the start of the passenger cabin);
Exit 2: FS 755.8 (160 + (99.3 x 6));
Exit 3: FS 1177.8 (755.8 + (99.3 × 4.25));
Exit 4: FS 1600 (by definition, as it is at the end of the passenger cabin).
(e) Exit offsets:
Exits 1 and 4: Offset = 0;
Exit 2: Offset = 155.8" (755.8 - 600);
Exit 3: Offset = 277.8" (1177.8 - 900).
(f) Percent of exit offset:
Exits 1 and 4: 0%;
Exit 2: 10.8% (155.8/1440 × 100%);
Exit 3: 19.3% (277.8/1440 × 100%);
Exit 3 is offset by more than 15 percent and therefore falls outside the acceptable tolerance bounds for locating that exit.
Appendix 1 The configuration does not meet this guidance for uniform distribution of exits.
(9) By inspection, no two exits are closer together than the fuselage length factor of 99.3 inches.
Because the airplane is space-limited to a maximum of 304 passengers, the airplane can be reanalyzed, since the maximum seating capacity would require only two pairs of Type A and two pairs of Type I exits be installed (per Table 2). Since Zone B is the smallest zone, designate exit number 2 as being derated to a Type I exit for purposes of the exit distribution analysis.
The maximum seating configurations of the three zones and sequential combinations of these zones are as follows:
(a) Individual zone passenger capacities:
Zone A: 220 (110 + 110);
Zone B: 155 (110 + 45);
Zone C: 155 (45 + 110).
(b) Sequential zone passenger capacities - nose to tail:
Zones A + B: 265 (110 + 110 + 45).
Sequential zone passenger capacities - tail to nose:
Zones C + B: 265 (110 + 110 + 45).
(c) Maximum passenger seating configuration:
Zones A + B + C: 375 (the limit per Table 2).
Exit distribution with respect to fuselage is as follows;
(a) The length of the passenger cabin is 1440 inches (FS 1600 - FS 160).
(b) The number of exit units in each zone and in the airplane is as follows:
Zone A: 4.25 (3.0 + 1.25);
Zone B: 2.5 (1.25 + 1.25);
Zone C: 4.25 (1.25 + 3.0);
Airplane total: 11.0.
(c) Fuselage length factor = 130.9 inches (1440"/11).
(d) Nominal exit locations:
Exit 1: FS 160 (by definition, as it is the start of the passenger cabin);
Exit 2: FS 716.3 (160 + (4.25 × 130.9));
Exit 3: FS 1043.6 (716.3 + (2.5 x 130.9));
Exit 4: FS 1600 (by definition, as it is at the end of the passenger cabin).
(e) Exit Offsets:
Exits 1 and 4: Offset = 0;
Appendix 1 Exit 2: Offset = 116.3i (716.3 - 600);
Exit 3: Offset = 143.6i (1043.6 - 900).
(f) Percent of exit offset:
Exits 1 and 4: 0%;
Exit 2: 8.1% (116.3/1440 × 100%);
Exit 3: 10.0% (143.6/1440 × 100%);
All exits are offset less than 15 percent from the nominal locations and are acceptable. The reanalysis based on the actual passenger maximum capacity shows that this configuration is have been self-imposed by the manufacturer.)
(g) By inspection, no two exits are closer together than the fuselage length factor of 130.9 inches.
EXAMPLE 4 airplane 4 has three pairs of exits in this order: lype 1, ili, and I, with four rows of seats aft of the most aft exit and with the forward pair of exits offset from one another. The centerlines of the exits are as follows: Ll - FS 100, R1 - FS 220, L2 and R2 - FS 500, L3 and R3 - 850. The seats in the first row in the airplane have their front studs at FS 120 on the left side and FS 90 on the right side (there are four rows of seats forward of the R1 exit) and the seats in the last row in the airplane have their front studs at FS 970.
This configuration is defined in Table 1 for a total of 139 passengers. The calculated rating for Type I exits for this airplane is 52 ((139-35)/2).
Analysis of left-hand side:
The maximum seating configurations of the three zones and sequential combinations of these zones are as follows:
(a) Individual zone passenger capacities:
Zone A: 87 (52 + 35);
Zone B: 87 (35 + 52);
Zone C: 39 (.75 x 52).
(b) Sequential zone passenger capacities - nose to tail:
Zones A + B: 139 (52 + 35 + 52).
Sequential zone passenger capacities - tail to nose:
Zones C + B: 87 (52 + 35).
(c) Maximum passenger seating configuration:
Zones A + B + C: 139. This is the exit limit of the airplane using Table 1.
Exit distribution with respect to fuselage is as follows:
(a) The length of the cabin is 870 inches (FS 970 - FS 100).
Appendix 1
(b) The number of exit units in each zone is as follows:
Zone A: 2.25 (1.25 + 1.0);
Zone B: 2.25 (1.0 + 1.25);
Zone C: 1.25;
Airplane total: 5.75.
(c) Fuselage length factor = 151.3 inches (870/5.75).
(d) Nominal exit location:
Exit 1: FS 100 (by definition, as it is at the start of the passenger cabin); * 208(0 = 151 3 35).
Exit 2: FS 440.4 (100 + (151.3 × 2.25));
(e) Exit offsets, proposed versus nominal:
Exit 1: Offset = 0;
Exit 3: offset = 59.2" (550 - 480.8):
(f) Percent of exit offset:
Exit 1: 0%;
Exit 2: 6.9% (59.6/870 x 100%);
Exit 3: 8.0% (69.2/870 x 100%);
All exits are offset less than 15 percent from the nominal locations and are acceptable.
(g) By inspection, no two exits are closer together than the fuselage length factor of 151.3 inches.
Analysis of right-hand side:
The maximon settinesentiqurarias to tow four zones and sequential
(a) Individual zone passenger capacities:
Zone A: 39 (.75 x 52);
Zone B: 87 (52 + 35);
Zone C: 87 (35 + 52);
Zone D: 39 (.75 x 52).
(b) Sequential zone passenger capacities - nose to tail:
Zones A + B: 87(52 + 35);
Zones A + B + C: 139 (52 + 35 + 52).
Sequential zone passenger capacities - tail to nose:
Zones D + C: 87 (52 + 35);
Zones D + C + B: 139 (52 + 35 + 52).
(c) Maximum passenger seating configuration:
Zones A + B + C + D: 139. This is the exit limit of the airplane using Table 1.
Exit distribution with respect to fuselage is as follows:
- 7
Appendix 1
(a) The length of the cabin is 880 inches (FS 970 - FS 90).
(b) The number of exit units in each zone is as follows:
Zone A: 1.25;
Zone B: 2.25 (1.25 + 1.0);
Zone C: 2.25 (1.0 + 1.25);
Zone D: 1.25;
Airplane total: 7.0.
(c) Fuselage length factor = 125.8 inches (880"/7.0).
(d) Nominal exit location:
Exit 1: FS 277.2 (120 + (125.8 x 1.25));
Exit 2: FS 565.2 (277.2 + (125.8 x 2.25));
Exit 3: FS 843.3 (565.2 + (125.8 x 2.25)).
(e) Exit offsets, proposed versus nominal:
Exit 1: Offset = 57.2" (277.2 - 220) ;
Exit 2: Offset = 60.2" (560.2 - 500);
Exit 3: Offset = 6.7 (850 - 843.3).
(f) Percent of e 6.5% (57.2/830 x Exit 1: 6.5% (57.2/880 x 100%);
Exit 2: 6.8% (60.2/880 x 100%);
Exit 3: 0.8% (6.7/880 × 100%);
All exits are offset less than 15 percent from the nominal locations and are acceptable.
By inspection, no two exits are closer together than the fuselage length factor of 121.4 inches.
* U.S.G.P.O.: 1990- 717-000/27178