Boeing 737-236 series 1, G-BGJL: Main document - Leonardo

The aircraft was fitted with 130 passenger seats, two double andone single cabin crew seats. One of
the double crew seats wasforward of door L1 facing rearwards and the other double aft ofdoor L2
facing forwards. In the forward passenger cabin a pairof full height galley bulkheads were
positioned just aft of thetwo doors, L1 and R1. In the aft end of the cabin a full heightstowage unit
was located just forward of door R2 with a singlecrew seat mounted on the rear of it, facing aft.
(Appendix 3 Figsa-b)
This configuration was in compliance with British Airways ConfigurationModification No 25C211,
Drawing No 1-54378 certified by the BritishAirways authorised engineer as being in compliance
with the appropriateregulations on the 20 November 1981.
This drawing specifies a seating pitch of:
Rows 1-9 Rows 9-10 Rows 10-22
Pitch 30 ins 31 ins 29 ins
In addition, this drawing specified that the outboard seats atrow 10, ie 10A and 10F, should be of a
type modified to preventthe seat-backs from hinging forward and row 9 seats should haveno
recline, in order that access to both overwing exits shouldnot be impeded.The seat backs of row 9,
in common with the majorityof seats, could be folded forwards to create more room for theupper
body of any person moving between rows 9 and 10 to the overwingexits. The Boeing 737 Type
Certificate allowed the 737/200 modelto be equipped with 130 passenger seats provided there was
compliancewith Federal Airworthiness Regulations (FAR) 25.2(b),(c) and (d).The Emergency
Evacuation requirements for this Public Transportaircraft were in accordance with FAR 25.803
(Appendix 7).
United Kingdom evacuation certification of this aircraft type,with 130 passenger seats, was carried
out at Luton Airport onthe 26 November 1970 using a Britannia Airways Boeing 737-204model.
The 130 passengers and 5 crew were evacuated from the leftexits (ie aft, overwing and forward) in
75 seconds.
1.6.9 Emergency equipment and exits
The aircraft was equipped with four main cabin doors ('Type 1')(para 1.17.6), two overwing
emergency exits ('Type III') and twosliding-window emergency exits on the Flight Deck (Appendix
3Fig a).
Each main door incorporated a slide pack which when used in the'automatic' mode, ie with the slide
'girt-bar' pre-engaged intwin floor-mounted brackets, was designed to provide automaticinflation of
the slide when the door was opened in an emergency.In addition, each slide included a 'manual'
release handle whichcould be used to achieve inflation if it had not occurred automatically.
The overwing emergency exits were located at either side of row10 and were intended for ground
evacuation of centre cabin passengers,or as the primary exits for use after a sea-ditching
(Appendix3 Fig c). For the latter purpose, these exits were each equippedwith a webbing-type
escape rope/lifeline, anchored to the upper/forwardcorner of the aperture, with a snap-hook on the
other end forattachment to a lug located on the upper surface of each wingnear the trailing edge.
These lifelines were some 17 feet in lengthand designed to provide evacuees with a means of
stabilising themselveswhile on the wing upper surface prior to boarding the rafts. Fromthe anchor
point a single thickness of line ran along the topof the exit to a storage tube at the upper aft edge of
the aperture.This portion of the line was designed to be held in position byretaining clips. The
remaining line was stored in the tube attachedto the structure with the exception of the snap hook