Easa Part 66 - Module 11.07 - Equipment and Furnishings

B1 Mod 11.07 .doc Issue No 12/07/15 Page 1-1

JAR 66 CATEGORY

MODULE 11.07

EQUIPMENT AND FURNISHINGS

uk engineering

CONTENTS

1 EQUIPMENT AND FURNISHINGS .............................................. 1-3

1.1 EMERGENCY EQUIPMENT REQUIREMENTS ..................................... 1-3

1.2 SEAT, HARNESSES AND BELTS ..................................................... 1-3

1.3 CABIN LAYOUTS ........................................................................... 1-5

1.4 CABIN FURNISHINGS ..................................................................... 1-7

1.5 CABIN ENTERTAINMENT ................................................................ 1-7

1.6 GALLEY INSTALLATIONS ............................................................... 1-8

1.7 CARGO HANDLING AND RETENTION EQUIPMENT ............................ 1-8

1.8 CARGO RETENTION EQUIPMENT .................................................... 1-10

1.9 AIRSTAIRS ................................................................................... 1-11


uk engineering

JAR 66 CATEGORY B1

MODULE 11.07


PAGE INTENTIONALLY

BLANK


JAR 66 CATEGORY

MODULE 11.07


uk engineering

1 EQUIPMENT AND FURNISHINGS 1.1 EMERGENCY EQUIPMENT REQUIREMENTS On every aircraft, there can be found some form of emergency equipment. This can vary from a simple seat belt and a fire extinguisher on a micro-light aircraft, to a large list of equipment fitted to a commercial airliner. For example, a medium sized aircraft like the Fokker 50 carries over thirty different types of safety equipment. The list of equipment fitted in a 450+ seater Boeing 747-400, will include items such as seat belts, lifejackets, first-aid kits, fire extinguishers, oxygen sets, torches etc. The types of safety equipment that must be carried on any specific flight, are laid down in the Air Navigation Order, (ANO), schedule No.4. This list covers a wide range of safety equipment, from mooring equipment for seaplanes to cookers and snow shovels for arctic operation. JAR 25 - Large Aeroplanes, details amongst others, the requirements for the design and performance of safety and other equipment, ranging from size of access doors and emergency exits and the numbers required for each size of aircraft, width of cabin aisles, number of seats abreast. The list is endless, but the JAR 25 regulations are an excellent source of information. Some of the items of equipment carried may seem to be of little use, but each has a specific purpose in some emergency or other. For example the large axe carried on passenger aircraft is to enable any trapped passengers and crew to cut their own way out of the cabin. Smoke hoods are to permit the cabin staff to help passengers leave the aircraft, even if the cabin is full of smoke. Portable oxygen is used in the cases of passengers feeling ill, in addition to the 'drop-out' masks, which activated if the cabin pressurisation has failed. 1.2 SEAT, HARNESSES AND BELTS All seat belts have to restrain the passenger (or crew) in their seat, even during a crash landing. The seat to which the belt is attached, has to hold securely in the seat rails, even during the high 'g' loadings experienced in an emergency landing. The seat rails are a continuous extrusion with circular cut-outs, which allow the seats to be attached and locked at different seat spacing, (pitch). The pitch is usually in, one inch or 25mm increments.


uk engineering

JAR 66 CATEGORY B1

MODULE 11.07


Seat Tracks Figure

Aircraft seats can be divided into three main groups; passenger seats, flight attendant seats and flight deck crew seats. Passenger seats are usually part of multiple units, although in first class and executive seating, some individual seat units can be found. Most passenger seats are manufactured from aluminium alloy tube, which is riveted and welded to form the frame with supporting legs and braces, individual reclining seat backs and integral tables. Flight Attendant seats are usually more utilitarian than passenger seats and can be mounted on seat tracks, the aircraft wall structure or, as in the ATR-72, to a sliding assembly that stows away without taking up passenger space, as shown below. They will all normally be fitted with a full harness seat belt, compared with the 'lap strap' assemblies for the passengers.

Attendant Seat Figure


JAR 66 CATEGORY

MODULE 11.07


uk engineering

The seats in the flight deck have to be the most comfortable on the aircraft, because it is laid down in many airline regulations that there must be a full crew in the cockpit, at all times. The crew must be as 'sharp' and attentive during the landing as they were at take-off many hours ago. Flight deck seats will have many different axes of movement such as height, reach, backrest tilt, lumbar support, arm rest height, etc. Most of the larger seats will have some of these movements powered by electrical actuators. These seats will also have at least a four point harness assembly and, in many cases these days, five point harnesses, with a lower crotch strap

Crew Seat

Figure 1.3 CABIN LAYOUTS The layout of the cabin is a compromise between the builder/designer, who would like it to contain as many paying passengers as possible, and the airworthiness authorities, who wish to limit the maximum number of passengers. This maximum has to be the number that can be evacuated from inside the cabin, through 50% of available exits, in 90 seconds. This ruling dictates the number and size of the exits, the width of the aisles and, most importantly, the number of seats. As can be seen from the diagrams below, the position of the exits varies with the design of the aircraft.


uk engineering

JAR 66 CATEGORY B1

MODULE 11.07


Seating And Emergency Exits Figure

The majority of passenger aircraft have seats in pairs or triple units with one or two aisles. The wide body Boeing 747 usually has two aisles with triple units outboard and a pair of double units between the two aisles, giving 10 abreast seating, the normal maximum. The remainder of passenger cabins are fairly standard with overhead stowages. Passenger service units (PSU) are located on the bottom of the overhead stowage lockers and normally contain reading lights, call buttons, seat belt and NO SMOKING warnings and, on aircraft that are equipped with them, drop-out oxygen masks. Galleys can be found in a variety of places in the cabin, at the front the rear, and occasionally, centrally, where they can be used to divide the different classes of passenger. They have their own power supply for heating, lighting and ventilation. For maintenance the galley units are removable, as are all other dividing partitions as well as the overhead units and PSUs.


JAR 66 CATEGORY

MODULE 11.07


uk engineering

Galleys are also supplied with their own water supplies to permit the making of hot drinks, washing-up etc. This means they require connections to both fresh (potable) water and grey (waste) water from the aircrafts own systems. Some galleys are fitted in the under floor areas of larger aircraft, which necessitates the installation of lifts between floors. 1.4 CABIN FURNISHINGS As with galleys, all furnishings have to be easily removable, not only to allow the engineers access during deep maintenance, but also to permit various items to be changed at irregular intervals due to "fair wear and tear". This can include worn carpets, torn seat covers, cracked plastic cabin wall skins, ceiling panels and damaged overhead bin doors. All of the previous items are attached by 'quick release' fittings of varying types. Shown below are examples of an overhead bin, a wall panel and a ceiling panel.

Cabin Furnishings Figure

1.5 CABIN ENTERTAINMENT Cabin entertainment varies greatly depending upon the aircraft type, (and age), as well as the airline operating the aircraft. It can vary from little more than 'music' played over the cabin P.A. system on smaller aircraft, through to the most common installations of films, navigation information and cabin safety briefings displayed on multiple television monitors located throughout the cabin. Some modern aircraft have, fitted to their higher class seats, a complete 'entertainment experience', which can consist of individual viewing screens either attached to the seat back of the unit in front, or individually seat arm located. These screens can offer a multiple and individual video selection; computer games; musical videos with stereo sound on headphones and, in business class, access to a satellite telephone and other business tools.


uk engineering

JAR 66 CATEGORY B1

MODULE 11.07


1.6 GALLEY INSTALLATIONS Galleys, as has been mentioned earlier, have to be modular units so that they can be removed for maintenance. In the case of technical problems, it mayl also be necessary, some times to remove the units. Most galley units will have a supply of electricity and potable water and facilities for the disposal of 'grey' water overboard. As most modern catering operations use pre-prepared food, the standard sized food trolleys and containers are given stowage space in the galley units, which can then keep warm, heat up and chill both food and drinks as required. The illustrations show two typical galleys, with a selection of full and half sized trolley stowages, coffee makers and most of the facilities to provide a cabin meal and refreshment service.

Galley Installations

Figure 1.7 CARGO HANDLING AND RETENTION EQUIPMENT In the majority of commercial aircraft, cargo is carried below the cabin floor, in dedicated fire resistant compartments that can be air conditioned if animals are being carried. There are a number of different variations to the above, dependent on the size of the aircraft, the type of passenger, the routes flown, etc. In the Fokker 100, for example, most of the underfloor space is for baggage, excluding the extreme front, which is for avionic equipment.


JAR 66 CATEGORY

MODULE 11.07


uk engineering

Under Floor Baggage Hlds

Figure Smaller aircraft such as the Dornier 227 and the Fokker 50 have their cargo carried within the cabin space, the underfloor space being limited. Aircraft at the other end of the size spectrum, known as 'wide body' aircraft, can be produced as dedicated freighters such as certain Boeing 747 models. A more popular layout these days is the 'Combi freighter' which can carry both extra freight and passengers in the cabin, whilst still carrying cargo in the underfloor space. This type of aircraft is much more flexible on routes where the cargo/passenger ratios can vary through the week, the month or year. At times, there might be only 50 - 100 passengers on board whilst the remainder of the aircraft is carrying cargo. To speed-up the time spent on the ground, most larger aircraft have their cargo pre-loaded into a range of containers which are an exact fit within the lower deck cargo bays, hence their 'LD' prefix. These can be quickly loaded using freight handling equipment within the aircraft. The illustrations below are of the lower deck cargo system and cargo LD container sizes.

Baggage Containers Figure

LD2

LD8

LD3


uk engineering

JAR 66 CATEGORY B1

MODULE 11.07


1.8 CARGO RETENTION EQUIPMENT Once cargo is loaded into the aircraft, it must be restrained to prevent movement, during take- off, in turbulent flight and landing, (especially hard braking). The LD containers have positive latches, which attach the containers directly to the aircraft structure, but with 'loose' baggage in cargo holds, they are usually restrained by nets, which can be locked into the floor or the walls of the bay. This system can also be used on pallets, where cases and bags are, again, pre-loaded and then covered by waterproof sheet and restraint netting. Once loaded, the pallets are clamped down on to the cargo bay floor.

Baggage Hold-Down Figure

To ease the job of handling both pallets and LD containers, the floor adjacent to the cargo door has a system of roller balls, (Ballmat), fitted that allow unlimited movement of units prior to moving them down the length of the hold, see below.

Freight Floors Figure


JAR 66 CATEGORY

MODULE 11.07


uk engineering

1.9 AIRSTAIRS The term airstairs is usually used to describe passenger steps that are integral to the aircraft structure, meaning that it is independent of normal passenger steps and of jetways at large airports. They are often fitted to aircraft that will be operated into poorly equipped airports on a normal, day-to-day operation. Airstairs can be manually or power operated and can be as simple as a set of stairs set into the back of the entrance door or on larger aircraft, a fully powered, folding set of steps that are extended and retracted by the operation of push buttons.

Airstairs Figure


uk engineering

JAR 66 CATEGORY B1

MODULE 11.07


The first example shown is from the ATR-72 turbo-propeller aircraft. This unit is mechanically operated and counterbalanced by a pair of large springs. As can be seen from the drawing, there are handrails, one of which can be folded, if required. The second example, (lower left), is an electrically powered airstair fitted to the new Boeing 717-200. This aircraft can also be fitted with a second airstair at the rear of the cabin, (lower right), which will allow the passengers to embark and disembark through two doors simultaneously. This will speed up the turn around maintenance.


JAR 66 CATEGORY

MODULE 11.07


uk engineering

PAGE INTENTIONALLY

BLANK

Easa Part 66 - Module 11.07 - Equipment and Furnishings

Documents

Transcript of Easa Part 66 - Module 11.07 - Equipment and Furnishings