EQUIPMENT & FURNISHING

BII PART 2

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• CHAPTER : 1 AIRCRAFT STRUCTURE
Section 1 : TYPICAL AIRCRAFT CABIN
STRUCTURE
- Aircraft structure and general furnishing and Fittings fitted
- Aircraft with high speed pressurized and low speed
unpressurize
Aircraft with high speed and pressurize should be:
- strong , more rigid
- The structure must be flexible to
absorb shock load during take off ,landing
and flight in turbulance
- different between pressurize and unpressurize is the
arrangement of the structure member

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• Structure strength of fuselage is achived by:
- using thick and often heavy structure
- by using stiff and light weight material
In Pressurize Aircrfat :
- received different pressure inside and out side of the
pressure cabin area
- the stress is called hoop stress
- when the cabin recieved the pressure , the diameter of
cabin will increase and creating tensile load in the fuselage
- this load is an addition to the bending and twisting load by
normal gound and flight operation

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 Typical fuselage structure
• Pressureize fuselage consts of :
- bulkhead
- longeron
- stringer
- frames
- skin
• Stringer pass through cut out around the out side of the
frames and are attached to te frame by clips and cleats
• Stringer doesnot pass through pressure bulkhead,to avoid
difficulties with sealing

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 TYPICAL CABIN FUSELAGE SHAPE
Typical cross sectional shape of fuselage
pressurize aircraft is circular cross section it
shape contain the differensial pressure
The ideal shape containing pressure is sphere
,and box is the best shape for carring
passanger and cargo. Its combined as much as
possible. And pressure cabin is usually the
form of circular tube with hemispherical ends

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 General floor structure
• It was designed for carring pressure load
• Frames are equally space between 20 inches apart a
long the fuselage length are usually a 3 inches and 6
inches deep in criss section
• Boing 747 is double bubble shape of fuselage
exception
• Floor beams are attached to the frame and carried
passanger seat track
• For comfort and sound proofing layer of rubber or ply
woodmay be glued to the floor and remove able
carpeting may be fitted
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• sandwich skin structure are used for larger
aircraft. It carried a greater load
• Sandwich may be contained between
aluminum and composite honeycom

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Pressure Cabin Sound Proofing
Soundproof lining panels cover the inside walls and ceiling of the
pressure cabin in all areas except the areas covered by system
components and exits.
They are made in suitable sizes and shapes to fit into areas between
frames and other structural components. The panels and blankets
have attachments to facilitate their removal for structural inspection
purposes.
A typical blanket is made of fibre glass layers encased in a neoprene
coated outer fabric.
The attachment of the blankets to the cabin structure can be
achieved in three ways:
By using a clip and stud method of attaching the blanket to a
structural part of the aircraft.
By the use of Velcro fastening strips.
By cementing the blankets to the structure.
The insulation blankets perform two major functions with the cabin
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Insulate the aircraft interior from the low ambient
temperature experienced when flying a high altitude.
Soundproof the interior from exterior aircraft noises created
by flight conditions and engine operation.
The illustration shows a typical passenger cabin lining
blanket. In this case, the blanket is situated behind the
cabin sidewall panels and the blanket is normally attached
by the clip and stud method. One of the major drawbacks
when using insulating blankets is the amount of moisture
the fibreglass material can absorb; cuts or damaged outer
rubber covering will let in moisture that has formed by
condensation within the aircraft cabin area. It is important
that, when assembling and fitting insulation blankets, they
are correctly sealed and the outer covering is undamaged.
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 Door and widow structure
• Passanger cabin window
the ideal shape for any opening in a pressurize
aircraft is an ellipse

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 Cabin structure corrosion prevention
• FLOOR STRUCTURE
Continue to find corrosion upper chorge of
fiselage and secondary support structure in the
wet area
Wet are it consits of galleys.the floor that
is local to door way, and lavatory
Floor beam & Floor structure primarily attribute
to moisture igression and retention
Corrosion damage can result replacement and
/or structure reinforcement
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 •Typical Floor Seat Track Sealing
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TYPICAL TOILET AND GALLEY LIQUID BARRIERS
Toilets and galleys are usually of modular design, the outer walls
acting as partitions.
In the galley areas, entry ways and under lavatories, a liquid barrier is
installed to prevent floor structural damage from corrosive fluid spilles

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TYPICAL ENTRY AND SERVICE AREA MATS
Floors in the entry and galley areas of the forward and aft sections
of the passenger cabin are covered with vinyl mats.
Drains located in the entry and galley areas provide drainage
overboard for water and other liquids introduced by weather or
spillage.

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CHAPTER 2 : CABIN AND EQUIPMENT LAYOUT
SECTION 1 : TYPICAL CABIN EQUIPMENT LAYOUT
TYPICAL CABIN EQUIPMENT AND FURNISHINGS

Equipment/furnishings include those items which:

•Provide safety, comfort and convenience for crewmembers and passengers.
•Handle and stow baggage.
•Protect passengers and crew in an emergency.

Equipment/Furnishings are in the passenger compartment for passenger and

attendant, safety, comfort and utility.
•Sidewall panels line the sidewalls of the passenger compartment.
•Lowered ceiling panels, moveable ceiling panels, and sculptured ceiling
panels line the ceiling.
•Service units are at all seats, attendant panels and in all lavatories, and may
be throughout the cabin.
•Closets store coats during flight (Vestibules).
•Seats are provided for passengers and attendants.
•Full height stowage partitions store miscellaneous equipment.
•Overhead stowage bins store luggage and miscellaneous equipment.
•Service outlets provide 115 volts ac power and 28 volts dc power.
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 •Typical Stowage / Wardrobes / Vestibules

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 CABIN ATTENDANT STATIONS

Attendant stations are provided near all entry

and service doors.
Some stations at forward and aft entry doors
may provide a double seat, a service unit, a
boarding light and an attendant's panel.
The seats are made of component parts; which
may be installed or removed independently.
The attendant seat consists of a backrest, a
seat bottom, and a headrest with a shoulder
harness and seat belt restraint system is
provided with each seat.
Provision will be made for stowing of life
vests and oxygen masks

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CABIN PARTITIONS
Partitions for interior cupboards and stowage are generally made
from fibre-glass honeycomb with composite skins.
Partitions are fitted to aircraft cabins to provide:
Screening of galley areas.
Screening of toilet cubicles.
Weather protection at doorways.
Separation of cabin areas for the different travelling classes of
passengers.
Division of cargo and passenger areas.

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 •Typical Windscreen
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04/14/2021 Typical Class Divider Partition with Curtain 33
SERVICE UNITS
Service units are installed for passengers and attendants.
•Passenger service units (PSUs) are above each row of seats.
•Attendant service units (ASUs) are at each attendant seat.
•Lavatory service units (LSUs) are in each lavatory.
PASSENGER SERVICE UNITS (PSU)
PSUs above the seats have reading lights, gasper air outlets, emergency
oxygen equipment, NO SMOKING, FASTEN SEAT BELT signs, and attendant
call switches. Alternate units have a speaker.
Reading Lights Row Call Light

Passenger
Information
Sign

Outboard
Passenger
Service Unit
(PSU)

Centre Passenger
Service Unit
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ATTENDANT SERVICE UNITS (ASU)
Attendant Service Units are in lowered ceiling panels at entryways.
ASUs generally have emergency oxygen equipment stowage
Passenger to Attendant

Call Lights

•Typical Attendant Service Unit

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LAVATORY SERVICE UNITS (LSU)
A Lavatory Service Unit (LSU) generally has; smoke detectors, fire
extinguishers, emergency oxygen, passenger advisory lights and
speakers
LSUs may also contain emergency oxygen only, and are ceiling-
mounted; other service devices such as the ‘Return to Seat’ light and
the ‘Lavatory Call Switch’ are separately mounted where convenient
within the LS

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Typical Lavatory Service Unit 37
SECTION 2 : SEATS, HARNESSES AND BELTS
TYPICAL CAPTAIN AND CO-PILOT SEATS
The captain’s and co-pilot’s seats are made from aluminium alloy tubing
and are of the cushioned upholstered type and are sometimes mounted
on pedestals.
The seats are capable of being adjusted vertically, with spring assistance,
and fore and aft on rails set into the cabin floor.
The upholstery is of a flame resistant material, removable for repair or
replacement

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 •Typical Rear View of Flight Deck Crew Seat
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04/14/2021 TYPICAL SEAT BELT ARRANGEMENTS 40
 Typical Folding Observer’s Seats
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CABIN ATTENDANT’S SEAT
Cabin Attendant’s seats are provided in the passenger cabins for
use by the cabin staff and are similar to the folding observer’s
seats.
Retractors ensure that the shoulder harness and lap straps are
stowed when they are not in use.

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TYPICAL PASSENGER SEATING ARRANGEMENT
Passenger seating arrangements depend upon the type of aircraft.
Since there are no permanent interior bulkheads or cabin class
dividers in modern aircraft.
Operators can vary the cabin layout as required to change the
number of passengers and volume of baggage carried.

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Typical Passenger Seat Change Cabin Layout 44
APPROVAL OF AIRCRAFT CABIN INTERIOR LAYOUTS
Each seat type has to be approved in accordance with the relevant European
Aviation Certification Standard (EACS).
In addition, there are minimum space requirements given in CAP 747 GR No.
2.

AN No. 64

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 •Example - Minimum Space
Requirements
CAP 747 GR No 3 also requires that the pitch of the seat rows
in line with Type III and Type IV emergency exits (refer
02.03.10), must be sufficient to allow unobstructed movement
of passengers to the exit.
Seats in rows forming the boundary of the exit route must have
their recline and break forward angles restricted to avoid
blocking access to the exit.
Instruction placards, showing the method of removing and
disposing of the escape hatch, must be fixed to the back of the
seats immediately forward of the exit.

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SAFETY ASPECTS OF AIRCRAFT SEATS
The requirements are quite stringent as the safety of the passengers and crew is
placed high on the list of priorities.
For example:
Each seat structure must be capable of withstanding the inertial loadings given in
the relevant EACS which are expressed as accelerations.

The required maximum forward acceleration given in EACS 25 is 9g. EACS 29

specifies a maximum of 6g for large rotorcraft.

The seat attachments and each safety harness attachment must be capable of
withstanding the required accelerations multiplied by a factor of 1.33.

The seat attachments are therefore required to withstand a forward acceleration of

12g in a fixed wing transport.

The seats must not have any sharp projections.

The passenger seat folding meal table must always be capable of being stowed in
the folded position.

The seat covers must be flame resistant.

The seat cushions must not give off noxious fumes in a fire.
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PASSENGER SEATS
The seat units are made as single, double or multiple units.
Most seat units are interchangeable to right, left or centre mounting

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The seats are made from aluminium alloy fabrications and aluminium
alloy tubing and upholstered with cushions.
All the seats have headrests and may be reclined by operating a
button on an armrest.

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CHILD RESTRAINT
CAP 393 Air Navigation Order (ANO) requires the commander of
UK registered aircraft in the Public Transport category to ensure
that all passengers under two years of age are properly secured
by means of a child restraint device.
This is normally achieved by using a shortened supplementary
loop belt which attaches to the adult seat belt fittings.
Notice to Air Operator Certificate (AOC) holders 4/90 gives details
of a number of standard car type kidiseats which may be used by
securing into a passenger seat using the existing lap straps.
It is currently considered that these acceptable kidiseats will be
provided by the passengers whose children will be using them.
However, research is ongoing, into folding stowable seats, which it
is anticipated will become standard cabin equipment used
according to seat reservation requirements.

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SECTION 3 : AIRCRAFT DOORS
REQUIREMENTS
It is required that:
There be provided a means to prevent inadvertent opening of the doors during
flight.
Each external door must be operable from both inside and outside by a rapid and
obvious method.
Doors which open outwards initially, must have provision for direct visual inspection
of the locking mechanism to ensure that they are fully locked.
An indicator must be provided in the control cabin to indicate to the crew that the
passenger doors are closed and locked.
Unpressurised Aircraft
On unpressurised aircraft most external doors open outwards. This is mainly
because an inward opening door takes up fuselage space as it opens.
Pressurised Aircraft
The effect of differential pressure must be considered. The load that it applies
tends to open an outward opening door but keeps an inward opening door firmly
closed .
Door Construction
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PASSENGER SEAT TRACKS
A seat track is a continuous extrusion with circular cut-outs,
which receive the seat attachment fittings and allow the seats
to be positioned in various seat spacing arrangements, usually
in one inch increments.
Seat tracks, or rails, often form part of the longerons, and
beams and must be regularly inspected for corrosion and wear.

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The seats are often locked to the seat rail by feet or plungers
which are spring loaded in the locked position.
Sometimes these feet are released by a spanner or a lever
arrangement which is part of the seat structure.

Typical Passenger Seat Securing Mechanism

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 SECTION 3 : FURNISHINGS
CABIN INSULATION AND TRIM

Fuselage compartments are sound proofed and insulated using airtight

bags containing a fibre-glass material.

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 •Typical Cabin Insulation Installation

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The insulation and sound proofing is normally concealed by an
interior trim lining of fibreglass cloth having a P.V.C. finish.

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HAND LUGGAGE STOWAGE BINS
Passenger aircraft cabins are provided with overhead stowage for coats and
carry-on items, by bins located over the passenger seats along each side of the
cabin.
The stowage bins are typically in lengths of 19, 20, 27, 40, 50 or 60 inches.
Each compartment has an upward or downward opening door, supported in the
open position by a hinge linkage actuated by a small spring-loaded dampened
actuator.
These are normally made of fibre-glass honeycomb material.

•Typical Hand Luggage Stowage Bins

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INTERIOR SOFT FURNISHINGS
Soft furnishings are made from woven fibre-glass cloth or synthetic
materials specially treated to be flame resistant.
FLOOR COVERING - PASSENGER CABIN CARPETS
Carpets make the cabin more attractive and act as a sound proofing
material on the floor and sometimes on the side wall panels.
Carpets must be made of fire resistant material and be non toxic
when heated.
Carpets cover the cabin floor between sidewalls and in the passenger
seating area.

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Extruded plastic seat track covers are snapped into all exposed seat
tracks except at seat leg structure attachments

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Carpet edges are retained by double sided adhesive tape. Velcro
tape may also be used.
Where carpets are fitted next to seat tracks, extruded plastic seat
track covers are snapped into the seat tracks and overlap the carpet
edges.

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ENTRY AND SERVICE AREA MATS

Floors in the entry and galley areas of the forward and aft sections
of the passenger cabin are covered with vinyl mats.
In the galley areas, entry ways and under lavatories, a liquid barrier
is installed to prevent floor structural damage from corrosive fluid
spills.
Drains located in the entry and galley areas provide drainage
overboard for water and other liquids introduced by weather or
spillage.

WINDOW SHADES
Sliding shades are fitted to each passenger cabin window. The
shade unit consists of the shade, frame and acoustic window
pane.
The complete unit is attached to the back of the interior trim panel.

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 Typical Window Shade Replaceme

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PASSENGER CABIN ESCAPE REQUIREMENTS

The materials chosen to furnish all aircraft cabins must be fire resistant and
should not emit toxic gases.
CAP 562 requires that Seats and Berths in the Passenger cabins of
Passenger Transport aircraft over 5700kg MTWA must have the cushions
encapsulated by a fire blocking layer.
This delays the ignition of the foam filling and thereby allows the occupants a
better chance of vacating the aircraft in the event of a cabin fire.
CAP 562 requires that Passenger Transport aircraft over 5700Kg MTWA be
provided with some means of emergency evacuation guidance for
passengers when all illumination more than four feet above the cabin aisle
floor is totally obscured by smoke.
The emergency escape path lighting system normally consists of small aisle
lights in the seat assemblies.
Alternatively, lights may be incorporated in the floor along the side of the aisle.

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 •Emergency Floor Lighting

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EMERGENCY EXITS
CAP 562 refers to access to emergency exits and applies to
Passenger Transport aircraft over 5700Kg MTWA and carrying 20
or more passengers, and equipped with Type III and/or Type IV
emergency exits.
TYPES OF EMERGENCY EXITS
TYPE III This type is a rectangular opening of not less than 20 inches
wide by 36 inches high, with corner radii not greater than one-
third the width of the exit, and with a step-up inside the
aeroplane of not more than 20 inches. If the exit is located
over the wing, the step-down outside the aeroplane may not
exceed 27 inches.

TYPE IV This type is a rectangular opening of not less than 19 inches

wide by 26 inches high, with corner radii not greater than one-
third the width of the exit, located over the wing, with a step-up
inside the aeroplane of not more than 29 inches and a step-
down outside the aero­plane of not more than 36 inches.

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 •Types III & IV Emergency Exits

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FLAME RESISTANT FURNISHING MATERIALS
The relevant European Aviation Certification Standards (EACS), specify the flame
resistance requirements for materials used in aircraft cabin furnishings and in cargo and
baggage compartments.
Where appropriate, materials must meet the flame resistance requirement; before and
after being subjected to three cleaning processes, either dry cleaning or washing.
All disposal bins for towels, paper or waste must be fully enclosed and capable of
containing any fires likely to occur in normal use.
Movie projection equipment used in cabins must be of the safety type.
TEST PROCEDURES FOR FURNISHINGS
Test procedures are detailed in CAA Specification No. 8 and relevant EACS.
In general, these test procedures require that the test specimens be cut from the
fabricated part as installed in the aircraft, or a specimen simulating a cut section.
The tests must be carried out in a draught free cabinet, or if the test specimen is too
large to fit in the cabinet, it must be tested in a draught free room.
Tests are required in the vertical and horizontal positions, and while inclined at 45º to the
horizontal.
A minimum of three specimens must be tested and the results averaged.
The specimens are exposed to a Bunsen burner having a minimum temperature of
842.5ºC in the centre of the flame.
The flame is removed after a specified time, then the flame time, burn length and flaming
time of drippings etc, is recorded and compared with the specified requirements.
Reference: CAP 747 GR No 13.
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MAINTENANCE OF FLAME RESISTANCE
The flame resistance properties of furnishing materials may be destroyed by incorrect
dry cleaning or laundering techniques.
The application of one flame retardant process on top of another of a different type
may have the effect of inhibiting the properties of both processes.
The contamination of seat covers with perspiration etc. may reduce the flame
resistance properties of the materials.
The accumulation of aerosol dispensed disinfectant can also affect the flame
resistance of cabin furnishing materials.
It is most important therefore, that cabin furnishing materials are cleaned strictly in
accordance with the manufacturer’s instructions.
If any doubt exists as to the continued acceptability of a particular material, then
further flame resistance tests must be carried out.
CAP 562
CAP 562 requires that, in aircraft in the Transport category, over 5700 Kg MTWA, all
passenger seats and berths be fitted with fire blocker seat covers. This will delay the
ignition of foam core of the seat or berth.
CAP 562 also requires that aircraft over 5700 Kg MTWA, and certificated in the
Transport category to carry 20 or more passengers shall, be furnished with materials
meeting improved flammability test requirements.

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SECTION 4 : PUBLIC ADDRESS AND ENTERTAINMENT
Passenger Public Address Requirements
CAP 393 Air Navigation Order (ANO) Schedule 4 requires that if an
aircraft is to carry more than 19 passengers, it must have a public
address system and an interphone system of communication
between members of the flight crew and the cabin attendants.
Signals are put into the system from the pilot’s microphones, the
cabin attendants’ telephone handsets, the audio video system and
the tape reproducer.

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 Typical Passenger Service System
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 •Typical Arrangement of Passenger Service and Entertainment

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Loudspeakers are located above the passenger seats on the
passenger service unit, in the toilet and in the galley.
A number of speakers are also located in the passenger cabin
ceiling, including one in line with any propellers and one in line
with over-wing escape hatches.
The sound volume can be adjusted as required.
As a means of alerting passengers to an audio message, an
‘attention getter’ is used. This takes the form of a chime that
precedes any new message.
The 28v dc power supply for the PA system is normally taken from
the DC emergency busbar.
Operation of the crash switches for any reason will automatically
transfer the PA amplifier supply from the emergency busbar to a
battery busbar.

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PASSENGER WARNING SIGNS
Passenger ‘FASTEN SEAT BELTS’ and ‘NO SMOKING’ signs are generally located in
the cabin ceilings.
These signs are controlled from the flight deck.

Whenever a sign is actuated, the PA amplifier receives a low chime signal initiated by
the illumination of the appropriate sign.

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PASSENGER ENTERTAINMENT
Passenger entertainment can be divided into two categories, video and audio.
The audio/video players are part of the entertainment system and the passenger address/attendant
call components are part of the passenger service system.
AUDIO ENTERTAINMENT
The main components in this system are:
•Tape reproducer.
•Seat electronic box.
•Passenger control unit.
TAPE REPRODUCER
The tape reproducer normally provides up to 12 channels of audio, 10 of which are used for stereo
or mono music presentation, and two further channels for video/film soundtrack.
To provide the 12 tracks, the reproducer contains 6 cassette magazines, three magazines on each
side.
Each magazine contains 4 tracks. Magazines on each side are paired with each other, thus
providing a total of 12 continuous tracks of entertainment.
In operation the 3 left hand magazines run to their end providing the first half of the entertainment
programme.
When the left hand magazines finish, a signal starts the 3 right hand magazines, providing the other
half of the entertainment programme, the left hand magazines rewind, and await a start signal from
the right magazines when they in turn finish.
Therefore entertainment is provided continuously.
The zone multiplexers are used basically as a junction box for the audio channels, distributing the
outputs from the reproducer to designated parts of the aircraft cabins, and into the passenger seats.

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 Typical Seat Electronic Box

Passenger Control Unit

To Other Seats in Row

Quick Detach
Electronic Box
Cooupling

Junction Box Seat Track To Next Seat

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Typical Passenger Control Unit (PCU

Attendant Call

Switch and Light

Connection Receptacle for Headphones

Volume Selector
Overhead

Light Switch

Audio Channel Selector

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VISUAL ENTERTAINMENT
Visual flight entertainment is provided by video tapes, control of colour and
other adjustments is achieved by the video controller unit.
Audio signals are passed through the normal audio system to each seat and
passenger control unit.
The video controller can select audio into the cabin through the normal cabin audio
speakers, or directly into each passenger control

Centre Overhead Stowage Bins

Video
Projector

PSU’s

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The most modern aircraft have small LCD screens mounted either in the seat
back or on an arm so that the screen can be positioned in front of the passenger

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CHAPTER 3 : EMERGENCY EQUIPMENT
SECTION 1 : EMERGENCY LIGHTING
CAP 393 Air Navigation Order (ANO) Schedule 4 requires that sufficient lighting be
provided both inside and outside to facilitate the evacuation of the aircraft in an
emergency.
It also requires an emergency floor path lighting system in the passenger compartment
sufficient to assist in the evacuation of the aircraft.

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04/14/2021
Typical Emergency Exit Light Locati 81
 TYPICAL EMERGENCY LIGHTING CONSISTS OF:
EXIT signs over each door.

Exit indicators near the floor at each exit and over the main aisle between
the ceiling and floor in the cross aisles between the doors.

Area lights on the ceiling and floor in the cross aisles between the doors.
Main aisle lights spaced evenly along the main aisle.

Floor emergency escape path lighting is provided down the left-hand side of
the aisle.

Slide lights externally mounted near each door to illuminate the slide path.

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04/14/2021
•Typical Emergency Exit Lighting and Signs 83
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SECTION 2 : LIFE-RAFTS
LIFE RAFTS - REQUIREMENTS
CAP 393 Air Navigation Order (ANO) Schedule 4, requires that
in addition to lifejackets there must be life-rafts on board the
aircraft to accommodate all persons on board.
This applies to aircraft flying over the sea beyond gliding
distance from the shore and carrying more than 20 persons.
In the case of helicopters carrying more than 20 persons at least
2 life-rafts must be carried.
Certain multi-engine aircraft are not required to carry life-rafts if
they are within 400 nautical miles or 90 minutes flying time from
an aerodrome.

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LIFE RAFTS - GENERAL DESCRIPTION
A LIFE RATE IS GENERALLY PACKED IN STOWAGE AND WHEN
REQUIRED IT IS PUSHED AWAY FROM THE AIRCRAFT ON A STATIC
LINE ATTACHED TO A SOLID PART OF THE AIRCRAFT.
WHEN CLEAR OF JAGGED EDGES, THE LIFE-RAFT IS INFLATED BY A
LANYARD WHICH OPERATES THE VALVE ON A CO2 BOTTLE.
THE LIFE-RAFT AND ITS CANOPY WILL INFLATE AUTOMATICALLY.
THERE ARE LINES AND ROPE LADDERS ON THE RAFT TO ENABLE
PERSONS TO GET INSIDE WITHOUT DIFFICULTY.

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This is normally in the form of a survival pack.
The items that must be packed with the inflatable life-raft are:
•A means of maintaining buoyancy i.e. bellows, oral inflation,
leak-stoppers.
•A sea anchor, to prevent drifting.
•Lifelines and a means of joining one life raft to another.
•Paddles or some other means of propulsion on water.
•A means of protecting survivors from the elements (Wind, Salt,
Cold and Heat).
•A waterproof torch.
•Survival radio beacon.

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LIFE RAFTS - INSPECTION AND SERVICING OF LIFE-RAFTS
In addition to the risk of damage due to vibration mentioned above, life-rafts are subject
to general deterioration.
For these two reasons, life-rafts have to be inspected at specified intervals.
INSPECTION OF LIFE-RAFT FABRIC
The fabric should be inspected for cuts, tears and other damage.
INFLATION TESTING OF LIFE-RAFTS
If the raft appears to be in good condition:
•Remove all CO2 bottle (s).
•Inflate the raft to 2 psi.
•Allow at least 1 hour for air pressure in the raft to adjust to ambient temperature.
•Check pressure and re-adjust to 2 psi if necessary.
•Allow the life-raft to stand for 24 hours.
•After that time the pressure should not have dropped below 1 psi.
•If the pressure is below 1 psi examine for leakage with soapy water solution.
•NOTE: Inflation testing should be done in a room with a constant temperature to avoid
pressure fluctuations.
CO2 BOTTLES
The correct charge of a CO2 bottle is determined by weighing

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REPAIRS TO LIFE-RAFTS

•When leaks occur due to tears, abrasions or punctures,

repairs may be made according to the manufacturers’
instruction manual.
•Replace mildewed or weak attachment lanyards.
•Special attention must be paid to the lanyard that operates the
CO2 bottle.
•Metal parts must be checked for corrosion, clean, repair or
replace if they are defective.

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SECTION 3 : LIFE JACKETS
LIFE JACKETS - REQUIREMENTS
LIFE JACKETS ARE REQUIRED BY CAP 393 (ANO) SCHEDULE 4.
A LIFEJACKET MUST BE PROVIDED FOR EACH PERSON ON BOARD
WHICH IS EQUIPPED WITH A WHISTLE AND LIGHT, LIFEJACKETS FOR
CHILDREN UNDER 3 YEARS OF AGE HAVE NO REQUIREMENT FOR A
WHISTLE.

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VERTICAL RETRACTING DOOR 92
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• A One-Piece Stair-Door 93
 •

The passenger door of a typical unpressurised aircraft is

often rectangular with rounded corners. It has an outer skin
and is internally braced with vertical and horizontal members.
It is normally hinged along its forward edge. A locking
mechanism having an overcentre design is held in the open
and closed positions by

Internal Doors
These give access between separate compartments and are
frequently of light weight construction. Where such doors form the
only exit from a compartment, they may be designed to collapse
easily if they jam shut following an accident.
A lockable door must be provided between the crew compartment
and the passenger compartment.

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ENTRANCE DOORS 95
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