CHAPTER 7

Equipment &
Furnishings(ATA 25)

CONTENTS
7 EQUIPMENT AND FURNISHINGS
7.1EMERGENCY EQUIPMENT REQUIREMENTS
7.2SEAT, HARNESSES AND BELTS
7.3CABIN LAYOUTS
7.4CABIN FURNISHINGS
7.5CABIN ENTERTAINMENT
7.6GALLEY INSTALLATIONS
7.7CARGO HANDLING AND RETENTION EQUIPMENT
7.8CARGO RETENTION EQUIPMENT
7.9AIRSTAIRS

CHAPTER 7.1 EMERGENCY

EQUIPMENT REQUIREMENTS
Emergency equipment requirements vary depends on the specific purpose
and size of the aircraft. Ranging from seat belts and fire extinguisher for
small aircraft to over 50+ emergency equipments for medium to large
aircraft such as the Fokker 50 or B747.
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.
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.
Examples of emergency equipments are seat belts, lifejackets, first-aid kits,
fire extinguishers, oxygen sets, torches, axe, drop-out oxygen masks, etc.

CHAPTER 7.2 SEAT,

HARNESSES AND BELTS
The seat belts must be able to restrain the passengers in their
seat even during crash landing.
The seats has to hold securely in the seat rails during high g
loadings.
Aircraft seats can be divided into 3 categories :a)Passenger seats
b)Flight attendant seats
c)Flight deck seats

CHAPTER 7.2 SEAT, HARNESSES

AND BELTS (CONTD)
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. They will all normally be fitted with a
full harness seat belt, compared with the 'lap strap' assemblies for
the passengers.

CHAPTER 7.2 SEAT, HARNESSES

AND BELTS (CONTD)

Fig. Flight attendant seat

CHAPTER 7.2 SEAT, HARNESSES

AND BELTS (CONTD)
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 takeoff 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

CHAPTER 7.2 SEAT, HARNESSES

AND BELTS (CONTD)

Fig. Crew seat

CHAPTER 7.3 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.

CHAPTER 7.3 CABIN

LAYOUTS (CONTD)

CHAPTER 7.3 CABIN

LAYOUTS (CONTD)
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.

CHAPTER 7.4 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.

CHAPTER 7.4 CABIN

FURNISHINGS (CONTD)

Fig. Cabin furnishings

CHAPTER 7.5 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.

CHAPTER 7.6 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 may 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.

CHAPTER 7.7 CARGO

HANDLING AND
RETENTION
In the majority ofEQUIPMENT
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.

Fig. Underfloor baggage holds

CHAPTER 7.7 CARGO HANDLING AND

RETENTION EQUIPMENT (CONTD)
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 preloaded 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.

CHAPTER 7.7 CARGO HANDLING AND

RETENTION EQUIPMENT (CONTD)

Fig. Baggage containers

CHAPTER 7.8 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.

CHAPTER 7.8 CARGO RETENTION

EQUIPMENT (CONTD)

Fig. Baggage hold down

Fig. Cargo pallet and nets

CHAPTER 7.8 CARGO RETENTION

EQUIPMENT (CONTD)
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.

Fig. Freight floors

CHAPTER 7.9 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.

CHAPTER 7.9 AIRSTAIRS

(CONTD)

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

END OF CHAPTER