Professional Documents
Culture Documents
Day One
System Overview
The equipment and furnishings are installed in different compartments:
- the cockpit,
- the passenger compartment,
- the cargo compartments.
The cove light panels are in the space between the upper side wall
panels and the overhead stowage compartments.
The cove light panels are removable to replace cabin lights.
The overhead stowage compartments are installed above the cabin
seat rows.
Removable ceiling panels are installed in the cabin.
They are installed along the full length of the cabin and the utility areas.
Emergency Equipment
The emergency equipment for a 4-seat cockpit consists of:
- two escape ropes,
- one fire extinguisher,
- two smoke hoods,
- one pair of fire protective gloves,
- one crash axe,
- four life vests,
- one medical kit,
- four oxygen masks,
- three flash lights,
- one portable oxygen bottle.
As an option, two flashlights can be installed under sliding window.
These flashlights replace the two flashlights installed under the sidesticks.
They can be used by crew members in case of bad lights occurring during an on-board
emergency.
Door Operation
During normal door operation, when the indicator reads VACANT, the
door can be opened from the outside by rotating the latch.
To open the door from inside, push the locking device to unlock the door
and then rotate the knob .
In case of emergency, the door can be unlocked from outside without
using a special tool.
Lift the lavatory cover-plate and push the unlocking pin.
Then rotate the latch to open the door.
Framework
The seat framework holds the seatpan, backrest, armrest and table.
A luggage bar is fitted to the front framework legs. Holders for life vests
are found below each seatpan.
The Seat Electronic Box (SEB), which serves the Passenger Service Units
(PSUs) is installed between the front and rear legs.
Seatpan
The upholstered seatpan is installed on the seat framework. It is not
foldable or adjustable.
Backrest
The upholstered backrest assembly of each seat can be hydraulically reclined
backwards until it hits an adjustable mechanical stop.
The backrest can be mechanically folded FWD.
Table
A folding table is installed in the rear of each backrest.
When not in use, it is kept in a recess in the backrest by means of a latch.
Two hinged arms hold the table when it is folded down. In-armrest tables are
installed in the seats, located just behind partitions, galleys or lavatories.
.
Seat Belt
Each seat is equipped with a seat belt. It is attached to the seat
framework and has a buckle to lock and to adjust the seat belt length.
Armrest
Each seat has armrests. The outer armrests of a seat unit are notfoldable.
The armrests between the seats can be folded up.
The reclining control P/B for the backrest and an ashtray are installed in
the armrest.
Pocket
A pocket is installed on the back of each seat backrest.
A safety instruction card and an air-sickness bag are kept in this pocket
Operation
The passenger PED Power P/BSW on the FAP enables or disables the
portable electronic device power.
The power supply for the portable electronic device has to be
deactivated during critical flight phases.
There is no electric power supply to the PED power outlets during take-off
and landing.
Framework
The seat frame of the cabin attendant seat is assembled out of two
aluminum side frames and a backrest framework.
Headrest
The headrest cushion is upholstered with foam and seat fabric.
The headrest is attached to the seat frame.
Backrest
The backrest cushion is upholstered with foam and seat fabric
Seatpan
The seatpan is made of an aluminum pan.
The seatpan cushion is upholstered with foam and seat fabric.
Hinges attach the seatpan to the seat frame.
The seatpan is spring-loaded to retract when not in use.
Safety Harness
Each cabin attendant seat has a seat belt and a shoulder harness with a
center buckle.
The shoulder harness is pulled in automatically on inertia reels when not in
use.
Stowage Container
A stowage container with a latch door is located below the seatpan.
Description
A slide deployment can be initiated whenever the door is opened in the
emergency configuration.
When the slide is armed it can be checked on a red indicator, located
on the button of the slide decorative cover.
As soon as the door handle is lifted the door opens and the escape slide
is ejected from its container and the inflation system is activated.
The deployment and inflation sequence is automatically initiated when
the cabin door is opened.
Description ( Continue )
The slide deploys into its final usable position within 3 seconds.
The escape slide is connected to the cabin floor by a girt extension
which is attached to the girt bar at the door sill.
Should the escape slide not inflate automatically a red manual inflation
handle must be pulled.
This handle is located on the girt extension.
Description/Deployment ( Continue )
Emergency Lights
Emergency lights are installed in the cabin and on the exterior fuselage
for overwing emergency exits.
The cabin emergency lights are lamps located on the cabin ceiling
panels.
In order to provide sufficient lighting of the aisle, exits and emergency
exits, lights are installed on the left aisle seats and near the passenger
doors and wing exits.
The exterior emergency lights come on automatically whenever the
escape slide is deployed.
The lights are supplied from the cabin emergency power supply units.
Component Location
Emergency lights in the cabin include EMERGENCY EXIT signs, Ceiling
EMERGENCY lights, ESCAPE PATH lighting,
The emergency lights are supplied by several Emergency Power Supply
Units (EPSUs).
Housed in the fuselage, there are 4 exterior emergency lights.
These lights are automatically activated when an overwing emergency
exit door is opened in the armed configuration.
The lights come on all along the escape route leading to the aft wing
slide.
Each escape slide has integrated lighting strips.
EPSU ( Continue )
The EPSUs also monitor the correct voltage of the AC and DC buses.
The EPSUs convert 28V DC into 6V DC to operate their associated lights.
An internal 6V DC battery in each EPSU is charged continuously when the
ESS SHED BUS is energized and the system is not activated.
OFF Position
With the EMER EXIT LT switch and the EMER pushbutton switch on the FAP
in the OFF positions, all lights and signs are off and the battery in each
power supply unit is on charge.
The EMER EXIT LT OFF annunciator lights come on.
NOTE: Note: The EXIT signs and the emergency escape hatch-handle
lights come on with EMER EXIT LT switch OFF, when the NO SMOKING
switch is in the ON position or in AUTO position with landing gear
extended,
ON Position
In the ON position the emergency lighting system comes on, as if the
EMERgency P/B on the Flight Attendant Panel (FAP) was pushed.
The cabin emergency lights, the exit signs, the escape hatch-handle
lights and the seat mounted lights come on.
The 28V DC/6V DC converters of the EPSUs supply these loads as long as
the 28V DC ESS SHED BUS is available. If the 28V DC SHED ESS BUS voltage
falls below 16V, the EPSUs internal batteries continue to supply the loads
for at least 10 minutes. The batteries are no longer charged.
Test
Each EPSU has a test circuit which tests the condition of the battery unit,
the logic unit and the related loads.
If a fault is detected it is reported to CIDS.
An EPSU SYStem TEST can be triggered from MCDU or CFDS Emulation on
FAP.
The EPSU BATtery CAPacity TEST can only be triggered from MCDU.
The duration of this test is around 3 hours.
An individual test on each EPSU must be carried out when the tests
through MCDU or CFDS Emulation on FAP fail. This isolated test starts
when you push the TEST P/B on the EPSU
Emergency lighting inside (including floor path) and outside the aircraft
to facilitate passenger evacuation in an emergency .
Hand held torches .
Water proof torches as part of life raft equipment .
Survival beacon radio transmitters - scales . Must meet the requirements
of TS0-C91 and be positioned near an exit.
Underwater sonar device .
A crew intercommunication system . On all flights where the aircraft
carries a flight crew of more than one person
If there is a lower deck that may be occupied during taxiing or flight (but
not take-off or landing) a two way voice communication system must be
provided, also an aural emergency alarm must be fitted together with a
PA system (if one is fitted to the aircraft).
Emergency illuminated exit markings.
Public address system. For aircraft with more than 19 passengers. Must
have at least one microphone for cabin crew use (to be accessible by a
flight attendant whilst seated in any seat next to the door) at each
passenger door.
Electrical Bonding
Must be fitted to equipment to:* Protect the aircraft from lightning strikes.
Prevent the dangerous accumulation of electro static charge within
parts of the aircraft.
Minimise the risk of electric shock to personnel.
Provide a current return path for aircraft having an earth electrical
system.
Reduce interference to systems such as radios etc.
Passenger Signs
At least one no smoking sign and one seat belt fasten sign (using letters
or symbols) when illuminated to be legible to each person seated in the
passenger cabin under all probable conditions of cabin lighting.
These signs must be operable at either pilot's seat position.
Passenger Emergency Exit Markings
All Type A and Type I emergency exit handles must be self illuminated
with an initial brightness of 160 microlamberts or be well illuminated by
the emergency lighting - even in conditions of severe passenger over-
crowding. Type III emergency exit handles must be self illuminated with
an initial brightness of 160 microlamberts.
If the handles are covered the cover must be self illuminated to the same
brightness.
Power Supplies
Power supplies may be common to both normal and emergency lighting
systems but the systems themselves must be independent.
The systems must be so designed that they will take the normal g loads of
the aircraft, maintain a supply for the minimum required times under any
foreseeable conditions and not cause a hazard when operated in
emergency conditions.
Switching
The emergency lighting system must be controlled from the flight deck plus
one cabin crew station.
The flight deck control switch must have ON, OFF and ARMED. When power
is on the aircraft a warning light is on if the system is not armed.
A warning light comes on if power is interrupted with the system switched
on or armed.
There must be means to safeguard against inadvertent operation from the
armed or on positions.
Any charging equipment used for charging the emergency batteries must
preclude the possibility of battery discharge back into the system and if the
fuselage breaks in two on crash landing then not more than 25% of all the
electrically operated emergency lights should be rendered inoperative -
other than those directly damaged by the event.
Equipment
This includes all equipment on the aircraft including emergency equipment and
Inflight Entertainment (IFE) equipment.
All equipment falls under one of two categories:*
Controlled equipment. Equipment on which the safe operation of the aircraft
depends.
Uncontrolled equipment. Normally not required to be approved because failure of
which would not adversely affect the safe operation Jof the aircraft.
Equipment
Any equipment fitted to an aircraft (IFE for example) needs to meet the
requirements as laid down in British Civil Airworthiness Requirements
(BCARs) section A.
This states that any equipment fitted to the aircraft as Uncontrolled items
must be fitted by an approved organisation who submits a certificate to
the CAA that the equipment will not effect the safe operation of the
aircraft and is so installed that its failure will not endanger the aircraft or
its occupants.
In general equipment must perform its intended function under all normal
foreseeable aircraft operating conditions (temperature, vibration, g
loads etc).
System mal function warnings must be provided and the controls etc so
designed as the minimise crew errors.-
Equipment ( Continue )
Systems and their batteries must perform correctly over a period of time
to include the full duration of the longest flight at maximum regulated
voltage in the most adverse temperature conditions.
Any equipment whose functioning is required for aircraft certification
(controlled equipment) and that requires a power supply is an essential
load on the electrical supply system.
Equipment ( Continue )
The power supply system must be capable of supplying the total load
over a period of time during a combination of load requirements.
These include:
After failure of any one engine on a two engined aircraft.
After failure of any two engines on a three or more engined aircraft.
After failure of any one prime mover, power converter or energy storage
device.
When operated electrical/ electronic equipment must not interfere with
any other systems.
EU OPS 1.110 :
The operator shall not permit any person to use, a portable electronic device
on board an aircraft that could adversely affect the performance of the
aircrafts systems and equipment, and shall take all reasonable measures to
prevent such use.
Passenger oxygen system. Although this is not part of JFE, the oxygen
system is normally installed in, or connected with, the Passenger Service
Unit (PSU).
Therefore, consideration will need to be given to this system during
design and installation of the PSU's.
Fresh air vents are also usually installed as part of the PSU.
Systems now available offer an interactive capability and consist of
custom designed signal and power distribution systems.
Approval Consideration
Any installed IFE equipment should demonstrate compliance with the
aircraft certification process.
It would be required to demonstrate that the IFE system and equipment
in their correct installation should not interfere with the operation of any
aircraft system/ s, or cause any hazard to the aircraft, its systems and its
occupants, eg risk of fire, smoke, toxic fumes, electric shock and Electro-
Magnetic Interference (EMI).
Where passenger oxygen system equipment is installed (usually in the
PSUs), the relevant requirements for oxygen equipment will need to be
observed.
Electric Shock
The risk of electric shock will need to be reduced to a minimum.
Where voltages exceed 100V , the output will need to be electrically
isolated from the aircraft structure or means provided to prevent
inadvertent contact with live parts.
Where there may be a danger to personnel such as aircraft panels and
power outlets carrying voltages of above 50V AC these will need to be
marked with the voltage.
Bonding
The electrical bonding and protection against static discharge of the
installed system and equipment will need to be such as to:
a) Prevent dangerous accumulation of electrostatic charge.
b) Minimise the risk of electrical shock to personnel.
The system earthing arrangements will need to be in accordance with the
aircraft manufacturer's standard practices.
The storage arrangements provided for CDs, DVDs, tape and film
cassettes will need to be similarly considered. A restraint attachment will
need to be attached to detachable covers and panels where these are
located above the heads of passengers.
If the system includes an in-seat IFE system and/ or in-seat power supply
equipment, the modified seat will need to be re-approved.
Equipment Location
- The equipment and its controls need to be positioned such that crew
operating procedures and normal passenger movement is not impeded.
Where, for example, on small aircraft, audio entertainment could be
heard by the pilot, means will need to be provided to enable control of
the sound level.
Visual entertainment equipment will need to be positioned where it
could not be a distraction to the flight crew.
Procedures will need to be stated in the Operations Manual to the effect
that screens and other deployable items of equipment will need to be
stowed during taxiing, take-off, landing and any emergency flight
conditions.
Cabin Depressurisation
No arcing will occur within the equipment when it is subjected to an
atmospheric pressure equivalent to the maximum operating altitude of
the aircraft.
Means would have to be provided to disconnect automatically the
electrical supply to equipment when the cabin pressure reduces.
Antennas
In the event of a breakage there will be no adverse effects to aircraft
systems and no danger to the aircraft.
The effects of a lightning strike on the antenna will have to be considered
to ensure that Essential Services will not be disrupted by electrical
transients conducted into the aircraft via the antenna lead.
Antennas for entertainment systems may not be located where an
unacceptable reduction in performance of a mandatory radio system
would result.
Where an IFE system is available for the flight crew, the operation of the
IFE system should not interfere with, or adversely affect the flight crew's
ability to operate the aircraft and systems.
The following features may be considered as an acceptable means of
compliance:
a) Exclude access by the flight crew at their work stations to any form of
visual entertainment equipment.
b) Automatic muting of the entertainment system when any cockpit aural
caution or warning is sounded.
c) Automatic muting of any entertainment system when an R/T
transmission or reception is in progress
d) Readily available controls such that the volume of the entertainment
system can be adjusted easily.
Fluid Exposure
Where the equipment is mounted in such a position where contamination by fluid
is possible (catering, cleaning agents etc), it will need to be established that fluid
spillage does not cause the equipment to become hazardous.
Installation Design
Where a system includes in-seat equipment, care should be taken to position wire
harnesses and electronic units to minimise induced damage (children playing,
wear and tear, passenger vandalism, contact with baggage, vibration damage,
maintenance, seat changing etc).
The quality of the protection (eg insulation, guards and covers) will need to be
robust enough to withstand this damage.
All sharp edges in close proximity to wiring will need to be eliminated.
Operational Procedures
The crew of the aircraft need to be conversant with the operation of the
system.
Procedures detailing the means by which the IFE system can be shut
down and/or electrically isolated will need to be specified in the
Operations Manual.
Crew Information - Procedures will need to be established and stated
clearly on how to control the operation of passenger services and IFE
systems.
Permitted Use
Take-off, landing and en-route restrictions (stowage, use etc) will need to
be defined and stated.
Instructions will need to be provided where passenger's carry-on
equipment PED) is to be connected to passenger services or
entertainment systems (eg On-Seat Power Supplies).
Maintenance
Maintenance checks will need to be scheduled where system
degradation may be a source of hazard, especially hazards such as
explosion, fire, fumes and smoke.
General procedural instructions for system testing should be provided.
Maintenance procedures will need to be specified and observed, eg
inspection of system wiring (especially systems including in-seat
equipment wiring which is vulnerable to damage induced by passengers
and cabin configuration changes), system equipment checks, battery
checks, fixtures and fittings.
Equipment Considerations
Passenger Address Systems
Means will have to be provided to automatically over-ride audio and
video equipment systems when the cabin address system is being used
for announcements. (CAA Specification 15 paragraph 5 refers).
Pre-Recorded Announcements
A Pre-recorded Announcement and Boarding Music Reproducer may
play prerecorded announcements to the passengers through the aircraft
Passenger Address (PA) system.
This may be capable of reproducing automatic emergency
announcements and also be capable of reproducing recorded music
through the Public Address system as boarding music.
Information (including announcement messages, related address codes,
cue signals and music programmes) may be recorded on a memory unit,
eg solid state, tape or compact disc.
Presentation
The Passenger Visual Information System (PVIS), provides continuously
updated flight and destination information to the passengers on the
video Display Units (DUs).
Information is given to the passengers either in text form or/and in
multicolored maps. Several modes can be selected:
- MAP mode: Map display,
- INFO mode: Flight information pages,
- LOGO mode: Logo display,
- AUTO mode: Automatic cycling of the modes.
DIU (Continue )
The DIU processes all the information and selects the appropriate maps
and points of interest stored in its memory.
The DIU is also connected to other systems:
- the Air Traffic and Information Management System (ATIMS),
- the cabin management system.
The DIU is supplied with 28V DC and powered via the Video Control
Center (VCC) master switch.
The remote control unit front plate has four P/BSWs and a Liquid Crystal
Display (LCD) character control screen.
NOTE: The DIU brings digital data stored in its internal memory (CD-ROM).
ADIRS
The Air Data/Inertial Reference Unit (ADIRU) 2 is connected to the DIU
through ARINC 429 data buses which provides the actual air data and
inertial reference data.
FMGs
The Flight Management and Guidance Computer (FMGC) 2 is
connected to the DIU through ARINC 429 data bus, destination, flight
time, Estimated arrival time .
CFDS
The Centralized Fault Display Interface Unit (CFDIU) is for fault messages.
ATIMS
The Air Traffic Service Unit (ATSU) is connected to the DIU through an
ARINC 429 for connecting gate, arrival information, messages and other
data to be up-linked from ground stations.
The cabin management system provides a direct contact for the cabin
crew with the ground via the Air Traffic Service Unit (ATSU).
The cabin management system controls and monitors the Passenger
Visual Information System (PVIS) via the Digital Interface Unit (DIU).
The attendants use the system to send and receive real time data on for
example passenger and security information, maintenance reports.
Test
The cabin management system has a BITE.
The test is done when the system is powered-up.
Software ( Continue )
2) Data Link Application
The data link applications include only Airline Operational Control (AOC)
The AOC applications are dedicated to data communication services
between the aircraft and the airline facility.
Note : The AOC software includes the triggers for OOOI movement
messages
O = Out of gate , O= Off take off , O = On on ground , I = In gate .
AFS/ATIMS Interface
The Air Traffic Service Unit (ATSU) is interfaced with the Flight
Management and Guidance Computers (FMGCs) and the MCDUs for
Automatic Flight System (AFS).
FMGC
The ATSU sends and receives data to both FMGCs
The ATSU/FMGCs interface is used for:
- Operational data: origin/destination airport, flight number, fuel on
board,
MCDU
The ATSU/MCDUs interface is used for:
- the AOC application to select the AOC mode, parameter entry
(captain name, fuel units...), display of AOC specific information (AOC
received messages, scratchpad messages...), and print command,
- air-ground communication functions is used to show the router specific
information, crew requests for router modes of operation and parameter
entry, print command.
There are 3 configurations for the skin air inlet and outlet valves:
Open circuit: both valves open (on ground only),
Closed circuit: both valves closed (in flight or low outside air temperature
on ground below 4 C ). The air is cooled in the skin heater exchanger.
Intermediate circuit: inlet closed, outlet partially open (smoke removal in
flight or high ambient temperature ).
Note :The small flap (Auxiliary flap ) is opened in flight or on ground with
takeoff power selected, when the skin temperature is above 34C
(93,2F).and closes below 27C (80,6F).
VENTILATION PANEL
BLOWER and EXTRACT switches in the AUTO position (lights out), the
avionics ventilation system is fully automatic and requires no pilot input.
SMOKE DETECTOR
The smoke detector signals smoke to the controller, to both VENTILATION
P/Bs and to the GEN 1 LINE P/B. The smoke detected is used for smoke
warning.
SAFETY PRECAUTIONS
When you work on A/C, make sure you obey all the Aircraft
Maintenance Manual (AMM) procedures. This will prevent injury to
personnel and/or damage to the A/C.
Do not use force to turn the manual handles of the valves. There are
shear pins in the handles.
Do not use your fingers to operate the deactivation switches. If the
system is energized, the valves could move.
Cargo Ventilation :
The forward and aft cargo compartments ventilation consist of
Ventilation Controller ( one for each cargo compartment )
Inlet and Outlet Isolation valves ( one set for each cargo compartment )
Extraction Fan (one for each cargo compartment
Control Panel .
Cargo Ventilation
For each ventilated cargo compartment there is an ISOLATION VALVE
P/B switch that controls the isolation valves.
In the auto position the cargo VC will automatically open and close the
isolation valves.
In case of cargo smoke detected, the cargo ventilation controller will
automatically close the related isolation valves.
Cargo Heating
The Cargo heating consist of
Forward and Aft Cargo Heating Controllers
Cargo Heat Control Panel
Forward and Aft air trim valves
For the heating of the cargo compartment, the pilots select the desired
compartment temp and hot bleed air is mixed with the air coming from
the main cabin to increase the temperature if necessary.
The supply of hot air is controlled by the Cargo Heating Controller.
Note that there is NO direct air conditioning supply to the cargo
compartments. The pilots cannot add "cold" air to the compartments.
CONTROL PANELS
The forward cargo trim air system is fed from the cabin hot air valve but
the HOT AIR P/B switch controls the aft cargo compartment hot air valve.
SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the AMM
procedures. This will prevent injury to personnel and/or damage to the
aircraft.
When you are in contact with harmful products, use protective clothing,
rubber gloves and goggles.
Do not touch a component until it is sufficiently cool to prevent burns.