The previous lesson equipped the flight deck; this one walks aft through the cabin, and then out of the aeroplane entirely, into the water and the wilderness. The organising thresholds are familiar, 5,700 kg and the MOPSC seat counts, joined here by distances from shore and the difficulty of search and rescue. The passenger-handling rules that use this equipment, belts fastened, cabins secured, were the second module's; here the question is only what must be installed.
Seats, belts and the smallest passengers
Every person on board aged 24 months or more gets a seat or berth, with a seat belt on each passenger seat and restraining belts on each berth; small modern aeroplanes, at or below 5,700 kg and nine seats with a certificate issued on or after 8 April 2015, upgrade every passenger seat to a belt with upper torso restraint. Anyone younger than 24 months gets a child restraint device. The flight deck is stricter: each flight crew seat, any seat alongside a pilot's seat and each observer seat carries a belt with an upper torso restraint that automatically restrains the torso in rapid deceleration, and every such system has a single-point release; on the flight crew seats and any seat alongside a pilot, the standard form is two shoulder straps with a belt usable independently, a diagonal strap sufficing only for certain small aeroplanes. The minimum required cabin crew sit in belts with two shoulder straps usable independently of the lap belt, on seats placed near required floor-level exits, facing forward or rearward within 15 degrees of the aeroplane's axis.
The acceptable child restraints start with the supplementary loop belt, the same device the cabin-safety lesson met carrying an infant on an adult's lap, and run through devices approved for aircraft under aviation or qualifying motor-vehicle standards. The guidance also places them: an infant in a restraint device should sit in the vicinity of a floor-level exit without hindering anyone's evacuation, never in an exit row nor in the row immediately forward or aft of one, preferably at a window seat, and generally one per row segment unless a family travels together with a responsible adult beside the children.
Signs, doors and curtains
The fasten-seat-belt and no-smoking signs have a precisely drawn trigger: they are required in aeroplanes in which not all passenger seats are visible from the flight crew seats, as a means of telling passengers and cabin crew when belts must be fastened and smoking is not allowed. The door rules are five: aeroplanes with more than 19 seats have a door between cabin and flight deck, placarded crew only, lockable against passengers without flight crew permission; every door separating a passenger compartment from another compartment with emergency exits has a readily accessible opening means; any doorway or curtain on the path from any passenger seat to a required exit can be secured open, and carries a placard requiring exactly that for take-off and landing; and any door passengers can lock, a lavatory above all, can be unlocked by any crew member. The hardened security door of the larger security rules is a later module's subject.
Kits for small and large emergencies
First-aid kits scale with the cabin: one per started hundred passenger seats, from one kit up to 100 seats to six kits at 501 or more, each readily accessible and kept up to date: inspected periodically, replenished per the label and after use at the first opportunity. The guidance stocks them with dressings, instruments and simple medications, and adds equipment carried alongside rather than inside, of which one item is exam-famous: an automated external defibrillator on every aircraft required to carry at least one cabin crew member. The emergency medical kit is the doctor's bag, and its trigger is double: an MOPSC above 30, and any point on the planned route more than 60 minutes at normal cruising speed from an aerodrome with qualified medical assistance. It is dust and moisture proof, carried against unauthorised access, in the flight deck or another secure cabin location, and the commander ensures drugs are administered only by appropriately qualified persons.
First-aid oxygen is the third oxygen system of the course, and its role is the bridge from the commander lesson's tables: it serves passengers who still need oxygen after the supplemental supply calculated there is exhausted. Pressurised aeroplanes above 25,000 ft, on operations where a cabin crew member is required, carry undiluted oxygen for passengers who might physiologically need it after a depressurisation: enough for the remainder of the flight with the cabin between 8,000 and 15,000 ft, for at least 2 per cent of the passengers and never fewer than one person, through at least two dispensing units with a means for the cabin crew to use the supply.
Breathing through smoke
Protective breathing equipment guards the crew's eyes, nose and mouth for at least 15 minutes, and is required on all pressurised aeroplanes and on unpressurised ones above 5,700 kg or with more than 19 seats. The distribution follows the stations: oxygen-fed PBE for each flight crew member on duty, immediately usable at the station; breathing gas adjacent to each required cabin crew station; a portable set for one flight crew member when a multi-pilot crew flies without cabin crew; and one additional portable PBE adjacent to the galley or cargo hand extinguisher, or the cargo compartment entrance where the extinguisher lives inside. PBE in use must not block the interphone, public address or megaphone communications, and the flight crew's supply may come from the supplemental oxygen system itself.
Fire, axes and break-in lines
Hand fire extinguishers start with one fixed point: at least one in the flight crew compartment, suitable for both flammable-fluid and electrical fires, and never a dry chemical type there, whose discharge clouds vision and whose residue attacks contacts. At least one serves each galley not on the main passenger deck, and each class A or B cargo compartment, and each class E compartment accessible in flight. The passenger cabin scales by MOPSC: one extinguisher from 7 to 30 seats, two to 60, three to 200, then one more per further hundred up to eight at 601 seats or more, placed near the cabin crew station when there is one, near each end of the cabin and evenly spread when there are more.
Above 5,700 kg or nine seats the aeroplane carries at least one crash axe or crowbar in the flight deck, and above 200 seats a second one in or near the rearmost galley; those in the passenger compartment stay out of passengers' sight. If the fuselage marks break-in areas for rescue crews at all, the markings are red or yellow, outlined in white where the background demands contrast, and corner markings more than 2 m apart get intermediate 9 cm by 3 cm lines so that no gap exceeds 2 m.
Getting out and being heard
Escape means follow a single height: every passenger exit whose sill sits more than 1.83 m (6 ft) above the ground gets a means for passengers and crew to reach the ground safely, with an overwing exception where the escape route ends less than 1.83 m up with gear extended and flaps at the higher of the take-off or landing setting. A separate flight-crew exit above the same height needs its own descent assist means. The measurement is taken with the gear extended, and, for types certificated after 31 March 2000, also after the collapse or failed extension of one or more landing gear legs. Megaphones arrive at an MOPSC above 60 with at least one passenger aboard: one per passenger deck of 61 to 99 seats, two per deck at 100 or more, and always at least one on a multi-deck aeroplane over 60 seats in total, kept at the cabin crew seat when one and distributed for the evacuation directors when more.
Lights to live by
Emergency lighting begins above nine seats: a system with an independent power supply to facilitate evacuation. Above 19 seats its content is enumerated: general cabin illumination, internal lighting in floor-level exit areas, illuminated exit marking and locating signs, exterior emergency lighting at night, at overwing and assisted exits for types applied for before 1 May 1972 and at all passenger exits for later ones, and, for types certificated since the end of 1957, floor proximity escape path marking. At 19 seats or fewer the list shrinks: the first three items for aeroplanes certified on the Agency's certification specifications, general cabin illumination alone for others. And even at nine seats or fewer, night operations require a source of general cabin illumination.
Calling for rescue
Every emergency locator transmitter transmits on 121.5 MHz and 406 MHz simultaneously, and the required count reads by seats and certificate date. Above 19 seats, an aeroplane certificated after 1 July 2008 carries two ELTs, one of them automatic, or one ELT plus an aircraft localisation means; an older one carries one automatic ELT, or two of any type, or the localisation means. At 19 seats or fewer, the post-2008 aeroplane carries one automatic ELT or the localisation means, the older one any ELT or that means. The family portrait behind the word automatic: the fixed ELT(AF) rides the wreck, the automatic portable ELT(AP) detaches to be tethered to a survivor or raft, the automatic deployable ELT(AD) leaves the aircraft on impact or water sensors and floats, the distress-tracking ELT(DT) begins transmitting before the crash, and the survival ELT(S) is stowed for a survivor to activate by hand. Automatic means AF, AP or AD. The batteries have their own clock: replaced or recharged after more than 1 cumulative hour of use, and standard batteries without an airworthiness release at 50 per cent of their useful life; every ELT is registered with the agency responsible for search and rescue.
Over the water
Life-jackets come first: a life-jacket for each person on board, or an equivalent flotation device for those younger than 24 months, each fitted with electric illumination and stowed readily accessible from the seat, on landplanes flown more than 50 NM from the shore or taking off or landing where the flight path over water makes a ditching likely, and on seaplanes over water, which add a sea anchor, mooring equipment and the sound-signal equipment of the sea collision regulations. Life-rafts wait further out, at a distance from land suitable for an emergency landing greater than the lesser of two measures: 120 minutes at cruising speed or 400 NM for aeroplanes that can continue to an aerodrome with the critical engines failed anywhere en route, and 30 minutes or 100 NM for everyone else.