Composite Interior Components

One of the first interiors I worked in was a GII completed at Atlantic Aviation in the mid-seventies. The cabinet sub-structure was made of marine plywood, wood screws and aluminum angles. At the same time, DuPont was further developing the woven fire proof fabric known as Nomex into structural material. It did not have the integrity that DuPont was seeking, but when the panel was combined with a honey comb interior and impregnated with Phenolic resin, it became rigid and very light weight. In the early eighties, Nomex panel became the aviation industry standard for sub-structure that could be manufactured into cabinets and formed into headliners and the like.

Parallel to the development of the Nomex panel was the enhanced development of aluminum honeycomb panels. Both of these types of panels at that time were very costly, but the benefit of weight savings could not be ignored by cabinet shops and completion centers. DuPont went even further than Nomex as a fire proof material with the development of Kevlar. This petroleum based fiber was then developed for the military in the eighties when the matrix woven fabric was then impregnated with low viscosity resin it was found to be bullet proof. This material it was so low in weight and high in tensile strength, that it could not be ignored for numerous uses that include body amour, building construction and aircraft airframe manufacturing as well.

Nomex Burn Samples

Today all three of these panel materials are commonly used in the manufacture of business jet interiors. Depending on the location of application they can be used alone or combined to create complex components. Panels are now cut on Computer Numeric Controlled (CNC) Routers that allow one skin to remain intact so a five sectioned panel can be bent into a single drawer without being cut. Panels are glued together with pins, injected with epoxy and the edges are filled with structural putty.

Delrons

Once formed or built, these panels can be secured to the aircraft structure with shock mounted brackets known as isolators. These attachments are fastened to the Nomex components with inserts called Delron’s that can be secured with screws that won’t crush the composite panel.



It is good to be able to inspect cabinets and components in rough form before they are covered in wood veneer or fabric. Edges of wet units like galleys and vanities need to have the composite edge filled and sealed so water cannot penetrate the panel. Corners and edges that have been filled with putty should be inspected to insure that the fill is adequate and won’t crack loose. By giving components the once over, it will guarantee that the finish material adheres properly especially wood veneer that can delaminate once that cabin pressurizes in operation.      

Wood Veneer

The warmth and beauty of a VIP aircraft interior can be seen in the craftsmanship of the cabinets covered in exotic woods. These cabinets are covered in paper thin layers of veneer on a flame proofed, plywood backing. The veneer itself comes in two generic forms, straight gran and burl. From this point there are many species and variants referred to as figured, pommele, mottled or waterfall. This figuring can occur in many straight grain species and add significantly to the depth and beauty of the veneer. There is also man-made veneer or reconstituted veneer that has gained popularity with designers and is less expensive than some exotic species.     

 Another area where the veneer can gain its unique look is in the actual cutting of the log. In straight grain wood there are three simple ways in which the log can be cut. First is rotary, like a pencil in a sharpener, rolling the log against blade as it unravels. Next is plan sliced where the log is simply cut straight through creating arches or cathedrals in each slice. The third is quarter cut, where the log is divided into for quarter sections then sliced. This creates the most even or straight grained look. Burl however, is cut flat and then laid out in a sequence creating matched square sections that radiate.

 When designing you interior, selecting the veneer first allows the designer to match the correct tones of leather, carpet and fabric. Sometimes stains can be applied to create different tones to give a certain look or match an interiors specific color theme. Some stains and wood species over time however, can change color and fade. They can be affected by light as well, so it’s best to close your window shades when the aircraft is not being used, even when it’s parked in a hangar.

Ebony Log

When the veneer arrives in log form, it is then hand laid out in sequence to produce sheets. The best sheets can be selected for use on bulkheads and tables where passengers are looking directly at them. The larger the aircraft, the more logs may be required to give uniform coving to all the cabinets. If you have an option, it is best to work with an expert and review the sheets, then tag them for the correct application. Make sure there is enough spares should over sanding occur during the finishing as the veneer itself is .20 mills thick on average.

While your cabinets are being built, it is best to inspect them once the veneer is applied, once it is sanded and prepped for varnish. Inspect them after vanish and then a final inspection before it is installed in the aircraft. Once in operation, most cabinets can be maintained and cleaned and by using a very soft damp cloth. Do not use any cleaners or detergents that may dull, craze or cloud the varnish. Consult with your completion center on cleaning and care for long lasting, beautiful cabinetry.