The Paint Certification for Airbus is also in the works and will be completed very soon. This advisory circular (AC) describes acceptable methods to test aircraft cabin interior materials when new finishes are used on existing aircraft cabin interior panels, typically performed on supplemental type certificates (STC) or major alterations. The first 747-8F Freighter … or, Do we test these materials to be “self-extinguishing” per the Appendix F procedure? This effectively defers legal requirements back to FAR 23.853. Woody Kessler Chief, Aviation Training Branch. And several more airlines have shown great interest… This FAA Paint Certification is also available for every MD80, Fokker F100 and for SAAB 340B. The certification of transport category cabin interiors requires a thorough understanding of Part 25 Transport Category aircraft cabin interior safety and crashworthiness regulations and compliance requirements. Why do all this research? 1.1.1 This standard shall contain the minimum requirements for training all fire suppression personnel engaged in firefighting operations under live fire conditions. FAA STC SR04279NY: 206L-series and 407 Wall Blanket Installation, 2. Aircraft owners invest millions of dollars into their aircraft and part of that investment is in the interior. The regulations are very specific. Or vice-versa? According to Skandia, for Part 23 non-commuter-class aircraft, they take three 3-inch by 12-inch pieces of the material to be tested, place them in a horizontal test rig only, place a flame on one end for ten seconds, remove the flame, and see if the material stops burning. STC SH12-47: Interior Wall Blanket Installation B. C-RAP01-031: Repair Design Certificate for Aircraft Seatbelts. Burn certificate available on request. Must be “self-extinguishing” or far enough from the firewall. Therefore, all FARs take precedence over Advisory Circulars. STC SA12-60: Seat back and Seat Base, 2. Aircraft Maintenance: Major vs minor alterations, part 2 Aircraft Maintenance: Major vs minor alterations, part 2 October 22, 2014 By Jeff Simon Last time, we covered the importance of determining if an alteration to an aircraft is major or minor . Flammability testing is necessary for repairs and alterations to interior materials and components if required in the aircraft certification basis and/or the operating rule. Cloth (at least cloth curtains) can be impregnated with an anti-burn something, upon which you are given a certificate. Criteria are presented herein for the design of a smoke-abated, aircraft crash and rescue, fire training facility. (d) “In addition, for commuter category airplanes, the following requirements apply:”. custom seat upholstery complete interiors. CSNP056, Aircraft Interior Material Burn Resistance Requirements, and CPTI 001, Burn Test Procedures for Interior Materials, are the prescriptive burn documents for supplier s providing aircraft interiors and stowage compartment mat erials. Anything else would be just too easy. … Most deaths in a survivable crash occur from smoke according to a recent Transport Canada study. From Planning to Testing to Certification. FAA Policy on Use of the Aircraft Materials Fire Test Handbook. All of Skandia's Flammability checklists are now online; mobile and tablet ready. The FAA does not define, nor does FAR 23 specify, the term ‘fire-retardant.’ ‘Flame-resistant,’ per FAR 1, means ‘not susceptible to combustion to the point of propagating a flame, beyond safe limits, after the ignition source is removed.’ In my (non-lawyer) opinion, the only requirement necessary in order to be able to use alternate fabrics in your aircraft is a simple logbook statement by the installer attesting to the fact that the material did not propagate a flame once the ignition source is removed. “I’m not at all surprised that the regulations say one thing while FAA enforces another. 4. FAR 23 Appendix F) does not apply. The DER said it’s an excellent question, but couldn’t answer it. Aviation being governed by entropy, it's perfectly normal to drive to the airport five times just to fly once. Note that I had initially dismissed section (f) as being applicable to my seat covers, because at first glance I assumed it referred only to items that were actually attached to the firewall, cabin side. “… Section (f) deals with materials attached to the … firewall, cabin side. How do we prove our materials are “flame resistant”? Effectively for this discussion, as Category 23, Part 91 operations, we are bound by 23.853(a), (b), (c), and (e); not (d) and (f). Since your Part 23 Type Designed aircraft is not in commuter category or in a Part 135 operation, you do not have to install ‘self-extinguishing’ materials in your interior. The regulation is probably a mistake: It is so badly written as to prevent economical refurbishment.”, Oh, well, it sounds like a religious debate anyway. The writer seemed to imply that “FAA-approved materials” would neither burnnor give off any smoke in a fire. 1.1.2 The minimum … Contaminated waste water is collected in tankage for appropriate disposal. “But which part of this is actually important? I filed an ASRS report to describe my misinterpretation, and all is well in Mudville tonight. (c) “If smoking is to be prohibited, there must be a placard so stating, and if smoking is to be allowed…”. Make sure your airplane is placarded “No Smoking” and the rest of the section will not apply (and your vacuum-driven gyros will love you for it). Well, have you ever heard of passenger and crew compartment interior materials that do not exist on the cabin side of the firewall? custom seat upholstery complete interiors We offer a wide range of aviation upholstery services, including replacing your worn-out seats and creating special custom interiors for your aircraft. If we submit to Transport or Commuter Category standards in certain seemingly innocuous areas like seat covers, we could very well find ourselves being added kicking and screaming in others. This AC applies to materials for … The author of posting, Rod Farlee, pointed out revisions to AC 43-13-1B, Paragraphs 9-60 and 9-62, which state, Paragraph 9-60: “Only materials that are flash resistant should be used in cabin interiors.”. “The regulation doesn’t use the word ‘attached.’ I think … that section (f) is debatable, at best, and at worst refers to all materials in the cabin unless one is prepared to point a flame cannon at the firewall. Important Flammability Information Regarding: ISO 17025:2017. So, now we know what we have to test to for “self-extinguishing.” However,what if those materials are far enough away from the firewall so they don’t have to be tested? Two instructors work with the individual on turret and hand line operations utilizing our Specialized Aircraft Fire Trainer. Here’s the issue: Suppose you want to refurbish the interior of your FAA-certificated light plane with new carpet and upholstery. And airliners use approved materials. Neither the writer’s original disagreement nor my rebuttal were printed in the AYA Star newsletter, and the matter might have ended right there. Just as a reminder if your aircraft is a CAR-3 and not part 23 the burn certification is very different. Under CAR-3 only the outside material is fire resistant. So I sent samples from the same batch of material to Skandia for testing afterwards. (e) “Lines, tanks, or equipment containing fuel, oil, or other flammable fluids”, Not applicable to our discussion about interior fabrics et al. All of our materials are FAA Burn Certified. Skandia Announces New Improved Damping Product Line: AeroDamp Advanced. The Smoke Emissions test measures Specific Optical Density (Ds) of emissions for both burning and non-burning conditions. As a result, it has the unintended side effect of applying ‘self-extinguishing’ to everything in the cabin. This “requirement” may very well be the case for materials you purchase from sources that guarantee FAR certification (like AirTex Products) but of course you won’t get that with the automotive-sourced products. Remember, at this point we pretty much have our standard by which to test and make the FAA happy…, Then I got to thinking about that Section (f) verbiage again: “Airplane materials located on the cabin side of the firewall…”. Burn Testing. and. At first glance, FAR 23.853 seems pretty clear: All materials in our non-commuter-category FAR 23 aircraft must use “flame-resistant” materials. I then described my interpretation: that only part (d) is clearly not applicable, and that since it’s impractical to establish at what distance from the firewall ‘ignition will not occur,’ part (f) effectively imposes the ‘self-extinguishing in accordance with Appendix F’ requirement on all interior materials back to the hat rack. However, it is interesting to note that our aircraft were certified to FAR 23 standards, yet we have unprotected high-pressure fuel and oil lines running right into the cabin. YIKES! a. AccuFleet is known world-wide as the experts in flammability testing and certification of interior cabin, cargo compartment and insulation materials. You can then test the surrogate panel with the new finish to determine the 60-second vertical burn length. I fired back that: “Per FAR 23.853a, all aircraft must use interior materials that are ‘flame-resistant’ not ‘fire-retardant’ as you specified. (And we’re worried about the flammability of our seat covers…), (f) “Airplane materials located on the cabin side of the firewall must be self-extinguishing, or be located at such a distance from the firewall, or otherwise protected, so that ignition will not occur if the firewall is subjected to a flame temperature of not less than 2,000 degrees F for 15 minutes. So, where’s the definition of “flame resistant,” and how do we prove it? This is simply not true. He didn’t know, and ran his question by their DER. The kicker is in AC 43-13-1B paragraph 9-62: “Materials used in Part 23 aircraft interiors must meet the requirements of Section 23.853, and the burn test requirements called out in Part 23, Appendix F.”. Assuming FSDO has the same interpretation as the AYA member and Light Plane Maintenance, the ‘flame-resistant’ test is all they’re likely to ask for.”, “So, if FSDO calls, your efforts to obtain the proper testing (together with an ASRS form) should serve you well. All nonmetallic seat parts must meet FAR 25.853(b). 17. Regardless of the aircraft component a manufacturer seeks to install on an aircraft, proving compliance to the relevant regulatory requirements is required. If the fabric is bought in bulk to refurbish a part 23 aircraft then the fabric must meet the part 23 burn … regulations, FAA approval process, aircraft materials, regulatory methodology used by other countries, aircraft industry internal test methods and guidelines, laboratories actively using fire test methods, and commercial manufacturers of fire test equipment. Rapid turnaround times result from our staff of DERs & DARs with authority to perform conformity inspection and issue 8110-3 flammability certification. I was surprised at the answers I received. So the next thing I did was get on the phone with one of the certified testing labs and ask them what would be required for me to legally use automotive fabrics in my Part 91, FAR 23-certified aircraft. Based on an article he read in Light Plane Maintenance (November 1998 issue), he claimed: “Any part of an airplane interior, including carpeting, headliners, seat cushioning, upholstery, soundproofing, etc., must have passed fire-retardant tests specified in FAR 23.853 and FAR 23 Appendix F, and be tagged with a 8110-3 form, with the signature of FAA witness or DER (Designated Engineering Representative). All this could have gone away if I simply sent swatches of the materials to an FAA-approved testing facility and had them tested and signed off (at a cost of about $40 per sample). This was good enough for a commercial buildings insurance and license-to-use. I love the last line of Rod Farlee’s newsgroup posting: “It’s just this kind of nonsense that leads many of us to consider homebuilt aircraft!”. However, what you will get from testing labs like Skandia is a certification and testing results sheet showing compliance with the FARs. 17. This statement is incorrect and I will personally make the correction to the AC in Change 1 which is due to go to the government printing office on November 1, 1999…”. All of our materials are FAA Burn Certified. Everyone knows Chuck Yeager flew it to establish the first record-breaking... © 2020 Aviation Publishing Group. 1.1* Scope. regulations, FAA approval process, aircraft materials, regulatory methodology used by other countries, aircraft industry internal test methods and guidelines, laboratories actively using fire test methods, and commercial manufacturers of fire test equipment. Composite panel burn testing and why it is required b. Affected operators are required to comply with these amendments af ter November 26, 1987. After reading the article, an AYA member (who shall remain nameless) took significant exception to what I’d done. Remember that the AYA member, it appears, has taken his interpretation from Light Plane Maintenance, which holds that only parts (a) and (b) are applicable. Seat fire blocking allowed manufacturers to pass the FAA certification test but the cushions burn vigorously when the fire blocking layer is consumed after minutes of exposure to a fire. The fact that the STC is … Further suppose that you have found a reputable auto upholstery shop that does great work and will reupholster your seats and cut you new carpets if you bring the stuff to them. The rule §25.853 compartment interior c. What and how is it to be complied with appendix f to part 25? (Reference AC 23-2 and AC 25.10) By blending tradition with innovation, we provide uniquely inspiring ideas and products to our customers so they can bring to life the world's most desirable aircraft interiors. Regardless of whether it is a simple modification, a specialized completion (VIP or VVI His research led him through a veritable morass of conflicting and contradictory guidance from FARs, Advisory Circulars, FAA-Designated Engineering Representatives, FAA-approved testing labs, and a National Resource Specialist from FAA Headquarters. Interior Capabilities - Recovering of all aircraft interior soft goods to include headliners, passenger service panels, bulkheads etc. The development of testing standards, and vigilant compliance with those standards, has undoubtedly saved lives and reduced passenger injuries in aircraft accidents. “Any part of an airplane interior, including carpeting, headliners, seat cushioning, upholstery, soundproofing, etc., must have passed fire-retardant tests specified in FAR 23.853 and FAR 23 Appendix F, and be tagged with a 8110-3 form, with the signature of FAA witness or DER (Designated Engineering Representative). Unfortunately, we’re missing two sets of data: “Since we can’t prove that the fabrics are far enough from the firewall, we must apply (f) to all fabrics in the cabin. Steve Willams, editor of the AYA Star, made further contact with Skandia, and came up with the following: I described the statement in Light Plane Maintenance that only parts (a) and (b) of 23.853 apply to GA aircraft. There probably was a rule here in the long past, but they deleted it and left the other sections in place. Materials used in part 23 aircraft interiors must meet the requirements of section 23.853, and the burn test requirements called out in part 23, appendix F. a. Smoke Emissions (Ds) Measuring the level of smoke given off of burning aircraft interior materials, our test engineers utilize the Marlin Engineering Smoke Density Chamber for test accuracy and validity of results. If I had obtained test results from a testing lab which uses those procedures, and these test results were acceptable, I would be in compliance with FAR 23 regulations. In addition, what about “flame resistant”? • Aircraft having a U.S. airworthiness certificate (with certain exceptions); • Foreign-registered civil aircraft used in common carriage or carriage of mail under part 121 or 135; and • Airframes, aircraft engines, propellers, appliances, and component parts of the above aircraft. At the very core of flammability compliance for aircraft interiors is regulation Section 25.853 and part 25, appendix F, part I, which details the test criteria. I wound up talking to AOPA and Jack Theden (pronounced”the-DEEN”) of Skandia Aircraft Interiors, telephone (815) 227-1611. Creating value for our customers through innovation and continuous improvement. They passed, and I got my pretty certificates that made me legal. The bad news is that, like the AIM, the ACs can be used against you if you fly in the face of them. STC SH12-45: Interior Wall Blanket Installation. degree of fire - resistance. The FAA Aircraft Certification Blog is a special page featuring short messages about new additions and updates to this website. Interior Capabilities - Recovering of all aircraft interior soft goods to include headliners, passenger service panels, bulkheads etc. Evaluates the burn resistance and weight loss characteristics of aircraft seat cushions when exposed to a high-intensity open flame. ... Dräger Interior Live Fire Training System (ILFTS) Dräger’s Interior Live Fire Training Systems can be operated with a comprehensive variety of training scenarios—residential or commercial. Our team is fully prepared to take on any project, regardless of the scope. I was concerned that we are trying to regulate our private aircraft to a higher standard, and that while certainly honorable, it could possibly be a “foot in the door” to further regulation of “bogus parts” and the like. We have our semi-official “answer.” Maybe we’ll let sleeping dogs lie…. • Aircraft having a U.S. airworthiness certificate (with certain exceptions); • Foreign-registered civil aircraft used in common carriage or carriage of mail under part 121 or 135; and • Airframes, aircraft engines, propellers, appliances, and component parts of the above aircraft. (Skandia is a certified testing lab, and can test samples that you provide for about $40 per sample.) The flammability of rubber depends on the chemical composition of … So there we were, trying to figure out why FAR 23.853(f) apparently does not apply to our aircraft. Key Words Fire Safety, Aircraft interior materials, Flammability 18. C-RAP01-031: Repair Design Certificate for Aircraft Seatbelts. 1 Review 4 ... Request the sample by color number. Aviation Safety Bureau - ASB Members Area This is a link to Aviation Safety Bureau's members area, where you can access online reference documents and other useful airworthiness information. How can we prove they’re far enough away? STC SH12-45: Interior Wall Blanket Installation. This also include s electrical material burn resistance requirements. I wasn’t complaining, mind you, just curious. Managed by a highly experienced team of FAA Designated Engineering Representatives (DERs), our full complement of burn, heat release, smoke emissions and toxicity testing services provide for comprehensive engineering, test plan preparation, testing and certification. Even better, they can also treat your materials (at additional charge) so that they will definitely pass muster, should you have any doubt. SHARE; FAUX LEATHER UPHOLSTERY MATERIAL. Since our airplanes are not commuter category, this section does not apply. If not, then why the explicit verbiage? FAR 25.853 App.F, Part II; Heat Release Measures the total heat energy as well as the rate at which heat energy is evolved from a material when burned. - Repair and refinish woodwork as required. It is not necessary to state in the aircraft's maintenance logbooks that the interior meets burn requirements of Appendix F of either Part 23 or Part 25. Save, return, and view your checklists at any time. OK, sounds easy enough. … (f) was intended to be used during certification, not in aftermarket applications, where it is impractical to establish the temperatures. All interiors are issued a burn certificate when manufactured or modified. Fortunately for all of us, the newsgroup author pursued this issue further with Mr. O’Brien. The test chamber measures the heat release properties of aircraft interior materials and is considered the pinnacle standard for heat release measurements. FAR 25.853 App.F, Part IV; Smoke Density This 4 hour training class is designed for personnel who are new or need to quickly meet 14 CFR part 139.319 (i) (3) to start work or those who missed their annual live fire training and need to be recertified. The test records the average max Heat Release Rate (HRR) during the five minute test and average total Heat Release during the first two minutes. My rationale that part (f), too, is required, probably hasn’t occurred to him. “Think of it this way: 23.853 deals solely with ‘Passenger and crew compartment interiors.’ Agreed? If materials meet the definition of “self extinguishing” are they automatically covered for “flame resistant” as well? We offer a wide range of aviation upholstery services, including replacing your worn-out seats and creating special custom interiors for your aircraft. All rights reserved. However, I was more interested in the larger question of what the FAA actually requires and its effects on Part 91 operations. However, this got me thinking: Where did I get that rule interpretation? Keep current on industry changes, new products and promotions. Two more are already in the certification process : – LAN CHILE – PHILIPPINES AIRLINES . But get both tests done anyway.”. Addresses US aviation fire fighting and rescue topics and requirements, such as airport fire trucks, ARFF training, fire communications, firefighter protection, accident scenes, airport fire fighting facilities, airport fire engine rollover, and more. Doing any maintenance on this interior including cleaning, repairing damaged areas, or redying can very well void an existing burn certificate. However, the need for this testing procedure is only called out in FAR 23.853 section (d); however, section (d) applies to ‘commuter category airplanes’ only. THE AVIATION SUPERSTORE FOR ALL YOUR AIRCRAFT & PILOT NEEDS | 877-4-SPRUCE ... Home / Covering Supplies / Interiors / Vinyl Upholstery / Faux Leather Upholstery Material. Therefore we have the de facto, approved, DER-certified FAA testing standard for FAR23.853(a) definition of “flame resistant.” Further, this implies that the FAR 23.853(f) test for “self-extinguishing” is not required for Part 91 aircraft. Provides FAA ARFF guidance for airports certificated under Part 139. A few months after all this happened, I came upon a similar discussion in the rec.aviation.owning newsgroup, dealing with the same issues. We can use any interior materials we wish, as long as they are “flame-resistant.”, AC 23-2, Section 4(b) provides guidance concerning acceptable means, but not the only means, of complying with the FAR 1 definition of “flame-resistant.” These procedures mimic FAR 23 Appendix F Section (e), the “horizontal test.”. The Smoke Emissions test measures Specific Optical Density (Ds) of emissions for both burning and non-burning conditions. In my own case, despite the fact that I had personally tested the materials to the definition as described in FAR 1, I concluded that I was illegal by installing these materials without complying with the test procedures outlined in AC 23-2, 4(b). I decided I better check into the question of legalities further. - Recovering of all cockpit and cabin seating to include required burn certification requirements. PART 23 AIRCRAFT INTERIOR. Could this mean “on the firewall” instead of “anywhere in the cabin behind the firewall”? Aircraft seats use a wide variety of nonmetallic materials in the constructions of the components that make up a complete seat. This risk can be effectively managed through compliance with this standard. Our made-to-order approach ensures each product or service is creative, cost-effective and unique. Training in Dräger aircraft fire simulators is the ideal preparation for this. The results of Rate of Heat Release (OSU) as measured from our Marlin Engineering Heat Release Chamber. What does the FAA have to say about the materials you or the shop uses? Aircraft Maintenance: Major vs minor alterations, part 2 Aircraft Maintenance: Major vs minor alterations, part 2 October 22, 2014 By Jeff Simon Last time, we covered the importance of determining if an alteration to an aircraft is major or minor . The response from Mr. O’Brien (PDF of complete text below) to Rod Farlee clarified the FAA’s position: “…you are right. This one’s an easy fix. STC SA12-60: Seat back and Seat Base, 2. From generating test plans to performing in-house conformity inspections, as well as the issuance of FAA certification, Skandia's experienced flammability experts, DERs and DARs ensure your flammability testing requirements are achieved. 23.853, 23.855 and 23.1359.” It incorporates a complex set of burn tests, using tools probably only available at FAA-approved testing facilities. Aircraft Upholstery & Textiles. … For self-extinguishing materials…, a vertifical [sic] self-extinguishing test must be conducted in accordance with Appendix F…”. In your opinion, 23.853(f) refers to all passenger and crew compartment interior materials that exist on the cabin side of the firewall. d. I thought that 14 CFR 25.853(c) “the oil burn test” took care of the flammability testing for aircraft seats? AVweb reader Greg Amy refurbished the interior of his Grumman Tiger with automotive cloth and vinyl materials, but subsequently became concerned about whether those materials were legal for use in his aircraft. We are a premiere American carpet manufacturer and provider of quality aircraft interior products / finishes. Problem is, while the FAA defines what it is, they don’t tell us how to demonstrate it. The MOC minimizes testing requirements while maintaining our strong commitment to safety. The Boeing 747-8 is a wide-body airliner developed by Boeing Commercial Airplanes, the latest and largest variant of the 747.After introducing the 747-400, Boeing considered larger 747 versions as alternatives to Airbus A3XX.The stretched 747 Advanced was launched as the 747-8 on November 14, 2005, for a market forecast of 300 aircraft. The writer hadmentioned terms like “fire-retardant” and “approved materials” and”flammable” and he mentioned the possibility of “smoke.” Trouble was,none of these terms are mentioned in the FARs he quoted. A.1.1 Live fire training of entry level and experienced fire suppression personnel are high-risk activities. Skandia is aviation’s premiere flammability testing laboratory for quality of testing and validity of results. The material for your aircraft must be ‘flame resistant.’, “You are also right regarding the Part 23 aircraft interior statement in Advisory Circular AC 43.13-1b that require all materials to meet the Appendix F burn test. I’d still like to understand the rationale. I wrote it up for the AYA Star, a newsletter published by the American Yankee Association, and it was published in the Nov/Dec ’98 issue under the title Finally! As an example, when the aircraft interior panels are required to be self-extinguishing, a surrogate panel without the new finish is tested that must show a longer, or worse, 60-second vertical bum length than the old panel. CGD-#26341: Certification for Controlled Good Program. Any time if required in the cabin behind the firewall … he also gave the... Guidance for airports certificated under part 23 the burn resistance as a aircraft interior burn certification project, regardless of scope! “ Think of it this way: 23.853 deals solely with ‘ passenger and crew compartment interiors. ’?... So, where ’ s Single Source laboratory for quality of testing and validity of results,... The works and will be completed very soon are high-risk activities, heat release measurements in. 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Maintaining our strong commitment to Safety testing meets ISO 17025:2017 standards preparation for this ter 26... Regs at all surprised that the regulations say one thing while FAA enforces another specification ) for cargo...