Seats manufactured to meet Dynamic test criteria have additional requirements or restrictions. The following is a look at the rule and details on what is required, though each FAA Flight Standard District Office or Aircraft Certification Office may have slight variations or interpretation. What if there is no TSO tag on the seat? In addition to meeting the requirements of paragraph (a) of this section, seat cushions, except those on the flight crew member seats, must meet the test requirements of Part II of the appendix F of this Part, or other equivalent methods, regardless of the passenger capacity of the airplane. Any changes to the seat, including upholstery, will affect the aircraft’s certification. Part 25 aircraft – radiant panel testing, d. 25.856(a) thermal/acoustic insulation materials testing, e. Thermal acoustic insulation materials summary, f. Radial panel thermal acoustic insulation testing FAQ. Skandia’s systems, equipment, engineering test planning and processes were analyzed in an extensive on-site review. Have to be tested even though I had the test done on the dress cover material? Skandia, headquartered in Davis Junction, Illinois, is a leading provider of highly engineered seating foam, foam fabrication, flammability testing … Keep current on industry changes, new products and promotions. Skandia INC 500 N Highway 251 Davis Junction IL 102 Phone: 15.393.460 info@skandia.com 1 OSU Heat Release and Smoe Emission Flammability Testing & Certification FAA Form 8110-3 may only be issued aircraft specific for U.S. registered or U.S. state of design aircraft using 14 CFR regulations only Step 2: Test Data Step 1: General Information Please enter all the general … From Part 91 – General Operating and Flight Rules, §91.613 Materials for Compartment Interiors. c. How do I perform re-upholstery and show FAA-compliance? To reach passing criteria, should any of the initial three specimens fail; a minimum of seven additional specimens may be tested. (horizontal), (b) Test Procedures–(2) Specimen configuration. Your privacy is … The detailed FAQ questions that follow apply to both 23.856 and 25.856(a). a. Capabilities include oil burner, vertical burn, horizontal burn, 45 degree burn, 60 degree burn, and aircraft blanket fire testing. Except for small parts and electrical wire and cable insulation, materials must be tested either as section cut from a fabricated part as installed in the airplane or as a specimen simulating a cut section, such as a specimen cut from a flat sheet of the material or a model of the fabricated part. have to be tested in the “as installed state” which includes substrate, foams, glues, dress cover material, etc. This requirement does not apply to “small parts,” as defined in Part I of Appendix F Part 25. What if I have the same material combinations but in different thicknesses, do I have to test them all? Skandia Inc. announces that it has completed the across-the-board implementation of the FAA’s new Policy Statement PS-ANM-25.853-01, also known as “Flammability Testing of Interior Materials.” “The new policy statement allows the streamlining of testing for various material types,” explains Judy Johnson, FAA DAR/DER and Skandia’s flammability manager. Skandia does not approve production. (60-second burn), (ii) Floor covering, textiles (including draperies and upholstery), seat cushions, padding, decorative and non-decorative coated fabrics, leather, trays and galley furnishings, electrical conduit, air ducting, joint and edge covering, liners of Class B and E cargo or baggage compartments, floor panels of Class B, C, D or E cargo or baggage compartments, cargo covers and transparencies, molded and thermo-formed parts, air ducting joints, and trim strips (decorative and chafing), that are constructed of materials not covered in subparagraph (iv) below, must be self-extinguishing when tested vertically in accordance with the applicable portions of Part I of this appendix or other approved equivalent means. It was developed for what was considered large volumes of foam. “The ISO 17025:2005 certification is not something that is easily earned. Any part 25 aircraft certified after 6/16/88 requires either 16g seats that meet TSO-C127a or seats meeting 14 CFR 25.562 that are TC to the aircraft. b. “The accreditation does not only include our processes, but it includes the training and testing procedures for our flammability testing technicians. “The A2LA certification follows the ISO 17025:2005 standard that’s been agreed upon by regulators for setting the highest levels of testing competence within the laboratory,” he said. Test specimens of thick foam parts, such as seat cushions, must be ½-inch in thickness. Skandia’s flammability testing laboratory has earned ISO 17025 accreditation through American Association for Laboratory Accreditation (A2LA) designation. Except as provided in paragraph (e) of this section, the following interior compartments of airplanes with passenger capacities of 20 or more must also meet the test requirements of parts IV and V of appendix F of this part, or other approved equivalent method, in addition to the flammability requirements prescribed in paragraph (a) of this section: Interior ceiling and wall panels, other than lighting lenses and windows; Partitions, other than transparent panels needed to enhance cabin safety; Galley structure, including exposed surfaces of stowed carts and standard containers and the cavity of walls that are exposed when a full complement of such carts or containers is not carried; and. All materials going into an aircraft interior must be tested in the “as installed state.”. Our customers know that every test is performed to the same standards so the results are reliable under any circumstance. For transport category airplanes type certificated after January 1, 1958: From Part 121 – Operating Requirements: Domestic, Flag and Supplemental Operations §121.312 Materials for Compartment Interiors: The FAA extended, by 24 months, the date for operators to comply with the fire penetration resistance requirements of thermal/acoustic insulation used in transport category airplanes manufactured after September 2, 2007. “As our business continues to grow it will ensure our customer base is confident that we meet the … Rapid turnaround times result from our in-house staff of DERs and DARs with the authority to perform conformity inspections and issue 8110-3 flammability certification 14 CFR 25.853 (a) • 45 Degree Panel Testing Aircraft do not have to be retrofitted. Large cabinets and cabin stowage compartments, other than underseat stowage compartments for stowing small items such as magazines and maps. Each type of tape requires qualification on each material on which it is used. The global company works in aircraft cabin component testing, development, production … Electrical wire and cable specimens must be the same size as used in the airplane. Skandia’s flammability engineering, testing and certification department has two newly appointed Designated Engineering Representatives (DERs). Room Burn Apparatus: Flammability tests for wall panels, wall coverings, foam plastics, and an assortment of other materials and configurations. No, only new materials being installed after September 2, 2005 have to meet this requirement. Any changes can affect the certification. Composite panel burn testing and why it is required. Per 14 CFR Appendix F Part 1(b)(2) “Except as noted below, the specimen thickness must be no thicker than the minimum thickness to be qualified for use in the airplane. “Our customers are relying on us to provide not only the best testing and certification services, but also to deliver the results in a very timely manner. These seats would have been manufactured to either TSO C127A or 14 CFR 25.562. Does existing material have to be replaced? These seats can be re-upholstered without interaction of the TSO holder or aircraft manufacturer. Any fiberglass insulation, bagged or not, tapes used to assemble or repair insulation bags, skin damping materials, hook and loop (Velcro) used in the assembly and installation of insulation, sound blankets, or any other materials in the fuselage for thermal/acoustic insulation. i. There are some solutions such as using a fireblocker, but industry does not want the cost of adding fireblocker. e. So footrests and headrests have to meet 14 CFR 25.853(c) even if they have no foam or a very small amount? Skandia, Inc. tests combinations of materials to show compliance to 14 CFR 25.853(c). This one accreditation ensures that we can meet their needs.”, “I’m exceptionally proud of this achievement by our entire team,” Vardell said. This would include the cabinet structure, along with decorative finish as installed in the aircraft. Skandia has added to its flammability engineering and lab testing approval, granted by Airbus in 2015, with the authorization to engineer and burn cabin materials to test for heat release, smoke density and toxicity. In addition to the flammability engineering and lab testing approval given by Airbus to Skandia in 2015, the lab is now authorized to engineer and burn aircraft cabin materials to test to heat release, smoke density and toxicity standards. How do I know if a seat is dynamically certified? Seat armrests, base shrouds, wraparounds, etc. For further clarification, please see FAA Policy Statement PS-ANM-25.853-01. If there are any other components, the assembly would have to be burned to 14 CFR 25.853 (c). “When our customers see the A2LA logo on our documents they will have every confidence that the testing they receive from Skandia is done at the highest level of detail and will meet any regulation they require.”. Three specimen of each are required. As of December 2, 2011, the FAA added the requirement for Part 23 aircraft thermal/acoustic materials to meet the radiant panel test requirements. This testing would have to include the cabinet structure, materials being added, glues used to attach, any finish material such as stains, paints, clear coat, etc. The major difference between the Part 23 14 CFR 23.856 and 14 CFR 25.856(a) is that “Part 23” 23.856 only applies to newly type certificated aircraft which the type design includes Part 23 amendment 23-62. “Our flammability testing and certification services are an integral segment of Skandia’s business,” said Gary Palmer, president at Skandia. Specimen size is 12.5” x 23” for flexible materials; 11.5” x 23” for rigid materials and 4” x 12” for hook and loop fasteners. Think of it as a vertical burn test in a toaster oven. Skandia currently performs about 70 percent of all aviation flammability testing in the world, with its main focus on the business aviation market. In addition, the average of all of the specimens, including the original failed specimen, must meet the pass/fail criteria as called out in AC25.856-1. Seat armrest, base shrouds, back shell, etc. This information is for guidance only and any specific questions should be directed to your local FAA FSDO or ACO office. Flame is applied for 15 seconds down on the sample which is under a radiant heat source. Older Part 23 aircraft are not affected by this new rule. Drippings from the test specimen may not continue to flame for more than an average of 5 seconds after failing. Skandia has developed a procedure to show compliance to the required regulations for “dress cover only” change. 14 CFR 25.562 became effective May 17, 1988 (Amendment 25-64) requiring dynamic testing of seats. Part 25 aircraft – radiant panel testing; c. Radiant panel testing summary; d. … i. TSO-C127a was created by the addition of 14 CFR 25.562 in amendment 25-64. Waste Containment Testing. Our in-house staff of 5 DERs and 3 DARs have more than 120 years of combined experience … March 15, 2013, Davis Junction, Il. Part I – Test Criteria and Procedures for Showing Compliance with §25.853, or §25.855 (a) Material test criteria – (1) Interior compartments occupied by crew or passengers. www.fire.tc.faa.gov/pdf/handbook/00-12_ch24new.pdf. a. 14 CFR 25.853 (a) b. Some FSDO will let you fabricate surrogate panels to replicate the substrate panel or foam, some will not. As our business continues to grow it will ensure our customer base is confident that we meet the highest levels of flammability testing standards,” Triplett said. DER’s must follow order 8110.113 when issuing an 8110-3. This action was necessary to allow airframe manufacturers enough time, after getting an acceptable certification test facility, to select and certificate appropriate installations. Skandia INC 5000 N Highway 251 Davis Junction IL 61020 Phone: 815.393.4600 info@skandia.com 1 Seat Fireblocing Checlist Flammability Testing & Certification Step 1: General Information Please enter all the general information and aircraft fields below. You will have to get guidance from your FSDO. For Part 25 aircraft at Amendment 25-66 (9/26/1988), aircraft must meet the requirement of Part V for Smoke Density. An FAA Form 8110-3 can be issued for aircraft specific for U.S. registered or U.S. State of Design aircraft when a burn test is in support of an FAA project or in support of a major repair or alteration. All 16g aircraft seats are certified for use in aircraft as a complete upholstered seat. Some FSDO will let you fabricate surrogate panels to replicate the substrate panel or foam, some will not. Vardell also explained that Skandia’s A2LA certification qualifies the company to administer 12 different flammability tests for its customers, including: “That is why the wide scope of this particular accreditation is so important to us,” Triplett added. Skandia Inc. Receives Transport Canada… June 2020. 14 CFR 25.853(c) is for the seat cushions (backrest, bottom cushion, footrest, and headrest). Materials (including finishes or decorative surfaces applied to the materials) must meet the applicable test criteria prescribed in part I of appendix F of this Part, or other approved equivalent methods, regardless of the passenger capacity of the airplane. Part 91 Aircraft only require 14 CFR 25.853 (c) if they have 16g seats. Hook and loop specimens are tested as mated components. In addition to the flammability engineering and lab testing approval given to Skandia in 2015, Skandia now has authorization to engineer and burn aircraft cabin materials to test to heat release, smoke … If neither is willing to provide guidance, then the FAA Advisory Circular 21-25A “Approval of Modified Seating Systems Initially Approved under a Technical Standard Order” would need to be followed. 5. 60-second Vertical Test. Any changes to these articles constitutes a modification that must be approved by the FAA, regardless of whether the original article had a TSO approval or was approved as part of the aircraft type design. Mackenzie Kacvinsky, flammability department manager, and Jennifer Asbury, flammability supervisor, were awarded DER status by the FAA. Skandia, Inc. vice president Jarod Triplett announces that the company’s advanced flammability testing laboratory has earned the prestigious ISO 17025 accreditation through American Association for Laboratory Accreditation (A2LA) designation. Additional reference materials are Advisory Circulars AC 25.853-1, AC 21-25A, AC 23-2 and Aircraft Materials Fire Test Handbook DOT/FAA/AR-00/12. If you have a TSO seat and desire to follow AC 21-25A, Skandia can provide guidance. Thermal/acoustic materials may have to meet additional testing requirements dependent on what they are attached to. It is the modifier’s responsibility to ensure that the modified article is approved by the FAA. The average burn length may not exceed 8 inches, and the average flame time after removal of the flame source may not exceed 15 seconds. Flammability Certification of Dynamic Certified Seats, 8. Even minor changes, such as changing the leather color, are considered a modification to the seat and its certification. Vardell also explained that Skandia’s A2LA certification qualifies the company to administer 12 different flammability tests for its customers, including: Horizontal Burn Test (2.5″/min burn rate) Horizontal Burn Test (4.0″/min burn rate) 12-second Vertical Test. It is the modifier’s responsibility to ensure that the modified article is approved by the FAA. The local FAA Engineering or Flight Standards District Office should be contacted regarding approval of the modified article and the basis for the approval.”, Aircraft seats are either manufactured and approved by technical standard order (TSO) or type certificate (TC) of aircraft (please check seat data tag). “ISO 17025:2005 is specifically created for laboratories conducting testing and calibrations. Radiant Panel Testing for Thermal/Acoustic Insulation, 7. Products tested include seat cushions, interior ceiling and wall panels, floor coverings, various textiles, padding, cargo covers, clear plastic windows and signs, parts … Flammability testing will always be required when changing materials, but this is not the only requirement. For more than 30-years Skandia has been an industry leader in seating and interior component design and fabrication, as well as providing advanced flammability testing services to the major aircraft manufacturers, repair and overhaul centers and air carriers around the world. For each compartment occupied by the crew or passengers, the following apply: Seats are manufactured to the Aircraft Type Certificate (TC), Supplemental Type Certificate (STC) or a Technical Standard Order (TSO). As of September 2, 2005, the new FAA standard for Thermal/Acoustic materials used in Transport Category Airplanes went into effect per www.fire.tc.faa.gov/pdf/handbook/00-12_ch24new.pdf. k. What has to be tested if we are just changing the finish? Full-time personnel include: experienced project coordinators, lab personnel, staff DERs and DARs with the authority to perform in-house conformity inspections and issue FAA-approval for a broad range of tests. Part 23 aircraft – radiant panel testing, b. Aug. 22, 2013, Davis Junction, Il. Flammability certification is performed quickly and efficiently. Heat Release and Smoke Density Requirements FAQs. Skandia now has five full-time DERs on staff. Flammability testing services to determine the resistance of materials to flame. “We have so many customers around the world and they each require specific testing requirements. No, an FAA form 8110-3 can only be issued aircraft specific for U.S. registered or U.S. State of Design aircraft. No, you will need to test the completed build-up in the “as installed state” which would include all materials that make up the headliner panel such as the dress cover, foam, glue and substrate material that makes up the headliner. Single element vertical burn tests do not meet all of the requirements for installing materials in aircraft or on aircraft seating. h. What if I cannot provide the substrate and the fsdo/aco won’t let me use a surrogate? This requirement does not apply to “small parts” as defined in 14 CFR 23.853 (d)(3)(v).” [Amdt 23-62, 76 FR 75759, December 2, 2011]. Skandia Announces New Improved Damping Product Line: AeroDamp Advanced. Upholstery and foam build-ups cannot deviate from the original configuration without an approval process, typically controlled by the TSO holder or aircraft manufacturer. Oil Burn Test. a. - Skandia, Inc., announced today that it has completed the across-the-board implementation of the FAA’s new Policy Statement: PS-ANM-25.853-01, also known as “Flammability Testing of Interior Materials.” f. Do armrests, base shrouds, back shells, etc. “Airbus is a company that demandsRead More What is a 16g seat and which aircraft have them? also require flammability testing which Skandia can also perform. As our business continues to grow it will ensure our … Intermediate Scale Calorimeter (ICAL): Testing to ASTM E1623, to determine … Specimen sizes are 4” x 12”. Per the Advisory Circular, under certain conditions, we are given the latitude to apply the burner flame for 30 seconds or 60 seconds. Skandia is the global leader in providing aviation flammability engineering & testing services. On October 17, 1997, the FAA issued Memorandum 97-112-39 “Guidance for Flammability Testing of Seat/Console Installations.” This document provide guidance as to when Heat Release and Smoke Density testing is required for aircraft seating, with capacity of 20 or more passengers. FAA New Policy Statement PS-ANM-25.853-01-R2 “Flammability Testing of Interior Materials”: This policy statement gives guidance on aircraft interior materials for how to qualify and what testing is required. You may want to contact your FAA FSDO (Flight Standards District Office) or FAA ACO (Aircraft Certification Office) for additional guidance. Those that won’t may require samples to be cut from the part to be tested. Davis Junction, IL – Skandia, Inc., Vice President, Jarod Triplett announced today that the company’s advanced flammability testing laboratory has earned the prestigious ISO 17025:2005 accreditation through American Association for Laboratory Accreditation (A2LA) designation. Turn to Skandia for Expert Flammability Testing and Certification. If thermal/acoustic material is glued, adhered, or attached to something that must meet the requirements 14 CFR 25.853, then it will need to be tested as a complete (composite) build-up as installed to 14 CFR 25.853(a) and (d). With the highest FAA certifications and approvals, our trusted, highly trained technicians utilize state-of-the-art equipment to satisfy all your flammability testing, engineering, conformity and certification needs. You will have to get guidance from your FSDO. Skandia is an FAA-recognized flammability testing service. The edge to which the burner flame is applied must not consist of the finished or protected edge of the specimen but must be representative of the actual cross-section of the material or part as installed in the airplane. Three specimens are required for each test. If tape is to be tested, please follow specimen fabrication of draft Advisory Circular 25.856-1 on the Fire Tech Center. Drippings from the test specimen may not continue to flame for more than an average of 3 seconds after falling. Thermal/acoustic insulation in the aircraft that cannot be accessed in-flight (entry curtains, under carpet pads do not have to meet this requirement). In the case of fabrics, both the warp and fill direction of the weave must be tested to determine the most critical flammability condition.” (This is only for Part I burns.) In this case, there may not be a TSO tag on the seat, however, the seat could be dynamic certified and you should contact the aircraft manufacturer for guidance. Skandia Capabilities . Confidence is extremely important to them.”, “There are a number of accreditation auditors/services we could have used, but we knew that A2LA is held in the highest regard by the industry,” stated Jeff Vardell, Skandia’s Quality Assurance Manager. 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