Keep current on industry changes, new products and promotions. Flammability testing services to determine the resistance of materials to flame. 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. If the aircraft has 20 or more seats, then it would also have to meet 14 CFR 25.853(d) is the Heat Release. Skandia is one of the aviation industry’s most recognized and respected Flammability Testing laboratories, conducting testing in accordance with FAA, EASA and numerous other civil air … This action was necessary because current standards did not realistically address situations in which thermal/acoustic insulation materials contributed to the propagation of a fire. Open Calorimeter: Calorimeter tests in compliance with federal, state or local fire codes and requirements including testing to UL 1056 and UL 1895. All fields are required. 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. a. These standards include new flammability tests and criteria that address flame propagation and entry of an external fire into the airplane. In general, FAA-compliance can be separated into two categories: Upholstery Practices and Build-ups The upholstery/foam build-ups must be performed in accordance with approved data. Electrical wire and cable specimens must be the same size as used in the airplane. c. How do I perform re-upholstery and show FAA-compliance? This one accreditation ensures that we can meet their needs.”, “I’m exceptionally proud of this achievement by our entire team,” Vardell said. For Part 25 aircraft at Amendment 25-61 (8/20/1986), the FAA developed the following requirements for Heat Release: “(a-1) For aircraft with a passenger capacity of 20 or more, interior ceiling and wall panels (other than light lenses), partitions, and outer surface galleys, large cabinets and stowage compartments (other than underseat stowage compartments and compartments for stowing small items, such as magazines and maps) also must meet the test requirements of Part IV of Appendix F of this Part, or other approved equivalent method, in addition to the flammability requirements prescribed in paragraph (a) of this section.”. Anyone installing or changing thermal/acoustic insulation after September 2, 2005 and aircraft manufacturers building new aircraft after September 2, 2005 must comply with the regulations. 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. Skandia offers a wide range of Flammability Testing and Certification Services for all aviation needs. Seat armrest, base shrouds, back shell, etc. c. Key statement from advisory circular ac 21-25a, a. Test specimens of thick foam parts, such as seat cushions, must be ½-inch in thickness. Three specimen of each are required. a. 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. - 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.” Flammability Flammability Testing and Certification is similar to non-dynamic seats and can be performed by Skandia. As with any test method, there will be good material that for some unknown reason has a slight after flame and does not meet the pass/fail requirements. Even minor changes, such as changing the leather color, are considered a modification to the seat and its certification. 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. “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.”. Large cabinets and cabin stowage compartments, other than underseat stowage compartments for stowing small items such as magazines and maps. Skandia Test Experience – J. Boggs Jud y explained the newer seats and dress covers have very little weight, so very little weight can be lost in the tests in order to remain within the 10% weight loss allowed. Are the heat release and smoke density requirements applicable to seats? a. This information can be found either on the FAA website, www.faa.gov or on the FAA Fire Tech Center website, www.fire.tc.faa.gov. “Many aircraft owners and operators choose to alter seating systems by incorporating such features as different upholstery. TSO-C39 is for 9g seats and the TSO generally only certifies the seat frame. 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. Skandia’s in-house Flammability Testing is performed by highly trained technicians utilizing state-of-the-art equipment. h. What about having to meet 14 CFR 25.853 (a) and (d)? Skandia is the global leader in providing aviation flammability engineering & testing services. Some aircraft manufacturers include the dynamic seat approval on the aircraft Type Certificate (TC). This extension was from September 2, 2007 to September 2, 2009. What if there is no TSO tag on the seat? A test procedure has been developed to simplify the certification process for hook and loop fasteners (Velcro). Skandia Inc. Receives Transport Canada… June 2020. 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. Skandia Capabilities . k. What has to be tested if we are just changing the finish? Skandia Announces New Improved Damping Product Line: AeroDamp Advanced. Any time you are refinishing cabinetry, composite testing is required. 14 CFR 23.856 Thermal/Acoustic insulation materials states – “Thermal/acoustic materials installed in the fuselage must meet the flame propagation test requirements of part II of Appendix F to this part or other approved equivalent test requirements. This requirement does not apply to “small parts,” as defined in Part I of Appendix F Part 25. Skandia is one of the aviation industry’s most recognized and respected FAA and EASA approved Flammability Testing laboratories. 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. have to meet 14 CFR 25.853(a)(ii) or the 12-second vertical burn requirements as installed in the aircraft. 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. 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. There are some solutions such as using a fireblocker, but industry does not want the cost of adding fireblocker. Test specimens of materials that must meet the requirement of Paragraph (a)(1)(v) of Part I of this appendix must be no more than 1/8-inch in thickness. 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. DER’s must follow order 8110.113 when issuing an 8110-3. Any Part 25 Transport category aircraft certified after 1988 is required to have passenger seats that meet TSO-C127a or be Type Certificated with seats that meet SAE 8049A and 14 CFR 25.562. i. Aircraft that were built to CFR Part 25 requirements (includes commercial airliners, larger corporate aircraft, etc.). Drippings from the test specimen may not continue to flame for more than an average of 5 seconds after failing. m. Can I get an FAA 8110-3 form for this test? h. What if I cannot provide the substrate and the fsdo/aco won’t let me use a surrogate? Additional testing of seat components is required to show compliance when seat armrest, wraparound shrouds, base shrouds, etc. Skandia does not approve production. d. I thought that 14 CFR 25.853(c) “the oil burn test” took care of the flammability testing for aircraft seats? The average burn length may not exceed 6 inches and the average flame time after removal of the flame source may not exceed 15 seconds. The interiors of compartments, such as pilot compartments, galleys, lavatories, crew rest quarters, cabinets and stowage compartments, need not meet the standards of paragraph (d) of this section, provided the interiors of such compartments are isolated from the main passenger cabin by doors or equivalent means that would normally be closed during an emergency landing condition. How do I know if a seat is dynamically certified? Flammability testing would then be required for the repair. This testing requirement is the same as what has been previously required for Part 25 aircraft. Have to be tested even though I had the test done on the dress cover material? Skandia Incorporated has received notice from Airbus that their Flammability Laboratory has earned additional testing approvals as an Airbus approved flammability laboratory. It was developed for what was considered large volumes of foam. Footrests and headrests that are made up of substrate and dress cover only would have to be tested to 14 CFR 25.853(a)(ii) as a composite assembly. Those that won’t may require samples to be cut from the part to be tested. 14 CFR 25.853 (c) c. 14 CFR 25.853 (d) d. 14 CFR 25.853 (h) e. 14 CFR 25.856 (a) f. Features & benefits; g. Quality assurance; h. Flammability testing ; 5. The global company works in aircraft cabin component testing, development, production … 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. 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 … No, only new materials being installed after September 2, 2005 have to meet this requirement. 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. For further clarification, please see FAA Policy Statement PS-ANM-25.853-01. As our business continues to grow it will ensure our … “Earning this accreditation is a major accomplishment for Skandia. Except as noted below, the specimen thickness must be no thicker than the minimum thickness to be qualified for use in the airplane. 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. It should be emphasized that replacement of a component of a seat cushion system with a component of a different design constitutes a modification requiring further approval. These requirements only apply to aircraft with a capacity of 20 or more passengers. 14 CFR 25.853(c) is for the seat cushions (backrest, bottom cushion, footrest, and headrest). c. What and how is it to be complied with appendix f to part 25? In order to determine what the seat is certified to, we suggest you inspect the seat frames for TSO tags and also review the aircraft Type Certificate Data Sheet (TCDS). From this foundation, Skandia has emerged as a high quality supplier, delivering products and services in an ASAP environment. Cabinetry, bulkheads, and any large structures have to meet the requirements of 14 CFR 25.853(a)(i) 60-second vertical testing. Skandia is completing its repertoire of flammability tests with the addition of heat-release and smoke-density equipment for heat, smoke and toxicity testing capabilities. None of the additional specimens can fail either criterion. Latest News. 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). Part 23 aircraft – radiant panel testing, b. Electrical wire and cable specimens must be the same size as used in the airplane. Specimens must be mounted in a metal frame so that the two long edges and the upper edge are held securely during the vertical test prescribed in subparagraph (4) of this paragraph and the two long edges and the edge away from the flame are held securely during the horizontal test prescribed in subparagraph (5) of this paragraph. 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. The specimen must be mounted in a metal frame so that all four edges are held securely and the exposed area of the specimen is at least 8 inches during the 45-degree test prescribed in subparagraph (6) of this paragraph. These seats would have been manufactured to either TSO C127A or 14 CFR 25.562. For additional information: www.epa.gov/EPA-IMPACT/2007/January/Day-12/i338.htm. To reach passing criteria, should any of the initial three specimens fail; a minimum of seven additional specimens may be tested. Skandia is an FAA-recognized flammability testing service. “Our flammability testing and certification services are an integral segment of Skandia’s business,” said Gary Palmer, president at Skandia. Part 91 Aircraft only require 14 CFR 25.853 (c) if they have 16g seats. It is the result of a lot of hard work and dedication by the 31 members of our flammability testing team and shows the global aviation industry that Skandia adheres to the highest testing standards available.”. g. I’m just replacing the dress cover material on the headliner so can’t I just use single element vertical burn test results for that? The data tag on the seat should clarify which. a. An 8110-3 can only be issued when a burn test is in support of an FAA project or in support of a major repair or alteration. TSO-C127a was created by the addition of 14 CFR 25.562 in amendment 25-64. 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 (12-second burn), (iv) Clear plastic windows and signs, parts constructed in whole or part of elastomer materials, edge lighted instrument assemblies consisting of two or more instruments in a common housing, seat belts, shoulder harnesses, and cargo and baggage tie-down equipment, including containers, bins, pallets, etc., used in passenger or crew compartments, may not have an average burn rate greater than 2.5 inches per minute when tested horizontally in accordance with the applicable portions of this appendix. Skandia has developed a procedure to show compliance to the required regulations for “dress cover only” change. All 16g aircraft seats are certified for use in aircraft as a complete upholstered seat. Step 2: Testing & Fabrication Three specimens are required for each test. Skandia’s systems, equipment, engineering test planning and processes were analyzed in an extensive on-site review. Those that won’t may require samples to be cut from the part to be tested. k. What information is needed for testing to 14 CFR 25.856(a)? 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. 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 … “Airbus is a company that demandsRead More Our commitment to quality ensures services are performed accurately and products arrive at our customer’s dock on time, with the required documentation. 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 March 15, 2013, Davis Junction, Il. For Flammability testing that is not performed under an FAA Project (FAA Project Number) or has FAA Request for Conformity, Skandia’s Quality department will perform a company conformity inspection. It is the modifier’s responsibility to ensure that the seats comply in all aspects before re-installing the seats into the aircraft. Upholstery and foam build-ups cannot deviate from the original configuration without an approval process, typically controlled by the TSO holder or aircraft manufacturer. What if I have the same material combinations but in different thicknesses, do I have to test them all? (horizontal), (b) Test Procedures–(2) Specimen configuration. Our in-house staff of 5 DERs and 3 DARs have more than 120 years of combined experience … It is the modifier’s responsibility to ensure that the modified article is approved by the FAA. 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. These items need to comply with 14 CFR 25.853 (a) Appendix F Part I (a)(I)(ii) per the installed configuration, i.e., composite panels. Skandia’s flammability testing laboratory has earned ISO 17025 accreditation through American Association for Laboratory Accreditation (A2LA) designation. Headrests and leg rests are required to meet the requirements of 14 CFR 25.853(c) as called out in Advisory Circular AC 25.853-1. On aircraft seats that have to meet 14 CFR 25.562, flammability testing is just part of the overall process when reupholstering these seats. Per the Advisory Circular, under certain conditions, we are given the latitude to apply the burner flame for 30 seconds or 60 seconds. 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 • 60-second vertical test • Waste containment testing • Oil burn test • 45 degree angle test Skandia Flammability Laboratory Earns ISO 17025:2005 Accreditation, Horizontal Burn Test (2.5″/min burn rate), Horizontal Burn Test (4.0″/min burn rate), Thermal Acoustic Flame Propagation Testing. 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. Specimen sizes are 4” x 12”. The new rule, 14 CFR 23.856, is the same test and requirements as defined in 25.856(a) which is for flame propagation testing. Capabilities include oil burner, vertical burn, horizontal burn, 45 degree burn, 60 degree burn, and aircraft blanket fire testing. 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]. Heat Release and Smoke Density Requirements FAQs. 5. You will have to get guidance from your FSDO. Flammability Certification of Dynamic Certified Seats, 8. 14 CFR 25.562 became effective May 17, 1988 (Amendment 25-64) requiring dynamic testing of seats. You will have to get guidance from your FSDO. Hook and loop specimens are tested as mated components. Flammability certification is performed quickly and efficiently. For each compartment occupied by the crew or passengers, the following apply: 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. Contact the TSO holder or aircraft manufacturer for guidance. “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. Radiant Panel Testing for Thermal/Acoustic Insulation . 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. Headliners, window liners, and sidewalls all have to be tested to 14 CFR 25.853(a)(i) 60-second vertical test. Thermal/acoustic materials may have to meet additional testing requirements dependent on what they are attached to. to the test requirements of 14 CFR 25.853 (a)(ii), which are the 12-second vertical burn requirements. This test is more demanding than the 12- and 60-second verticals and measures both flame propagation and after flame time. Waste Containment Testing. Does existing material have to be replaced? 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. 14 CFR Part 25 Appendix F Part I and Part II, Aircraft Materials Fire Test Handbook DOT/FAA/AR-00/12, Advisory Circular AC 25.853-1 Flammability Requirements for Aircraft Seat Cushions, Advisory Circular AC 25-17A Transport Airplane Cabin Interiors, Advisory Circular AC 21-25A Approval of Modified Seating, Systems Initially Approved under a Technical Standard Order, Citation seats are covered under the aircraft TCDS (Type Certificate Data Sheet), Mustang, Model 510 (Normally Category Part 23) (see TCDS note 4), 2000EX (2000EX EASy and 2000DX are still 2000EX with additional modification packages for marketing designation), 12- and 60-Second Composite Panel Testing, Radiant Panel Testing with DER Certification, Re-qualify Existing Foam Cushions with New Dress Covers. No, an FAA form 8110-3 can only be issued aircraft specific for U.S. registered or U.S. State of Design aircraft. From Part 91 – General Operating and Flight Rules, §91.613 Materials for Compartment Interiors. For Part 25 aircraft at Amendment 25-66 (9/26/1988), aircraft must meet the requirement of Part V for Smoke Density. An authorized DER must know how the material or part will be installed on an end product and identify that use on the FAA form 8110-3. Room Burn Apparatus: Flammability tests for wall panels, wall coverings, foam plastics, and an assortment of other materials and configurations. Skandia currently performs about 70 percent of all aviation flammability testing in the world, with its main focus on the business aviation market. f. Do armrests, base shrouds, back shells, etc. “We are … Think of it as a vertical burn test in a toaster oven. Skandia is one of the aviation industry’s most recognized and respected Flammability Testing laboratories, conducting testing in accordance with FAA, EASA and numerous other civil air … Thermal/acoustic insulation material installed in the fuselage must meet the flame propagation test requirements of Part VI of Appendix F Part 25, or other approved equivalent test requirements. “Earning this accreditation is a major accomplishment for Skandia. The pre-amble of rule 25.853 exclude seats from the requirements of Part IV and Part V. However, with the invention of larger seats with integral stowage compartments and other console assemblies, the FAA has issued additional guidance. also require flammability testing which Skandia can also perform. Type of tape for paints and stains fabrication of draft Advisory Circular 25.856-1 on fire... Skandia, ” as defined in part I of Appendix F part 25 requirements ( includes airliners! 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