U.S. Department of Transportation Federal Aviation Administration Advisory Circular
Subject: FUEL TANK FLAMMABILITY
REDUCTION MEANS Date: 9/19/08 Initiated by: ANM-112 AC No. 25.981-2A
1. Purpose. This advisory circular (AC) provides information and guidance on compliance with the airworthiness standards for transport category airplanes about limiting the time a fuel tank may be flammable or mitigation of hazards from flammable fuel air mixtures within fuel tanks. This guidance is applicable to transport category airplanes for which a new, amended, or supplemental type certificate is requested, and for which Amendment 25-125 applies. It is also applicable to certain existing design approval holders and certain pending applications for new type certificates, supplemental type certificates and amended type certificates where required by §§ 26.33, 26.35, 26.37, and 26.39, contained in a subpart D to Title 14, Code of Federal Regulations (CFR) part 26, “Fuel Tank Flammability.” Guidance on compliance with the associated requirements for operators of affected airplanes that must comply with requirements in 14 CFR parts 121, 125 and 129, to incorporate flammability reduction or ignition mitigation means by specified dates, will be contained in a separate document.
2. Applicability.
a. This guidance provided in this document is for design approval applicants and holders, airplane manufacturers, modifiers, foreign regulatory authorities, and Federal Aviation Administration (FAA) transport category airplane type certification engineers and their designees.
b. This material is neither mandatory nor regulatory in nature and does not constitute a regulation. It describes acceptable means, but not the only means, for demonstrating compliance with the applicable regulations. The FAA will consider other methods of demonstrating compliance that an applicant may elect to present. While these guidelines are not mandatory, they are derived from extensive FAA and industry experience in demonstrating compliance with the relevant regulations. On the other hand, if we become aware of circumstances that convince us that following this AC would not result in compliance with the applicable regulations, we will not be bound by the terms of this AC, and we may require additional substantiation or design changes as a basis for finding compliance.
c. This material does not change, create any additional, authorize changes in, or permit deviations from, regulatory requirements.
3. Cancellation. Advisory Circular (AC) 25.981-2, Fuel Tank Flammability Minimization, dated 4/18/01, is cancelled.
4. Related Documents.
a. Federal Aviation Regulations. The applicable sections of part 25 that prescribe the design requirements for the substantiation and certification about prevention of ignition sources within the fuel tanks of transport category airplanes include:
§ 25.863 Flammable fluid fire protection.
§ 25.901 Installation.
§ 25.954 Fuel system lightning protection.
§ 25.981 Fuel tank ignition prevention.
b. Advisory Circulars (AC). You can get the following FAA ACs from the U.S.
Department of Transportation, Subsequent Distribution Office, M-30, Ardmore East Business Center, 3341 Q 75th Avenue, Landover, MD 20785, or on the internet at:
http://www.airweb.faa.gov/rgl.
(1) AC 25-8 Auxiliary Fuel System Installations.
(2) AC 20-53B Protection of Aircraft Fuel Systems Against Fuel Vapor Ignition Caused by Lightning.
(3) AC 25.981-1B Fuel Tank Ignition Source Prevention Guidelines.
(4) AC 120-27 Aircraft Weight and Balance Control.
(5) AC 26-1 Part 26, Continued Airworthiness and Safety Improvements
(6) AC 25-26 Development of Standard Wiring Practices Documentation
c. Society of Automotive Engineers (SAE) Documents. You can get the following documents from the Society of Automotive Engineers, Inc., 400 Commonwealth Drive, Warrendale, Pennsylvania, 15096.
(1) SAE AIR 5128, “Electrical Bonding of Aircraft Fuel System Plumbing Systems” (January 1997).
(2) SAE AIR 4170A, “Reticulated Po lyurethane Safety Foam Explosion Suppressant Material for Fuel Systems and Dry Bays” (November 1998).
(3) SAE AIR 1662, “Minimization of Electrostatic Hazards in Aircraft Fuel Systems” (October 1984).
d. Military Specifications (MIL).
(1) MIL-B-83054, Baffle and Inerting Ma terial, Aircraft Fuel Tank (March 1984). (Note: this reference provides an extensive list of military specifications about the use of polyurethane foam.) You can get a copy of this document from the Department of Defense, Document Automation and Production Service, Building 4/D, 700 Robbins Avenue, Philadelphia, PA 19111-5094, or on the internet at http://assist.daps.dla.mil/online/start/.
e. Other.
(1) FAA Document DOT/FAA/AR-98/26, "A Review of the Flammability Hazard of Jet A Fuel Vapor in Civil Transport Aircraft Fuel Tanks" (June 1998). (You can get a copy of this report from the National Technical Information Service (NTIS), Springfield, Virginia 22161, or at the following web site address:
http://www.fire.tc.faa.gov/pdf/ar98-26.pdf.
(2) Aviation Rulemaking Advisory Committee (ARAC), Fuel Tank Harmonization Working Group, Final Report (July 1998). You can get a copy of this report at the following web site address: http://www.regulations.gov, by inserting the associated docket number (Docket No. FAA-1998-4183) into the advanced docket search function. You can also get a copy of this report at the following web site address:
http://www.fire.tc.faa.gov/systems/fueltank/papers.stm.
(3) “Effects of Fuel Slosh and Vibration on the Flammability Hazards of Hydrocarbon Turbine Fuels Within Aircraft Fuel Tanks,” Technical Report AFAPL-TR- 70-65 (November 1970), Edwin E. Ott. Contact the Air Force Aero Propulsion Laboratory, Airforce Systems Command, Wright-Patterson Air Force Base Ohio.
(4) FAA Document DOT/FAA/AR-99/65, "Mass Loading Effects on Fuel Vapor Concentrations in an Aircraft Fuel Tank Ullage." You can get a copy of this report from the National Technical Information Service (NTIS), Springfield, Virginia 22161, or at the following web site address: http://www.fire.tc.faa.gov/pdf/tn99-65.pdf.
(5) FAA Document DOT/FAA/AR-00/19, “The Cost of Implementing Ground- Based Fuel Tank Inerting in the Commercial Fleet.” DOT/FAA/AR-00/19 (May 2000).
You can get a copy of this report from the National Technical Information Service (NTIS), Springfield, Virginia 22161, or at the following web site address:
http://www.fire.tc.faa.gov/pdf/00-19.pdf.
(6) FAA Document DOT/FAA/AR-01/6, “Inerting of a Vented Aircraft Fuel Tank Test Article with Nitrogen Enriched Air” (December 2000). You can get a copy of 3
this report from the National Technical Information Service (NTIS), Springfield, Virginia 22161, or at the following web site address: http://www.fire.tc.faa.gov/pdf/01-6.pdf.
(7) “The Effectiveness of Ullage Nitrogen-Inerting Systems against 30-mm High-Explosive Incendiary Projectiles,” China Lake Naval Weapons Center, J. Hardy Tyson and John F. Barnes, May 1991. You can get a copy of this report at the following web site address: http://www.regulations.gov, by inserting the docket number associated with this AC (FAA-2005-22997) into the advanced docket search function.
(8) FAA Document DOT/FAA/AR-TN02/79, “Limiting Oxygen Concentrations Required to Inert Jet Fuel Vapors Existing at Reduced Fuel Tank Pressures” (April 2003). You can get a copy of this report from the National Technical Information Service (NTIS), Springfield, Virginia 22161, or at the following web site address:
http://www.fire.tc.faa.gov/pdf/TN02-79.pdf.
(9) FAA Special Condition, “Boeing Model 747- 100/200B/200F/200C/SR/SP/100B/300/100B SUD/400/400D/400F Airplanes;
Flammability Reduction Means (Fuel Tank Inerting),” Docket No. NM270; Special Conditions No. 25-285-SC. You can get a copy of these special conditions at the following web site address: http://www.regulations.gov, by inserting the docket number associated with this AC (FAA-2005-22997) into the advanced docket search function.
(10) FAA Document DOT/FAA/AR-07/30, “Jet A Volatility Survey,” July 2007. A copy of this report is available through the National Technical Information Service (NTIS), Springfield, Virginia 22161, or at the following web site address:
http://www.tc.faa.gov/its/worldpac/techrpt/ar0730.pdf.
(11) FAA Document DOT/FAA/AR-05/8, “Fuel Tank Flammability Assessment Method User’s Manual” (May 2008), web site address:
http://www.fire.tc.faa.gov/systems/fueltank/FTFAM.stm
(12) FAA Document DOT/FAA/AR -04/41, “Evaluation of Fuel Tank Flammability and the FAA Inerting System on the NASA 747 SCA” (December 2004), web site address: http://www.fire.tc.faa.gov/pdf/04-41.pdf.
(13) Aviation Rulemaking Advisory Committee (ARAC), Fuel Tank Inerting Harmonization Working Group, Final Report (February 2002). You can get a copy of this report at the following web site address: http://www.regulations.gov, by inserting the associated docket number (U.S. Department of Transportation (DOT) electronic dockets, Docket No. FAA-2005-22997) into the advanced docket search function. You can also get a copy of this report, at the following web site address:
http://www.faa.gov/regulations_policies/rulemaking/committees/arac/media/ec/EC_FT_ T2.pdf
(14) FAA Order 8110.104, Responsibilities and Requirements for Implementing Part 26 Safety Initiatives, Effective Date 12/3/07, You can get FAA Orders from the 4
U.S. Department of Transportation, Subsequent Distribution Office, M-30, Ardmore East Business Center, 3341 Q 75th Avenue, Landover, MD 20785, or available on the internet at: http://www.airweb.faa.gov/rgl.
(15) FAA Memo No. ANM-08-113-001, Policy Statement on Clarification of Maximum Payload Capacity Definition in Design Approval Holder Rules, dated September 12, 2008. You can get a copy on the internet at:
http://www.airweb.faa.gov/rgl.
5. Definitions.
a. Auxiliary Fuel Tank is a tank installed to make additional fuel available for increasing the flight range of that airplane. The term “auxiliary” means that the tank is secondary to the airplane’s main fuel tanks, i.e., the functions of the main tanks are immediately available and operate without immediate supervision by the flightcrew in the event of failure or inadvertent depletion of fuel in an auxiliary tank. Auxiliary tanks are usually intended to be emptied of usable fuel during flight and have been installed in various locations including center wing structure, horizontal stabilizers, wings and cargo compartments. Therefore, auxiliary fuel tanks are “normally emptied” fuel tanks as defined below.
b. Main Fuel Tank is defined in § 25.981(b)(3)(iii) as “a fuel tank that feeds fuel directly into one or more engines and holds required fuel reserves continually throughout each flight.” The functions of the main tanks are immediately available and operate without immediate supervision by the flightcrew in the event of failure or inadvertent depletion of fuel in an auxiliary tank. Generally, main tanks are those dedicated to the feed of the engines during engine feed isolation.
c. Normally Emptied, with respect to fuel tanks, is defined in § 26.31(b) as “a fuel tank other than a Main Fuel Tank.” Main Fuel Tank is defined in § 25.981(b), and expanded above.
d. Bulk Average Fuel Temperature is defined in paragraph N25.2(a) of appendix N to part 25 as “the average fuel temperature within the fuel tank, or different sections of the tank if the tank is subdivided by baffles or compartments.”
e. Center Wing Tank (CWT) is a fuel tank located partially or entirely in the center of an airplane's wing box.
f. Design Approval Holder (DAH) is defined in AC 26-1 as the holder of any design approval, including type certificate, amended type certificate, supplemental type certificate, amended supplemental type certificate, parts manufacturer approval, Technical Standard Order (TSO) authorization, letter of TSO design approval, and field approvals. The definition in AC 26-1 adds that in particular contexts, the term DAH may also refer to applicants for design approvals. In the context of this AC, the term DAH applies to applicants for new design approvals and for changes to existing designs, and it 5
applies to holders of design approvals and applicants for design approvals affected by part 26, subpart D.
g. Flammable, with respect to a fluid or gas, means susceptible to igniting readily or to exploding (14 CFR part 1, Definitions). A non-flammable ullage is one where the fuel-air vapor is too lean or too rich to burn or is inert as defined below. As defined in paragraph N25.2(c) of appendix N to part 25, “a fuel tank that is not inert is considered flammable when the bulk average fuel temperature within the tank is within the flammable range for the fuel type being used. For any fuel tank that is subdivided into sections by baffles or compartments, the tank is considered flammable when the bulk average fuel temperature within any section of the tank, that is not inert, is within the flammable range for the fuel type being used.
h. Fleet Average Flammability Exposure is defined in paragraph 25.2(e) of appendix N to part 25 as “the percentage of the flammability exposure evaluation time (FEET) each fuel tank ullage is flammable for a fleet of an airplane type operating over the range of flight lengths in a world-wide range of environmental conditions and fuel properties as defined in this appendix” (appendix N to part 25). Section 25.981(b)(3)(ii) explains this term “means the percent of time each fuel tank ullage is flammable for a fleet of an airplane type operating over the range of flight lengths.” Fleet average flammability exposure is the total time the tank is flammable divided by the total FEET.
i. Flammability Exposure Evaluation Time (FEET) is defined in paragraph N25.2(b) of appendix N to part 25 as “the time from the start of preparing the airplane for flight, through the flight and landing, until all payload is unloaded and all passengers and crew have disembarked. In the Monte Carlo program, the flight time is randomly selected from the Flight Length Distribution (Table 2), the pre-flight times are provided as a function of the flight time, and the post-flight time is a constant 30 minutes.” Table 2 referenced in this definition is Table 2 of appendix N to part 25.
j. Flammability Envelope is the pressure (i.e., altitude)/temperature domain where the fuel vapor/air mixture is flammable. This flammability envelope is defined in appendix N to part 25, by the upper flammability limit (UFL) and the lower flammability limit (LFL). These flammability limits are dependent on the type of fuel used and vary for different fuel batches that meet the fuel specification. For Jet-A fuels the variation of flash points that are to be used in the analysis are defined in appendix N to part 25.
Appendix N also defines the LFL and UFL as a function of altitude and fuel flash point.
The flammability envelope for the fuel is defined by the UFL and LFL as follows:
(1) LFL at sea level is the flash point temperature of the fuel at sea level minus 10 degrees F. LFL decreases from sea level value with increasing altitude at a rate of 1 degree F per 808 feet.
(2) UFL at sea level is the flash point temperature of the fuel at sea level plus
63.5 degrees F. UFL decreases from the sea level value with increasing altitude at a rate of 1 degree F per 512 feet.
k. Flammability Reduction Means (FRM) is any system intended to meet the flammability exposure criteria in appendix M to part 25.
l. Flash Point of a flammable fluid is defined in paragraph N25.2(d) of appendix N to part 25 as “the lowest temperature at which the application of a flame to a heated sample causes the vapor to ignite momentarily, or “flash.” The flash point of a fuel is determined using the standardized test method(s) permitted by the fuel specification.
Table 1 of appendix N to part 25, provides the Gaussian (or “normal”) distribution for the flash point of the standard (Jet-A) fuel to be used in the analysis.
m. Fuel Types approved for use for a given airplane type are listed in the Airplane Flight Manual (AFM) and the type certificate data sheet. Each fuel type has its own properties; those directly related to flammability are “flash point” and “distillation” characteristics. Property differences can occur in different batches of a given fuel type because of variations in the properties of the source crude oil and the refining process used to produce the fuel. The most widely used fuel types are JET-A or JET-A1, per ASTM International Specification D1655, “Standard Specification for Aviation Turbine Fuels.” Older airplanes have been approved for use of JET-B (JP-4), per ASTM Specification D6615, “Specification for Jet B Wide-Cut Aviation Turbine Fuel.”
n. Gaussian Distribution is defined in paragraph N25.2(f) of appendix N to part 25 as “another name for the normal distribution, a symmetrical frequency distribution having a precise mathematical formula relating the mean and standard deviation of the samples. Gaussian distributions yield bell-shaped frequency curves having a preponderance of values around the mean with progressively fewer observations as the curve extends outward.”
o. Hazardous Atmosphere is defined in paragraph N25.2(g) of appendix N to part 25 as “an atmosphere that may expose maintenance personnel, passengers or flightcrew to the risk of death, incapacitation, impairment of ability to self-rescue (that is, escape unaided from a confined space), injury, or acute illness.”
p. Inert is defined in paragraph N25.2(h) of appendix N to part 25. It states “the tank is considered inert when the bulk average oxygen concentration within each compartment of the tank is 12 percent or less from sea level up to 10,000 feet altitude, then linearly increasing from 12 percent at 10,000 feet to 14.5 percent at 40,000 feet altitude, and extrapolated linearly above that altitude.”
q. Inerting is is defined in paragraph N25.2(i) as “a process where a noncombustible gas is introduced into the ullage of a fuel tank so that the ullage becomes non-flammable.”
r. Lean Fuel Vapor/Air Mixture is a fuel vapor/air mixture that contains a concentration of fuel molecules below that which will support combustion.
s. Monte Carlo Analysis is defined in paragraph N25.2(j) of appendix N to part 25 as “the analytical method that is specified in this appendix (appendix N to part 25) as the compliance means for assessing the fleet average flammability exposure time for a fuel tank.” Paragraph N25.3(a) requires analysis be performed in accordance with the methods and procedures defined in the User’s Manual referenced in paragraph 4e(11) of this AC.
t. Oxygen evolution is defined in paragraph N25.2(k) of appendix N to part 25. It “occurs when oxygen dissolved in the fuel is released into the ullage as the pressure and temperature in the fuel tank are reduced.”
u. Rich Fuel Vapor/Air Mixture is a fuel vapor/air mixture that contains a concentration of fuel molecules above that which will support combustion.
v. Warm Day Case is that portion of the Monte Carlo Analysis during ground or takeoff/climb phases of flights that begin with a sea level ground ambient temperature of 80 degrees F (standard day plus 21 degrees F) or above, from the flammability analysis done for overall ground operations or warm day takeoff/climb phases.
w. Standard Deviation is defined in paragraph N25.2(l) of appendix N to part 25 as “a statistical measure of the dispersion or variation in a distribution, equal to the square root of the arithmetic mean of the squares of the deviations from the arithmetic means.”
x. Transport Effects is defined in paragraph N25.2(m) of appendix N to part 25 as “the change in fuel vapor concentration in a fuel tank caused by low fuel conditions and fuel condensation and vaporization.” The change caused by low fuel conditions is also referred to as “mass loading” (see paragraph 4(e)(4)).
y. Ullage is defined in paragraph N25.2(n) of appendix N to part 25 as “the volume within the fuel tank not occupied by liquid fuel.”
z. Equivalent Conventional Unheated Aluminum Wing Tank is defined in § 25.981(b)(3)(i) as “an integral tank in a unheated semi-monocoque aluminum wing of a subsonic airplane that is equivalent in aerodynamic performance, structural capability, fuel tank capacity and tank configuration to the designed wing.”
aa. Body Tank is a fuel tank installed entirely inside the fuselage of an airplane in a compartment with no tank surface exposed to outside air flow during flight, e.g., an auxiliary fuel tank installed in the cargo compartment of an airplane. See paragraph 4e(11), “Fuel Tank Flammability Assessment Method User’s Manual.”
6. Regulatory Background.
a. Amendment 25-11 to part 25 introduced the requirements of § 25.981 about limiting temperatures in fuel tanks to prevent ignition of fuel vapors in the fuel tanks from hot surfaces. Advisory Circular 25.981-1A, which was issued in 1972 (now 8
canceled), provided guidance that included failure modes that should be considered when determining compliance with the fuel tank surface temperature requirements defined in § 25.981.
b. Other sections of part 25 require prevention of ignition sources from lightning (§ 25.954) and from failures in the fuel tank system (§§ 25.901 and 25.1309). Sections
25.901 and 25.1309 set forth the provisions to evaluate the fuel tank system and show that “no single failure or malfunction or probable combination of failures will jeopardize the safe operation of the airplane.…” However, service history has shown that ignition sources have developed in airplane fuel tanks because of external ignition sources, and internal ignition sources resulting from unforeseen failure modes, manufacturing and maintenance errors or factors that were not considered at the time of original certification of the airplane.
c. Section 25.981, as amended by Amendment 25-102, was adopted to provide improved standards for preventing ignition sources within fuel tanks and minimizing the exposure to operation of transport category airplanes with flammable vapors in the fuel tanks. Under Amendment 25-102, the title of § 25.981 was revised to “Fuel tank ignition prevention,” and paragraphs (a) and (b) were revised to address the prevention of ignition sources within the fuel tanks. Guidance on these paragraphs is provided in AC 25.981- 1B, Fuel Tank Ignition Source Prevention Guidelines (or latest revision). Amendment 25-102 also added a new paragraph (c), which requires minimization of the formation of flammable vapors in the fuel tanks, or mitigation of any hazards if ignition does occur.
This provision was included in § 25.981(c), which was intended to require design practices that reduce exposure to operation with flammable vapors in transport category airplane fuel tanks to the lowest practical level.
7. Current Requirements. The Fuel Tank Flammability Reduction (FTFR) rule titled “Reduction of Fuel Tank Flammability in Transport Category Airplanes” is effective as of September 19, 2008. The 2008 FTFR rule included an amendment to part 25 fuel tank flammability requirements, part 26 (Continued Airworthiness and Safety Improvements for Transport Category Airplanes) by adding a new subpart D, Fuel Tank Flammability, and amendments to certain operational rules associated with the subpart D requirements.
This AC provides guidance for § 25.981, as amended by Amendment 25-125, and the continuous airworthiness requirements of part 26, subpart D. These rules apply to new certification and to certain existing type design approval holders (DAH). The 2008 FTFR also included operational requirements related to the part 26, subpart D, requirements. Guidance for affected operators will be issued later. The following table summarizes the amendments and the applicability of each amendment. Because of the complexity of these requirements, you should refer to the specific regulations for complete details.
TABLE 1
Summary of Regulatory Changes that were made by the 2008 Fuel Tank Flammability Reduction rule
Summary of Rules
14 CFR Description of Requirement Applies To § 25.5 Incorporation by Reference Incorporates the Fuel Tank Flammability Users’s Manual by reference § 25.981, Fuel Tank Explosion Prevention Paragraph (a) provides ignition prevention requirements;
(b) specifies flammability exposure limits for different fuel tank types and mandates use of fuel tank flammability assessment method; (c) provides the option of using Ignition Mitigation Means (IMM) instead of meeting the paragraph (b) flammability limits; and (d) contains requirements for airworthiness limitation items (ALI), including critical design configuration control limitations (CDCCL), for ignition prevention means, IMM or FRM.
Applicants for TCs for transport category airplanes and design changes to those certificates.
Appendix M, Fuel Tank System Flammability Reduction Means Establishes performance, reliability and reporting requirements for flammability reduction means (FRM). Applicants for approval of FRM.
Appendix N, Fuel Tank Flammability Exposure and Reliability Analysis Defines the fuel tank flammability exposure analysis model (Monte Carlo) including definitions, input variables and data tables that must be used in the analysis.
Any person required to perform flammability exposure analysis.
Part 26 Continued Airworthiness and Safety Improvements for Transport Category Airplanes § 26.5 Applicability Table Provides an overview of the applicability of part 26. It provides guidance in identifying what sections apply to various types of entities. The specific applicability of each subpart and section is specified in the regulatory text. Subpart D addresses fuel tank flammability.
Applicants for TCs, and changes to those TCs for transport category airplanes.
Manufacturers of certain airplane models.
Part 26, subpart D
Fuel Tank Flammability. TCs, and design changes to those TCs for transport category airplanes.
Manufacturers of certain airplane models.
§ 26.31, Definitions Provides definitions of certain terms used in part 26, subpart D.
TCs, and design changes to those TCs for transport category airplanes.
Manufacturers of certain airplane models.
§ 26.33, Holders of Type Certificates: Fuel tank safety
Require flammability exposure analysis of all fuel tanks within 150 days after September 19, 2008.
If below 7 percent, no flammability reduction required.
If above 7 percent, normally emptied, and any portion of tank is located in fuselage, must develop service instructions for installation of an IMM or FRM that meets appendix M to part 25 and must submit ALI by September 20, 2010.
If above 7 percent, and other tank type, must develop service instructions to incorporate an IMM (meet § 25.981(c)) or FRM to reduce flammability exposure to 7 percent and must submit ALI by September 20, 2010.
Service instructions are required by September 20, 2010.
TC holders.
Large transport category passengercarrying airplanes, with passenger capacity of 30 or more or a payload of 7500 lbs. or more (original TC or later increase).
§ 26.35, Changes to type certificates affecting fuel tank flammability
STC and field approval holders:
Require flammability exposure analysis of all normally emptied fuel tanks installed under STC or field approval by September 19, 2009.
Require impact assessment of normally emptied fuel tanks installed by STC and field approval on all Airbus airplane models and certain Boeing airplane models (those with normally emptied heated center wing tanks) on IMM or FRM developed by TC holder to determine if any ALI has been compromised by March 21, 2011.
Require development of service instructions to correct designs that compromise ALI defined by TC holder by September 19, 2012.
Applicants for STCs or amendments to TCs:
Require flammability exposure analysis of affected fuel tanks by September 19, 2009, or before certification, whichever occurs later.
For changes to existing fuel tank capacity and application made on or after September 19, 2008, must comply with § 26.33.
For changes that may increase the flammability exposure of a tank for which § 26.33 requires FRM or IMM and application made on or after September 19, STC and field approval holders for normally empty fuel tanks for large transport category airplanes, with passenger capacity of 30 or more or a payload of 7500 lbs. or more (original TC or later increase).
Applicants for future STCs or amendments to TCs that affect fuel tank system or IMM/FRM on passenger- 11
2008, requires impact assessment of fuel tanks and other STCs, on IMM or FRM developed by TC holder to determine if any ALI has been violated by March 21, 2011, or before certification, whichever is later.
Applicants for any pending and future fuel tank that is normally empty must comply with the requirements of § 25.981, Amendment 25-125.
Require development of service instructions to correct designs that compromise ALI defined by TC holder by March 19, 2012 or before certification, whichever is later.
carrying airplanes.
§ 26.37, Pending type certification projects:
Fuel tank flammability Requires compliance with § 25.981, Amendment 25-125, if the application was made on or after June 6, 2001.
Pending certification projects for large transport category passengercarrying airplanes.
§ 26.39, Newly produced airplanes: Fuel tank flammability
Requires fuel tanks on affected airplanes (produced under FAA production certificates) for which application is made for original certificates of airworthiness or for export airworthiness approval after September 20, 2010, meet the flammability requirements as stated above for § 26.33.
Certain Boeing airplane models, both passenger carrying and cargo.
b. Section 25.981 together with appendices M and N to part 25 and the Fuel Tank Flammability User’s Manual incorporated by reference (see § 25.5), Amendment 25-125, provide flammability limits and the method for determining the flammability of fuel tanks. The flammability limits for fuel tanks that are normally emptied and have any portion of the tank located within the fuselage contour must meet the 3 percent average and 3 percent warm day flammability exposure limits in appendix M to part 25, as required by § 25.981(b)(2). Section 25.981(b) limits the flammability exposure of all other fuel tanks to either 3 percent average, or that of a fuel tank within the wing of the airplane model being evaluated, whichever is greater. If the wing is not a conventional unheated aluminum wing, § 25.981(b) requires the analysis be based on that of an assumed Equivalent Conventional Unheated Aluminum Wing Tank. If a flammability reduction means (FRM), such as nitrogen inerting, is used, additional reliability requirements are provided in appendix M to part 25. Appendix N specifies the requirements for conducting the flammability exposure analysis required to show compliance to § 25.981 and appendix M. Appendix N provides the ability to perform a qualitative analysis for fuel tanks installed in aluminum wings provided it substantiates the fuel tank is a conventional unheated wing tank. Section 25.981(c) retains the option 12