CS25Amendment6 ChangeInformation

CS25 AMENDMENT6 CHANGEINFORMATION

The Agency publishes amendments to Certification Specifications as consolidated documents. These documentsareusedforestablishingthecertificationbasisforapplicationsmadeafterthedateofentry intoforceoftheamendment. Consequently,exceptforanoteAmdt.No.:25/6undertheamendedparagraph,theconsolidatedtext ofCS25doesnotallowreaderstoseethedetailedchangesintroducedbythenewamendment.Toallow readers to also see these detailed changes this document has been created. The same format as for publicationofNoticesofProposedAmendmentshasbeenusedtoshowthechanges: 1. 2. 3. 4. textnotaffectedbythenewamendmentremainsthesame:unchanged deletedtextisshownwithastrikethrough: newtextishighlightedwithgreyshading: new .... Indicatesthatremainingtextisunchangedinfrontoforfollowingthereflectedamendment. .... deleted

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Book1 1. ReviseCS25.21toread:

SUBPARTBFLIGHT CS25.21 Proofofcompliance

. (g) Therequirementsofthissubpartassociatedwithicingconditionsapplyonlyiftheapplicantis seeking certificationforflightinicingconditions. (1) Each requirement of this subpart, except CS25.121(a), 25.123(c), 25.143(b)(1) and (b)(2), 25.149, 25.201(c)(2), 25.207(c) and (d), and 25.251(b) through (e), must be met in icing conditions. CS 25.207(c) and (d) must be met in the landing configuration in icing conditions but neednotbemetforotherconfigurations.Compliancemustbeshownusingtheiceaccretionsdefined in Appendix C, assuming normal operation of the aeroplane and its ice protection system in accordancewiththeoperatinglimitationsandoperatingproceduresestablishedbytheapplicantand providedintheAeroplaneFlightManual. (2) 2. .

ReviseCS25.807toreadasfollow:

SUBPARTDDESIGNANDCONSTRUCTION . CS25.807(h)(3) . anyotherventralortail passengercone passengerexit. 3. AddnewCS25.856:

SUBPARTDDESIGNANDCONSTRUCTION . CS25.856 Thermal/acousticinsulationmaterials (SeeAMC25.856(a)andAMC25.856(b))

(a)Thermal/acousticinsulationmaterialinstalledinthefuselagemustmeettheflamepropagationtest requirementsofPartVIofAppendixFtoCS25,orotherapprovedequivalenttestrequirements.This requirementdoesnotapplytosmallparts,asdefinedinPartIofAppendixFtoCS25. (b) For aeroplanes with a passenger capacity of 20 or greater, thermal/acoustic insulation materials (including the means of fastening the materials to the fuselage) installed in the lower half of the aeroplanefuselagemustmeettheflamepenetrationresistancetestrequirementsofPartVIIofAppendix F to CS25, or other approved equivalent test requirements. This requirement does not apply to thermal/acoustic insulation installations that the Agencyfinds wouldnot contributetofirepenetration resistance.
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SUBPARTEPOWERPLANT 4. Replaceparagraph25.981(b)Reservedby:

(b)Fueltankflammability (1) To the extent practicable, design precautions must be taken to prevent the likelihood of flammable vapours within the fuel tanks by limiting heat and energy transfer (See AMC 25.981(b)(1)). (2) Except as provided in subparagraph (4) of this paragraph, no fuel tank Fleet Average FlammabilityExposurelevelmayexceedthegreaterof: (i) threepercent,or

(ii) the exposure achieved in a fuel tank within the wing of the aeroplane model being evaluated. Ifthewingis not aconventionalunheatedaluminiumwing,theanalysis mustbe based on an assumed Equivalent Conventional Unheated Aluminium Wing (see AMC 25.981(b)(2)). TheFleetAverageFlammabilityExposureisdeterminedinaccordancewithappendixNofCS25. (3) Any active Flammability Reduction means introduced to allow compliance with sub paragraph(2)mustmeetappendixMofCS25. (4) SubParagraph (2) does not apply to a fuel tank if following an ignition of fuel vapours withinthatfueltanktheaeroplaneremainscapableofcontinuedsafeflightandlanding.

5.

Deletecurrentparagraph25.981(c)asfollow:

(c) Design precautions must be taken to achieve conditions within the fuel tanks which reduce the likelihoodofflammablevapours.(SeeAMC25.981(c)). 6. Amendparagraph(a)(1)(ii)inPartIofAppendixFtoCS25asfollows: AppendixF Part I Test Criteria and Procedures for Showing Compliance with CS 25.853, 25.855 or 25.869 (a) Materialtestcriteria (1) Interiorcompartmentsoccupiedbycreworpassengers. (i). (ii) Floor covering, textiles (including draperies and upholstery), seat cushions, padding,decorativeandnondecorativecoatedfabrics,leather,traysandgalley furnishings,electricalconduit,thermalandacousticalinsulationandinsulation covering,airducting,jointandedgecovering,linersofClassBandEcargoor baggagecompartments,floorpanels ofClass B,C,D, orEcargoorbaggage
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compartments, insulation blankets, cargo covers and transparencies, moulded and thermoformed parts, air ducting joints, and trim strips (decorative and chafing), that are constructed of materials not covered in subparagraph (iv) below,mustbeselfextinguishingwhentestedverticallyinaccordancewiththe applicable portions of Part I of this Appendix or other approved equivalent means. The average burn length may not exceed 20cm (8 inches), and the average flame time after removal of the flame source may not exceed 15 seconds.Drippingsfromthetestspecimenmaynotcontinuetoflameformore thananaverageof5secondsafterfalling. 7. Removeandreserveparagraph(a)(2)(i)inPartIofAppendixFtoCS25asfollows: (2) Cargoandbaggagecompartmentsnotoccupiedbycreworpassengers. (i) Reserved. Thermal and acoustic insulation (including coverings) used in each cargo and baggage compartment must be constructed of materials that meet the requirementssetforthinsubparagraph(a)(1)(ii)ofPartIofthisAppendix.
.

8.

ReviseCS25.1309toreadasfollow:

SUBPARTF EQUIPMENT .

CS25.1309Equipment,systemsandinstallations ... [] The failure effects covered by CS 25.810(a)(1)(v) and CSCS 25.812 are excepted from the requirements

...

9.

AddanewPartVIintoAppendixFtoCS25toreadasfollows:

Part VI Test Method To Determine the Flammability and Flame Propagation Characteristics of Thermal/AcousticInsulationMaterials Use this test method to evaluate the flammability and flame propagation characteristics of thermal/acousticinsulationwhenexposedtobotharadiantheatsourceandaflame. (a)Definitions. Flamepropagationmeans thefurthestdistanceofthepropagationofvisibleflametowardsthefar end of the test specimen, measured from the midpoint of the ignition source flame. Measure this distance after initially applying the ignition source and before all flame on the test specimen is extinguished.Themeasurementisnotadeterminationofburnlengthmadeafterthetest.
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Radiantheatsourcemeansanelectricorairpropanepanel. Thermal/acousticinsulationmeansamaterialorsystemofmaterialsusedtoprovidethermaland/or acoustic protection. Examples include fibreglass or other batting material encapsulated by a film coveringandfoams. Zeropointmeansthepointofapplicationofthepilotburnertothetestspecimen. (b)Testapparatus.

(1)Radiantpaneltestchamber.Conducttestsinaradiantpaneltestchamber(seefigure1above). Place the test chamber under an exhaust hood to facilitate clearing the chamberofsmokeaftereach test.Theradiantpaneltestchambermustbeanenclosure1397mm(55inches)longby495mm(19.5 inches) deep by 710 mm (28 inches) to 762 mm (maximum) (30 inches) above the test specimen. TM Insulatethesides,ends,andtopwithafibrousceramicinsulation,suchasKaowoolM board.Onthe frontside,providea52by12inch(1321by305mm)draftfree,hightemperature,glasswindowfor viewing the sample during testing. Place a door below the window to provide access tothemovable specimen platform holder. The bottom of the test chamber must be a sliding steel platform that has provisionforsecuringthetestspecimenholderinafixedandlevelposition.Thechambermusthavean internalchimneywithexteriordimensionsof129mm(5.1inches)wide,by411mm(16.2inches)deep by330mm(13inches)highat theoppositeendofthechamberfromtheradiant energysource.The interior dimensions must be 114 mm (4.5 inches) wide by 395mm(15.6inches)deep.Thechimney mustextendtothetopofthechamber(seefigure2).

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(2)Radiantheatsource.Mounttheradiantheatenergysourceinacastironframeorequivalent. An electric panel must have six, 76 mm (3inch) wide emitter strips. The emitter strips must be perpendiculartothelengthofthepanel.Thepanelmusthavearadiationsurfaceof327by470mm (12by18inches).Thepanelmustbecapableofoperatingattemperaturesupto704C(1300F). Anairpropanepanelmustbemadeofaporousrefractorymaterialandhavearadiationsurfaceof305 by 457 mm(12by18inches). Thepanelmustbecapableofoperatingat temperatures upto816C (1500F).Seefigures3aand3b.

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(i) Electric radiant panel. The radiant panel must be 3phase and operate at 208 volts. A singlephase,240voltpanelisalsoacceptable.Useasolidstatepowercontrollerandmicroprocessor basedcontrollertosettheelectricpaneloperatingparameters. (ii) Gas radiant panel. Use propane (liquid petroleum gas2.1 UN 1075) for the radiant panel fuel. The panel fuel system must consist of a venturitype aspirator for mixing gas and air at approximately atmospheric pressure. Provide suitable instrumentation for monitoring and controlling the flow of fuel and air to the panel. Include an air flow gauge, an air flow regulator, and a gas pressuregauge. (iii) Radiant panel placement. Mount the panel in the chamber at 30 to the horizontal specimenplane,and19cm(7inches)abovethezeropointofthespecimen. (3)Specimenholdingsystem. (i) The sliding platform serves as the housing for test specimen placement.Bracketsmaybe attached(viawingnuts)tothetoplipoftheplatforminordertoaccommodatevariousthicknessesof TM test specimens. Place the test specimens on a sheet ofKaowoolM boardor1260StandardBoard (manufactured by Thermal Ceramics and available in Europe), or equivalent, either resting on the bottomlipoftheslidingplatformoronthebaseofthebrackets.Itmaybenecessarytousemultiple sheetsofmaterialbasedonthethicknessofthetestspecimen(tomeetthesampleheightrequirement).
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Typically, these noncombustible sheets of material are available in 6 mm ( inch) thicknesses. See figure4.Aslidingplatformthatisdeeperthanthe50.8mm(2inch)platformshowninfigure4isalso acceptableaslongasthesampleheightrequirementismet.

TM (ii)Attacha13mm(inch)pieceofKaowoolM boardorotherhightemperaturematerial measuring1054by210mm(41by8inches)tothebackoftheplatform.Thisboardservesasa heat retainerandprotectsthetestspecimenfromexcessivepreheating.Theheight ofthisboardmust not impede the sliding platform movement (in and out of thetestchamber).Iftheplatformhas been fabricated such that the back side of theplatformis highenoughtoprevent excess preheatingofthe specimenwhentheslidingplatformisout,aretainerboardisnotnecessary.

(iii) Place the test specimen horizontally on the noncombustible board(s). Place a steel retaining/securingframefabricatedofmildsteel,havingathickness of3.2mm(inch)andoverall dimensionsof584by333mm(23by13inches)withaspecimenopeningof483by273mm(19by 10inches)overthetestspecimen.Thefront,back,andrightportionsofthetopflangeoftheframe mustrestonthetopoftheslidingplatform,andthebottomflanges mustpinchall4sidesofthetest specimen.Therightbottomflangemustbeflushwiththeslidingplatform.Seefigure5.

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TM (4) Pilot Burner. The pilot burner used to ignite the specimen must be a Bernzomatic (or equivalent) commercial propane venturi torch with an axially symmetric burner tip and a propane supplytubewithanorificediameterof0.15mm(0.006inches).Thelengthoftheburnertubemustbe 71mm(2inches).Thepropaneflowmustbeadjustedviagaspressurethroughaninlineregulatorto produceablueinnerconelengthof19mm(inch).A19mm(inch)guide(suchasathinstripof metal) may be soldered to the top of the burner to aid in setting the flame height.Theoverallflame length must be approximately 127mm(5inches)long.Provideawaytomovetheburnerout ofthe ignitionpositionsothattheflameishorizontalandatleast50mm(2inches)abovethespecimenplane. Seefigure6.

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(5) Thermocouples. Install a 24 American Wire Gauge (AWG) Type K (ChromelAlumel) thermocoupleinthetestchamberfortemperaturemonitoring.Insertitintothechamberthroughasmall hole drilled through the back of the chamber. Place the thermocouplesothat it extends 279mm(11 inches) out from the back of the chamber wall, 292 mm (11 inches) from the right side of the chamber wall, and is 51 mm (2 inches) below the radiant panel. The use of other thermocouples is optional. (6) Calorimeter. The calorimeter must be a oneinch cylindrical watercooled, total heat flux 2 2 density,foiltypeGardonGagethathasarangeof0to5.7Watts/cm (0to5BTU/ft sec). (7)Calorimetercalibrationspecificationandprocedure. (i)Calorimeterspecification. (A)Foildiametermustbe6.350.13mm(0.250.005inches). (B)Foilthicknessmustbe0.0130.0025mm(0.00050.0001inches). (C)FoilmaterialmustbethermocouplegradeConstantan. (D)TemperaturemeasurementmustbeaCopperConstantanthermocouple. (E)Thecoppercenterwirediametermustbe0.013mm(0.0005inches). (F) The entire face of the calorimeter must be lightly coated with Black Velvet paint havinganemissivityof96orgreater. (ii)Calorimetercalibration. (A)Thecalibrationmethodmustbebycomparisontoalikestandardizedtransducer. (B)Thestandardizedtransducermustmeetthespecificationsgiveninparagraph(b)(6)of PartVIofthisAppendix. (C)CalibratethestandardtransduceragainstaprimarystandardtraceabletotheNational InstituteofStandardsandTechnology(NIST).
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(D)Themethodoftransfermustbeaheatedgraphiteplate. (E)Thegraphiteplatemustbeelectricallyheated,haveaclearsurfaceareaoneachsideof theplateofatleast51by51mm(2by2inches),andbe3.21.6mm(116inch)thick. (F) Center the 2 transducers on opposite sides of the plates at equal distances from the plate. (G) The distance of the calorimeter to the plate must be no less than 1.6 mm (0.0625 inches),norgreaterthan9.5mm(0.375inches).
2 2 (H)Therangeusedincalibrationmustbeatleast03.9Watts/cm (03.5BTUs/ft sec) 2 2 andnogreaterthan06.4Watts/cm (05.7BTUs/ft sec).

(I) The recording device used must record the 2 transducers simultaneously or at least within110ofeachother. (8)Calorimeterfixture.Withtheslidingplatformpulledoutofthechamber,installthecalorimeter holding frame and place a sheet of noncombustible material in the bottom of the sliding platform adjacenttotheholdingframe.Thiswillpreventheatlossesduringcalibration.Theframemustbe333 mm (13 inches) deep (front to back) by 203 mm (8 inches) wide and must rest on the top of the sliding platform. It must be fabricated of 3.2 mm ( inch) flat stock steel and haveanopeningthat accommodates a12.7mm(inch)thickpieceofrefractoryboard,whichislevelwiththetopofthe slidingplatform.Theboardmusthavethree25.4mm(1inch)diameterholesdrilledthroughtheboard forcalorimeterinsertion.Thedistancetotheradiantpanelsurfacefromthecentrelineofthefirsthole (zero position) must be 191 3mm(7inches). Thedistancebetweenthecentrelineofthe first hole to the centreline of the second hole must be 51 mm (2 inches). It must also be the same distance from the centreline of the second hole to the centreline of the third hole. See figure 7. A calorimeter holding frame that differs in construction is acceptable as long as the height from the centrelineofthefirstholetotheradiantpanelandthedistancebetweenholesisthesameasdescribed inthisparagraph.

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(9) Instrumentation. Provide a calibrated recording device with an appropriate range or a computerized data acquisition system to measure and record the outputs of the calorimeter and the thermocouple.Thedataacquisitionsystemmustbecapableofrecordingthecalorimeteroutputevery secondduringcalibration. (10)Timingdevice.Provideastopwatchorotherdevice,accurateto1second/hour,tomeasure thetimeofapplicationofthepilotburnerflame. (c)Testspecimens. (1)Specimenpreparation.Prepareandtestaminimumofthreetestspecimens.Ifanorientedfilm covermaterialisused,prepareandtestboththewarpandfilldirections. (2)Construction.Testspecimensmustincludeallmaterialsusedinconstructionoftheinsulation (includingbatting,film,scrim,tapeetc.).Cutapieceofcorematerialsuchasfoamorfiberglass,and cutapieceoffilmcovermaterial(ifused)largeenoughtocoverthecorematerial.Heatsealingisthe preferred method of preparing fiberglass samples, since they can be made without compressing the fiberglass (boxsample).Covermaterialsthatarenotheatsealablemaybestapled,sewn,ortaped as longas thecovermaterialisovercutenoughtobedrawndownthesideswithoutcompressingthe corematerial.Thefasteningmeansshouldbeascontinuousaspossiblealongthelengthoftheseams. Thespecimenthicknessmustbeofthesamethicknessasinstalledintheairplane. (3) Specimen Dimensions. To facilitate proper placement of specimens in the sliding platform housing,cut nonrigidcorematerials,suchas fibreglass,318mm(12inches)wideby584mm(23 inches)long.Cut rigidmaterials,suchasfoam,2926mm(11inches)wideby584mm(23 inches)longinordertofitproperlyintheslidingplatformhousingandprovideaflat,exposedsurface equaltotheopeninginthehousing. (d) Specimen conditioning. Condition the test specimens at 21 2C (70 5F) and 55% 10% relativehumidity,foraminimumof24hourspriortotesting. (e)ApparatusCalibration. (1) With the sliding platform out of the chamber, installthecalorimeterholdingframe.Pushthe platform back into the chamber and insert the calorimeter into the first hole (zero position). See figure7.Closethebottomdoorlocatedbelowtheslidingplatform.Thedistancefromthecenterlineof thecalorimetertotheradiantpanelsurfaceatthispointmustbe1913mm(7inches).Priorto igniting the radiant panel, ensure that the calorimeter face is clean and that there is water running throughthecalorimeter. (2)Ignitethepanel.Adjustthefuel/airmixturetoachieve1.7Watts/cm25%(1.5BTUs/ft2sec 5%)atthezeroposition.Ifusinganelectricpanel,setthepowercontrollertoachievetheproper heat flux.Allowtheunittoreachsteadystate(thismaytakeupto1hour).Thepilotburnermustbe offandinthedownpositionduringthistime. (3)Aftersteadystateconditionshavebeenreached,movethecalorimeter51mm(2inches)from thezeroposition(firsthole)toposition1andrecordtheheatflux.Movethecalorimetertoposition 2andrecordtheheatflux.Allowenoughtimeateachpositionforthecalorimetertostabilize.Table1 depictstypicalcalibrationvaluesatthethreepositions.

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TABLE1.CALIBRATIONTABLE Position ZeroPosition. Position1 Position2

2 BTUs/ft sec 2 Watts/cm

1.5 1.511.501.49 1.431.44

1.7 1.711.701.69 1.621.63

(4)Openthebottomdoor.Removethecalorimeterandholderfixture.Usecautionasthefixtureis veryhot. (f)TestProcedure. (1)Ignitethepilotburner.Ensurethatitisatleast51mm(2inches)abovethetopoftheplatform. Theburnermustnotcontactthespecimenuntilthetestbegins. (2) Place the test specimen in the sliding platform holder. Ensure that the test sample surface is levelwiththetopoftheplatform.Atzeropoint,thespecimensurfacemustbe1913mm(7 inches)belowtheradiantpanel. (3) Place the retaining/securing frame over the test specimen. It may be necessary (due to compression)toadjustthesample(upordown)inordertomaintainthedistancefromthesampletothe radiantpanel1913mm(7inches)atzeroposition).Withfilm/fiberglassassemblies,itis criticaltomakeaslitinthefilmcovertopurgeanyairinside.Thisallowstheoperatortomaintainthe proper test specimen position (level with the top of the platform) and to allow ventilation of gases duringtesting.Alongitudinalslit,approximately2inches(51mm)inlength,mustbecentered7613 mm(3inches)fromtheleftflangeofthesecuringframe.Autilityknifeisacceptableforslitting thefilmcover. (4)Immediatelypushtheslidingplatformintothechamberandclosethebottomdoor. (5)Bringthepilot burnerflameintocontact withthecenterofthespecimenat thezeropoint and simultaneously start the timer. The pilot burner must be at a 27 angle with the sample and be approximatelyinch(12mm)abovethesample.Seefigure7.Astop,asshown infigure8,allowsthe operatortopositiontheburnercorrectlyeachtime.

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(6) Leavetheburnerinpositionfor15seconds andthenremovetoapositionat least51mm(2 inches)abovethespecimen. (g)Report. (1)Identifyanddescribethetestspecimen. (2)Reportanyshrinkageormeltingofthetestspecimen. (3)Reporttheflamepropagationdistance.Ifthisdistanceislessthan51mm(2inches),reportthis asapass(nomeasurementrequired). (4)Reporttheafterflametime. (h)Requirements. (1)Theremustbenoflamepropagationbeyond51mm(2inches)totheleftofthecenterlineofthe pilotflameapplication. (2)Theflametimeafterremovalofthepilotburnermaynotexceed3secondsonanyspecimen.

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10.

AddanewPartVIIintoAppendixFtoCS25toreadasfollows: Test Method To Determine the Burnthrough Resistance of Thermal/Acoustic InsulationMaterials

PartVII

Use the following test method to evaluate the burnthrough resistance characteristics of aircraft thermal/acousticinsulationmaterialswhenexposedtoahighintensityopenflame. (a)Definitions. Burnthrough time means the time, in seconds, for the burner flame to penetrate the test specimen, 2 2 and/orthetimerequiredfortheheatfluxtoreach2.27W/cm (2.0Btu/ft sec)ontheinboardside,ata distanceof30.5cm(12inches)fromthefrontsurfaceoftheinsulationblankettestframe,whicheveris sooner. The burnthrough time is measured at the inboard side of each of the insulation blanket specimens. Insulationblanketspecimenmeansoneoftwospecimenspositionedineithersideofthetestrig,atan angleof30withrespecttovertical. Specimen set means two insulation blanket specimens. Both specimens must represent the same production insulation blanket construction and materials, proportioned to correspond to the specimen size. (b)Apparatus. (1) The arrangement of the test apparatus is shown in figures 1 and 2 and must include the capabilityofswingingtheburnerawayfromthetestspecimenduringwarmup.

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(2)Testburner.ThetestburnermustbeamodifiedguntypesuchastheParkModelDPL3400or equivalent.Flamecharacteristicsarehighlydependentonactualburnersetup.Parameterssuchasfuel pressure, nozzle depth, stator position, and intake airflow must be properly adjusted to achieve the correctflameoutput.

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(i)Nozzle.Anozzlemustmaintainthefuelpressuretoyieldanominal0.378l/min(6.0gal/hr) fuelflow.AMonarchmanufactured80PL(hollowcone)nozzlenominallyratedat6.0gal/hrat100 2 lb/in (0.71MPa)deliversaproperspraypattern. (ii) Fuel Rail. The fuel rail must be adjusted to position the fuel nozzle at a depth of 8 mm (0.3125inch)fromtheendplaneoftheexitstator,whichmustbemountedinthe endofthedrafttube. (iii) Internal Stator. The internal stator, located in the middle of the draft tube, must be positioned at a depth of95mm(3.75inches)fromthetipofthefuelnozzle.Thestatormustalsobe positionedsuchthattheintegralignitersarelocatedatananglemidwaybetweenthe10and11oclock position,whenviewedlookingintothedrafttube.Minordeviationstotheigniterangleareacceptableif thetemperatureandheatfluxrequirementsconformtotherequirementsofparagraph(e)ofPartVIIof thisAppendix. (iv)BlowerFan.Thecylindricalblowerfanusedtopumpairthroughtheburnermustmeasure 133mm(5.25inches)indiameterby89mm(3.5inches)inwidth. (v)Burnercone.Installa3053mm(120.125inch)burnerextensionconeattheendofthe drafttube.Theconemusthaveanopening1523mm(60.125inches)highand2803mm(11 0.125inches)wide(seefigure3). (vi) Fuel. UseJP8,Jet A,ortheirinternationalequivalent,at aflowrateof0.3780.0126 l/min(6.00.2gal/hr).Ifthisfuelisunavailable,ASTMK2fuel(Number2gradekerosene)orASTM D2fuel(Number2gradefueloilorNumber2dieselfuel)areacceptableifthenominalfuelflowrate, temperature,andheat fluxmeasurementsconformtotherequirementsofparagraph(e)ofPartVIIof thisAppendix. (vii)Fuel pressureregulator.Provideafuelpressureregulator,adjustedtodeliveranominal 2 0.378l/min(6.0gal/hr)flowrate.Anoperatingfuelpressureof0.71MPa(100lb/in )foranominally rated6.0gal/hr80sprayanglenozzle(suchas aPLtype)delivers0.3780.0126l/min(6.00.2 gal/hr).

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(3)Calibrationrigandequipment. (i)Constructindividualcalibrationrigstoincorporateacalorimeterandthermocouplerakefor the measurement of heat flux and temperature. Positionthecalibrationrigs toallowmovement ofthe burnerfromthetestrigpositiontoeithertheheatfluxortemperaturepositionwithminimaldifficulty. (ii) Calorimeter. The calorimeter must be a total heat flux, foil type Gardon Gage of an 2 2 appropriaterangesuchas022.7W/cm (020Btu/ft sec),accurateto3%oftheindicatedreading. The heat flux calibration method must be in accordance with paragraph (b)(7) of Part VI of this Appendix. (iii)Calorimetermounting.Mountthecalorimeterina152by3053mm(6by120.125 inches) by 19 3 mm (0.75 0.125inches)thickinsulatingblockwhichis attachedtotheheat flux calibrationrigduringcalibration(figure4).Monitortheinsulatingblockfordeteriorationandreplaceit whennecessary.Adjustthemountingasnecessarytoensurethatthecalorimeterfaceisparalleltothe exitplaneofthetestburnercone.

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(iv) Thermocouples. Provide seven 3.2 mm (inch) ceramic packed, metal sheathed,typeK (Chromelalumel),groundedjunctionthermocoupleswithanominal24AmericanWireGauge(AWG) sizeconductorforcalibration.Attachthethermocouplestoasteelanglebrackettoformathermocouple rakeforplacementinthe calibrationrigduringburnercalibration(figure5). (v)Airvelocitymeter.Useavanetypeairvelocitymetertocalibratethevelocityofairentering theburner.AnOmegaEngineeringModelHH30Aorequivalentissatisfactory.Useasuitableadapter to attach the measuring device to the inlet side of the burner to prevent air from entering the burner otherthanthroughthemeasuringdevice,whichwouldproduceerroneouslylowreadings.Useaflexible duct,measuring102mm(4inches)wideby6.1meters(20feet)long,tosupplyfreshairtotheburner intaketoprevent damagetotheairvelocitymeterfromingestedsoot.Anoptionalairboxpermanently mountedtotheburnerintakeareacaneffectivelyhousetheairvelocitymeterandprovideamounting portfortheflexibleintakeduct. (4)Testspecimenmountingframe.Makethemountingframeforthetestspecimensof3.2mm( inch)thicksteelasshowninfigure1,exceptforthecentreverticalformer,whichshouldbe6.4mm( inch)thicktominimizewarpage.Thespecimenmountingframestringers(horizontal)shouldbebolted to the test frame formers (vertical) such that the expansion of the stringers will not cause the entire structure to warp. Use the mounting frame for mounting the two insulation blanket testspecimens as showninfigure2. (5) Backface calorimeters. Mount two total heat flux Gardon type calorimeters behind the insulationtestspecimensonthebackside(cold)areaofthetestspecimenmountingframeasshownin figure6.Positionthecalorimeters alongthesameplaneastheburnerconecentreline,atadistanceof 102 mm (4 inches) from the vertical centreline of the test frame.

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(i)Thecalorimeters mustbeatotalheat flux,foiltypeGardonGageofanappropriaterange 2 such as 05.7 W/cm2 (05 Btu/ft sec), accurate to 3% of the indicated reading. The heat flux calibrationmethodmustcomplywithparagraph(b)(7)ofPartVIofthisAppendix. (6)Instrumentation.Providearecordingpotentiometerorothersuitablecalibratedinstrumentwith anappropriaterangetomeasureandrecordtheoutputsofthecalorimeterandthethermocouples. (7)Timing device.Provideastopwatchorotherdevice,accurateto1%,tomeasurethetimeof applicationoftheburnerflameandburnthroughtime. (8)Testchamber.Performtestsinasuitablechambertoreduceoreliminatethepossibilityoftest fluctuationduetoairmovement.Thechambermusthaveaminimumfloorareaof305by305cm(10 by10feet). (i)Ventilationhood.Providethetestchamberwithanexhaustsystemcapableofremovingthe productsofcombustionexpelledduringtests. (c)TestSpecimens. (1)Specimenpreparation.Prepareaminimumofthreespecimensetsofthesameconstructionand configurationfortesting. (2)Insulationblankettestspecimen. (i) For batttype materials such as fibreglass, the constructed, finished blanket specimen assemblies mustbe81.3wideby91.4cmlong(32inchesby36inches),exclusiveofheatsealedfilm edges. (ii)Forrigidandothernonconformingtypesofinsulationmaterials,thefinishedtestspecimens mustfitintothetestriginsuchamannerastoreplicatetheactualinserviceinstallation. (3) Construction. Make each of the specimens tested using the principal components (i.e., insulation, fire barrier material if used, and moisture barrier film) and assembly processes (representativeseamsandclosures). (i) Fire barrier material. If the insulation blanket is constructed with a fire barrier material, place the fire barrier material in a manner reflective of the installed arrangement For example, if the materialwillbeplacedontheoutboardsideoftheinsulationmaterial,insidethemoisturefilm,placeit thesamewayinthetestspecimen. (ii)Insulationmaterial.Blanketsthatutilizemorethanonevarietyofinsulation(composition, density, etc.) must have specimen sets constructed that reflect the insulation combination used. If, however, several blanket types use similar insulation combinations, it is not necessary to test each combinationifitispossibletobracketthevariouscombinations. (iii)Moisturebarrier film.Ifaproductionblanketconstructionutilizesmorethanonetypeof moisturebarrierfilm,performseparatetests oneachcombination.Forexample,ifapolyimidefilmis used in conjunction with an insulation in order to enhance the burnthrough capabilities, also test the sameinsulationwhenusedwithapolyvinylfluoridefilm. (iv)Installationontestframe.Attachtheblankettestspecimenstothetestframeusing12steel spring type clamps as shown in figure 7. Use the clamps to hold the blankets in place in both ofthe
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outerverticalformers,aswellasthecentreverticalformer(4clampsperformer).Theclampsurfaces should measure 25.4 by 51 mm (1 inch by 2 inches). Place the top and bottom clamps 15.2 cm (6 inches) from the top and bottom of the test frame, respectively. Place the middle clamps 20.3 cm (8 inches)fromthetopandbottomclamps.

(Note: For blanket materials that cannot be installed in accordance with figure 7 above, the blankets mustbeinstalledinamannerapprovedbytheAgency.) (v)Conditioning.Conditionthespecimensat212C(705F)and55%10%relative humidityforaminimumof24hourspriortotesting. (d)Preparationofapparatus. (1)Levelandcentretheframeassemblytoensurealignmentofthecalorimeterand/orthermocouple rakewiththeburnercone. (2)Turnontheventilationhoodforthetestchamber.Donotturnontheburnerblower.Measure theairflowofthetestchamberusingavaneanemometerorequivalentmeasuringdevice.Thevertical airvelocityjustbehindthetopoftheupperinsulationblanket testspecimenmustbe10050ft/min (0.510.25m/s).Thehorizontalairvelocityatthispointmustbelessthan50ft/min(0.25m/s).
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(3)Ifacalibratedflowmeterisnotavailable,measurethefuelflowrateusingagraduatedcylinder ofappropriatesize.Turnontheburnermotor/fuelpump,afterinsuringthattheignitersystemisturned off. Collect the fuel via a plastic or rubber tube into the graduated cylinder for a 2minute period. Determinetheflowrateingallonsperhour.Thefuelflowratemustbe0.3780.0126l/min(6.00.2 gallonsperhour). (e)Calibration. (1)Positiontheburnerinfrontofthecalorimetersothatitiscentredandtheverticalplaneofthe burnerconeexitis40.125inches(1023mm)fromthecalorimeterface.Ensurethatthehorizontal centrelineoftheburnerconeisoffset1inchbelowthehorizontalcentrelineofthecalorimeter(figure8). Without disturbing the calorimeter position, rotate the burner in front of the thermocouple rake,such thatthemiddlethermocouple(number4of7)iscentredontheburnercone.

Ensure that the horizontal centreline of the burner cone is also offset 25.4 mm (1 inch) below the horizontal centreline of the thermocouple tips. Recheck measurements by rotating the burner toeach positiontoensureproperalignmentbetweentheconeandthecalorimeterandthermocouplerake.(Note: Thetestburnermountingsystemmustincorporatedetentsthatensurepropercentringoftheburner cone with respect to both thecalorimeterandthethermocouplerakes,sothat rapidpositioningofthe burnercanbeachievedduringthecalibrationprocedure.)
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(2)Positiontheairvelocitymeterintheadapterorairbox,makingcertainthatnogapsexistwhere aircouldleakaroundtheairvelocitymeasuringdevice.Turnontheblower/motorwhileensuringthat thefuelsolenoidandignitersareoff.Adjusttheairintakevelocitytoalevelof10.92m/s,(2150ft/min) thenturnofftheblower/motor.(Note:TheOmegaHH30airvelocitymetermeasures66.7mm(2.625 2 inches) in diameter. To calculate the intake airflow, multiply the crosssectional area 0.0035 m 2 3 3 (0.03758ft )bytheairvelocity10.92m/s(2150ft/min)toobtain2.29m/min(80.80ft /min).Anair 3 velocity meter other than the HH30 unit can be used, provided the calculated airflow of2.29m/min 3 (80.80ft /min)isequivalent.) (3) Rotate the burner from the test position tothewarmupposition.Priortolightingtheburner, ensure that the calorimeter face is clean of soot deposits, and there is water running through the calorimeter.Examineandcleantheburnerconeofanyevidenceofbuildupofproductsofcombustion, soot,etc.Sootbuildupinsidetheburnerconemayaffecttheflamecharacteristicsandcausecalibration difficulties.Sincetheburnerconemaydistortwithtime,dimensionsshould becheckedperiodically. (4)Whiletheburnerisstillrotatedtothewarmupposition,turnontheblower/motor,ignitersand fuelflow,andlighttheburner.Allowittowarmupforaperiodof2minutes.Movetheburnerintothe calibration position and allow 1 minute for calorimeter stabilization, then record the heat flux once every second for a period of 30 seconds. Turn off burner, rotate out of position, and allow to cool. Calculate the average heat fluxoverthis 30secondduration.Theaverageheat fluxshouldbe18.2 2 2 0.9W/cm (16.00.8Btu/ft sec). (5) Position the burner in front of the thermocouple rake. After checking for proper alignment, rotatetheburnertothewarmupposition,turnontheblower/motor,ignitersandfuelflow,and lightthe burner.Allowittowarmupforaperiodof2minutes.Movetheburnerintothecalibrationpositionand allow 1 minute for thermocouple stabilization, then record the temperature of each of the 7 thermocouplesonceeverysecondforaperiodof30seconds.Turnoffburner,rotateoutofposition,and allowtocool.Calculatetheaveragetemperatureofeachthermocoupleoverthis30secondperiodand record. The average temperature of each of the 7 thermocouples should be 1038 56C (1900 100F). (6)Ifeithertheheat fluxorthetemperatures arenot withinthespecifiedrange,adjusttheburner intake air velocity and repeat the procedures of paragraphs (4) and (5) above to obtain the proper values. Ensure that the inlet air velocity is within the range of 10.92 0.25 m/s (2150 ft/min 50 ft/min). (7)Calibratepriortoeachtestuntilconsistencyhasbeendemonstrated.Afterconsistencyhasbeen confirmed,severaltestsmaybeconductedwithcalibrationconductedbeforeandafteraseriesoftests. (f)Testprocedure. (1) Secure the two insulation blanket test specimens to the test frame. The insulation blankets shouldbeattachedtothetestrigcentreverticalformerusingfourspringclampspositionedasshownin figure7(accordingto thecriteriaofparagraph(c)(3)(iv)ofPartVIIofthisAppendix). (2)Ensurethattheverticalplaneoftheburnerconeisatadistanceof1023mm(40.125inch) fromtheoutersurfaceofthehorizontalstringersofthetestspecimenframe,andthattheburnerandtest framearebothsituatedata30anglewithrespecttovertical. (3) When ready to begin the test, direct the burner away from the test position to the warmup positionsothattheflamewillnotimpingeonthespecimensprematurely.Turnonandlighttheburner andallowittostabilizefor2minutes.
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(4) To begin the test, rotate the burner into the test position and simultaneously start the timing device. (5) Expose the test specimens to the burner flame for 4 minutes and then turn off the burner. Immediatelyrotatetheburneroutofthetestposition. (6)Determine(whereapplicable)theburnthroughtime,orthepointatwhichtheheatfluxexceeds 2 2 2.27W/cm (2.0Btu/ft sec). (g)Report. (1)Identifyanddescribethespecimenbeingtested. (2)Reportthenumberofinsulationblanketspecimenstested. (3) Report the burnthrough time (if any), and the maximum heat flux on the back face of the insulationblankettestspecimen,andthetimeatwhichthemaximumoccurred. (h)Requirements. (1)Eachofthetwoinsulationblankettestspecimensmustnotallowfireorflamepenetrationinless than4minutes.
2 (2) Each of the two insulation blanket test specimens mustnot allowmorethan2.27W/cm (2.0 2 Btu/ft sec)onthecoldsideoftheinsulationspecimensatapoint30.5cm(12inches)fromthefaceof thetestrig.

11.

AddanewappendixMtoread:

AppendixMFuelTankFlammabilityReductionMeans(FRM)

M25.1Fueltankflammabilityexposurerequirements (a)TheFleetAverageFlammabilityExposurelevelofeachfueltank,asdeterminedinaccordancewith AppendixNofCS25,mustnot exceed3percent oftheFlammabilityExposureEvaluationTime (FEET), as defined in Appendix N of CS25. If flammability reduction means (FRM) are used, neither time periods when any FRM is operational but thefueltankis not inert,nortimeperiods whenanyFRM is inoperativemaycontributemorethan1.8percenttothe3percentaveragefleet flammabilityexposureofatank. (b)TheFleetAverageFlammabilityExposure,asdefinedinAppendixNofthispart,ofeachfueltank forground,takeoff/climbphasesofflightduringwarmdaysmustnotexceed3percentofFEETin eachofthesephases.Theanalysismustconsiderthefollowingconditions. (1) The analysis must use the subset of flights starting with a sea level ground ambient temperature of 26.7C [80 F] (standard day plus 11.7C (21 F) atmosphere) or more, fromtheflammabilityexposureanalysisdoneforoverallperformance. (2)Fortheground,takeoff/climbphases offlight,theaverageflammabilityexposuremustbe
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calculatedbydividingthetimeduringthespecificflightphasethefueltankisflammableby thetotaltimeofthespecificflightphase. (3) Compliance with this paragraph may be shown using only those flights for which the aeroplaneisdispatchedwiththeflammabilityreductionmeansoperational.

M25.2Showingcompliance (a) The applicant must provide data from analysis, ground testing, and flight testing, or any combinationofthese,that: (1)validatetheparametersusedintheanalysisrequiredbyparagraphM25.1 (2)substantiatethattheFRMiseffectiveatlimitingflammabilityexposureinallcompartments ofeachtankforwhichtheFRMisusedto showcompliancewithparagraphM25.1and (3)describethecircumstancesunderwhichtheFRMwouldnotbeoperatedduringeachphase offlight. (4)identifycriticalfeaturesofthefueltanksystemtopreventanauxiliaryfueltankinstallation from increasing the flammability exposure of main tanks above that permitted under paragraphs M25.1 (a) and (b) of this appendix and to prevent degradation of the performanceandreliabilityoftheFRM. (b) The applicant must validate that the FRM meets the requirements of paragraph M25.1 of this appendix with any aeroplane or engine configuration affecting the performance of the FRM for whichapprovalissought. (c)AnyFRM failures orfailures that couldaffect theFRM,withpotentialcatastrophicconsequences shall not result from a single failure or a combination of failures not shown to be extremely improbable. (d) It must be shown that the fuel tank pressures will remain within limits during normal operating conditionsandfailureconditions.

(e) Oxygenenriched air produced by the FRM must not create a hazard during normal operating conditions.

M25.3Reliabilityindicationsandmaintenanceaccess (a) Reliability indications must be provided to identify failures of the FRM that would otherwise be latent and whose identification is necessary to ensure the fuel tank with an FRM meets the fleet average flammability exposure listed in paragraph M25.1 of this appendix, including when the FRMisinoperative. (b) SufficientaccessibilitytoFRMreliabilityindicationsmustbeprovidedformaintenancepersonnel ortheflightcrew. (c) TheaccessestothefueltankswithFRMs(includinganytanksthatcommunicatewithatankviaa vent system), and to any other confined spaces or enclosed areas that could contain hazardous
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atmosphereundernormalconditions orfailureconditions mustbepermanentlystencilled,marked, or placarded to warn maintenance personnel of the possible presence of a potentially hazardous atmosphere.Thosestencils,markingsorplacardsmustbeinstalledsuchastoremainpermanently visibleduringmaintenanceoperations.

M25.4Airworthinesslimitationsandprocedures TheFRMshallbesubjecttoanalysisusingconventionalprocessesandmethodologytoensurethatthe minimumscheduledmaintenancetasksrequiredforsecuringthecontinuingairworthinessofthesystem andinstallationareidentifiedandpublishedaspartoftheCS25.1529compliance.Maintenancetasks arisingfromeithertheMonteCarloanalysisoraCS25.1309safetyassessmentshallbedealtwithin accordancewiththeprincipleslaiddowninAMC25.1309. (a) IfFRMisusedtocomplywithparagraphM25.1,AirworthinessLimitationsmustbeidentifiedfor allmaintenanceorinspectiontasksrequiredtoidentifyfailuresofcomponentswithintheFRMthat areneededtomeetparagraphM25.1. (b) Maintenance procedures must be developed to identify any hazards to be considered during maintenance of the fuel system and of the FRM. These procedures must be included in the instructionsforcontinuedairworthiness(ICA).

12.

AddanewappendixNtoread:

AppendixNFuelTankFlammabilityExposure N25.1General (a) This appendix specifies the requirements for conducting fuel tank fleet average flammability exposure analyses required to meet CS 25.981(b) and Appendix M. This appendix defines parameters affecting fuel tank flammability that must be used in performing the analysis. These include parameters that affect all aeroplanes within the fleet, such as a statistical distribution of ambient temperature,fuelflashpoint,flight lengths,andaeroplanedescentrate.Demonstrationof compliance also requires application of factors specific to the aeroplane model being evaluated. Factors that need to be included aremaximumrange,cruisemachnumber,typicalaltitudewhere the aeroplane begins initial cruise phase of flight, fuel temperature during both ground and flight times,andtheperformanceofanFRMifinstalled(SeeAMCtoappendixN,N25.1(a)). (b) Forfueltanksinstalledinaluminiumwings,aqualitativeassessmentissufficientifitsubstantiates thatthetankisaconventionalunheatedaluminiumwingtank(SeeAMCtoAppendixN25.1(b)). N25.2Definitions (a)BulkAverageFuelTemperaturemeanstheaveragefueltemperaturewithinthefueltankordifferent sectionsofthetankifthetankissubdividedbybafflesorcompartments. (b) Flammability Exposure Evaluation Time (FEET). The time from the start of preparing the aeroplaneforflight,throughtheflightandlanding,untilallpayloadisunloaded,andallpassengers andcrewhavedisembarked.IntheMonteCarloprogram,theflighttimeisrandomlyselectedfrom theFlightLengthDistribution(Table2),thepreflighttimesareprovidedasafunctionoftheflight
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time,andthepostflighttimeisaconstant30minutes. (c) Flammable. With respect to a fluid or gas, flammable means susceptible to igniting readily or to exploding(ref.CSDefinitions).Anonflammableullageisonewherethefuelairvapouristoolean ortoorichtoburnorisinertasdefinedbelow.Forthepurposesofthisappendix,afueltankthatis notinertisconsideredflammablewhenthebulkaveragefueltemperaturewithinthetankiswithin theflammablerangeforthefueltypebeingused. Foranyfueltankthatissubdividedintosections by baffles or compartments, the tank is considered flammable when the bulk average fuel temperaturewithinanysectionofthetank,that is not inert,is withintheflammablerangeforthe fueltypebeingused. (d) Flash Point. The flash point of a flammable fluid means the lowest temperature at which the application of a flame to a heated sample causes the vapour to ignite momentarily, or flash. Table1ofthisappendixprovidestheflashpointforthestandardfueltobeusedintheanalysis. (e) Fleetaverageflammabilityexposureisthepercentageoftheflammabilityexposureevaluationtime (FEET)thefueltankullageisflammableforafleetofanaeroplanetypeoperatingovertherangeof flight lengths in a worldwide range of environmental conditions and fuel properties as definedin thisappendix. (f) Gaussian Distribution is another name for the normal distribution, a symmetrical frequency distributionhavingaprecisemathematicalformularelatingthemeanandstandarddeviationofthe samples. Gaussian distributions yield bell shaped frequency curves having a preponderance of valuesaroundthemeanwithprogressivelyfewerobservationsasthecurveextendsoutward. (g) Hazardous atmosphere. An atmosphere that may expose maintenance personnel, passengers or flight crewtotheriskofdeath,incapacitation,impairmentofabilitytoselfrescue(thatis,escape unaidedfromaconfinedspace),injury,oracuteillness. (h) Inert.Forthepurposeofthisappendix,thetankisconsideredinertwhenthebulkaverageoxygen concentrationwithineachcompartmentofthetankis12percentorlessfromsealevelupto10,000 feetaltitude,thenlinearlyincreasingfrom12percentat10,000feetto14.5percentat40,000feet altitude,andextrapolatedlinearlyabovethataltitude. (i) Inerting.Aprocesswhereanoncombustiblegasisintroducedintotheullageofafueltanksothat theullagebecomesnonflammable. (j) Monte Carlo Analysis. The analyticalmethodthat is specifiedinthis appendixas thecompliance meansforassessingthefleetaverageflammabilityexposuretimeforafueltank. (k)Oxygenevolutionoccurswhenoxygendissolvedinthefuelisreleasedintotheullageasthepressure andtemperatureinthefueltankarereduced. (l) Standarddeviationis astatisticalmeasureofthedispersionorvariationinadistribution,equalto thesquarerootofthearithmeticmeanofthesquaresofthedeviationsfromthearithmeticmeans. (m) Transport Effects. For purposes of this appendix, transport effects are the changeinfuelvapour concentrationinafueltankcausedbylowfuelconditionsandfuelcondensationandvaporization. (n)Ullage.Thevolumewithinthefueltanknotoccupiedbyliquidfuel.

N25.3Fueltankflammabilityexposureanalysis
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(a) Aflammabilityexposureanalysismustbeconductedforthefueltankunderevaluationtodetermine fleet average flammability exposure for the aeroplane and fuel types under evaluation. For fuel tanksthataresubdividedbybafflesorcompartments,ananalysismustbeperformedeitherforeach section of the tank, or for the section of the tank having the highest flammability exposure. Considerationoftransporteffectsisnotallowed intheanalysis. (b) The following parameters are defined in the Monte Carlo analysis and provided in paragraph N25.4: (1) (2) (3) (4) CruiseAmbientTemperature asdefinedinthisappendix. GroundTemperature asdefinedinthisappendix. FuelFlashPointasdefinedinthisappendix. FlightlengthDistribution thatmustbeusedisdefinedinTable2ofthisappendix.

(c) Parameters that are specific to the particular aeroplane model under evaluation that must be providedasinputstothe MonteCarloanalysisare: (1) AeroplaneCruiseAltitude (2) Fuel Tank quantities. If fuel quantity affects fuel tank flammability, inputs to the Monte Carloanalysismustbeprovidedthatrepresenttheactualfuelquantitywithinthefueltank orcompartmentofthefueltankthroughouteachoftheflightsbeingevaluated.Inputvalues forthisdatamustbeobtainedfromgroundandflighttestdataortheEASAapprovedfuel managementprocedures. (3)AeroplanecruiseMachNumber. (4)Aeroplanemaximum Range (5) Fuel Tank Thermal Characteristics. If fuel temperature affects fuel tank flammability, inputstotheMonteCarloanalysismustbeprovidedthatrepresenttheactualbulkaverage fuel temperature within the fuel tank throughout each of the flights being evaluated. For fuel tanks that are subdivided by baffles or compartments, bulk average fueltemperature inputs must be provided either for each section of the tank or for the section of the tank havingthehighestflammabilityexposure.Inputvaluesforthisdatamustbeobtainedfrom groundandflighttestdataorathermalmodelofthetankthathasbeenvalidatedbyground andflighttestdata.

(6) Maximum aeroplane operating temperature limit as defined by any limitations in the AeroplaneFlightManual. (7)AeroplaneUtilization.Theapplicantmustprovidedatasupportingthenumberofflightsper dayandthenumberofhoursperflightforthespecificaeroplanemodelunderevaluation.If there is no existing aeroplane fleet data to support the aeroplane being evaluated, the applicantmustprovidesubstantiationthatthenumberofflightsperdayandthenumberof hours per flight for that aeroplane model is consistent with the existing fleet data they proposetouse.
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(8) Aeroplane climb & descent profiles in accordance with the aircraft performance data documentedintheAircraftFlightManual.

(d) FuelTankFRMModel.IfFRMisused,anAgencyapprovedMonteCarloprogrammustbeused toshowcompliancewiththeflammabilityrequirementsofCS25.981andAppendixMofthispart. The program must determine the time periods during each flight phase when the fuel tank or compartment with the FRM would be flammable. The following factors must be considered in establishingthesetimeperiods: (1)Anytimeperiods throughout theflammabilityexposureevaluationtimeandunderthefull range of expected operating conditions, when the FRM is operating properly but fails to maintainanonflammablefueltankbecauseoftheeffectsofthefueltankvent systemor othercauses, (2) If dispatch with the system inoperative under the Master Minimum Equipment List (MMEL)isrequested,thetimeperiodassumedinthereliabilityanalysisshallbeconsistent withtheproposedrectificationinterval,dependingonaeroplaneutilisation, (3) Frequency and duration of time periods of FRM inoperability, substantiated by test or analysis, caused by latent or known failures, including aeroplane system shutdowns and failuresthatcouldcausetheFRMtoshutdown orbecomeinoperative, (4) Effects of failures of the FRM that could increase the flammability exposure of the fuel tank, (5)OxygenEvolution:IfanFRMisusedthatisaffectedbyoxygenconcentrationsinthefuel tank, the time periods when oxygen evolution from the fuel results in the fuel tank or compartmentexceedingtheinertlevel.Theapplicantmustincludeanytimeswhenoxygen evolution from the fuel in the tank or compartment under evaluation would result in a flammable fuel tank. The oxygen evolution rate that must be used is defined in the FAA documentFuelTankFlammabilityAssessmentMethodUser'sManual,datedMay2008 (orlatestrevision),documentnumberDOT/FAA/AR05/8. (6) If an inerting system FRM is used, the effects of any air that may enter the fuel tank following the last flight of the day due to changes in ambient temperature, as defined in Table4,duringa12hourovernightperiod.

N25.4Variablesanddatatables The following data must be used when conducting a flammability exposure analysis to determine the fleet average flammability exposure. Variables used to calculate fleet flammability exposure must include atmospheric ambient temperatures, flight length, flammability exposure evaluation time, fuel flashpoint,thermalcharacteristics ofthefueltank,overnight temperaturedrop,andoxygenevolution fromthefuelintotheullage. (a)AtmosphericAmbientTemperaturesandFuelProperties. (1) In order to predict flammability exposure during a given flight, the variation of ground ambienttemperatures,cruiseambienttemperatures,andamethodtocomputethetransition fromgroundtocruiseandbackagainmustbeused.Thevariationofthegroundandcruise ambienttemperaturesandtheflashpointofthefuelisdefinedbyaGaussiancurve,given
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bythe50percentvalueanda 1standarddeviationvalue. (2)AmbientTemperature:Undertheprogram,thegroundandcruiseambienttemperaturesare linked by a set of assumptions on the atmosphere. The temperature varies with altitude following the International Standard Atmosphere (ISA) rate of change from the ground ambient temperature until the cruise temperature for the flight is reached. Above this altitude,theambienttemperatureisfixedatthecruiseambienttemperature.Thisresultsin avariationintheupperatmospherictemperature.Forcolddays,aninversionisappliedup to10,000feet,andthentheISArateofchangeisused. (3)Fuelproperties: (i)ForJetAandJetA1fuel,thevariationofflashpointofthefuelisdefinedbya Gaussiancurve,givenbythe50percent valueanda 1standarddeviation,as showninTable1. ii) The flammability envelope of the fuel that must be used for the flammability exposureanalysisisafunctionoftheflashpointofthefuelselectedbytheMonte Carloforagivenflight.Theflammabilityenvelopeforthefuelisdefinedbythe upperflammabilitylimit(UFL)andlowerflammabilitylimit(LFL)asfollows: (A)LFL at sea level = flash point temperature of the fuel at sea level minus 5.5C(10F).LFLdecreasesfromsealevelvaluewithincreasingaltitude atarateof0.55C(1F)per808feet. (B)UFL at sea level = flash point temperature of the fuel at sea level plus 19.5C(63.5F).UFLdecreases fromthesealevelvaluewithincreasing altitudeatarateof0.55C(1F)per512feet. (4)Foreachflightanalyzed,aseparaterandomnumbermustbegeneratedforeachofthethree parameters(groundambienttemperature,cruiseambienttemperature,andfuelflashpoint) usingtheGaussiandistributiondefinedinTable1.

Table1.GaussianDistributionforGroundAmbientTemperature,CruiseAmbientTemperature,and FuelFlashPoint TemperatureinDegC/DegF Parameter MeanTemp Neg1stddev Pos1stddev GroundAmbient Temperature. 15.53/59.95 11.18/20.14 9.6/17.28 Cruiseambient Temperature. _56.67/70 4.4/8 4.4/8 FuelFlashPoint(FP) 48.89/120 4.4/8 4.4/8

(b)TheFlightLengthDistributiondefinedinTable2mustbeusedinthe MonteCarloanalysis. Table2.FlightLengthDistribution

AeroplaneMaximumRange NauticalMiles(NM) FlightLength (NM) 1000 2000 3000 4000 5000 6000 Distributionofflightlengths(Percentageoftotal) Page37of45 7000 8000 9000 10000

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AeroplaneMaximumRange NauticalMiles(NM) FlightLength (NM)

From 0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 5200 5400 5600 5800 6000 6200 6400 6600 6800 7000 7200 7400 7600 7800 8000 8200 8400 8600 8800 9000 9200 To 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 5200 5400 5600 5800 6000 6200 6400 6600 6800 7000 7200 7400 7600 7800 8000 8200 8400 8600 8800 9000 9200 9400

1000 2000 3000 4000 5000 6000 Distributionofflightlengths(Percentageoftotal)

7000

8000

9000

10000

11.7 27.3 46.3 10.3 4.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

7.5 19.9 40.0 11.6 8.5 4.8 3.6 2.2 1.2 0.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

6.2 17.0 35.7 11.0 8.6 5.3 4.4 3.3 2.3 2.2 1.6 1.1 0.7 0.4 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

5.5 15.2 32.6 10.2 8.2 5.3 4.5 3.5 2.6 2.6 2.1 1.6 1.2 0.9 0.6 0.6 0.7 0.7 0.9 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

4.7 13.2 28.5 9.1 7.4 4.8 4.2 3.3 2.5 2.6 2.2 1.7 1.4 1.0 0.7 0.8 1.1 1.3 2.2 2.0 2.1 1.4 1.0 0.6 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

4.0 11.4 24.9 8.0 6.6 4.3 3.8 3.1 2.4 2.5 2.1 1.7 1.4 1.1 0.8 0.8 1.2 1.6 2.7 2.6 3.0 2.2 2.0 1.5 1.0 0.8 0.8 0.9 0.6 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

3.4 9.7 21.2 6.9 5.7 3.8 3.3 2.7 2.1 2.2 1.9 1.6 1.3 1.0 0.7 0.8 1.2 1.6 2.8 2.8 3.2 2.5 2.3 1.8 1.4 1.1 1.2 1.7 1.6 1.8 1.7 1.4 0.9 0.5 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

3.0 8.5 18.7 6.1 5.0 3.3 3.0 2.4 1.9 2.0 1.7 1.4 1.2 0.9 0.7 0.8 1.1 1.5 2.7 2.8 3.3 2.6 2.5 2.0 1.5 1.3 1.5 2.1 2.2 2.4 2.6 2.4 1.8 1.2 0.8 0.4 0.3 0.2 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0

2.6 7.5 16.4 5.4 4.5 3.0 2.7 2.2 1.7 1.8 1.6 1.3 1.1 0.9 0.6 0.7 1.1 1.5 2.6 2.7 3.2 2.6 2.5 2.0 1.6 1.3 1.6 2.2 2.4 2.8 3.1 2.9 2.2 1.6 1.1 0.7 0.5 0.5 0.5 0.6 0.5 0.5 0.6 0.4 0.2 0.0 0.0

2.3 6.7 14.8 4.8 4.0 2.7 2.4 2.0 1.6 1.7 1.4 1.2 1.0 0.8 0.6 0.7 1.0 1.4 2.5 2.6 3.1 2.5 2.4 2.0 1.5 1.3 1.6 2.3 2.5 2.9 3.3 3.1 2.5 1.9 1.3 0.8 0.7 0.6 0.7 0.8 0.8 1.0 1.3 1.1 0.8 0.5 0.2

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AeroplaneMaximumRange NauticalMiles(NM) FlightLength (NM)

9400 9600 9800 9600 9800 10000

1000 2000 3000 4000 5000 6000 Distributionofflightlengths(Percentageoftotal)

0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

7000

8000

9000

10000

0.0 0.0 0.0

0.0 0.0 0.0

0.0 0.0 0.0

0.1 0.1 0.1

(c)OvernightTemperatureDrop.ForaeroplanesonwhichFRMisinstalled,theovernighttemperature dropforthisappendixisdefinedusing: (1)Atemperatureatthebeginningoftheovernightperiodthatequalsthelandingtemperature ofthepreviousflightthatisarandomvaluebasedonaGaussiandistributionand (2)An overnighttemperaturedropthatisarandomvaluebasedonaGaussiandistribution. (3) For anyflight that will endwithanovernight groundperiod(oneflight perdayout ofan averageofnumberofflightsperday,dependingonutilizationoftheparticularaeroplane model being evaluated), the landing outside air temperature (OAT) is to be chosen as a randomvaluefromthefollowingGaussiancurve:

Table3.LandingOutsideAirTemperature LandingOutsideAirTemperature C/F 14.82/58.68 11.41/20.55 7.34/13.21

Parameter MeanTemperature negative1stddev positive1stddev

(4)Theoutsideambientairtemperature(OAT)overnighttemperaturedropistobechosenasa randomvaluefromthefollowingGaussiancurve: Table4.OutsideAirTemperature(OAT)Drop OATDropTemperature C/F 11.11/12.0 3.3/6.0

Parameter MeanTemp 1stddev

(d) Number of Simulated Flights Required in Analysis. In order for the Monte Carlo analysis to be valid for showing compliance with the fleet average and warm day flammability exposure requirements,theapplicantmustruntheanalysisforaminimumnumberofflightstoensurethatthe fleet average and warm day flammability exposure for the fuel tank under evaluation meets the applicableflammabilitylimitsdefinedinTable5. Table5.FlammabilityExposureLimit
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MinimumNumber ofFlightsinMonte CarloAnalysis 10,000 100,000 1,000,000

MaximumAcceptableMonte CarloAverageFuelTank FlammabilityExposure(%)to meet3%requirements 2.91 2.98 3.00

MaximumAcceptableMonteCarlo AverageFuelTankFlammability Exposure(%)tomeet7% requirements 6.79 6.96 7.00

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CS25Amendment6 ChangeInformation

BOOK2 13. ReviseAMC25.21(g)toread:

AMCSUBPARTB AMC25.21(g) PerformanceandHandlingCharacteristicsinIcingConditionsContainedinAppendixC,ofCS25 ... iii.dConduct steadyheadingsideslipstofullrudderauthority,801356N.(180lbf)rudderforceor full lateral control authority (whichever comes first), with highest lift landing configuration, trim speed1.23VSR,andpowerorthrustfor3flightpathangle. ... 6.9.5.1 Where the ice protection system is activated as described in paragraph A1.2.3.34.a of Appendix1ofthisAMC,paragraphs6.9.1,6.9.2and6.9.4ofthisAMCareapplicablewiththeice accretionpriortonormalsystemoperation. 6.9.5.2WheretheiceprotectionsystemisactivatedasdescribedinparagraphsA1.2.3.34.b,c,dore of Appendix 1 of this AMC, it is acceptable to demonstrate adequate controllability with the ice accretionpriortonormalsystemoperation,asfollows: ... 6.18.3.1 Where the ice protection system is activated as described in paragraph A1.2.3.34.a, of Appendix 1 of this AMC, paragraphs 6.18.1 and 6.18.2 of this AMC are applicable with the ice accretionpriortonormalsystemoperation. 6.18.3.2WheretheiceprotectionsystemisactivatedasdescribedinparagraphsA1.2.3.34.b,c,dore of Appendix 1 of this AMC, it is acceptable to demonstrate adequate stall warning with the ice accretionpriortonormalsystemoperation,asfollows: ... 14. ReviseAMC25.629asfollows: AMCSUBPARTD AMC25.629Aeroelasticstabilityrequirements CS25.1329AutomaticpilotFlightGuidance system

15. ReviseAMC25.783asfollows:

AMCSUBPARTD AMC25.783FuselageDoors As an alternative to providing the feature described above, reliance can be placed on trained cabin attendants crew or flight crew members to determine that certain doors are not fully closed. This alternativeisapplicableonlytodoorsthatarenormallyoperatedbythesecrewmembers,andwhereitis visuallyclearlyevidentfromwithintheaircraftwithoutdetailedinspectionunderalloperationallighting
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conditionsthatthedoorisnotfullyclosed. 16. ReviseAMC25.807asfollows:

AMCSUBPARTD AMC25.807EmergencylightingExits RelevantpartoftheFAAAdvisoryCircular2517TransportAirplaneCabinInteriorsCrashworthiness Handbook,dated15/7/91andAC25.8122FloorProximityEmergencyEscapePathMarkingSystems Incorporating Photoluminescent Elements, dated 24/7/97 are is accepted by the Agency as providing acceptablemeansofcompliancewithCS25.812807. Note: relevant parts means the part of the AC 2517 that addresses the applicable FAR/CS25 paragraph.

17.

AddnewAMC25.856(a)andAMC25.856(b)asfollows:

AMCSUBPARTD . AMC25.856(a) Thermal/acousticinsulationmaterials:Flamepropagationresistance FAAAdvisoryCircular25.8561Thermal/AcousticInsulationFlamePropagationTestMethodDetails, dated 24/06/2005, is accepted by the Agency as providing acceptable means of compliance with CS 25.856(a)andPartVIofAppendixFtoCS25. AMC25.856(b) Thermal/acousticinsulationmaterials:Flamepenetration(Burnthrough)resistance FAA Advisory Circular 25.8562A Installation of Thermal/Acoustic Insulation for Burnthrough Protection,dated29/07/2008,isacceptedbytheAgencyasprovidingacceptablemeansofcompliance withCS25.856(b)andPartVIIofAppendixFtoCS25.

18.

AddnewAMC25.981(b)(1)toread:

AMCSUBPARTE AMC25.981(b)(1) Fueltankflammabilitydesignprecautions Theintentionofthisrequirementistointroducedesignprecautions,toavoidunnecessaryincreases infueltankflammability.Theseprecautionsshouldensure: (i) nolargenetheatsourcesgoingintothetank,

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CS25Amendment6 ChangeInformation

(ii) (iii)

nounnecessaryspraying,sloshingorcreationoffuelmist, minimizationofanyotherenergytransfersuchasHIRF

Applicantsshouldlimittheheatinputstothemaximumextent.Heatsourcescanbeothersystems, but also include environmental conditions such as solar radiation. The following design features havebeenfoundacceptable: heatinsulationbetweenafueltankandanadjacentheatsource(typicallyECSpacks), forcedventilationaroundafueltank, fueltransferlogicleavingsufficientfuelintransfertanksexposedtosolarradiationsonthe groundinorderto limittheireffects heat rejecting paintings or solar energy reflecting paints to limit the heat input by solar radiation.

A critical parameter is the maximum temperature rise in any part of the tank under warm day conditions duringa4hours groundoperation.Anyphysicalphenomenon,includingenvironmental conditionssuchassolarradiation,shouldbetakenintoaccount.Atemperatureincreaseintheorder of20ClimithasbeenfoundacceptablefortanksnotfittedwithanactiveFlammabilityReduction MeansandthereforeunabletomeettheexposurecriteriaasdefinedinM25.1(b)(1). Note 1: for tanks fitted with Flammability Reduction Means, applicants should limit heat and energy transfers to the maximum extent. No maximum temperature increase limit is defined however the 20 C limit is applicable in case of dispatchwiththeactiveFlammabilityReduction Meansinoperative. Note 2: the maximum temperature increase under the conditions described above should be quantifiedwhetherornottheaffected tankisfittedwithaFlammabilityReductionMeans.

19.

AddnewAMC25.981(b)(2)toread:

AMCSUBPARTE AMC25.981(b)(2) Fueltankflammabilitydefinitions Equivalent Conventional Unheated Aluminium Wing is an integral tank in an unheated semi monocoquealuminiumwingofasubsonicaeroplanethatisequivalentinaerodynamicperformance, structuralcapability,fueltankcapacityandtankconfigurationtothedesignedwing. Fleet AverageFlammabilityExposureis definedinAppendixNandmeansthepercentageoftime thefueltankullageisflammableforafleetofanaeroplanetypeoperatingovertherangeofflight lengths. 20. DeletionofcurrentAMC25.981(c)asfollow:

AMCSUBPARTE AMC25.981(c) Flammabilityprecautions Theintentionofthisrequirementistointroducedesignprecautions,toavoidunnecessaryincreasesin fueltankflammability.Theseprecautionsshouldensure: (i)nolargenetheatsourcesgoingintothetank, (ii)nounnecessaryspraying,sloshingorcreationoffuelmist.

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21.

Book2SubpartHPagesrenumbering:

Change Pages: 1H20to 1H29.2H20to 2H29 Changepages:2AppF2and2AppF3to2AppH1and2AppH2

22.

AddanewAMCtoappendixNFuelTankFlammabilityExposure:

AMCtoAppendixN,N25.1(a) Fueltankflammabilityassessmentmethod The MonteCarlo program as well as the method and procedures set forth in FAA document, Fuel Tank Flammability Assessment Method Users Manual DOT/FAA/AR05/8 dated May 2008 (or thelatestexistingrevisionontheconditionthatitisacceptedbyEASA),isanacceptablemeansof compliancetoconducttheflammabilityassessmentspecifiedinAppendixN25.1(a).Acopymaybe obtained from the Office of the Federal Register, 800 North Capitol Street, N.W., Suite 700, Washington, D.C. The following definitions, input variables, and data tables that are used in the program to determine fleet average flammability exposure for a specific aeroplane model are the onesincludedintoparagraphN25.2DefinitionsandN25.4Variablesanddatatables. AMCtoAppendixN,N25.1(b) Qualitativefueltankflammabilityassessment (a)Aconventionalunheatedaluminiumwingtankisaconventionalaluminiumstructure,integraltank ofasubsonictransportaeroplanewing,withminimalheatingfromaeroplanesystemsorotherfuel tanks and cooled by ambient airflow during flight. Heat sources that have the potential for significantlyincreasingtheflammabilityexposureofafueltankwouldprecludethe tankfrombeing considered unheated. Examples of such heat sources that may have this effect are heat exchangers, adjacent heated fuel tanks, transfer of fuel from a warmer tank, and adjacent air conditioning equipment. Thermal antiice systems and thermal antiice blankets typically do not significantlyincreaseflammabilityoffueltanks.Forthesetanks,aqualitativeassessmentshowing equivalencytotheunheatedaluminiumwingfueltankmaybeacceptablewhenconsideredwiththe following: 1Adescriptionoftheaeroplaneconfiguration,(includingsubsonic,wingconstruction,etc.), 2Alistingofanyheatsourcesinoradjacenttothefueltank, 3Thetypeoffuelapprovedfortheaeroplane, 4Thetankoperatingpressurerelativetoambientstaticpressure, 5Thetankisuninsulatedandmadeofaluminium,and 6Thetankhasalargeaerodynamicsurfaceareaexposedtooutsideairtotransferheatfromthetank. (b)Fueltankswithanaerodynamicsurfaceareatovolumeratio(surfacearea/volume)greaterthan1.0 have been shown to meet these criteria. Fuel tanks with a ratio less than 1.0 are not considered conventionalunheatedaluminiumwingtanks.Theaerodynamicsurfaceareaincludestheareaofthe integralaluminiumwingfueltankthatisexposedtooutsideair.Itdoesnotincludeanyportionofa
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fueltankthatisshieldedfromfreestreamairflow,suchasthefrontandrearspar,oranareaunder afairingorwingthermalblanket.

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