Citation Summer 2000
Download PDF Version
What Are Those Burn Testing Documents For?
Flammability testing, or burn testing as it is called in the industry, is an often misunderstood regulatory requirement. Not understanding it correctly could cost you down the road.
If your aircraft interior was recently refurbished or modified, it is likely that you were given burn test documents by the completions center. These documents contain valuable certification information and you should keep them with the other modification/certification records pertinent to your aircraft.
Federal Air Regulations per 25.853 require that the materials used in corporate jet passenger cabins be “self extinguishing” when exposed to flame in order to enhance the safety of passengers. To meet this requirement, each material used in building or refurbishing an interior must pass certain tests individually, or as an assembly combined with materials on which they are applied. Samples of these materials are subjected to direct flame for a short, specified period of time. The burning material then must self-extinguish within a specified period of time to pass the test. Records of the test results and the origin of the material tested comprise the bulk of the interior burn certification documents.
Burn test certification is required of the entire aviation community. However, you may experience varying levels of compliance at completions facilities around the country. Burn testing is a complex and often confusing process, so you may want to ask a Duncan Aviation representative to explain more about requirements and regulations. Duncan Aviation is happy to provide as much information as you’d like about burn testing.
Aircraft owners have the burden of proof concerning burn testing. Burn testing documents provide the proof of certification required for an owner to demonstrate compliance and may be required in the future to:
- Prove FAR compliance when an aircraft is being placed on a Part 135 certificate.
- Prove FAR compliance for pre-buys (when an aircraft changes ownership).
- Prove FAR compliance when an aircraft is being exported or imported.
- Verify interior materials for future repairs or replacement. Understanding the issue and asking questions up front could save you time, money and a lot of frustration.
Electric Flap Systems
Citation model 500 and 550 airplanes use two electric motors to drive chains and cables to actuate the flaps. When the flaps are in the up position the cable tensions can be as high as 175 pounds. During the rigging of the flaps, the maintenance manual requires the up limit switch to be set so that the cable tensions are between 75 and 175 pounds. To extend the life of the flap system cables, set the flaps at the approach setting when the plane is not flying. At the approach or the “full down” setting the cable tensions are approximately 60 pounds.
For more info, contact Joe Austin in BTL at 800.525.2376 or Ed Johnson in LNK at 800.228.4277.
Additional Info About SB 560-53-26
SB 560-53-26 requires that the inboard wing cuffs of 560s, units 1- 531, be removed and a certain area inspected for chaffing damage. During the completion of the bulletin we have found additional areas that are chaffing and that are not addressed by the bulletin. If you plan on performing this bulletin in the near future or are going in for maintenance on your plane, make sure your service provider carefully inspects the affected areas.
( Return to top )
