FAA Fact Sheet: Standards Drive Aircraft Cabin Safety Improvements
August 9, 2005
In a fact sheet posted on its web site, the U.S. Federal Aviation Administration (FAA) noted that it has conducted extensive research and significantly upgraded cabin safety requirements to increase the likelihood of passenger survivability in aviation accidents. The FAA stated that many aviation accidents are survivable and improvements to cabin safety and the prevention and control of in-flight fires have contributed to passenger survivability.
Examples of advancements in cabin safety cited by the FAA include:
- Seat cushions. Air carriers had until November 1987 to comply with a new regulation that required the installation of new fire-blocking layers on aircraft seat cushions. This marked the end of a three-year compliance schedule. Air carriers replaced 650,000 foam seat cushions on the U.S. fleet. FAA research found that the new material did a better job retarding burning and provided 40 to 60 seconds of additional time for aircraft evacuation. All existing seats in the U.S. fleet meet the improved standards. The international aviation community followed the FAA's lead and adopted the same standards.
- Floor lighting. By 1986, the U.S. commercial fleet was retrofitted with floor proximity lighting, marking the completion of a two-year compliance schedule. Since smoke rises and can obscure overhead lighting, the FAA determined that floor lighting could improve the evacuation rate by 20% under certain conditions.
- Lavatory smoke detectors. In 1986, the FAA required air carriers to install smoke detectors in lavatories. Air carriers were given 18 months to complete the installation.
- Lavatory fire extinguishers. In 1987, the FAA required air carriers to install automatic fire extinguishers in the wastepaper bin in all aircraft lavatories. Air carriers had two years to comply.
- Halon fire extinguishers. In 1986, portable Halon fire extinguishers were added to all commercial aircraft, following a 12-month compliance time. The FAA requires two Halon extinguishers per aircraft, in addition to other required extinguishers.
- Improved interior materials. In 1985, the FAA developed a new test standard for large surface area panels, i.e. ceilings, walls, overhead bins and partitions. The agency required that all commercial aircraft produced after Aug. 20, 1988 have panels that exhibit reduced heat and smoke emissions, delaying the onset of a flash-over. Although there was no retrofit of the existing fleet, the FAA is requiring that these improved materials be used during major cabin refurbishment.
- Cargo compartment liners. In 1986, the FAA issued standards to improve fire safety in Class C and D cargo and baggage compartments. The rule established burn-through resistance fire test criteria for compartment ceiling and wall liners. Retrofit of the existing fleet is addressed by a separate rulemaking.
- Cargo compartment fire detection/suppression. In 1998, the FAA required that all large passenger aircraft have fire detection and suppression systems installed in all cargo compartments by March 19, 2001. This rule affects approximately 3,700 aircraft currently in service and all newly manufactured aircraft. As of Jan. 1, 2005, approximately 73% of the fleet have been retrofitted.
- Thermal/acoustic insulation. In 1999, the FAA developed a new test standard for thermal/acoustic insulation that will increase fire safety on aircraft. The FAA will propose a new requirement once the new standard is finalized. In May 2000 the agency required that operators of over 600 aircraft replace insulation blankets covered with metalized polyethylenteraphthalate (Mylar) within four years. Replacement materials must meet the FAA's new flame propagation standard, which is based on an ASTM International test. The FAA adopted new fire safety standards for thermal/acoustic insulation for airplanes entering the fleet, and new designs. The rule addresses both in-flight and post-crash fire protection and applies to airplanes delivered after Sept. 2, 2005 and Sept. 2, 2007, respectively.
- 16G seats. In 1988, the FAA issued regulations requiring that all newly developed transport aircraft use "16g" seats. Using a test dummy, these seats undergo dynamic testing and evaluation regarding injury protection. Similar to automobile crash tests, the FAA tests are designed specifically for the aviation environment. Previously, seats were designed and approved to a static 9g standard with no occupant injury criteria. Most transport airplanes were developed before 1988. However, air carriers are moving toward total use of the improved 16g seats. The FAA is currently evaluating a rule to expedite this transition.
- Overhead bins. In 1988, the FAA upgraded the loading conditions for overhead bins and other structures. Since then, the FAA has conducted research and full-scale impact tests to evaluate the performance of overhead bins.
FAA cabin research is conducted at the William J. Hughes Technical Center in Atlantic City, N.J. and the Mike Monroney Aeronautical Center in Oklahoma City.