tubing for sight gauges. The little two place
Grumman’s use glass sight gauges, and the rest
of our fuels systems are usually aluminum or
brass, non-sparking metals.
The manufacturers and the FAA try to create
safety by making it very difficult for fire to
have all of the elements it needs (Air, Heat
and Fuel) to burn. Cabin fires are dealt with
by requiring that all materials in a cabin,
including adhesives, sealants, plastics, cloth
and carpeting pass a burn test. All of the
components have to prove that they will not
sustain fire when subjected to a flame. They
can burn and they can melt, but they should
not burst into flame or continue to flame for a
certain period f time after the source of the heat
is withdrawn.
All of this is listed in DOT/FAA/AR-00/12, the
FAA’s Aircraft Materials Fire Test Handbook,
40
that outlines the testing procedures to meet
the requirements of FAR 25.853 APP.F, of
which there are even more parts. It is very
complicated and tedious, which is why most
of the burn testing today is done in labs. Years
ago, you could do some tests on your own,
and I believe that some onesey-twosey tests
are still allowed as long as the procedures are
required. Most GA guys wanting to install their
own interiors and save money by using off-theshelf materials can send them to Skandia, in
Rockport, IL, for testing and the test and report
are relatively inexpensive. You can almost
guarantee passing the test if you buy materials
approved by the California DOT. The plastic
parts we use in our airplanes are all burn tested,
hence part of the reason for their expense.
The following are flammability testing shots
from Skandia.
Cessna Pilots Association -January 2016