34 th CSSG COLOGNE SEPTEMBER 2007 1 EASA Rulemaking Group CS 25.045 Access through Bulkheads

34 th CSSG COLOGNE SEPTEMBER 2007

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EASA Rulemaking Group CS 25.045

Access through Bulkheads


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EASA CS 25.045 - Access Through bulkheads

In August 1985 a B737-200 at Manchester Airport, UK, suffered an uncontained engine failure while on the ground that resulted in fire rapidly penetrating the cabin with subsequent loss of life. In the UK-AAIB accident report (Ref. AAIB 8/88), it was highlighted that the relatively narrow aisle width (~22 ½ inches) between monuments (toilets, galley, stowage compartments, etc) in combination with the panic induced competitive behaviour of passengers trying to evacuate, caused blockage of the aisle leading to the front and overwing exits


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The former JAA Cabin Safety Study Group (CSSG) got the task to develop a NPA to address this Issue

An analysis was carried out in 1996, under the auspices of the JAA CSSG, of accident data over a 10-year period between 1984 and 1993 for large, western built, commercial jet and turboprop aeroplanes, and an ANPA 25D-224 developed.


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Following the Manchester accident regulatory action has been taken by many Airworthiness Authorities.

The purpose of the EASA NPA´s is to propose an amendment to CS 25.813 (a) and CS 25.815, if necessary, to improve safety standards.

EASA established a Working Group (25-045) with the following TOR tasks:

•Review of JAA ANPA and comments•Develop RIA, based on that •View the need of rulemking, both CS 25 and JAR 26.


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EASA CS 25.045 - Access through bulkheads

GROUP MEMBERS

John MAYDEW BAE SystemsJan VAN DE MAAT KLM Royal Dutch Airlines (AEA)Alfred AULETA FUTURA International (IACA)Jürgen FELDHAUS Airbus Deutschland GMBH (Airbus)Jan NOVAK EASA - EASA Focal PointRay CHERRY R.G.W (EASA) – Group SecretaryCarmela TRIPALDI ENAC Josef MAURER CSA Czech Airlines (ETF)

Jeff GARDLIN FAAClaude LEWIS Transport CanadaMichael MARKUS Austro ControlPeter CHITTENDEN EASAEnrique NIN DGAC Spain


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MEETINGS HELD DURING 2006

Meeting no: 1 held 30th March 2006 Meeting no: 2 held 1st June 2006Meeting no: 3 held 7th September 2006Meeting no: 4 held 15th November 2006

MEETINGS HELD DURING 2007

Meeting no: 5 to be held 25th January 2007


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GROUP WORKING PROCEDURES

•EASA Rulemaking Procedures

•EASA Rulemaking Process

•Determination of the Membership of Rulemaking Groups •Terms of Reference, Definition and Timescales.

•Rulemaking Group T reference


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GROUP EXPECTED OUTPUTS

•RIA for (JAR 26 and CS-25).

•NPA to be presented.


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THE FOLLOWING APPROACH HAS BEEN TAKEN BY THE EASA WORKING GROUP:

•Review analyses ( Accident data) from JAA, where are the numbers in respect of fatalities are coming from?

•Review of test done ( Cranfield). Have all variants been approached ( as thickness, height, single aisle / multiple aisle,…etc) ?

•Review of recent accident data.

•Consultation of NTSB, Canadien Accident Investigation Board and British Accident Investigation Board on new investigations, recommendations, look on cabin Safety improvements (as seats , heat release, smoke density,… etc).

•Investigation on foreign Authorities intentions in respect of potential rulemaking.


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MAIN DOCUMENTATION


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SUPPORTING DOCUMENTATION


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TEST & HARMONISATION DOCUMENTATION


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GROUP CONCLUSIONS (1)

From 1985, new aircraft designs and existing aircraft modified by retroactive rules, resulting in significant cabin safety improvements including the following:

•Seat fire blocking layers •Floor proximity lighting/marking •Enhanced Fuselage Burnthrough protection•Reduced heat release of cabin interior materials •Reduced smoke emission from cabin interior materials •Improved access to Type III exits

In addition Enhanced Fuselage Burnthrough protection from pool fires is an FAA regulation and is under consideration by EASA.


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GROUP CONCLUSIONS (2)The proposed regulatory action would have a neligible benefit in improving occupant survivability.

Main arguments to adopt this position are:

•Accidents analysis during this period of time, in terms of incidents and accidents by flight/ hours

•Balance between: “Extremely remote risk “and “related costs”

•Experimental trials results

•Specific scenario improved by new CS 25 and FAR 25 standards, since 1985

•No enough evidences had been found in test and supporting documentation to ensure an improvement in evacuation conditions.


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GROUP CONCLUSIONS (3)

The FAA and Transport Canada have stated that, based on the information currently available they have no regulatory activity planned in this area.

Hence, if EASA decided to proceed with rulemaking it would not be harmonised with other major Airworthiness Authorities.


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ACTUAL STATUS

Draft A-NPA has been drafted and is under consideration at EASA.

Finally it will be distributed within the working group for concurrence and then provided to EASA for public consultation.

Documents

34 th CSSG COLOGNE SEPTEMBER 2007 1 EASA Rulemaking Group CS 25.045 Access through Bulkheads