Follow-up on Fuel Tank Safety

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Follow-up on Fuel Tank Safety

• Remi Deletain
• EASA Certification Directorate

2
EASA Fuel Tank Safety

• EASA activities on fuel tank safety
• Training for maintenance
• AMC to Part-M and Part-145 decision to be
  effective on 31st March
• Task 25.056 (b)
• NPA for CS-25 included in amendment 6 to CS-25
• Production cut-in
• Agreed with FAA that we would do it
• FAR 26 assessment
• Assistance to FAA
• Task 25.056 (a)
• Review of 2004 Regulatory Impact Assessment
  (Retrofit issue)

3
EASA Fuel Tank Safety

• The revised RIA submitted by the group concluded
• The group does not recommend additional EASA
  action beyond CS-25 and production cut-in
• Statistical risk 1 accident between now and 2030
• Cost 2.8 Billion EUROS

4
EASA Fuel Tank Safety

• Review by the Agency
• The Agency regards the risk of accident that
  implies a very high probability of loss of all
  lives on board as critical to its decision making
  process
• As a result the Agency has determined that it
  will mandate as a preferred option
• a production cut-in and
• the retrofit to the existing fleet

5
EASA Fuel Tank Safety

• Production cut-in
• The Agency will amend the TCDS of Airbus and
  Boeing aircraft still under production at the end
  of 2011
• More information may be found in SIB 2010-10
  available at
• http//ad.easa.europa.eu/ad/2010-10

6
EASA Fuel Tank Safety

• Retrofit (I)
• The affected large aeroplanes are those with a
  type certificate issued after January 1, 1958,
  that, as a result of original type certification
  or later increase in capacity have
• 1) A maximum type-certificated passenger capacity
  of 30 or more, or
• (2) A maximum payload capacity of 7,500 pounds or
  more.
• However, Cargo aircraft will be excluded from
  retrofit as well as aircraft that have received a
  first certificate of airworthiness before 1997
  (25 years or more at the effective date of the
  rule).

7
EASA Fuel Tank Safety

• Retrofit (II)
• Task 26.008. NPA to be issued before the end of
  2010
• NPA has been delayed compared to the original
  intent (End 2009)
• The NPA will anticipate on the regulatory
  framework to be put in place in application of
  regulation 216/ 2008 article 5 paragraph 4 (e)
  (vi)
• The rulemaking task will follow the principles
  proposed by NETS (Navigating towards an Enhanced
  Transparency System)

8
EASA Fuel Tank Safety

• Retrofit (III)
• The intended dates for retrofit would be as
  follows
• 50 of the fleet of each affected operator by
  September 19, 2019
• 100 of the fleet by September 19, 2022
• Options
• Do nothing will provide the baseline
• Implement production cut-in only
• Implement production cut-in and further
  mitigation measures
• Implement production cut in and retrofit

9
EASA Fuel Tank Safety

• Retrofit (IV)
• The preferred option proposed by the NPA will be
  the fourth one based on the following arguments
• A statistical risk of 1 accident between now and
  2030 exists.
• Nature of the potential accident.
• The incorporation of a FRM may protect from other
  threats
• The decision of the FAA to mandate the retrofit
  on a major part of their type certificated
  aeroplanes will likely be followed by other
  countries
• Foreign operators may use as a commercial
  argument the fact that they are equipped with
  FRM.
• Leasing companies are pushing for harmonised
  regulation on this issue.

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• Thank you
• for your attention
• Your questions are welcome