Resulting ACs, Regulatory Guidance, and Policy

As a result of the United Flight 266 accident, the following changes were made:

1. A new section of 14 CFR 25.993(f) was added by Amendment 25-15. That section states, in part; "Each fuel line within the fuselage must be designed and installed to allow a reasonable degree of deformation and stretching without leakage."
2. NPRM proposed to include shrouding of the fuel lines. It was not included in final rule because shrouding was already required by section 25.863.
3. Special Retroactive Requirements, Section 25.2(a) was added to require compliance to, among other things, Section 25.993(f) retroactively, along with many cabin safety, fire protection, occupant evacuation regulations. Also, Part 121 was extensively revised to incorporate many of the Part 25 requirements into the existing fleet.
4. In January 1966, the FAA established an Agency Task Force to review the factors affecting crashworthiness and passenger evacuation in light of this accident and make recommendation on regulatory changes needed. The Agency also held a public conference in April 1966 to review the airworthiness standards for Part 25 airplanes. In addition to the Part 25 regulation changes by Amendment 25-15, many Part 121 regulations were changed to require many of the Part 25 crashworthiness and passenger safety design feature be retroactively included in the existing commercial transport airplane fleet.

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