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| Title: | Hot Gas Ignition Temperatures Of Hydrocarbon Fuel Vapor-Air Mixtures | ||||
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| Author: | J.M. Kuchta | ||||
| Abstract: | A series of tests were conducted to study the sealing requirements of firewalls to prevent passage of flames. The particular conditions chosen for the tests were probably he most severe which could exist; namely, those with a fire burning against one side of the firewall and an explosive mixture of gasoline and air on the opposite side. Under those conditions the maximum whole size which would not allow flame passage was determined. | ||||
| Report: | FSR-0191 | Pages: | 17 | Size: | 946 KB |
| Title: | A Study Of Air Transport Passenger Cabin Fires And Materials | ||||
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| Author: | John F. Marcy | ||||
| Abstract: | A study of combustion characteristics of aircraft cabin interior materials was made to establish the relative fire hazards inherent in aircraft. Standard laboratory tests were conducted on each of the cabin interior materials used in a four engine civil transport to determine their flammability, smoke and toxic characteristics. In addition to the laboratory tests, fire test were conducted �in situ� inside an airplane fuselage at different locations to determine the relative ease with which the materials would ignite and burn. In these tests, time for self-ignition, rapidity of flame spread, extent of burned area, smoke and toxic gas produced were obtained for various sizes of ignition sources with and without normal ventilation. A study revealed that the most important factor affecting the degree of fire hazard present inside an aircraft cabin was the flammability of the material in which fire originates. It was that materials, which fire, originates. It was shown that materials which have superior self-extinguishing properties are poor ignition sources and confer a high degree of fire protection to the aircraft interior. In the large-scale fire tests, it was shown that interior materials used in a passenger cabin can produce a flash fire with little or no warning. Heat, smoke and toxic gases generated by the fire up to about the time of the flash fire were low compared to human survival limits. |
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| Report: | FAA-ADS-44 | Pages: | 52 | Size: | 8.91 MB |
| Title: | Summary of Hi-Ex Foam Demonstration Conducted at NAFEC on November 5, 1965 | ||||
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| Author: | Walter Kidde Company | ||||
| Abstract: | The characteristics and effectiveness of Hi-Ex Foam were shown in the NAFEC R&D test area by Walter Kidde Company on November 5, 1965. There were three parts to the demonstration. The first was to show the process of generating the Hi-Ex Foam and its physical characteristics. The second was to demonstrate its ability to extinguish a cargo fire in the C-130 fuselage and the third, a seat fire in the DC-7 fuselage. | ||||
| Report: | FSR-0054 | Pages: | 3 | Size: | 337 KB |
| Title: | Evaluation Of A Tail Located Flight Recorder | ||||
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| Author: | Paul M. Rich | ||||
| Abstract: | The performance of a standard flight recorder, mounted aft of the pressurized bulkhead in the tail section of an air carrier transport aircraft was compared with that of a recorder as presently installed during flight. Flight tests were conducted in conjunction with the FAA-NASA project TAPER (Turbulent Air Pilot Environmental Research) utilizing the FAA's Boeing 720. Two flight recorders and associated accelerometers were mounted in the aircraft; one in the cabin area near the center of gravity and one in the tail of the aircraft outside the pressurized bulkhead. The two recorders were modified to record altitude and airspeed as obtained from an altitude/airspeed transducer located near the pitotstatic source. The standard airspeed and altitude channels were supplied by specially installed pitot-static lines running from the nose to the tail of the aircraft. There was no difference between the recordi.ngs of the flight recorder located at the e.g. and the recording of an identical recorder located in the tail for the parameters of airspeed, altitude, and heading. However, there was a difference between the acceleration readings of these recorders. Although there was no difference between the altitude and airspeed obtained from the pitot and static lines and the altitude obtained via an altitude/airspeed transducer, the altitude/airspeed transducer proved more practical. |
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| Report: | FAA-ADS-50 | Pages: | 26 | Size: | 9.37 MB |
| Title: | Post-Crash Fire-Fighting Studies On Transport Category Aircraft | ||||
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| Author: | Don W. Conley | ||||
| Abstract: | Information was obtained on the effectiveness of helicopter downwash and ground foam equipment in extending the escape time for aircraft occupants in a post-crash fire environment by burning five C-97 aircraft under similar conditions. Additional tests, not involving C-97 aircraft, were conducted relative to rescue path studies. Test data indicated that helicopter downwash extended the escape time when fire existed solely on the upwind side of a C-97 fuselage, but the escape time when fire was on both sides or solely on the downwind side of the fuselage. It was also found that helicopter downwash provided a considerable reduction in the radiant heat and air temperature in a simulated rescue path. For the standard fire condition used and the equipment employed, the ability of ground crews to extend the escape time was found to be dependent upon the preburn time and the fuselage integrity with respect to emergency doors open or closed. An escape time of 50 seconds was computed for C-97 with emergency doors open as compared to 138 seconds or a C-97 with emergency doors closed. Test results amplify the need for a quick arrival of extinguishing equipment and a capability for a quick �knockdown� and control of the fire. |
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| Report: | RD-65-50 | Pages: | 38 | Size: | 3.05 MB |
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