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Records 956 to 960 of 1028
| Extinguishing In-Flight Engine Fuel-Leak Fires |
| Robert L. Altman |
| When fuel leak onto surfaces of an operating engine they can ignite when engine case temperature exceed 540 degrees C (1000 degrees F). As aircraft flight speeds are increased, engine case temperatures, bleed air temperatures, maximum air velocities, and fire extinguishment storage temperature requirements also increase, making the task of extinguishing fuel-leak fires in flight even more difficult. We have undertaken to find new fire extinguish ants that are more effective than the CF3Br, CF2Br2, and CF2C1Br now in use. Besides testing commercially available dry chemicals, such as NaHCO3, KHCo3, KC1, and KC2N2H2)3 (ICI Monnex), we have tried to develop and test new dry powder fire extinguishants. Specifically, our interest has been in developing new dry-powder extinguishants that, when discharged into a jet engine fuel-leak fire, would stick to the hot surfaces. Moreover, after putting out the initial fire, these extinguishants would act as anti-resignation catalysts, even when the fuel continued to leak onto the heated surface. |
| FSR-0066 |
20 |
784 KB |
| Fire Hardening Of An Aircraft Passenger Cabin |
| G.J. Treloar |
The implications of fires to that part of a passenger aircraft comprising the fuselage pressure shell are discussed, with particular reference to the passenger cabin and crew areas.
The history of materials utilization is firstly reviewed, leading to an overview of the current materials scenario, with particular reference to the use combustible materials.
The particular materials related regulations, covering aspects of fire hardening appertaining to baggage holds, passenger cabin furnishing, and seats and the additional smoke and toxicity tests introduced by constructors, are discussed. |
| FSR-0172 |
9 |
719 KB |
| Fire Safety In Civil Aviation |
| W. Korenromp |
| A large share of all fatalities in civil aviation are caused by fire. For a passenger who considers traveling by air as just another human activity to spend his lifetime, like walking, sporting or sleeping, the risk of flying is more relevant per time unit then per passenger kilometer. |
| FSR-0443 |
12 |
384 KB |
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