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| Flight-Testing of the FAA Onboard Inert Gas Generation System on an Airbus A320 |
| Michael Burns, William M. Cavage, Richard Hill, & Robert Morrison |
Extensive development and analysis has illustrated that fuel tank inerting could potentially be cost-effective if air separation modules (ASM), based on hollow-fiber membrane technology, could be used in an efficient way. To illustrate this, the Federal Aviation Administration has developed an onboard inert gas generation system that uses aircraft bleed air to generate nitrogen-enriched air (NEA) at varying flow and purity (oxygen concentration) during a commercial airplane flight cycle. A series of ground and flight tests were performed, in conjunction with Airbus, designed to prove the simplified inerting concept. The system was mounted in the cargo bay of an A320 operated by Airbus for the purposes of research and development and used to inert the aircraft center wing fuel tank during testing. The system and center wing fuel tank were instrumented to allow for the analysis of the system performance and inerting capability.
The results of the tests indicated that the concept of the simplified inerting system is valid and that the air separation module dynamic characteristics were as expected. ASM pressure had the expected effect on flow rate and purity; however, bleed air consumption was greater than expected during cruise. The fuel tank inerting results illustrated that no stratification or heterogeneous oxygen concentrations occurred in the tank. The measured average tank ullage oxygen concentration data agreed well with a simple analytical model applied to the flight test data. The measured effect of the high-flow mode was significant, allowing the single-membrane configuration to maintain an inert ullage during the entire flight cycle, even with the very high rate of descent employed for the flight tests. Fuel had virtually no effect on the resulting oxygen concentrations observed in all the tests. |
| DOT/FAA/AR-03/58 |
39 |
2.4 MB |
| MIL-W-22759 Vertical Flammability Test Versus the 60 Degree Flammability Test |
| Cesar Gomez |
| There is a need to clarify the wire flammability compliance requirements specified in the latest amendments of Title 14 Code of Federal Regulations and the Airworthiness Manual (CFR/AWM) for the detailed specification sheet MIL-W-22759/16. CFR requirements prescribe a 60 degree flammability test for the MIL-W-22759 specification sheet, while MIL-W-22759/16 calls for a vertical flammability test. Confusion lies as to which of the requirements should be followed. This technical note will show how the MIL-W-22759/16 specification sheet satisfies both flammability requirements. |
| DOT/FAA/AR-TN04/21 |
46 |
4.9 MB |
| Behavior of Bromotrifluoropropene and Pentafluoroethane When Subjected to a Simulated Aerosol Can Explosion |
| John W. Reinhardt |
| This technical note presents the data from simulated aerosol can explosion tests while using bromotrifluoropropene (BTP) and pentafluoroethane (HFC-125) as fire suppression agents for aircraft cargo compartments. These explosion tests were conducted at below inert volumetric concentrations to determine the agent�s explosion attenuation performance. The tests were conducted inside a 402-ft3 pressure vessel. The collected data showed that BTP and HFC-125, at these below inert concentrations, enhanced the explosion (acted as fuel) instead of mitigating it. |
| DOT/FAA/AR-TN04/4 |
26 |
1.6 MB |
| The Temperature Distribution Within Solid Metal Cylinders Subjected to a Standard Aircraft Engine Fire |
| John W. Reinhardt, Dung Do, and Jason Fayer |
| This report provides temperature data that could be used to establish the ultimate tensile strength (UTS) loss of candidate engine mount materials after been exposed to a standard flame for 5 and 15 minutes. The materials tested included 4130 steel (baseline),15-5 PH steel, titanium 6A1-4V, Inconel 718, and aluminum 7075. These materials were instrumented internally with thermocouples and exposed to the standard flame. MIL-Handbook-5H provides some data with regards to the UTS loss of these materials while heated, but additional strength tests must be conducted to account for the higher temperatures experienced by these materials while exposed to the standard fire. |
| DOT/FAA/AR-04/1 |
38 |
1.7 MB |
| Comparison of Actual and Simulated Smoke for the Certification of Smoke Detectors in Aircraft Cargo Compartments |
| Jill Suo-Anttila, Walt Gill, and Louis Gritzo |
Federal regulations require that aircraft cargo compartment smoke detection systems be certified by testing their operation in flight. For safety reasons, simulated smoke sources are permitted in these certification tests. To provide insight into smoke detector certification in cargo compartments, this research investigates the morphology, transport, and optical properties of actual and simulated smoke sources.
Experimental data show the morphology of the particulate in smoke from flaming fires is considerably different than simulated smoke. The particulate for all three different flaming fires was solid with similar morphological properties. Simulated smoke was composed of relatively large liquid droplets, and considerably different size droplets can be produced from a single simulated smoke machine. Transport behavior modeling showed that both actual and simulated smoke particulate are sufficiently small to follow the overall gas flow. However, actual smoke transport will be buoyancy-driven due to the increased temperature, while the simulated smoke temperature is typically low and the release may be momentum-driven. The morphology of the actual and simulated smoke were then used to calculate their optical properties. In contrast to the actual smoke, which is dominate by absorption, all the extinction for the simulated smoke is due to scattering. This difference could have an impact on detection criteria and, hence, time for photoelectric smoke detectors, since they alarm based on the scattering properties of the smoke. |
| DOT/FAA/AR-03/34 |
41 |
1.4 MB |
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