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| Title: | Cold Ambient Temperature Effects on Heated Fuel Tank Vapor Concentrations | ||||
| Author: | Steven M. Summer | ||||
| Abstract: | Experiments were conducted within a simulated aircraft center wing fuel tank (CWT) to qualitatively analyze the effects of
decreased ambient temperatures, such as might occur at increased altitudes, on the vapor concentrations found in a typical CWT ullage. A small quantity of fuel in the CWT test article was heated to 125�F for two hours, corresponding to a
temperature of approximately 10�F above the flashpoint of the fuel. The tests were conducted at sea level (14.7 psia),
however, the wall temperature of the tank was cooled to a temperature corresponding to a given altitude.The following reallife scenarios were simulated. 1. BASELINE TEST: The environmental conditioning system (ECS) packs are run for two hours while the aircraft is on the ground. After some time, the packs are turned off, and the aircraft remains on the ground. 2. LOW-ALTITUDE TEST: The aircraft, after running its ECS packs, takes off and climbs to a low altitude, of approximately 9,000 ft, cooling the CWT to approximately 55�F. 3. INTERMEDIATE-ALTITUDE TEST: The aircraft, after running its ECS packs, takes off and climbs to an intermediate altitude of approximately 22,000 ft, cooling the CWT to 15�F. 4. HIGH-ALTITUDE TEST: The aircraft, after running its ECS packs, takes off and climbs to a full altitude of approximately 30,000 ft, cooling the CWT to -20�F. From these tests, it was determined that the ambient temperature does indeed have a significant effect on the vapor concentrations formed in the fuel tank ullage at small fuel mass loadings. When allowed to cool naturally to the room�s ambient temperature (~75�F), the fuel-air ratio decreased at an average rate of 1.07 x 10-5 min-1 for the low-altitude test, it decreased at an average rate of 7.50 x 10-5 min, and for intermediate- and high-altitude scenarios, it decreased at an average rate of 1.58 x 10-4 min-1 and 2.08 x 10-4 min-1, respectively. Thus, as the ambient temperature is decreased, the rate of decrease in the fuel-air ratio increases. |
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| Report: | DOT/FAA/AR-TN99/93 | Pages: | 13 | Size: | 395 KB |
| Title: | Aircraft Cargo Compartment Smoke Detector Alarm Incidents on U.S.-Registered Aircraft, 1974-1999 | ||||
| Author: | David Blake | ||||
| Abstract: | This technical note documents the number of incidents of cargo compartment smoke detector alarms on U.S.-registered aircraft operating under Federal Aviation Regulations (FAR) Part 121 and Part 135 for the years 1974 through 1999. The source for the data includes the Federal Aviation Administration (FAA) Service Difficulty Report System, the FAA Accident/Incident Reports, and National Transportation Safety Board (NTSB) accident information. The incidents are tabulated by year, precautionary action taken, cause, aircraft type, and phase of flight. | ||||
| Report: | DOT/FAA/AR-TN00/29 | Pages: | 14 | Size: | 140 kb |
| Title: | The Cost of Implementing Ground-Based Fuel Tank Inerting in the Commercial Fleet | ||||
| Author: | William M. Cavage | ||||
| Abstract: | This report documents a cost analysis of ground-based fuel tank inerting for the commercial fleet performed by a group of industry experts lead by an Federal Aviation Administration (FAA) representative. Ground-based inerting (GBI) consists of displacing most of the oxygen dissolved in the fuel with nitrogen by a process called fuel scrubbing, and displacing the air in the empty space (ullage) of the fuel tank, with nitrogen-enriched air (NEA) in a process called ullage washing. The cost analysis considers the cost of implementing and performing GBI for all US departures carrying more than 19 passengers. The cost of GBI for only departures of airplanes with heated center wing tanks (HCWTs) was also determined. Airplanes that have the air conditioning equipment, or packs, located below the center wing fuel tanks are considered to have heated center wing tanks. This analysis considered all nonrecurring and recurring costs of GBI at all major U.S. airports over 10 years, with a 3-year start-up period. The cost of modifying the aircraft to allow for GBI was not considered in this analysis. | ||||
| Report: | DOT/FAA/AR-00/19 | Pages: | 60 | Size: | 941 KB |
| Title: | Aircraft Materials Fire Test Handbook | ||||
| Author: | Compiled by April Horner | ||||
| Abstract: | The purpose of the Aircraft Materials Fire Test Handbook is to describe all FAA-required fire test methods for aircraft materials in a consistent and detailed format. The handbook provides information to enable the user to assemble and properly use the test methods. Moreover, to broaden the utility of the handbook, the appendices contain the following information: FAA fire safety regulations, FAA approval process, aircraft materials, regulatory methodology used by other countries, aircraft industry internal test methods and guidelines, laboratories actively using fire test methods, and commercial manufacturers of fire test equipment. | ||||
| Report: | DOT/FAA/AR-00/12 | Pages: | 235 | Size: | 8.3 MB |
| Title: | Benefit Analysis for Aircraft 16-g Dynamic Seats | ||||
| Author: | Ray Cherry, Kevin Warren, and Aaron Chan | ||||
| Abstract: | The objective of this study was to assess the number of serious injuries and fatalities that might have been avoided by the use of 16-g dynamic seats during the period of 1984 to 1998 for survivable accidents involving transport category aircraft operating under 14 CFR Part 121. Twenty-five impact- related accidents involving aircraft operating to 14 CFR Part 121, or equivalent, were identified during the period from 1984 to 1998 that may have had seat-related fatal or serious injuries. Each of these accidents was analyzed in detail and a mathematical technique was used to model each accident scenario. Monte Carlo simulations were used to assess a high, median, and low value for the total achievable benefits over the period 1984 to 1998 to U.S. registered aircraft operating under 14 CFR Part 121. Two methodologies were used. The first was based on worldwide accident data for aircraft operating under 14 CFR Part 121 or equivalent. This analysis results in the following prediction of benefit: � Reduction in Fatalities = 51 with a 95 percentile range from 33 to 68 � Reduction in Serious Injuries = 54 with a 95 percentile range from 28 to 79 The second analysis was carried out on the accident data pertaining to U.S. aircraft operating under 14 CFR Part 121 only. The analysis of this smaller data set has resulted in the following prediction of lives to be saved: � Reduction in Fatalities = 23 with a 95 percentile range from 12 to 40 � Reduction in Serious Injuries = 18 with a 95 percentile range from -1 to 32 |
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| Report: | DOT/FAA/AR-00/13 | Pages: | 241 | Size: | 2.8 MB |