A. G. Beattie

An acoustic emission test for aircraft Halon 1301 bottles has been developed, a prototype acoustic emission test system constructed, and over 200 used bottles tested at the repair facilities of the two manufacturers of these bottles. The system monitors a bottle with six acoustic sensors while the pressure of the bottle is raised by heating it in an oven. The sensors are held in position, with a fixed relationship between them, by a special fixture. This fixture is designed to fit spheres with diameters between 5 and 16 inches. Results of the tests on used bottles indicate that over 95 percent of the bottles showed no indication of significant defects. The rest had some indication of flaws or corrosion. However, all bottles tested to date have passed the hydrostatic test required by the U.S. Department of Transportation. Based upon this data, the Air Transport Association (ATA) requested an exemption from the DOT to allow their members to use this acoustic emission test in place of the hydrostatic test. This exemption, DOT - E 11850, was granted to the ATA on December 11, 1997.

Timothy R. Marker, Dung Do

A variety of laboratory and full-scale fire tests were conducted on an ethanol-based gel-type hand cleaner currently used in commercial aircraft lavatories. The waterless-type hand cleaner has a relatively low flash point, raising concern over its fire safety when in use in the galley area of commercial transport aircraft where radiant ovens are often located. he results indicated the gel hand cleaner is often difficult to ignite and can be extinguished relatively easily.

Timothy Marker

A device was constructed to simulate an exploding aerosol can. The device consisted of a cylindrical pressure vessel for storage of flammable propellants and base product and a high-rate discharge (HRD) valve for quick release of the constituents. Simulator tests were conducted using representative constituents and propellant quantities for comparison with actual cans heated to the point of rupture and ignition. his report describes the tests conducted with the simulator in unconfined spaces, a B-727 cargo compartment, and an LD-3 Unit Loading Device (ULD). ubsequent work is planned with the aim of matching the pressure pulse produced by the exploding aerosol can simulator with that measured during an overheated aerosol can explosion.

Richard E. Lyon

This report provides an overview of the research being conducted by the Federal Aviation Administration (FAA) to develop ftre safe cabin materials for commercial aircraft. The objective of the Ftre-Resistant Materials program is to eliminate burning cabin materials as a cause of death in aircraft accidents. Long-term activities include the synthesis of new, thermally stable, low fuel value organic and inorganic polymer systems. The synthesis effort is supported by fundamental research to understand polymer combustion and flre resistance mechanisms using numerical and analytic modeling and the development of new characterization techniques. Aircraft materials which are targeted for upgraded ftre resistance are (1) thermoset resins for interior decorative panels, secondary composites, and adhesives, (2) thermoplastics for decorative facings, telecommunication equipment, passenger service units, molded seat parts, transparencies, and electrical wiring, (3) textile flbers for upholstery, carpets, decorative murals, tapestries, and (4) elastomers/rubber for seat cushions, pillows, and sealants. During the fIrst 2 years of the program (1995-1996) we have made signifIcant progress in achieving our interim goal of a 50 percent reduction in the heat release rate of cabin materials by 2002 and zero heat release rate cabin materials by 2010 with respect to the 1996 baseline for new aircraft.

A follow-on detailed report, Ftre-Resistant Materials: Progress Report, DOT/FAAlAR-97/100, documents the technical efforts of all of the investigators in the program.

The American record of air safety is the finest in the world --that fact cannot be disputed. The credit belongs to a number of groups, including aircraft manufacturers, the airlines, trade associations and professional groups, consumer groups. labor organizations, the traveling public, the . Congress, and the FAA.. Each has contributed meaningfully to aviation safety and, at one time or another, has been right when others have been wrong. Through the dedication and persistence of all, and out of a . mutually shared concern, the cause of aviation safety has been greatly advanced and continues to achieve even higher levels.