Constantine P. Sarkos, Robert A. Filipczak, Allan Abramowitz

Small-scale flammability test methods were evaluated by comparing data obtained on a series of interior honey-comb panels with fire test results obtained with a ¼ scale cabin model.

Generally, the vertical Bunsen burner, limiting oxygen index and radiant panel test methods ranked the phenolic-faced panels higher (better performance) than the epoxy-faced panels. It appears as if these test methods, which employ relatively moderate exposure conditions, are reflecting the superior ignition resistance of the phenolics over the epoxies. Thus, these tests cannot predict the performance of materials that exhibit high burning rates when subjected to heating conditions above their ignition threshold. The heating conditions used in the Ohio State University (USC) apparatus, however, can be set at higher levels. At 5 watts/cm2, rank ordering materials based on peak heat release rate measured via oxygen depletion in the OSU apparatus agreed with materials ranking in the ¼ scale model. Based on he scope of this investigation, the OSU apparatus operated at these conditions and employing oxygen depletion calorimetry is the recommended improved fire test method for interior panels.

Department of Transportation

These amendments establish new flammability requirements for seat cushions used in transport category aircraft certified under Part 25 and Part 29 and require that the cushions in transport category airplanes type certified after January 1, 1958, and operating under Part 121 comply with these new requirements after November 26, 1987. These new requirements are in addition to the present flammability requirements contained in the Federal Aviation Regulations and represent a significant advancement in aircraft fire safety.

N. Rasch

This manual provides users of AC 20-53A, "Protection of Aircraft Fuel Systems Against Fuel Vapor Ignition Due to Lightning," with information on the subj.ect of fuel system lightning protection and methods of compliance of aircraft design with the Federal Aviation Regulations 23.954 and 25.954.

The manual is the result of a 3-year effort requested by the FAA Technical Center of the SAE-AE4L committee which is comprised of experts in the field of lightning research and protection of aircraft and systems from the adverse effects associated with atmospheric electricity. The committee is comprised of experts from the National Aeronautics and Space Administration, Department of Defense, Federal. Aviation Administration, industry, and independent testing laboratories.

Harold L. Kaplan, Arthur F. Grand, Walter R. Rogers, Walter G. Switzer, Gordon E. Hartzell

The primary objective of this research program was to assess he potential of representative combustion gases to impair human escape from a postcrash aircraft fire environment. A non-human primate model (juvenile savannah baboon) and an operant behavioral task were used to measure the individual effects of hydrogenchloride (HCL), carbonmonoxide (CO) and acrolein. A secondary objective was to evaluate the validity of laboratory tests with rodents to predict human escape impairment by combustion gases.

For HCl, despite severe irritant effects, all baboons were able to perform the escape task over the range of concentrations studied (190 to 17,290 ppm). Significant post exposure effects were not observed at concentrations from 190 to 11,400 ppm; however, at the two highest concentrations, 16570 and 17,290 ppm, the animals died 18 and 76 days past exposure, respectively. For CO, it was determined that a concentration of 6850 ppm caused escape impairment of the baboon for a five-minute exposure. The results of CO exposure with the rat and the baboon were remarkably similar. The less definitive, the data suggest that laboratory tests with rodents may have usefulness in predicting the effects of HCL atmospheres on human escape impairment.

Paul N. Boris, Anthony M. Spezio

A series of test, using a F-Ill aircraft fuselage, was conducted to determine local and overall airflow patterns within its engine bay by visual means. Portions of the interior of the right-hand engine bay were made directly observable by the use of transparent Lexan windows which were installed in the nacelle doors. Yarn tufts were secured to the engine case, accessories and inner nacelle wall in areas where they could be viewed and photographed through the Lexan windows. The airflow rate through the engine bay was varied to simulate different flight speeds. The data revealed airflow patterns ranging from simple fore-to-aft flow to complex flow patterns characterized by different flow directions between the engine case and nacelle wall at the same fuselage station; flow reversals; and abrupt changes in direction.