Walter Kidde Company

The characteristics and effectiveness of Hi-Ex Foam were shown in the NAFEC R&D test area by Walter Kidde Company on November 5, 1965. There were three parts to the demonstration. The first was to show the process of generating the Hi-Ex Foam and its physical characteristics. The second was to demonstrate its ability to extinguish a cargo fire in the C-130 fuselage and the third, a seat fire in the DC-7 fuselage.

Bruce Ekelund

Materials List

John Marcy

A preliminary appraisal of the problem of frictional sparking i8gnition in aviation.

F. Edwards Ehlers

Method for computing a shock wave and also a free streamline dividing two regions of isoenergetic supersonic flow are explained with computed examples of both two-dimensional and axially-symmetric flows. The subroutines as coded in FORTRAN language for the IBM 7094 are listed and the procedures for their use are described.

Paul M. Rich

The performance of a standard flight recorder, mounted aft of the pressurized bulkhead in the tail section of an air carrier transport aircraft was compared with that of a recorder as presently installed during flight.

Flight tests were conducted in conjunction with the FAA-NASA project TAPER (Turbulent Air Pilot Environmental Research) utilizing the FAA's Boeing 720. Two flight recorders and associated accelerometers were mounted in the aircraft; one in the cabin area near the center of gravity and one in the tail of the aircraft outside the pressurized bulkhead. The two recorders were modified to record altitude and airspeed as obtained from an altitude/airspeed transducer located near the pitotstatic source. The standard airspeed and altitude channels were supplied by specially installed pitot-static lines running from the nose to the tail of the aircraft.

There was no difference between the recordi.ngs of the flight recorder located at the e.g. and the recording of an identical recorder located in the tail for the parameters of airspeed, altitude, and heading. However, there was a difference between the acceleration readings of these recorders. Although there was no difference between the altitude and airspeed obtained from the pitot and static lines and the altitude obtained via an altitude/airspeed transducer, the altitude/airspeed transducer proved more practical.