Lyle E. Tarbell,

A continuous type of fire-detection system for the B-36 aircraft nacelle was designed jointly by qualified personnel of the Department of Air Force, Civil Aeronautics Administration, and detector manufacturers. Two manufacturers, using their own equipment, then made similar installation of the system in the B-36 test nacelle at the CAA Technical Development Center. This system was evaluated by fire tests under simulated flight conditions and was found to be effective. Only minor changes were recommended as a result of the tests. Shortly thereafter, the company which submitted the lowest bid was awarded a contract to supply fire-detection equipment for installation on all operational B-36 aircraft.

At the time the award was made the forward portion of the nacelle was, for all practical purposes, a portion of the wing. Subsequent modifications to the nacelle, however, crated was new zone in this region. Because the protection afforded by the original detection system was limited to the engine and lower accessory compartments, further tests were conducted to contrive an effective arrangement of the system in the new zone. The system described in this report is recommended for protection of the entire revised B-36 aircraft nacelle.

Vertol Aircraft Corporation

Testing was conducted to demonstrate the ability of the H-21 self-sealing oil tank and components to retain oil if there a fire in the engine compartment

Alan Schriesheim

A method is described to burn a given quantity of a combustible material in a fixed amount of air at a selected initial temperature. Analyses of most of the gaseous combustion products were made quickly and comprehensively by means of a mass spectrometer. Hydrogen chloride was not detected with the mass spectrometer because of its adsorption upon the walls of the glass combustion chamber. The concentration of this gas was determined by titrating a water wash of the combustion chamber with a standard silver nitrate solution. Carbon monoxide when present in concentrations below 1,000 parts per million was determined by an indicator method, and when present in concentrations above 1,000 parts per million was determined by the mass spectrometer. Several organic coatings of different chemical composition were burned in a combustion space initially maintained at three temperatures. The lowest temperature (250° C) produced the smallest variety of combustion gases, whereas the highest temperature (550° C) produced the largest variety.

D. Miller

The tests reported herein were conducted for the purpose of evaluating the fire resistance of Aero quip 666000-4, -6, -8 and –16 Teflon hose assemblies, when protected with 624-type single layer fire sleeve.

A minimum standard of flame-resistance is required for furnishing materials used in civil aircraft, as specified in BRITISH civil Airworthiness Requirements, Section D, Chapter D4-3. The materials concerned include, for instance, interior paneling, curtains, carpets and other floor covering, upholstery, interlining and lagging intended for use in passenger, crew or baggage compartments.

Such materials, either inherently or by virtue of their mode of application or size, shall not be a nature that accidental contact with, say lighted matches, cigarettes, or local heating due to electric short circuits or lightning strikes, would lead to propagation of fire which could prejudice safe operation of the aircraft.

The routine assessments of flame resistance suitability are based on the results of tests covering the foregoing conditions and for the purpose of making these assessments the following test methods and criteria or their equivalents are acceptable to the Board.