1. Presented to: By: Date: Federal Aviation Administration International Aircraft Materials Fire Test Working Group Developing an In-flight Fire Condition for Evaluating Performance of Composite Skin IAMFT Working Group, Brazil Harry Webster, FAA Technical Center March 4, 2008

2. 2 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 2

3. 3 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 3

4. 4 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 4

5. 5 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 5

6. 6 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 6

7. 7 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 7 aerodynamic cooling

8. 8 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 8 aerodynamic cooling

9. 9 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 9 Background Aluminum’s high capacity for heat rejection prevents melt-though while in-flight due to the cooling effect of the airflow around the fuselage. Once on the ground, the cooling effect of the airflow no longer exists, resulting in skin melt-through. Melt-through may allow rapid escape of trapped heat and gases to occur.

10. 10 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 10 Background Composite material may not be capable of dissipating heat from an in-flight fire, causing elevated temperatures in the crown area. Extreme localized heat can potentially cause structural damage to composite surface. Trapped heat in overhead area may pre-heat surrounding materials, allowing for ignition to occur more easily.

11. 11 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 11 Objective To develop an in-flight fire condition for the purposes of evaluating the melt-through performance of both metallic and composite structures. Collect heat dissipation and burn-through data for aluminum material under in-flight conditions. Collect heat dissipation and burn-through data for composite material under in-flight conditions.

12. 12 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 12 Facilities The tests described here will utilize the FAA Technical Center’s Airflow Induction Facility. –Subsonic wind tunnel 5.5 foot diameter by 16 foot long test section Airflow speed range of 200-650 mph A test article was fabricated to simulate the crown-area surface of an aircraft with a fire in the cabin/overhead area

13. 13 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 13 FAA Airflow Induction Facility

14. 14 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 14 High Speed Test Section

15. 15 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 15 Test Design Construct long “ground plane” to smooth airflow over test section Replaceable test section located near rear of ground plane Construct aerodynamic faired “box” under test panel to hold heat / fire source Initial tests with electric heat source to determine heat transfer characteristics

16. 16 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 16 Ground plane- use to smooth airflow over test panel, simulating top of aircraft fuselage

17. 17 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 17 Faired Heat Source Test Chamber

18. 18 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 18 Electric Heat Source Configuration

19. 19 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 19 Test Design- Live Fire Develop a fire source that can be operated with the wind tunnel in operation Size the fire intensity so that: –Aluminum panel burns through under static (non- airflow) conditions –Aluminum panel does NOT burn through under in- flight (airflow) conditions

20. 20 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 20 Fire Source Selection Several fire sources were evaluated for this test scenario –Jet fuel pool fire Naturally aspirated Boosted with compressed air –Propane burner –Oxy/Acetylene torch Standard nozzle tip Rosebud tip (s)

21. 21 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 21 Fire Source Selection Both the jet fuel pool fire and the propane torch suffered from oxygen starvation within the confines of the test fixture The addition of a compressed air source to the fixture improved the performance Ultimately, the fires from these sources were not repeatable within a reasonable tolerance

22. 22 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 22 Jet Fuel Pool Fire Configuration

23. 23 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 23 Fire Source Selection To eliminate the oxygen starvation within the test fixture, an oxygen/acetylene torch was selected as the fire source –The standard nozzle was too narrow, producing a very hot flame that penetrated the aluminum test panel in under two minutes –The nozzle was replaced with a series of “rosebud” nozzles in an attempt to spread the flame over a wider area. This was partially successful. –The solution was to place a steel plate in the fire path, forcing the flame to spread around it.

24. 24 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 24 Oxygen-Acetylene Fire Source

25. 25 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 25 Live Fire Calibration With the goal of aluminum burn through static and no burn through under airflow conditions, the following settings were varied: –Acetylene pressure –Oxygen pressure –Mixture settings and resultant flame appearance –Distance between torch tip and test panel –Size of steel diffuser plate –Holes in steel diffuser plate –Location of steel diffuser plate

26. 26 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 26 Live Fire Calibration After much trial and error a set of conditions were established such that: –Static tests with aluminum panels yielded repeatable burn through times of 9-10 minutes –Tests in a 200 mph air stream produced no penetrations

27. 27 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 27 Instrumentation Interior panel temperature measured with two thermocouples, fixed to underside of test panel Panel topside temperature measured with FLIR infrared camera Flame temperature and heat flux Flame Visual characteristics monitored by video

28. 28 Federal Aviation Administration Developing an In-Flight Burn Through Test March 4-5, 2008 28 Status Test fixture capable of both electric and live fire heat sources. Calibration of FLIR infrared camera in progress. Test panels for both aluminum and composite materials are being fabricated.