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https://nap.nationalacademies.org/catalog/27432/critical-issues-in-transportation-for-2024-and-beyond

Development of a Firefighting Agent Application Test Protocol for Aircraft Fuselage Composites, Phase I - Carbon Fiber

This project was initiated to develop a live fire test protocol that could determine if the amounts of fire extinguishing agent currently carried on Aircraft Rescue and Fire Fighting vehicles are sufficient to extinguish fires involving aircraft built with advanced composite material fuselages. Currently two advanced composite materials are used in construction of commercial aircraft fuselages; GLAss-REinforced Fiber Metal Laminate, commonly called GLARE, and carbon fiber composite. The objective of this series of tests was to assess the fire behavior of carbon fiber composites. These tests focused on the following specific fire behaviors: (1) if either self-sustained burning or smoldering exist after fire exposure, (2) the extent of heat propagation through the carbon fiber composite, (3) how long it takes for the carbon fiber composite to naturally cool below 300°F (150°C), and (4) if there are any physical indicators that would help firefighters determine that the carbon fiber composite had cooled sufficiently to prevent reignition. These tests comprise the first phase of a two-phase approach to assess the fire behavior of aircraft fuselage advanced composite materials. The second phase will determine the amount of firefighting agent needed to extinguish and cool the composite. Twenty-three tests were conducted on 0.08-inch-thick, laminate-type carbon fiber composite samples sized 18 by 12 inches. The fiber content of the samples was 60%, which is typical for carbon fiber composite used in aircraft fuselages. The samples were mounted on a small platform at a 45° angle. The Federal Aviation Administration NextGen oil burner was used as the fire source. It generates temperatures just over 1800°F (990°C), which are similar to that of an aviation fuel-fed pool fire. Samples were subjected to different fire exposure times. Temperature measurements and infrared images were collected during the tests. In several instances, the initial weight of the sample was compared to the post exposure weight to determine the amount of resin consumed in the test. The tests showed that flaming combustion, smoldering, and smoking occur in various degrees of severity during and after fire exposure. Given the temperatures that can be achieved in an aviation fuel-fed pool fire, sufficient heat is available to raise the carbon fiber composite temperature to briefly sustain both flaming and smoldering after the pool fire is extinguished. Forward-looking infrared images and thermocouple measurements indicated laminate-type carbon fiber composite absorbs heat unevenly across its surface. Natural cooling of the samples below 300°F (150°C) happened quickly in areas that were open to the air and free to dissipate heat. The fastest time was almost 90 seconds for the uncovered sample center. Smoking was the only reliable visible indicator that could be used by firefighters to identify areas that still require continued application of agent.

  • Record URL:
  • Corporate Authors:

    SRA International, Incorporated

    1201 New Road, Suite #242
    Linwood, NJ  United States  08221

    Federal Aviation Administration

    William J. Hughes Technical Center, Airport Technology Research and Development Branch
    Atlantic City International Airport
    Atlantic City, NJ  United States  08405
  • Authors:
    • Hode, John C
  • Publication Date: 2012-6

Language

  • English

Media Info

  • Media Type: Web
  • Edition: Final Report
  • Features: Figures; Photos; References; Tables;
  • Pagination: 44p

Subject/Index Terms

Filing Info

  • Accession Number: 01454086
  • Record Type: Publication
  • Report/Paper Numbers: DOT/FAA/TC-12/6
  • Contract Numbers: DTFACT-05-D-00012
  • Files: TRIS, ATRI, USDOT
  • Created Date: Nov 15 2012 2:01PM