Fire resistivity and toxicity studies of candidate aircraft passenger seat materials

Fire resistivity studies were conducted on a wide range of candidate nonmetallic materials being considered for the construction of improved fire resistant aircraft passenger seats. These materials were evaluated on the basis of FAA airworthiness burn and smoke generation tests, colorfastness, limiting oxygen index, and animal toxicity tests. Physical, mechanical, and aesthetic properties were also assessed. Candidate seat materials that have significantly improved thermal response to various thermal loads corresponding to reasonable fire threats as they relate to in-flight fire situations, are identified

Flash-Fire Propensity and Heat-Release Rate Studies of Improved Fire Resistant Materials

Twenty-six improved fire resistant materials were tested for flash-fire propensity and heat release rate properties. The tests were conducted to obtain a descriptive index based on the production of ignitable gases during the thermal degradation process and on the response of the materials under a specific heat load

Process for the preparation of polycarboranylphosphazenes

A process for the preparation of polycarboranylphosphazenes is described. Polydihalophosphazenes are allowed to react at ambient temperatures for at least one hour with a lithium carborane in a suitable inert solvent. The remaining chlorine substituents of the carboranyl polyphosphazene are then replaced with aryloxy or alkoxy groups to enhance moisture resistance. The polymers give a high char yield when exposed to extreme heat and flame and can be used as insulation

Carboranylcyclotriphosphazenes and their polymers

Carboranyl-substituted polyphosphazenes are prepared by heat polymerizing a carboranyl halocyclophosphazene at 250 C for about 120 hours in the absence of oxygen and moisture. The cyclophosphazene is obtained by allowing a lithium carborane, e.g., the reaction product of methyl-o-carborane with n-butyllithium in ethyl ether, to react with e.g., hexachlorocyclotriphosphazene at ambient temperatures and in anhydrous conditions. For greater stability in the presence of moisture, the chlorine substituents of the polymer are then replaced by aryloxy or alkoxy groups, such as CF3CH2O. The new substantially inorganic polymers are thermally stable materials which produce a high char yield when exposed to extreme temperatures, and can thus serve to insulate less heat and fire resistant substances

Analysis of trace halocarbon contaminants in ultra high purity helium

This study describes the analysis of ultra high purity helium. Purification studies were conducted and containment removal was effected by the utilization of solid adsorbent purge-trap systems at cryogenic temperatures. Volatile organic compounds in ultra high purity helium were adsorbed on a solid adsorbent-cryogenic trap, and thermally desorbed trace halocarbon and other contaminants were analyzed by combined gas chromatography-mass spectrometry

Fire-resistant materials for aircraft passenger seat construction

The thermal response characteristics of fabric and fabric-foam assemblies are described. The various aspects of the ignition behavior of contemporary aircraft passenger seat upholstery fabric materials relative to fabric materials made from thermally stable polymers are evaluated. The role of the polymeric foam backing on the thermal response of the fabric-foam assembly is also ascertained. The optimum utilization of improved fire-resistant fabric and foam materials in the construction of aircraft passenger seats is suggested

Conference on the Development of Fire-Resistant Aircraft Passenger Seats

Papers are presented dealing with the development of aircraft seats with the minimum fire risk. Criteria examined include: flame spread, heat release, and smoke and/or toxic fumes. Materials and performance specifications of all seat material options are provided

An evlauation of the three-dimensional split-film anemometer for measurements of atmospheric turbulence

A three-dimensional split-film anemometer was tested in turbulent, as well as in nonturbulent flow downstream from a wind tunnel turbulence grid. The data obtained with this probe in the turbulence behind the grid, indicated that the measured turbulence intensities were somewhat lower than the intensity measured with the conventional hot-wire anemometry; a result of the finite dimensions of the sensor arrays. The probe yaw angle was determined to be accurate within three degrees. Statistical averages, determined by mean-wind direction and vertical and lateral directions were computed on the basis of the probe yaw angle