Download - March 27-28, 2001 International Aircraft Systems Fire Protection Working Group Long Beach, CA
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________
March 27-28, 2001International Aircraft Systems Fire
Protection Working GroupLong Beach, CA
Ground-Based Inerting Proof ofConcept Flight Test in Conjunction
with the Boeing Company
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________
Outline
• Background• Instrumentation• Inerting Data• Ground Testing• Flight Testing
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Background
• Focus of the testing is to determine if the Existing Fleet Vented Fuel Tanks Will Maintain NEA Benefit for a Significant Amount of Time
• Boeing Offered Use a Boeing B-737NG as the Test Aircraft
• Air Liquide Provided an NEA Generator with Delivery Equipment at Low Cost
• Boeing to Provide Aircraft NEA Manifold, Support Personnel, Data Acquisition, and Most Instrumentation.
• Tech Center to Provide Oxygen Analysis Equipment
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Flight Test Instrumentation
• Oxygen Analysis System Provides 8 Channels of Continuous Oxygen Concentration Data– Actively Controls Sample Inlet and Outlet Pressure.– Flow Through Sensor Design– Fluid Traps, Ejector/Evacuator, Flame Suppressors for Safety
• Other Instrumentation– CWT Thermocouples– Flight Data (air speed, altitude, attitude)– Fuel Load– Wind Data
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________System Block Diagram
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Sample Port Location Diagram
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Fuel Tank Inerting
• Only Inerted the CWT with Properly Operating Manifold 3 Times– Fuel Clogged Lines and Prevented Equal Distribution at
Different Times– Data Looks Consistent with Lab Observations– Manifold not Balanced for Optimal Delivery Distribution
• Performed Non-Dimensional Analysis and Compared with Existing Models– Volumetric Tank Exchange Measured at Approximately 1.7
Tank Volumes
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ GBI Inerting Data
0.0
5.0
10.0
15.0
20.0
25.0
0 5 10 15 20 25 30
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
Vol
)
Averge Center Bay
Average Left Cheek
Average Right Cheek
CWT GBI, 0% Fuel95% NEA @ 90 CFM
8% Line
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ GBI Inerting Data
0
0.2
0.4
0.6
0.8
1
0.0 0.5 1.0 1.5 2.0 2.5
Volumetric Tank Exchange
Iner
ting
Rat
io
BBJ GBI Data Perfect Mixing Solution FAA Empirical Polynomial Target
CWT GBI, 0% Fuel95% NEA @ 90 CFM
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________
Flight/Ground Testing Data Reduction(Preliminary)
• Involved Averaging Oxygen Concentration and Ullage Temperature at the Three Primary Areas in CWT; Center Section, Left Cheek, and Right Cheek
• Calculated Average of Above Three Areas• Marked Some Critical Events• Data Plotted Every 1 Minute
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Test 002-01 Condition .001
(Ground Test w/ 0% CWT - Cross Vented Config.)
5.0
7.0
9.0
11.0
13.0
15.0
17.0
19.0
21.0
23.0
15:0
0:00
15:0
5:00
15:1
0:00
15:1
5:00
15:2
0:00
15:2
5:00
15:3
0:00
15:3
5:00
15:4
0:00
15:4
5:00
15:5
0:00
15:5
5:00
16:0
0:00
16:0
5:00
16:1
0:00
16:1
5:00
16:2
0:00
16:2
5:00
16:3
0:00
16:3
5:00
16:4
0:00
16:4
5:00
16:5
0:00
16:5
5:00
17:0
0:00
17:0
5:00
17:1
0:00
17:1
5:00
17:2
0:00
17:2
5:00
17:3
0:00
17:3
5:00
17:4
0:00
17:4
5:00
17:5
0:00
17:5
5:00
Time
% O
2
O2 SENS #1 FILT (%) O2 SENS #2 FILT (%) O2 SENS #4 FILT (%) O2 SENS #5 FILT (%) O2 SENS #6 FILT (%) O2 SENS #7 FILT (%) O2 SENS #8 FILT (%)
Raw Data Presented
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Test 002-02 Condition .003
(Ground Test w/ 0% CWT - Simulated Wind - Cross Vented Config.)
5.0
7.0
9.0
11.0
13.0
15.0
17.0
19.0
21.0
23.0
13:30
:00
13:34
:00
13:38
:00
13:42
:00
13:46
:00
13:50
:00
13:54
:00
13:58
:00
14:02
:00
14:06
:00
14:10
:00
14:14
:00
14:18
:00
14:22
:00
14:26
:00
14:30
:00
14:34
:00
14:38
:00
14:42
:00
14:46
:00
14:50
:00
14:54
:00
14:58
:00
15:02
:00
15:06
:00
15:10
:00
15:14
:00
15:18
:00
15:22
:00
15:26
:00
15:30
:00
Time
% O
2
O2 SENS #1 FILT (%) O2 SENS #2 FILT (%) O2 SENS #4 FILT (%) O2 SENS #5 FILT (%) O2 SENS #6 FILT (%) O2 SENS #7 FILT (%) O2 SENS #8 FILT (%)
Raw Data Presented
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ GBI Test Data
0.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
0 20 40 60 80 100 120 140
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
Vol
)
Averge Center Bay
Average Left Cheek
Average Right Cheek
Empty CWT, Calm Wind
StartPacs
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ GBI Test Data
0
1
2
3
4
5
6
7
8
9
10
0 20 40 60 80 100 120 140 160 180
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
Vol
)
Averge Center Bay
Average Left Cheek
Average Right Cheek
CWT 20% Full, Inerted Before FuelSimulated Calm Winds
Start Fueling
Stop Fueling
Start Pacs
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ GBI Test Data
0
2
4
6
8
10
12
14
16
18
0 20 40 60 80 100 120 140
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
Vol
)
Average Center Bay
Average Left Cheek
Average Right Cheek
Empty CWT, Simulated WindStart Pacs
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ GBI Test Data
0
2
4
6
8
10
12
14
16
18
0 20 40 60 80 100 120
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
Vol
)
Averge Center Bay
Average Left Cheek
Average Right Cheek
CWT 80% Full, Inerted Before FuelHigh Natural Winds
Start Fueling
Stop Fueling
Start Pacs
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ Ground Test Data
0.0
2.0
4.0
6.0
8.0
10.0
12.0
14.0
0 20 40 60 80 100 120 140
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
vol
)
0 Fuel, Calm Wind
0 Fuel, SimulatedWind
GBI Wind ComparisonCross Vented CWT
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________
• Due to Profound Effect of Ground Winds and some Flight Conditions, Vent System was Modified to Prevent Cross Flow After First Flight Test
• Plotted Altitude with Average Bay [O2]s to Illustrate Effect of Flight
• Data Plotted Every 1 Minute
Flight Testing Data
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ Flight Test Data
0.0
5.0
10.0
15.0
20.0
25.0
0 50 100 150 200 250
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
vol
)
0
5000
10000
15000
20000
25000
30000
35000
40000
Altit
ude
(ft)
Average Center Bay
Average Left Cheek
Average Right Cheek
Altitude Trace
First Test - 0 FuelCross Vented CWT
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ Flight Test Data
0.0
5.0
10.0
15.0
20.0
25.0
0 50 100 150 200 250 300
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
vol
)
0
5000
10000
15000
20000
25000
30000
35000
40000
Altit
ude
(ft)
Average Center Bay
Average Left Cheek
Average Right Cheek
Altitude Trace
Second Test - 0 FuelNo Cross Venting
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ Flight Test Data
0.0
5.0
10.0
15.0
20.0
25.0
0 50 100 150 200 250 300
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
vol
)
0
5000
10000
15000
20000
25000
30000
35000
40000
Alti
tude
(ft)
Average Center Bay
Average Left Cheek
Average Right Cheek
Altitude Trace
Third Test - 20% FuelNo Cross Venting
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ Flight Test Data
0
5
10
15
20
25
0 50 100 150 200 250 300
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
vol
)
0
5000
10000
15000
20000
25000
30000
35000
40000
Altit
ude
(ft)
Average Center Bay
Average Left Cheek
Average Right Cheek
Altitude Trace
Forth Test - 40% FuelNo Cross Venting
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Boeing BBJ Flight Test Data
0
5
10
15
20
25
0 50 100 150 200 250 300 350
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
vol
)
0
5000
10000
15000
20000
25000
30000
35000
40000
Alti
tude
(ft)
Average Center Bay
Average Left Cheek
Average Right Cheek
Altitude Trace
FifthTest - 80% FuelNo Cross Venting
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________
• Compare Overall Fuel Tank [O2] Average to Illustrate Effect of Certain Parameters– Fuel Load Effect Less Profound Then Predicted– Cross Venting Effect Very Pronounced Over a Relatively
Long Cruise– Effect of Fuel Burn Appears to be the Primary Effect on CWT
[O2]
Flight Testing Data Comparison
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Effect of Venting Configuration on CWT [O2]
0.0
2.0
4.0
6.0
8.0
10.0
12.0
14.0
16.0
18.0
0 20 40 60 80 100 120 140 160
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
vol
)
Vent Modified for No X Flow
No Vent Modification
Climb and Cruise0 Fuel Load
Takeoff at Time 0
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Effect of Fuel Load on CWT [O2]
0.0
2.0
4.0
6.0
8.0
10.0
12.0
14.0
16.0
18.0
0 20 40 60 80 100 120 140 160
Time (minutes)
Oxy
gen
Con
cent
ratio
n (%
vol
)
80% Fuel Load
40 % Fuel Load
20% Fuel Load
Zero Fuel
Climb and CruiseNo Cross Venting
Takeoff at Time 0
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Effect of Climb on Tank [O2]
0.0
0.2
0.4
0.6
0.8
1.0
1.2
1.4
1.6
1.8
2.0
0 5000 10000 15000 20000 25000 30000 35000 40000
Altitude (ft)
Oxy
gen
Con
cent
ratio
n C
hang
e(%
vol
) 80% Fuel
40% Fuel
20% Fuel
0% Fuel
0-35K Foot ClimbNo Cross Venting
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________Effect of Fuel Burn on Tank [O2]
0.0
2.0
4.0
6.0
8.0
10.0
12.0
14.0
16.0
18.0
0.0% 10.0% 20.0% 30.0% 40.0% 50.0% 60.0% 70.0% 80.0%
Fuel Load
Oxy
gen
Con
cent
ratio
n (%
vol
)
80% Fuel
40% Fuel
20% Fuel
Cruise Speed at AltitudeNo Cross Venting
AAR-422 Fire Safety R&D
Boeing GBI Flight Test___________________________________
• GBI Was Easily Accomplished by Distributing NEA into a CWT with a Basic Distribution Manifold
• GBI Can Provide Significant Protection Through Takeoff and the Beginning of Cruise to a Vented CWT (No X Venting) Even with Relatively High Fuel Loads
• Care Must be Taken to Ensure Minimal X Venting due to High Ground Winds and Some Flight Maneuvers
Summary